An EV Drive-Train With Integrated Fast Charging Capability

This paper proposes a new class of on-board chargers for electric vehicles (EVs). Instead of being placed on-board as a separate unit, the three-phase (fast) chargers reutilize the existing components in EVs, which are already used for the propulsion. These are primarily the inverter and the machine, which however have to be multiphase (with more than three phases). The concept is valid for all multiphase propulsion drives with a prime number of phases higher than three and a single neutral point in motoring and is illustrated in detail for the five-phase inverter/five-phase machine configuration. During the charging mode, electromagnetic torque is not produced in the machine so that the rotor does not require mechanical locking. Hardware reconfiguration between propulsion and fast charging is required, but it is achieved with only two switches, which are the only two nonintegrated elements. The integrated topology is explained in this paper, together with the control scheme, and extension from five phases to higher phase numbers is illustrated using the seven-phase system as an example. Finally, the propulsion-mode operation with complete suppression of low-order harmonics, which map into the second plane, is achieved for the five-phase machine. Experimental verification of theoretical results and proposed control is provided for both charging and vehicle-to-grid mode of operation, as well as for propulsion

Integration of Six-Phase EV Drivetrains into Battery Charging Process with Direct Grid Connection

The paper proposes two novel topologies for integrated battery charging of electric vehicles (EVs). The integration is functional and manifests through re-utilization of existing propulsion drivetrain components, primarily a six-phase inverter and a six-phase machine, to serve as components of a fast (three-phase) charging system. An important feature of the proposed charging systems is that they are with direct grid connection, thus non-isolated from the mains. Torque is not produced in machines during the charging process. The paper provides a comprehensive evaluation of the novel systems, together with an existing topology. Various aspects of the considered chargers are detailed and elaborated, including current balancing, interleaving modulation strategy, and influence of rotor field pulsation on control and overall performance. A control strategy is proposed and the theory and control scheme are verified by experiments

Overview of fast on-board integrated battery chargers for electric vehicles based on multiphase machines and power electronics

The study provides an extensive overview of on-board integrated chargers for electric vehicles that are based on multiphase (more than three phases) machines and power electronics. A common attribute of all discussed topologies is that they do not require a charger as a separate device since its role is transferred to the already existing drivetrain elements, predominantly a multiphase machine and an inverter. The study demonstrates how additional degrees of freedom that exist in multiphase systems can be conveniently utilised to achieve torque-free charging operation. Therefore, although three-phase (or multiphase) currents flow through machines' stator windings, they do not generate any torque; thus the machines do not have to be mechanically locked. Cost and weight saving is achieved in this way, while the available space is increased. For each topology operating principles are explained, and its control elaborated in detail for both charging and vehicle-to-grid mode. Finally, the validity of theoretical considerations and control algorithms of some of the existing charging solutions is experimentally verified and experimental performance of all discussed topologies is compared

Single-Phase On-Board Integrated Battery Chargers for EVs Based on Multiphase Machines

The paper considers integration of multiphase (more than three phases) machines and converters into a single-phase charging process of electric vehicles (EVs) and, thus, complements recently introduced fast charging solutions for the studied phase numbers. One entirely novel topology, employing a five-phase machine, is introduced and assessed jointly with three other topologies that use an asymmetrical nine-phase machine, an asymmetrical six-phase machine, and a symmetrical six-phase machine. In all topologies, both charging and vehicle-to-grid (V2G) mode are viable. Moreover, all are capable of unity power factor operation. A torque is not produced in machines during charging/V2G process so that mechanical locking is not required. Hardware reconfiguration between propulsion and charging/V2G mode is either not required or minimized by using a single switch. Theoretical analysis of operating principles is given, and a control scheme, applicable to all topologies and which includes current balancing and interleaving strategy, is developed. Finally, operation of all topologies is compared by means of experiments in both charging and V2G mode, with a discussion of influence of current balancing and interleaving strategy on the overall performance

Isolated Chargers for EVs Incorporating Six-Phase Machines

This paper considers two isolated solutions for fast charging of electric vehicles (EVs). The isolation is located on the grid side (off board), whereas the rest of the charging apparatus is placed on board the EV, and it entirely consists of the existing power electronics components that would be otherwise used only for propulsion. Thus, substantial savings on space, weight, and cost are achieved. The considered configurations fully incorporate either a symmetrical or an asymmetrical six-phase machine, as well as a six-phase inverter, into the charging process. Due to the nature of the connections, torque production is avoided during the charging/vehicle-to-grid (V2G) modes of operation. Thus, the machines do not have to be mechanically locked, and their rotors naturally stay at standstill. Control schemes for both configurations are elaborated, and theoretical results are validated by experiments for the two configurations in both charging and V2G modes

Onboard Integrated Battery Charger for EVs Using an Asymmetrical Nine-Phase Machine

This paper considers an integrated onboard charger for electric vehicles that incorporates an asymmetrical nine-phase machine and an inverter into the charging process. The charging is from three-phase mains, and it employs exclusively the power electronic components that already exist on board the vehicle and that are mandatory for the propulsion. No new elements are introduced. Moreover, the charging is achieved without any hardware reconfiguration since the existing elements and their connections are not altered during the transfer from propulsion to the charging mode. Instead, the operating principle is based on additional degrees of freedom that exist in nine-phase machines. These degrees of freedom are employed to avoid electromagnetic torque production in the machine during the charging process, although currents flow through its stator windings. The configuration operates with a unity power factor and is capable of vehicle to grid (V2G) operation as well. A detailed theoretical analysis is given, and the control for the charging/V2G and propulsion modes is discussed. Theoretical analysis is validated by experiments for charging, V2G, and propulsion operating regimes

Efficiency Evaluation of Fully Integrated On-board EV Battery Chargers with Nine-Phase Machines

A fully integrated on-board battery charger for future electric vehicles (EVs) has been recently introduced. It re-utilizes all the propulsion components of an EV in charging/vehicle-to-grid (V2G) modes, it does not require any additional components or hardware reconfiguration, and charging/V2G modes are realized with zero electromagnetic torque production. Both fast (three-phase) and slow (single-phase) charging are possible, with unity power factor operation at the grid side. The solution is based on the use of a triple three-phase machine and a nine-phase inverter/rectifier. This paper reports on the results of efficiency evaluation for the said system. Testing is performed using both a nine-phase induction machine and a nine-phase permanent magnet (PM) machine for a range of operating conditions in charging/V2G modes, with both three-phase and single-phase grid connection. Additionally, the impact of converter interleaving on the losses and efficiency is also studied. Losses are separated for different subsystems, thus providing an insight into the importance of optimization of different EV power train components from the efficiency point of view. Promising efficiencies, in the order of 90%, are achieved although none of the system components have been optimized

An Integrated On-Board Battery Charger with a Nine-Phase PM Machine

A fully integrated on-board battery charger for electrical vehicles (EVs) has been developed recently using a nine-phase machine. All the components used for propulsion are employed in the charging process, no additional components are required, and there is no need for hardware reconfiguration between charging and propulsion modes of operation. The proposed solution can be connected directly to single-phase or three-phase grid to perform charging, so that the expensive off-board charger infrastructure is not needed. The only requirement is to use a nine-phase machine in combination with a nine-phase inverter in the powertrain of the EV. This however inevitably brings in further advantages in the propulsion mode, such as increased fault tolerance and the current subdivision into more phases. The benefits of the topology, originally developed for an induction machine, make it interesting for further investigation. Therefore, the performance of the charger is examined here using a permanent magnet synchronous machine (PMSM). The results show that the charger topology is applicable to other types of synchronous machines and is, even more importantly, independent of the angular spatial shift between the individual three-phase windings of the nine-phase machine’s stator. The results are comparable with those obtained using an induction machine and confirm the viability of the solution in conjunction with the PMSM as a propulsion motor

Positron and positronium annihilation patterns in zeolites and bulk ceramics

Positron lifetime (LT) measurements have revealed that in porous media the annihilation pattern is probably dominated by a near-saturation level trapping both for the positron and the positronium as well, which masks the contribution from the ldquofree annihilationrdquo, i.e., annihilation from delocalised positrons. In this work we compare positron lifetime spectra of crystalline zeolites with bulk ceramic materials fabricated by sintering from the same constituents as the zeolites and analyse common features and differences between them. For the dense ceramic samples the contribution from long-living components to the annihilation pattern is substantially lower than that for the zeolites. The results are analysed with the aim to extract new knowledge for the zeolites and for the sensitivity limits for free volume studies in ceramics. (© 2007 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim