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Power board of the electric scooter: the extra hardware components of the battery charger are put in evidence.
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This paper presents an integral battery charger for an electric scooter with high voltage batteries and interior-permanent-magnet motor traction drive. The battery charger is derived from the power hardware of the scooter, with the ac motor drive that operates as three-phase boost rectifier with power factor correction capability. The control of th...
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Citations
... Solutions as [8] even require freeshaft continuous rotation of the rotor during charging at grid electrical frequency, thus complicating the mechanical arrangement and introducing relevant friction and ventilation losses during charging. Finally, the solutions presented in [9]- [11] are unidirectional, thus not permitting V2G operation. ...
The rapid spread of electric vehicles is pushing for more and more compact and reliable e-axle architectures. In this scenario, the integration of the on-board battery charger with the traction drive can be a feasible way to reduce the embedded volume and number of components. Anyway, integrated chargers often present safety issues due to the absence of an isolation stage. In this work, a solution is proposed for integrating the on-board battery charger with the traction drive of road electric vehicles equipped with a 6-phase traction motor drive. The proposed charger is deeply integrated within the e-drive powertrain, to reduce the cost and volume of the e-axle with respect to non-integrated solutions, but still providing galvanic insulation, differently from all fully integrated charger in the literature. Dedicated control strategies are developed and tested for regulating the AC grid current at unitary power factor and low THD, and to avoid torque production or rotor movement during charging independently from the rotor position. Extensive simulation results show the feasibility of the proposed solution, together with a proof-of-concept validation on a commercial traction motor.
... In recent years, with the development of various mobile devices, QC (Quick Charge) and PD (Power Delivery) chargers that can rapidly charge various types of batteries have been released, and the maximum output voltage and power capacity are increasing [1,2]. In addition, as smart mobility services expand, demand of battery charging systems for electric scooters is increasing, and battery sharing services for electric motorcycles are also expanding from Southeast Asia [3][4][5]. Furthermore, the spread of electric vehicles is expanding due to the de-petroleum and carbon-neutral policies that are being implemented all around the world. Accordingly, the demands for driving distance and large-capacity batteries are increasing. ...
Active-clamp forward converters are applied to various medium-capacity power systems because they have a relatively simple structure and are capable of zero-voltage switching. In particular, there is the advantage that a stable output voltage can be obtained by controlling the duty ratio of the power semiconductor switch even in applications with wide input and output voltage ranges. However, the voltage stress on the power semiconductor switches due to the application of active clamp is higher than the input voltage, especially as the duty ratio increases. A three-switch active-clamp forward converter is proposed, which can overcome such shortcomings and can reduce the voltage stress of the power semiconductor switches, but it causes an increase in the DC bias of the magnetizing current and the additional conduction and switching losses. Therefore, in this paper, a voltage-stress-controllable three-switch active-clamp forward converter that can utilize both advantages of the conventional active-clamp forward converter and three-switch active clamp forward converter is proposed and verified through a prototype for 800 W battery charger.
... The authors in [79] proposed the integrated low voltage charger for electric scooter applications. It used the traction inverter as the front-end rectifier and PFC during charging, while a bidirectional DC-DC converter was used at the battery end, as is shown in Figure 16. ...
... Single-phase integrated charger for electric scooter[79]. ...
Electric Vehicles are becoming increasingly popular due to their environment friendly operation. As the demand for electric vehicles increases, it has become quite important to explore their charging strategies. Since charging and traction do not normally occur simultaneously and the power electronics converters for both operations have some similarities, the practice of integrating both charging and traction systems is becoming popular. These types of chargers are termed ‘Integrated Chargers’. The aim of this paper is to review the available literature on the integrated chargers and present a critical analysis of the pros and cons of different integrated charging architectures. Integrated chargers for electric vehicles with three-phase permanent magnet synchronous machines, multi-phase machines and switched reluctance machines were compared. The challenges with the published integrated chargers and the future aspect of the work were been discussed.
... This paper focuses on the modeling, control, and current ripple of an integrated battery charger for DC-fast charge using a three-phase Interior Permanent Magnet (IPM) motor as a filter inductance. Several integrated charger solutions have already been published in the literature, but most perform an AC/DC power conversion [5]- [7]. The use of the electric powertrain of the vehicle as an integrated DC/DC boost converter has not been thoroughly investigated. ...
... M > 1 when operating in buck-boost mode, M ≤ 1 when operating in boost-only mode), the primary and secondary-side bridge-leg duty cycles are obtained as It is worth noting that the three buck-boost DC/DC units can be modulated with in-phase carriers or with phase-shifted carriers. In general, carrier interleaving may improve the phase current ripple performance by converting part of the common-mode (CM) voltage into differential-mode (DM) voltage, which is applied across a much larger inductance [9]. Nevertheless, interleaved operation may lead to higher PWM-induced losses in the machine at high frequency [3], as the DM flux paths involve a larger portion of the machine stator and rotor iron [33]. ...
... The simplified equivalent circuits of the iOBC system operating in boost mode and buck mode are illustrated in Fig. 4(a) and (b), respectively, highlighting that the switching operation of the two three-phase inverters is mutually exclusive. Furthermore, Fig. 4(c) shows the equivalent circuit representation of a generic electrical machine, consisting of three sets of inductors [9]: the phase leakage inductance L σ , the mutually-coupled zerosequence inductance L 0 and the mutually-coupled magnetizing inductance L m . This equivalent circuit representation addresses all kinds of synchronous and asynchronous electrical machines, such as induction machines, surface permanent magnet machines, interior permanent magnet machines, synchronous reluctance machines and synchronous machines with field excitation (i.e., wound rotor). ...
... This equivalent circuit representation addresses all kinds of synchronous and asynchronous electrical machines, such as induction machines, surface permanent magnet machines, interior permanent magnet machines, synchronous reluctance machines and synchronous machines with field excitation (i.e., wound rotor). In particular, L m is a 3x3 matrix and depends on the rotor angular position ϑ r when the machine rotor is anisotropic [9]. It is worth noting that, for induction machines, the equivalent circuit in Fig. 4(c) approximately reduces to the stator leakage inductance from a CM perspective and to the sum of stator and rotor leakage inductances from a DM perspective, since the rotor cage/winding reacts to the pulsating stator flux similarly to a short-circuited transformer. ...
Integrated on-board chargers (iOBCs) typically exploit the traction drive system (i.e., inverter and motor) of an electric vehicle (EV) as a battery charging interface. The main goal of iOBCs is to reduce cost and footprint of the EV charging system by leveraging existing powertrain components. However, this integration comes with unique challenges (e.g., limited efficiency, possible torque production, EMI, electrical safety, etc.), which currently represent an active research topic for both industry and academia. The main shortcoming of most existing iOBC solutions is that they only provide voltage step-up (boost) or voltage step-down (buck) capability, thus requiring an additional DC/DC conversion stage to address the full battery voltage range. This paper introduces a novel single-phase iOBC topology with inherent buck-boost capability, exploiting a next-generation 400V double bridge inverter EV drive system. This topology allows for universal mains interface charging (i.e., 230V EU, 120 V/240V USA, etc.) and can exploit all kinds of synchronous/asynchronous electrical machines with an open-end winding configuration. The proposed iOBC structure only requires an additional line-frequency diode bridge rated for the charging current (or an active synchronous rectifier, if bidirectional charging is desired), an input filter capacitor and two reconfiguration switches. In this paper, the operating principle of the proposed iOBC is described, the stresses on all system active and passive components are analyzed and the converter closed-loop control strategy is introduced and assessed in simulation. Furthermore, a novel control approach addressing the double-line frequency power pulsation (i.e., typical of single-phase chargers) is proposed, exploiting the magnetic energy storage capability of the electrical machine.
... Optimal assignment of E-scooter to chargers [92]; • Optimization of the mobile network for energy storage [93,99,100]; • Battery charger design for ESs [94,[101][102][103][104][105]; • Solution to the design and implementation of a fast charger with high efficiency for lead acid batteries [106]. ...
... Super-fast-charging ES, Electric Double-Layer Capacitor (EDLC) [79] EDLC, ES, HW and SW solutions of EVCS using the OCPP standard [80] EVCS, OCPP Reduction of THD in BLDC [81] THD, BLDC, ES ES with V2H and V2G energy transfer function using PV [82] ES, V2H, V2G, PV Wireless Power Transfer (WPT) using wireless charger [83,87,88,[95][96][97][98] WPT, ES EDLC charger solution [84][85][86] ES, EDLC DC-DC converter with frequency control for LEV [89] LEV, DC-DC converter Photovoltaic charging dock for electric scooters [90] PV, ES Solving ES charging dock allocation problem (ESCA) [91] ES, ESCA, MILP, charging docks Optimizing ES assignment solutions to chargers [92] ES, allocation, charging docks Optimization of MESN solutions for ES [93,99,100] ES, MESN Design and solution of BC for ES [94,[101][102][103][104][105] ES, BC FC with high efficiency for LAB [106] ES, FC, LAB Table 21. Overview-topics resolved in the "Management and sharing ES" concept. ...
... The proposed model allocates e-scooters to chargers with an emphasis on minimizing the average distance traveled by chargers to pick up e-scooters [91,92]. Monteiro et al.presented a mobile battery network for electronic devices via power banks in the city and proposed an optimization model to find the optimal location and layout of the network considering customer demand, logistics components, battery degradation, and terminal charging mode[93]. The aim of Tai et al. was to develop a battery charger with remote monitoring and an intelligent active equalizer with NCR18650PF batteries, which have a nominal voltage of 3.6 V and a nominal capacity of 2900 mAh[94]. ...
In the context of the COVID-19 pandemic, an increasing number of people prefer individual single-track vehicles for urban transport. Long-range super-lightweight small electric vehicles are preferred due to the rising cost of electricity. It is difficult for new researchers and experts to obtain information on the current state of solutions in addressing the issues described within the Smart Cities platform. The research on the current state of the development of long-range super-lightweight small electric vehicles for intergenerational urban E-mobility using intelligent infrastructure within Smart Cities was carried out with the prospect of using the information learned in a pilot study. The study will be applied to resolving the traffic service of the Poruba city district within the statutory city of Ostrava in the Czech Republic. The main reason for choosing this urban district is the fact that it has the largest concentration of secondary schools and is the seat of the VŠB-Technical University of Ostrava. The project investigators see secondary and university students as the main target group of users of micro-mobility devices based on super-lightweight and small electric vehicles.
... A method wherein an additional rectifier is used is applied to convert the grid voltage to DC. Then, the motor winding is used as a boost inductor in an interleaved PFC circuit (7), (8) . In these methods, the synthetic magnetomotive force (MMF) generated by the DC current in the motor windings is fixed at a certain rotor position. ...
This paper proposes a method to reduce the torque ripple vibration of an integrated power factor correction (PFC) converter by using the zero-phase inductance of an interior permanent magnet synchronous motor (IPMSM) when the motor is not running. When an integrated PFC converter is applied to electric vehicle (EV) chargers, it is necessary to reduce the torque oscillation of the motor caused by the charging current. In an integrated PFC converter using an IPMSM, the zero-phase current and magnetomotive force harmonics of the permanent magnet cause torque vibration. In the proposed control method, the generated torque is estimated using the back EMF table, and the phase current is controlled to cancel it. The proposed method can be used to suppress torque vibration irrespective of the mechanical angle of the rotor. The effectiveness of the proposed method is experimentally verified. Using the proposed method, the torque vibration can be suppressed by up to 91.3% as compared to that in the case of the conventional control method. Furthermore, a power factor of 99.9% is achieved under a load condition of 1 kW.
... In this case, the power grid peak voltage cannot be higher than the battery voltage due to the boost operation of the dc-dc converter from the power grid to the battery. In 2010, G. Pellegrino et al. proposed a similar system with an additional bidirectional dc-dc converter between the battery and the dc link of the three-phase bidirectional ac-dc converter, endowed with power factor correction (PFC) characteristics and allowing the battery charging operation from power grids with peak values that can be higher or lower than the battery voltage [16]. This topology can be seen in Figure 4b. ...
Electric vehicles (EVs) contain two main power electronics systems, namely, the traction system and the battery charging system, which are not used simultaneously since traction occurs when the EV is travelling and battery charging when the EV is parked. By taking advantage of this interchangeability, a single set of power converters that can perform the functions of both traction and battery charging can be assembled, classified in the literature as integrated battery chargers (IBCs). Several IBC topologies have been proposed in the literature, and the aim of this paper is to present a literature review of IBCs for EVs. In order to better organize the information presented in this paper, the analyzed topologies are divided into classical IBCs, IBCs for switched reluctance machines (SRMs), IBCs with galvanic isolation, IBCs based on multiple traction converters and IBCs based on multiphase machines. A comparison between all these IBCs is subsequently presented, based on both requirements and possible functionalities.
... Referring to Table III, the comparison of the presented charging system with the existing EVs/LEVs chargers is carried out on several crucial performance parameters such as components count, control complexity, operating ranges, cost of implementation, and efficiency. Unlike the existing LEVs/EVs chargers [30]- [34], [37], the presented charger employs a minimum number of the component count while ensuring desired performance characteristics at its ac and dc end. Even though the charger topologies presented in [6], [35], [36], and [38] have comparable component count, their nonisolated structure [6], [35] or complex transformer design (center-tapped configuration) [36], [38] remain a major concern. ...
... Notably, a bridgeless configuration at the front end of the presented charger topology not only reduces the component count but also optimizes the corresponding conduction losses. However, the charger topologies given in [6], [30]- [35], and [37] do not incorporate such structure. As far as the operating ranges are concerned, similar to the presented charging solution, the existing EVs/LEVs chargers [6], [30], [33]- [36] ensure a pretty wide operating range at the ac mains. ...
... As far as the operating ranges are concerned, similar to the presented charging solution, the existing EVs/LEVs chargers [6], [30], [33]- [36] ensure a pretty wide operating range at the ac mains. However, from the dc side perspective, the existing solutions [6], [31]- [33], [35], [37] target high-voltage EVs and, therefore, remain unsuitable for the low-voltage EVs. Even if the authors in [30], [34], [36], and [38] have targeted low-voltage EVs, the limitations mentioned above persist. ...
A 1-ϕ single stage AC-DC power conversion unit employing bridgeless isolated modified single ended primary inductor converter (BLIMSEPIC), is presented in this work for the light electric vehicles (LEVs) charger applications. Unlike existing SEPIC and Cuk high power factor (HPF) AC-DC converters, the presented BLIMSEPIC HPF AC-DC converter incorporates continuous input and output current features while operating under discontinuous current mode (DCM) condition. Therefore, it demonstrates excellent applicability in charging applications. The DCM operation considerably simplifies overall control architecture, as the presented BLIMSPEIC AC-DC converter exhibits inherent power factor correction capability under DCM operation, and therefore, significantly reduces the cost of control implementation. Besides, the continuous input and output currents attribute lessen the filter’s size and associated losses. Further, the reduced voltage stress and zero current switching of semiconductor devices, together with the front-end bridgeless structure, considerably improve the conduction and switching losses of the charger. The operation, design, control, and performance of the BLIMSEPIC HPF AC-DC converter, are experimentally verified, and corresponding results are presented to justify its efficacy for LEVs charging applications.
... The topology with the addition of an isolation stage and the possibility to charge the low voltage accessory battery in addition to the traction battery is proposed in [18]. Similarly [19] and [20] proposed an IBC that allowed connection of a rectified single-phase voltage source to the neutral of a three-phase machine windings, as shown in Figure 15.5. The connection forms three-phase interleaved boost converters that are used to charge the battery and perform power factor correction (PFC). ...
Integrated battery chargers (IBCs) have been proposed as a low-weight, low-volume, and high-power solution to conventional conductive chargers. However, the design of such chargers is complicated, requiring special components or control techniques to solve inherent issues (such as galvanic isolation, torque generation, and system reconfiguration) associated with their design. Solutions vary based on charging power, drive topology, and motor technology. This chapter introduces designs for IBCs, including solutions as proposed in the literature. It also presents challenges in their industrial adoption. Finally, the chapter presents opportunities for fleet charging applications using IBCs.
