48V traction: Innovative drive topology and battery

Baumgardt, Andreas; Bachheibl, Florian; Patzak, Adrian; Gerling, Dieter

doi:10.1109/pedes.2016.7914544

Cited by 10 publications

(3 citation statements)

References 4 publications

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“…Balancing of the cells in a battery module as well as the pack is required to prevent overcharge and deep discharge. One of the benefits of a 48 V system is the relative simplicity of balancing cells compared to a high-voltage battery pack [22,23].…”

Section: Battery Pack Balancingmentioning

confidence: 99%

Reconfigurable Battery for Charging 48 V EVs in High-Voltage Infrastructure

2022

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48 V is emerging as a safe-to-touch alternative voltage level for electric vehicles (EVs). Using a low- instead of a high-voltage drive train reduces isolation efforts, eliminates the risk of electric shock, and thus increases the system safety. In contrast, fast charging of a 48 V battery would require very high currents and is incompatible with the widely established high-voltage electric vehicle charging infrastructure. Instead of employing additional on board power converters for fast charging, the concept of a reconfigurable battery is presented. A small-scale prototype system is designed consisting of eight 48 V lithium iron phosphate battery modules. In series configuration, they can be charged at 460 V with up to 25 A. In 48 V parallel configuration, the peak discharge current is up to 800 A. The MOSFET-based reconfiguration system also operates as a module charge balancer during high-voltage charging. The cost overhead for the reconfiguration system is estimated to 3% for a scaled-up full size EV. Due to the additional reconfiguration switch resistances, the simulation of a 48 V 75 kW electric vehicle in the World harmonized Light-duty vehicles Test Procedure showed a performance reduction of 0.24%.

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Section: Battery Pack Balancingmentioning

confidence: 99%

Reconfigurable Battery for Charging 48 V EVs in High-Voltage Infrastructure

2022

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“…The use of solid stator-cage conductors naturally results in a higher fill factor; however, this topology is based on a low voltage level of 48 V, that unavoidably incurs very high current levels in the DC supply [20]. Such a concept requires that both the converter and battery systems need to be redesigned to voltage levels much lower than the standard ones used in the electric vehicle market today [21], while the effect of so high current levels in the overall drive system needs careful investigation.…”

Section: Introductionmentioning

confidence: 99%

Design Aspects and Performance Evaluation of Pole-Phase Changing Induction Machines

2022

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Pole-phase changing induction machines (IMs) offer the capability to extend the torque-speed envelope compared to their fixed pole-phase counterparts. Dynamic pole-changing can achieve higher torque levels at lower speeds, utilizing higher pole numbers, and extended flux-weakening range with lower pole-number operations. This paper investigates the design impact on the optimum pole-phase changing behavior and respective split of the operating region to different pole-phase operations. Additionally, the improvement in terms of the overall torque per ampere capability and efficiency is illustrated. For the purposes of the analysis, two different IMs with wound independently-controlled stator coils (WICSC) and different original pole numbers are evaluated in an effort to quantify the extent of the benefits of pole-phase changing. These geometries correspond to machines that were originally designed with 2- and 6 magnetic poles, respectively. It is shown that, in the case of the original 2-pole WICSC machine, shifting to a higher pole number is notably beneficial in terms of efficiency in a significant part of the operating region, whereas in the original 6-pole, both higher and lower pole numbers significantly enhance the overall torque capability and efficiency. The results highlight the notable benefits of pole-phase changing IMs and offer deep insight towards the derivation of standard design guidelines for these machines.

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“…Such a change in motor windings may also improve fault tolerance [11,12].Using a drive DC voltage of under 60 V is recognised by international safety certifications (such as CE mark) as reducing the potential danger to the equipment user. It also allows the use of topologies as proposed by [13], to take advantage of highly parallel configurations of battery cells. The approach of this paper is to explore a new winding configuration that allows electric drive motors to operate at low DC voltage without impacting their electromagnetic design.…”

Section: Introductionmentioning

confidence: 99%

Prediction of PWM-Induced Current Ripple in Subdivided Stator Windings Using Admittance Analysis

2019

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Subdividing stator winding is a way to lower the DC link voltage value in electric drives and reduce the stress on motor insulation. Coupled windings sharing the same stator teeth are modelled in order to evaluate the link between voltages disparities and current ripple. This paper provides an assessment of current ripple rise in the subdivided windings compared to ordinary topologies through the use of a basic inductive model. A method for PWM-Induced current ripple and high-frequency loss estimation based on admittance measurements is developed and experimentally validated. The use of this subdivided structure does not induce more than a 10% rise of the PWM-induced current ripple compared to a standard winding structure.

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48V traction: Innovative drive topology and battery

Cited by 10 publications

References 4 publications

Reconfigurable Battery for Charging 48 V EVs in High-Voltage Infrastructure

Reconfigurable Battery for Charging 48 V EVs in High-Voltage Infrastructure

Design Aspects and Performance Evaluation of Pole-Phase Changing Induction Machines

Prediction of PWM-Induced Current Ripple in Subdivided Stator Windings Using Admittance Analysis

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