A Comprehensive Review of DC-DC Converters for EV Applications

DC-DC converters in Electric vehicles (EVs) have the role of interfacing power sources to the DC-link and the DC-link to the required voltage levels for usage of different systems in EVs like DC drive, electric traction, entertainment, safety and etc. Improvement of gain and performance in these converters has a huge impact on the overall performance and future of EVs. So, different configurations have been suggested by many researches. In this paper, bidirectional DC-DC converters (BDCs) are divided into four categories as isolated-soft, isolated-hard, non-isolated-soft and non-isolated-hard depending on the isolation and type of switching. Moreover, the control strategies, comparative factors, selection for a specific application and recent trends are reviewed completely. As a matter of fact, over than 200 papers have been categorized and considered to help the researchers who work on BDCs for EV application

Design of Zero-Ripple-Current Coupled Inductors with PWM signals in Continuous Conduction Mode

Coupled inductors are widely used in multiple outputs and interleaved dc-dc converters. Also filters often use coupled inductors as their inductive part. A generalized design procedure is proposed in this article focused on current ripple minimization and applicable to coupled inductors exposed to pulsewidth modulation signals and in continuous conduction mode. The design provides a very large inductance for all windings but one. Compared to other designs, it adapts to the existing magnetic properties of the magnetic device changing only the inductance ratio, simplifying the design and manufacturing process. It is based on the equivalent inductance value and its divergences. The only assumption applied is that the coupling coefficient among all windings is the same, which is an acceptable approximation in many magnetic core architectures. The theoretical results are experimentally verified. Not only almost zero ripple current is achieved, but also mass and volume is reduced compared to noncoupled inductors. This is an additional advantage of coupled inductors in mass and volume critical applications such as aerospace

Convertisseurs à bobine variable pour applications de transport durables

Abstract: Power electronics converters are key components and enable efficient conversion and management of electrical energy in a wide range of applications. For vehicular use, there is an inevitable need to improve their performance and reducing their size. This is particularly important in case of powertrain DC-DC converters as they are required to have improved performance while respecting the specifications, characteristics and stringent space limitations. These objectives define research targets and a particular progress is essential in the field of passive components, semiconductor devices, converter topologies and control. At the current state of technologies, the passive components particularly the power inductors are dominant components which affect the overall volume, cost and performance of power electronic converters. Considering the aforementioned critical aspects, this thesis proposes a variable inductor (VI) concept in order to reduce the weight and size power inductors which are traditionally bulky and have fairly limited operating range. By modulating the permeability of the magnetic material, this concept enhances the current handling capability of power inductors, controls the current ripples, reduces the magnetic and switching losses, as well as the stresses applied to switching devices. Furthermore, it enables the use of smaller cores which leads to the reduction of mass and volume allowing improvements in the converter operation and its overall performance. However, to integrate it into powertrain DC-DC converters, it is fundamental, to question the design of the component itself, the selection of suitable magnetic core materials, and the control of current in the auxiliary winding and saturation management of magnetic cores. This thesis systematically addresses these different research challenges. A particular attention is paid to the experimental study of a VI prototype to demonstrate the concept on a small-scale in order to explore its viability. Subsequently a detailed characterization was developed using finite element analysis to determine the intrinsic functionality of the passive component. Furthermore, this thesis proposed an RMS current based VI design to reduce oversizing of power inductors for electric vehicles application. In this methodology, the selection of a suitable magnetic core material is a crucial step to assure smaller and efficient converters. Hence, this thesis proposes a simplified approach based on weighted property method (WPM) for an appropriate selection of magnetic core in accordance to the needs of the user. Furthermore, to validate the integration of this concept in DC-DC converter topology used in the powertrain of electrified vehicles, an affine parameterization method is used to design the control parameters and a simple management strategy is proposed to enable dynamic control of the VI. The converter control and the proposed strategy are evaluated through simulations of a complete powertrain of a three-wheel recreational vehicle. The small-scale experimental and simulations, and full-scale simulations have demonstrated an interesting capacity of the VI for improving the performance of DC-DC converters for electrified vehicles and manage the saturation of the magnetic core while reducing the size and weight of magnetic components.Les convertisseurs d’électroniques de puissance sont des composants clés de la conversion et gestion efficace de l’énergie électrique dans une large gamme d’applications. Pour des utilisations véhiculaires, il est inévitablement nécessaire d’améliorer leurs performances et de réduire leur taille. Ceci est particulièrement important dans le cas des convertisseurs à courant continu (CC) de la chaine de traction où des performances améliorées en réponse à une large gamme de variations de charge sont recherchées tout en respectant les spécificités, caractéristiques et limitation d’espace nécessaires aux véhicules électrifiés. Ces objectifs définissent une cible de recherche et en particulier des progrès sont essentiels dans le domaine des composants passifs, des dispositifs semi-conducteurs, des topologies des convertisseurs et leurs commandes pour généraliser l’utilisation de véhicules électriques. Les composants passifs, en particulier les inductances de puissance, sont des composants dominants qui affectent le volume global, le coût et les performances de ces convertisseurs d’électroniques de puissance. Compte tenu de ces aspects, cette thèse propose un concept de bobine variable afin de réduire le poids et la taille des inductances de puissance qui sont traditionnellement encombrantes et ont une gamme de fonctionnement assez limitée. En modulant la perméabilité du matériau magnétique, ce concept améliore la capacité de gestion du courant des bobines de puissance, contrôle les ondulations du courant et réduit les pertes magnétiques et par commutation, bien comme les contraintes appliquées aux dispositifs de commutation. En outre, il permet l’utilisation de noyaux plus petits, ce qui entraîne une réduction de masse et de volume, en permettant une amélioration du fonctionnement du convertisseur et de ses performances globales. Cependant, pour l’intégrer aux convertisseurs CC-CC utilisés dans la chaine de traction, il est fondamental de se questionner sur la conception du composant lui-même, la sélection du matériau magnétique, la commande du courant de l’enroulement auxiliaire et la gestion de la saturation du noyau magnétique. Cette thèse aborde de manière systématique ces différents défis de recherche. Une attention particulière est accordée à l’étude expérimentale d’un prototype de bobine variable pour faire la preuve de concept à petite échelle afin d’explorer sa viabilité. Par la suite, une large caractérisation par éléments finis a été développée pour déterminer le fonctionnement intrinsèque de ce composant passif. De plus, cette thèse propose une méthode systématique de design de bobine variable basée sur le courant RMS pour réduire le surdimensionnement traditionnellement associer aux inductances de puissance pour des applications véhiculaires. Dans cette méthodologie, la sélection appropriée du matériau pour le noyau magnétique est une étape cruciale pour garantir des convertisseurs plus petits et efficaces, donc une démarche de sélection simplifiée basée sur la méthode des propriétés pondérées pour le choix de noyau magnétique approprié au besoin de l’application a été mis au point. De plus, pour valider l’intégration de ce concept dans une topologie de convertisseur CC-CC traditionnellement utilisée dans la chaine de traction des véhicules électrifiés, une méthode de synthèse affine a été utilisée pour définir les paramètres des contrôleurs de courant et une stratégie de gestion de la saturation du noyau a été proposée pour permettre le contrôle dynamique de la bobine variable. La commande du convertisseur et la stratégie ont été évaluées par simulation d’une chaine de traction complète d’un véhicule récréatif réel. Les résultats expérimentaux à petite échelle et simulations à pleine échelle ont démontrés des capacités intéressantes de cette bobine variable pour l’amélioration des performances des convertisseurs CC-CC, ayant la capacité de gestion de la saturation du noyau magnétique tout en réduisant la taille et le poids de ces composants passifs, dans le but de son utilisation dans la chaine de traction des véhicules électrifiés

Delta STATCOM with partially rated energy storage for intended provision of ancillary services

This thesis presents research on two distinct areas, where the work carried out in the first half highlights the challenges posed by the declining system inertia in the future power systems and the potential capability of the energy storage systems in bridging the gap, supporting a safe and reliable operation. A comparison of various energy storage technologies based on their specific energy, specific power, response time, life-cycle, efficiency, cost and further correlating these characteristics to the timescale requirements of frequency and RoCoF services showed that supercapacitors (SC) and Li-ion batteries present the most suitable candidates. Results of a network stability study showed that for a power system rated at 2940 MVA with a high RES contribution of 1688 MVA, equating to 57% of the energy mix, during a power imbalance of 200 MW, an ESS designed to provide emulated inertia response (EIR) in isolation required a power and energy rating of 39.54 MW and 0.0365 MWh respectively. Similarly, providing primary frequency response (PFR) on its own required a power and energy rating of 114.52 MW and 2.14 MWh respectively. ESS providing these services in isolation was not able to maintain all the frequency operating limits and similar results were also seen in the case of the recently introduced Dynamic Containment service. However, with the introduction of a combined response capability, a significantly improved performance, comparable to that of the synchronous generators was observed. In order to maintain the RoCoF and the statutory frequency limit of 0.5 Hz/s and ±0.5 Hz respectively, an ESS must be able to respond with a delay time of no more than 0.2 seconds and be able to ramp up to full response within 0.3 seconds (0.5 seconds from the start of contingency) for a frequency deviation of ±0.5 Hz. The second half of the thesis focused on investigating the current state-of-the-art power conversion system topologies, with the objective of identifying a suitable topology for interfacing ESSs to the grid at MV level. A delta-connected Modular Multilevel STATCOM with partially rated storage (PRS-STATCOM) is proposed, capable of providing both reactive and active power support. The purpose is to provide short-term energy storage enabled grid support services such as inertial and frequency response, either alongside or temporarily instead of standard STATCOM voltage support. The topology proposed here contains two types of sub-modules (SM) in each phase-leg: standard sub-modules (STD-SMs) and energy storage element sub-modules (ESE-SMs) with a DC-DC interface converter between the SM capacitor and the ESE. A control structure has been developed that allows energy transfer between the SM capacitor and the ESE, resulting in an active power exchange between the converter and the grid. A 3rd harmonic current injection into the converter waveforms was used to increase the amount of power that can be extracted from the ESE-SMs and so reduce the required ESE-SMs fraction in each phase-leg. Simulation results demonstrate that for three selected active power ratings, 1 pu, 2/3 pu, & 1/3 pu, the fraction of SMs that need to be converted to ESE-SMs are only 69%, 59% & 38%. Thus, the proposed topology is effective in adding real power capability to a STATCOM without a large increase in equipment cost. Furthermore, modifying the initially proposed topology with the use of Silicon Carbide (SiC) switching devices and interleaved DC-DC interface converter with inverse coupled inductors resulted in similar efficiencies when operated in STATCOM mode.Open Acces