Fig 10 - uploaded by Gianmario Pellegrino
Content may be subject to copyright.
Power board of the electric scooter: the extra hardware components of the battery charger are put in evidence.
Source publication
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...
Similar publications
This paper presents the design of a predictive speed controller for electrical drives. The control scheme does not have a cascaded structure; instead, it uses a single optimization algorithm to generate the control action to be applied at the next sampling instant. The control is based on the optimization of a cost function, which is designed using...
This paper compares five different motor types used in variable speed drives: a dc motor with a mechanical commutator and with electromagnetic or permanent magnets excitation, a cage induction motor, asynchronous cascade with a slip‐ring motor and a brushless motor with PM excitation. These motors are to be used for tram drive and they should all b...
Non-line-start permanent magnet synchronous machines (NLSPMSMs) are normally considered not able to operate stably under grid drive. However, this paper proposes an effective control strategy to achieve soft start and synchronous switching of NLSPMSMs from inverter to grid drives so that to extend the application field. The system electromechanical...
Citations
... However, losses due to hard-switching operations and the necessity of bulky inductors are cited as major drawbacks. Even without introducing an additional converter, a boost conversion stage can be configured by utilizing components that already exist in EV power systems-switches of inverters and winding inductances of a traction motor can configure a PWM boost converter (2) . Although additional components are no longer necessary, the hard-switching issue remains. ...
... This section compares the proposed RSCC with a conventional three-level FC converter (3L-FCC) [ Fig. 11(a)] and motorintegrated boost converter (2) [Fig. 11(b)] in terms of power conversion efficiency and component volume. ...
... (a) three-level flying capacitor converter (3L-FCC).(b) motor-integrated boost converter(2) . ...
Voltages of powertrains and lithium-ion batteries (LIBs) of electric vehicles are increasing to 600–800 V, whereas ordinary fast chargers are designed for 400-V systems. An additional on-board or internal voltage conversion stage is necessary to accommodate traditional chargers to high-voltage powertrains. This paper proposes a resonant switched capacitor converter (RSCC) with a conversion ratio of either 1.5 or 2.0 to bridge the voltage gap between 400-V chargers and 600- or 800-V systems. The proposed RSCC contains a 3-level flying capacitor circuit that realizes the changeable conversion ratio between 1.5 and 2.0. Furthermore, a zero-voltage switching (ZVS) cell, which consists of a tiny inductor and capacitor, is added to eliminate losses due to parasitic capacitances of MOSFETs and diodes. Experimental tests using a 1-kW prototype demonstrated power conversion efficiencies in both the 1.5x and 2.0x conversion modes were higher than 98% in medium- and heavy-load regions.
... The expression of charging torque was derived based on the magnetic co-energy [23][24][25][26]. Thus, the charging torque in matrix form was: T T s e e m e r p s f d s s e e L T T T n ...
... np is the number of pole pairs. The inductance matrix Ls of a three-phase PMSM machine can be found in [26], including the leakage inductance L1, zero sequence inductance L0 and second-order magnetizing inductance L2. The proposed electric drive reconfigured charger saves the available propulsive components and reuses them to the maximum value. ...
... The expression of charging torque was derived based on the magnetic co-energy [23][24][25][26]. Thus, the charging torque in matrix form was: ...
This paper presents a new electric drive-reconfigured on-board charger and initial electromagnetic torque suppression method. This proposed reconfigured on-board charger does not need many components added to the original electric drive system: only a connector is needed, which is easy to add. Specifically, the inverter for propulsion is reconfigured as a buck chopper and a conduction path to match the reconfigured windings. Two of the machine phase windings serve as inductors, while the third phase winding is reutilized as a common-mode inductor. In addition, the initial charging torque is generated at the outset of the charging process, which may cause an instant shock or even rotational movement. In order to prevent vehicle movement, the reason for the charging torque and suppression method were analyzed. Further, predictive control of the model based on mutual inductance analysis was adopted, where the charging torque was directly used as a control object in the cost function. Finally, experimental performances were applied to verify the proposed reconfigured on-board charger under constant current and constant voltage charging.
... The second kind of onboard charger combines the converter and the motor windings into a single unit and is based on the switched reluctance motor. Additionally, a thorough analysis and comprehensive state-of-the-art study on bidirectional onboard charges have been presented by the writers in [14]. Reviewing structures and arrangements, intelligent processes, industry standards, and important components, an outline of the current state of affairs is given. ...
This article offers a thorough analysis of how electric vehicles (EVs) that are linked to the grid are assessed for dependability and charged. In the transportation sector, EVs are recognized as practical solutions for lowering the use of fossil fuels and greenhouse gas emissions. The article provides a comprehensive overview of the major EV kinds and how their performance is often influenced by the quality of the interface between energy storage systems and power electronics converters. The use of bidirectional converters increases productivity and extends battery life. The escalating levels of greenhouse gases in the atmosphere are a major cause for concern over climate change. The automotive industry was prompted to put greater emphasis on the environmentally friendly electric transportation system by the fact that a sizeable portion, like CO 2 emissions, is produced by internal combustion engine-driven automobiles. However, there are considerable issues with charging times, techniques, and range anxiety for electric vehicles. Battery charging methods for electric vehicles are crucial in overcoming these difficulties. The literature has covered a wide range of electric car charging topologies, and many of these have been used in actual applications. A critique of cutting-edge converter topologies and charging techniques for electric car applications is presented in this research. This work has discussed the comparative critique of the recently suggested EV charging technologies regarding charging techniques, Architecture and charging levels in addition to the review.
... It is also necessary to measure the rectified voltage. All other power charge measures are already available for regulating the motor drive (Pellegrino, Armando, and Guglielmi 2010). A 12-V auxiliary battery is required in EVs to power the vehicle's numerous electrical components, drive and control circuits. ...
The population growing faster than before, and availability of transportation options is increasing. Automobiles require combustion engines, which require fuel obtained from underground storage. This underground fuel storage is limited and depleting day-by-day. Many nations have set deadlines up to 2040 to stop producing automobiles that run on underground fuels. Researchers have concentrated on alternative modes of fuel for transportation. The world’s largest Sedan marketplaces will transition to all-electric vehicles by 2035, providing a glimpse of greener future other than a significant financial prospect. Not only Sedan, the entire world is focussing on only green electric vehicles to maintain sustainability. However, electric vehicle charging stations are operated by using many conventional resources. Therefore, this paper aims to show how self-charging electric vehicles can help to reduce emissions caused by the direct use of conventional resources in charging stations along with the up-to-date status quo of the EV market. The key descriptions of electric vehicles on top of the battery’s type which is randomly used in EVs, how the batteries are proficient in preserving and supplying power continuity itself in vehicles are talked about. Finally, the paper is consulting about charging-discharging system of electric vehicles to make the environment cleaner.
... Refs. (7) and (8) presented PFC circuits with a diode bridge and boost chopper, respectively. The leg on the inverter side operated as an interleaved PFC circuit and the motor winding was used as a step-up inductor. ...
This study proposed a control method to reduce the torque ripple vibration of an integrated on-board charger using the windings of an interior permanent magnet synchronous motor (IPMSM). During a battery-charging operation, stopping the motor results in noise, as well as damage to the motor and other components from the torque vibration caused by the charging current. In the proposed control method, the generated torque was estimated using a back-electromotive force table, and the phase current was controlled to eliminate the torque. The proposed method can suppress torque vibration, irrespective of the angle of the rotor in the IPMSM. The effectiveness of the proposed method was verified experimentally, with the torque vibration suppressed by 94% compared with that of the conventional control method.
... AFPM coils are connected in Y and linked to the traction converter so that the AC source can be turned on and transfer energy to the light vehicle batteries. This structure is also shown in Pellegrino et al. 130 However, it has three stages and uses an IPM-type motor. ...
As battery electric vehicles (BEVs), plug‐in hybrid electric vehicles (PHEVs), and hybrid electric vehicles (HEVs) gain popularity among the consumers, current research initiatives are targeted at developing battery charger structures that can exploit utility power to charge vehicle batteries and thus less dependent on fuel usage. This paper reviews the state of the art and implementation of battery charger structures, charger power levels, and the evolution of publications on electric vehicles in the digital libraries and Espacenet patent base. Charger systems addressed are categorized as a structure with a non‐isolated alternating current (AC)–direct current (DC) stage, structure with an isolated AC–DC stage, and structure with two non‐isolated stages. Advantages and disadvantages of each conductive battery charging structure have been discussed due to weight, volume, cost, necessary equipment, the complexity of topologies, and other factors. In addition, both off‐board and on‐board charger systems with unidirectional or bidirectional power flow are presented. Several electronic converters for power‐level chargers are being developed to allow plug‐in vehicles to be capable of vehicle to grid (V2G), where they can function as distributed resources and power can be returned to the grid. This paper reviews the state of the art and implementation of battery charger structures, charger power levels, and the evolution of publications on electric vehicles in the digital libraries and Espacenet patent base. Charger systems addressed are categorized as a structure with a non‐isolated AC–DC stage, structure with an isolated AC–DC stage, and structure with two non‐isolated stages. Advantages and disadvantages of each battery charging structure have been discussed due to weight, volume, cost, necessary equipment, the complexity of topologies, and other factors.
... However, synchronous PWM is not desirable from a current ripple point of view. Pellegrino et al. [39] applied interleaved PWM to an integrated charger. They controlled the dq components to zero on average to suppress torque generation. ...
As the distance traveled per charge increases, the adoption of 800V batteries is increasing. However, most electric vehicle (EV) charging stations are designed to charge 400V batteries. However, if the installed motor and inverter operate as a boost converter, the 800V battery can be charged using an existing 400V charger. As a result of this increased availability, on-board boost charging is becoming more common. When an internal permanent magnet synchronous machine (IPMSM) is used as the boost inductor, the shape of the three-phase current changes because the current ripple varies with the rotor angle due to the magnetic saliency of the rotor. In addition, if the averages of the phase currents are not equal, torque can be produced. In this study, the complete IPMSM inductance model is utilized to obtain an analytical representation of the current ripple as a function of the switching duty and rotor angle. Based on this, the maximum charging current is estimated and the maximum charging power is also derived as a function of the rotor angle. It also determines the optimal rotor angle that minimizes the current ripple. This study also addresses phase current equalization to avoid torque generation. To this end, a compensation method is proposed to obtain an accurate average current in the double-sampling method, which samples the top and valley. The derived formulas are verified via simulations and experiments.
... Induction motors are widely used in transportation and industrial applications [1,2], due to their important and interesting characteristics, like simple and rough construction, high reliability, low maintenance and low cost. Nevertheless, over the last decades this machine (especially the three-phase type) has been extended to other areas, such as household appliances [3], aeronautics [4], medical devices [5], new traction applications (e.g.: Electric Vehicles and Electric Scooters) [6,7], among others. In many industrial applications an AC motor drive is required to control the motor speed. ...
A new multilevel topology for an open-end winding motor drive is proposed in this paper, presenting a similar structure to the cascaded H-bridge multilevel inverter. The proposed topology combines three-phase and single-phase conventional H-bridge voltage source inverters (
VSI
). The topology is flexible, allowing to increase the number of voltage levels through the simple integration of new single-phase H-bridge inverters connected in wye. Based on this topology, it is possible to obtain two different configurations. These modular multilevel topologies that can be easily extended, both in terms of voltage level and number of voltage levels The topology is characterized by the capability to a supply higher voltage to the motor windings or use lower
DC
voltages when compared with classical solutions. Well-known modulation schemes like the multilevel
SPWM
technique can be easily adapted to the proposed topology. The operation and characteristics of the two configurations for the proposed multilevel topology are confirmed by several experimental tests realized through a laboratory prototype.
... 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.
