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SEMINAR REPORT
SUBMITTED IN PARTIAL FULFILLMENT OF THE
REQUIREMENTS FOR THE AWARD OF DEGREE OF
BACHELOR OF TECHNOLOGY
in
UNIVERSITY OF CALICUT
by
NITHIN K
Univ. Reg.No. VEAOEEE044
March 2018
Department of Electrical and Electronics
Vidya Academy of Science & Technology
Thalakkottukara, Thrissur - 680 501
(http://www.vidyaacademy.ac.in)
Certificate
This is to certify that the seminar report titled “A THREE PHASE INTEGRATED
ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES ” is a bonafide
record of the work carried out by NITHIN K (Univ. Reg.No. VEAOEEE044) of
Vidya Academy of Science & Technology, Thalakkottukara, Thrissur - 680 501 in partial
fulfillment of the requirements for the award of Degree of Bachelor of Technology in
Electrical and Electronics Engineering of University of Calicut, during the academic
year 2017-2018.
Prof.REMANI.T Prof.REMANI.T
Dept. of EEE Prof., Dept. of EEE
A THREE PHASE INTEGRATED ON-BOARD CHARGER FOR PLUG IN ELECTRIC VEHICLES
Acknowledgement
First and foremost I thank God Almighty for His providence and for being the
guiding light throughout the seminar.
I am thankful to our Principal Dr. SUDHA BALAGOPALAN, for her sole co-
operation.
Finally, I would like to extend my sincere gratitude to friends who have always
been helpful, in preparing and presenting the report and in the discussion following the
presentation.
NITHIN K
Reg. No. VEAOEEE044
Eight Semester B.Tech ( 2014 Admissions)
Vidya Academy of Science & Technology
Thrissur - 680 501.
March 2018
Abstract
A three-phase onboard charger integrated with the propulsion system of a plug-in electric
vehicle (PEV) is presented. It is constructed by connecting a three-phase power electron-
ics add-on interface, and utilizing the propulsion motor as a coupled DC inductor for the
charger. The charging power level of the proposed charger could be as high as that of
the propulsion system. The charger topology is capable of three-phase power factor cor-
rection (PFC) and regulating the battery voltage/current. Detailed analyses of the circuit
operation and modeling of the circuit are presented. A nearly unity power factor (PF)
and 4.77% total harmonic distortion (THD) are obtained with a maximum efficiency of
92.6%.The proposed three-phase integration method is implemented by directly connect-
ing the proposed small three-phase interface to two terminals of propulsion system. The
propulsion motor is utilized as a coupled DC inductor, and the switches of the traction
converter are utilized to construct the charger. A three-phase interface converter, mainly
composed of switches, has small size. The integrated scheme enables onboard charg-
ing due to the small size of the three-phase add-on interface converter In comparison to
the state of the art, the proposed topology has the following features simultaneously: (i)
three-phase charging at high power level; (ii) no adjustment of the propulsion system;
(iii) extendable to any three-phase propulsion system, and (iv) prevention of rotation of
propulsion machine during charging.
1. INTRODUCTION
Three-phase off-board chargers are widely utilized for DC fast charging of plug-in elec-
tric vehicles (PEVs) . However, the high-power three-phase off-board chargers are bulky
and expensive. Since PEVs utilize high-power three-phase propulsion systems with sim-
ilar power levels and power components in comparison to off-board chargers, propulsion
systems can be integrated with off-board chargers so that the infrastructure requirement
for three-phase fast charging would be simplified to only a three-phase power electron-
ics interface, which is small enough to be installed onboard.Various integrated chargers
have been investigated, as surveyed in. Most of the existing integrated charging methods
are designed for single-phase integrated charging . However, the power level of inte-
grated single-phase charging is limited by the capacity of the single-phase outlet. For
three-phase integrated chargers, several approaches have been investigated in previous
research. Though some approaches have simple structures for integrated charging, EV
propulsion systems need to be modified or specially designed to implement integrated
charging. This impedes the wide utilization of these integrated chargers
A number of topologies were available for charging of PEVs. Various topologies
among them are.
S. Haghbin,et al [2], An integrated motor-drive-and-charger system based on an in-
duction machine was patented in 1994 by AC Propulsion Inc. and is currently in use in
the car industry. The main idea is to use the motor as a set of inductors during charging
time to constitute a boost converter with the inverter to have unity power factor opera-
tion. A conventional three-phase pulse width modulation (PWM) scheme is used in the
drive-mode operation of the system to generate the desired motor speed and torque. In
the battery-charging mode, the PWM scheme with current control is employed to charge
the battery with unity power factor capability.
N. Sakr et al [3], In the traction mode, a 3H-bridge topology is used with a dc/dc
converter. The dc/dc converter consists of an inductor L and two switches. The inverter
dc bus voltage is 900 Vdc while the battery voltage is maximum 420 Vdc for the proposed
system. With a traction power of 40 kW, it is possible to charge the battery with 30-
kW power in this proposed scheme. There are two 3-phase boost converters sharing a
common dc bus. By using a split-winding conguration and regulating the same current
in the same phases of two boost converters, the developed stator magneto motive force of
the machine is eliminated. Therefore, there is not any rotational magnetic eld in the motor
during charging. The proposed charger is a high-power non isolated version capable of
unity power factor operation. There is no need to use a switch like contactor for the
charger-to-grid connection. A plug can be used for this purpose.
Subotic and E. Levi et al [4], By adding an extra winding that is tightly coupled to the
switched reluctance stator windings, it is possible to use it as a step-down transformer.
Different versions of single-phase integrated chargers reported by Pollock et al. are based
on this principle. The grid supply is rectied by a diode rectifier module to provide a dc
link at the SRM grid-side winding (high-voltage winding). By switching S1, it is possible
to have a y back converter or a forward converter by the use of the SRM driver converter
(switches S2 and S3, including their antibody diodes).The SRM grid-side windings have
more turns compared to its main winding to adjust battery voltage level and grid voltage.
The unity power factor operation is not feasible in this conguration. The machine core
losses are high since the switching frequency is high compared to the 50-Hz nominal
frequency. Thus, the system efficiency is not high, and in one example, it was reported
to be 25 percent. The switching frequency of the back converter is 1.1 kHz for charge
operation. The motor iron lamination is not suitable for high-frequency operation, so it is
tried to keep the switching frequency low. The original application was low-power appli-
cations like electric shavers, but the topology improved to be used in vehicle application
too. The extra winding and switch S1 can drive the machine from the main in the electric
shaver application.
Most of the existing integrated charging methods are designed for single-phase inte-
grated charging. However, the power level of integrated single-phase charging is limited
by the capacity of the single-phase outlet. Though some approaches have simple struc-
tures for integrated charging, EV propulsion systems need to be modified or specially
designed to implement integrated charging. This impedes the wide utilization of these
integrated chargers.
A Three-Phase Integrated Onboard Charger proposes a simple method of integration
without any adjustment of the widely-used PEV three-phase propulsion systems. Con-
ventional three-phase propulsion systems can be directly used for three-phase integrated
charging without providing any additional terminal or reconfiguration. The proposed ap-
proach is easily applicable for all the electric vehicles in market with three-phase propul-
sion systems, especially for PEVs already sold and running on road. Such conventional
PEVs do not need to have the propulsion systems redesigned and reinstalled to implement
three-phase integrated charging at high power level. Moreover, the proposed integrated
charging approach does not affect the design of conventional three-phase propulsion sys-
tems and the performance of vehicle during propulsion
Though the two switches in leg S7 /S8 are disabled during charging, the body diode
DS8 in leg S7 /S8 conducts motor-winding currents when all switches, S1 -S6 , in the inter-
face are turned off. Due to DS8, the interface needs no freewheeling diode at the DC side.
Thus, the leg S7 /S8 is necessary in charging mode. Galvanic isolation is implemented by
an off-board transformer, which is the main part of the off-board electric vehicle sup-
ply equipment (EVSE) . This transformer can be eliminated if the three-phase supply
infrastructure of the EVSE provides galvanic isolation.
dia
va = Rs ia + (Laa + Ms ) (1)
dt
dib
vb = Rs ib + (Laa + Ms ) (2)
dt
dic
vc = Rs ic + (Laa + Ms ) (3)
dt
Based on this , in stationary condition each phase serves as a discrete inductor with
the equivalent inductances Lph , expressed as, Lph =Laa +Ms Therefore, in stationary con-
ditios, the mutual effect appears between phase-B and phase-C; however, it has no influ-
ence on phase-A. Therefore, the equivalent inductance of the motor can be derived base
2
id = [ia sinθe + ib sin(θe − 2π/3) + ic sin(θe + 2π/3)] (4)
3
2
iq = [ia cosθe + ib cos(θe − 2π/3) + ic cos(θe + 2π/3)] (5)
3
During charging, the average motor-winding currents in phase-B and phase-C are equal.
Based on above equations, the electromagnetic torque Te can be derived as,
3 1
Te = [λa ia cosθe + (Lq − Ld )ia − 2sin(2θe )] (6)
2 2
According to above equation, the force generated by the magnetic flux of the perma-
nent magnets and the stator phase currents enforce the electrical angle to be locked at
π/2, where the rotor is aligned with A-axis. Therefore, there is no movement of the rotor
during charging. According to Equation of torque , the force generated by the magnetic
flux of the permanent magnets and the stator phase currents enforce the electrical angle to
be locked at π/2, where the rotor is aligned with A-axis. Therefore, there is no movement
of the rotor during charging.
Vi
δi = M (7)
VN pk
The three-phase interface enables (power factor correction) PFC. The input phase
currents are formed by the motor-winding current, . With time-intervals given in the in-
stant control at each time interval ensures the input phase currents are in phase with the
input phase voltages. For example, in Sector I, the line-to-line voltages VAB and VAC
are used to regulate the output voltage. The corresponding time intervals are δB areδC ,
respectively. The input phase currents are expressed as,
in a = Ia (δB + δC ) (8)
in b = −Ia δb (9)
in c = −Ia δc (10)
Based on above equations, the input phase currents are proportional to the input phase
voltages with unity power factor.
B. OPERATION MODES
For each sector, there are six operation modes. Due to the symmetry of the 12 sectors,
only Sector I from 0-30 degree is discussed here. In Sector I, the input phase voltages
have relation as
Va>0>Vb>Vc (11)
, and the six operation modes are shown in Figure. All the switches have the same
switching frequency for EMI consideration.
In mode I, switches S1 and S6 in the interface are turned on, and switches S10 and S11
in the inverter are turned on, as shown in Fig. 3 (a). The voltage between p and n points,
Vp n , is equal to the line-to-line voltage Vac. The voltage over La and Lb is VAC ,
while the voltage over La , Lc is Vo -VAC . In mode II, switches S1 and S4 are turned on,
and switches S10 and switch S11 are turned on. The voltage over the La andLb is VAB ,
while the voltage over La and Lc is Vo -VAB .
In mode III, all the switches, S1 - S6 , in the interface are turned off, but switches, S10
and S11 , in the inverter are turned on. ib circulates in a current loop though the inductors
Lb and La . ia flows thought the body diode DS8 . The voltage over the La and Lb is 0,
while the voltage over La and Lc is -Vo . In mode IV, switches, S1 - S6 , in the interface
are kept off, and switches, S9 and S12 , in the inverter are turned on. ic circulates in a
current loop though the inductors Lc and La , and ia flows thought the body diode DS8 .
The voltage over La and Lb is -Vo , while the voltage over La and Lc is 0. In mode V,
switches, S1 and S4 , are turned on, and switches, S9 and S12 , are turned on. The voltage
over La and Lb is Vo - VAB , while the voltage over La and Lc is VAB . In mode VI,
switches, S1 and S6 , are turned on, and switches S9 and S12 are turned on. The voltage
MT
δia = (−voV a + 2vc2 ) (12)
2L( ph)VN pk
where, T is the switching period; D is the duty ratio of the interleaved boost stage. The
input phase voltages va and vc are subject to,
1
va = VN pk cosθ, 0 < θ < π (13)
6
1
vc = VN pk cos(θ − 2π/3), 0 < θ < π (14)
6
Based on this, ia is the minimum when D is equal to 0.5 with other parameters as con-
stants. In order to minimize the size of the EMI filter, the integrated charger should be
controlled to ensure the minimum input current ripple. Thus, the duty ratio of the inter-
leaved bridge legs in the inverter is fixed at 0.5.
D.VOLTAGE/CURRENT STRESSES AND RMS CURRENTS
The RMS value is calculated through integration over the switching period and the power
mains period. For example, the RMS current through switch S1,Is1,RM S , is calculated as
IN pk 2
Z Z
2 1
Is1,RM S = ( i2a dt)dθ = (15)
Ts Mπ
Similarly, the RMS value of the diode current can also be calculated.Table 1 lists the
current ripple of motor-windings, voltage/ current stresses, and RMS values of semicon-
ductor currents
Parameter value
Current stress of switch in interface √IN pk
Voltage stress of switch in interface 3VN pk
IN pk
Rms current √
Mπ
Current stress of series diode √ pk
I N
Voltage stress of series diode 3VN pk
IN pk
Rms current of series diode √
Mπ
3. CONCLUSION
Bibliography
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