800 Volt for Electric Vehicles Voltage Level Suitable for Calibration

Engstle, Armin; Deiml, Mathias; Angermaier, Anton; Schelter, W.

doi:10.1007/s38311-013-0098-3

Cited by 4 publications

(3 citation statements)

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“…113 Conidering the classification of power module voltages, (600 to 750 V and 1200 V, Figure 9), the wide range of modules (regardless of the automotive grade) that cover the demand for vehicles categorized as "400 V" and "800 V" systems can be seen (most light electric vehicles are generally equipped with battery packs with a nominal voltage range between 250 V and 450 V, known as "400 V" systems; whereas in heavy electric vehicles where most vehicles operate with nominal voltages close to 600-650 V and, in some sports cars, the voltage may slightly exceed 900 V, in which case they are known as "800 V" systems). 1,[114][115][116][117][118][119] Thus, 600 to 750 V rated modules are suitable for "400 V" systems, while 1200 V rated modules ‡ ‡ ‡ are suitable for "800 V" systems.…”

Section: Igbt-based Power Modulesmentioning

confidence: 99%

The role of power device technology in the electric vehicle powertrain

Robles

Matallana

Aretxabaleta

et al. 2022

Intl J of Energy Research

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Summary In the automotive industry, the design and implementation of power converters and especially inverters, are at a turning point. Silicon (Si) IGBTs are at present the most widely used power semiconductors in most commercial vehicles. However, this trend is beginning to change with the appearance of wide‐bandgap (WBG) devices, particularly silicon carbide (SiC) and gallium nitride (GaN). It is therefore advisable to review their main features and advantages, to update the degree of their market penetration, and to identify the most commonly used alternatives in automotive inverters. In this paper, the aim is therefore to summarize the most relevant characteristics of power inverters, reviewing and providing a global overview of the most outstanding aspects (packages, semiconductor internal structure, stack‐ups, thermal considerations, etc.) of Si, SiC, and GaN power semiconductor technologies, and the degree of their use in electric vehicle powertrains. In addition, the paper also points out the trends that semiconductor technology and next‐generation inverters will be likely to follow, especially when future prospects point to the use of “800 V" battery systems and increased switching frequencies. The internal structure and the characteristics of the power modules are disaggregated, highlighting their thermal and electrical characteristics. In addition, aspects relating to reliability are considered, at both the discrete device and power module level, as well as more general issues that involve the entire propulsion system, such as common‐mode voltage.

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Section: Igbt-based Power Modulesmentioning

confidence: 99%

The role of power device technology in the electric vehicle powertrain

Robles

Matallana

Aretxabaleta

et al. 2022

Intl J of Energy Research

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“…These topologies are used extensively in industry; however their use is rarely seen implemented for the EV charging application. This is due to the fact that currently (as Table 1 shows) most EVs use battery systems around 300-400 V. However, there is a change in trend towards 800 V battery systems [23][24][25][26][27]. In this context, this work focuses on boost-type unidirectional three-phase rectifier topologies, adapted to the trend towards 800 V battery systems [23][24][25][26][27].…”

Section: Unidirectional Three-phase Rectifiers For Fast Ev Charging Stationsmentioning

confidence: 99%

“…The majority of light EVs are equipped with battery packs with nominal voltage range between 300 V and 420 V, while for heavy EVs this voltage can reach up to 800 V [22]. However, according to some studies [23][24][25][26][27], a change in trend is expected in the battery voltage of light EVs, and an increase in the DC bus to 800 V systems 1 is expected. With this change, a substantial reduction in the conductive wire weight could be achieved, since half the current will be handled for the same power [23].…”

Section: Introductionmentioning

confidence: 99%

High-Voltage Stations for Electric Vehicle Fast-Charging: Trends, Standards, Charging Modes and Comparison of Unity Power-Factor Rectifiers

et al. 2021

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Emission of greenhouse gases and scarcity of fossil fuels have put the focus of the scientific community, industry and society on the electric vehicle (EV). In order to reduce CO 2 emissions, cuttingedge policies and regulations are being imposed worldwide, where the use of EVs is being encouraged. In the best of scenarios reaching 245 million EVs by 2030 is expected. Extensive use of EV-s requires the installation of a wide grid of charging stations and it is very important to stablish the best charging power topology in terms of efficiency and impact in the grid. This paper presents a review of the most relevant issues in EV charging station power topologies. This review includes the impact of the battery technology, currently existing standards and proposals for power converters in the charging stations. In this review process, some disadvantages of current chargers have been identified, such as poor efficiency and power factor. To solve these limitations, five unidirectional three-phase rectifier topologies have been proposed for fast EV charging stations that enhance the current situation of chargers. Simulation results show that all the proposed topologies improve the power factor issue without penalizing efficiency. The topologies with the best overall performance are the Vienna 6-switch and the Vienna T-type rectifier. These two converters achieve high efficiency and power factor, and they allow a better distribution of losses among semiconductors, which significantly increase the life-cycle of the semiconductor devices and the reliability of the converter.

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