Design and Control of 3-Phase Integrated Charger for Dual-Inverter Drivetrain Electric Vehicles

Wang, Sitan; Lehn, Peter W.

doi:10.1109/itec.2019.8790589

Cited by 5 publications

(10 citation statements)

References 11 publications

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“…In this work, a variable with a superscript "r" denotes a column vector of space vector components in the rotor reference frame. Additionally, for much of this work, the 0-axis components will be ignored, as shown in (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13), and this will be implied by omitting the "0" from the subscript. In this case, the space vector ⃗ described in (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14) is equivalent to (2-9) in the abcframe.…”

Section: Space Vector Representation and Transformation Into The Dq-fmentioning

confidence: 99%

“…Equations (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17), (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17)(18)(19), and (2-20) are fundamental equations for permanent magnet motor drive theory [7]. The last terms of (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17)…”

Section: Control Of a Permanent Magnet-based Motormentioning

confidence: 99%

“…According to Newton's Second Law for Rotation and shown in (2-23), torque production controls the speed of the motor, and according to (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17), the stator current controls the electromagnetic torque production in the motor for a given input. Therefore, the controller must regulate the stator current to regulate the electromagnetic torque, and hence the motor speed.…”

Section: Speed and Current Controlmentioning

confidence: 99%

“…In other words, MTPA control varies the angle of the stator current space vector with respect to the d-axis, , to maximize torque production [7]. To solve for the required , substitute identities for and from (2-35) into (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17), and normalize to obtain (2-36). For a nonsalient pole machine, the resulting expression is simple, and the angle = 2 obviously maximizes torque production.…”

Section: Mtpa Control -Below Base Speedmentioning

confidence: 99%

“…More recently, it has been shown that the dual inverter drive can integrate both three phase AC [12] and DC fast charging [13] capabilities in EVs while adding few components, a feat expected to increase the pace at which consumers adopt EVs by decreasing charging time and the cost of charging infrastructure. The main disadvantages of this topology are the increased probability of a single point of failure [5] and the increase in control complexity.…”

Section: Introductionmentioning

confidence: 99%

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Control of Boost Converter Module for Open-End Winding Permanent Magnet Motor Based, Dual Inverter Drive

Brody

Grainger

2020

2020 IEEE Energy Conversion Congress and Exposition (ECCE)

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This work explains how to control a boost converter module to vary the DC link voltage of a dual inverter motor drive. Doing so is shown to extend the speed range of open-end winding permanent magnet synchronous motors (OWPMSM) compared to using flux weakening control, enabling the use of more efficient and power dense high-speed motors. Such a speed range can be obtained by simply increasing the battery voltage, thus increasing the DC link voltage, and using flux weakening control. However, depending on the rebalancing technique used, cell imbalances in high-voltage batteries can decrease the efficiency and/or the battery lifetime, both of which are sensitive metrics in electric vehicles (EVs). Splitting the required battery voltage between two independent sources to drive the OWPMSM and using the boost converter modules to further increase the DC link voltage as needed extends the speed range while keeping the individual battery voltages low enough to prevent exacerbating cell-balancing issues. Furthermore, by adding the boost converter modules, the motor drive can satisfy the maximum torque per ampere (MTPA) condition at all speeds. Doing so decreases the maximum stator current above base speed compared to flux weakening control while maintaining the same torque-speed curve, thus lowering conduction losses. Simulation results from PLECS confirm the extended speed range and lower conduction losses of the topology compared to a conventional permanent magnet synchronous motor (PMSM) drive and a dual inverter drive without the boost converter modules. v

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