Current source inverter based traction drive for EV battery charging applications

Abstract

The current source inverter (CSI) can be used in traction drives for electric vehicle (EV)/hybrid electric vehicle (HEV) applications to overcome the drawbacks of the voltage source inverter (VSI). These include the need for a costly, bulky, high performance dc bus capacitor, and other undesirable characteristics that negatively impact not only VSI and motor reliability but also motor efficiency. In addition, the CSI offers several inherent advantages that could translate into a substantial reduction in inverter cost and volume, increased reliability, a much higher constant-power speed range, and improved motor efficiency and lifetime. This paper discusses the operation of a three-phase traction drive CSI as a flexible battery charger including reactive power compensation for EV/HEV applications and presents simulation and experimental results to verify the operation principles.

Indirect Matrix Converter for Hybrid Electric Vehicle Application with Three-Phase and Single-Phase Outputs

“…In recent times, research has been carried out to actively control the traction motor. Fundamentally, a method using a current source inverter is presented in [22] and a method based on the matrix converter (MC) is presented in [23]. Apart from these methods, various other methods for the drive and control of the traction motor have been studied.…”

Comprehensive Topological Analysis of Conductive and Inductive Charging Solutions for Plug-In Electric Vehicles

“…The study presented in [30] illustrates replacing the typical voltage source inverter (VSI) motor drive in a PEV Fig. 6.…”

“…The application of a CSI converter in HEVs has limitations in terms of incorporating and utilizing batteries as current source devices. Furthermore, switching devices with the capability of blocking both forward and reverse directions are required [30].…”

PMSM and 5-level CSI based boat electrical propulsion system efficiency analysis

“…The dc-dc converter transforms the battery volt age source into a current source for the output stage, providing the capability to control and maintain constant dc bus currents (ii n ,l and ii n , 2 ) at low speeds, when the motor BEMF is lower than the battery voltage. These converters also enable the inverter to charge the battery during dynamic braking or plug-in charging, without reversing the direction of the dc bus current [16]. Due to high input current, this stage was divided into two dc-dc circuits, aiming to reduce the inductors size and to use low power semiconductor switches.…”

“…Analyzing with respect to 8 Al switch, Table VI (iSAI( e )) = l ; n dsAI( e ) (16) Conduction losses associated to each semiconductor com ponent of input (pfJ,t n ' PfJ , � n ) and output (PfJ,� ut ' PfJ , � ut ) R I II III IV I II III IV I II III IV -I II III IV I II III IV Switching duty cycle S witching voltage dSAl = da/2 + db/2 VSAl = max(lvcAI, IVBAI) dSAI = da/2 + db/2 + de VSAI = max(lvCAI, IVBAI) dSAl = da + db + dc/2 VSAl = VCA dSAI = da + db + dc/2 VSAI = VBA dSAI = da/2 + db/2 + dc/2 dSAI = da/2 + db/2 + dc/2 VSAI = VBA dSAl = da + db/2 + dc/2 dSAI = da/2 + dc/2 dSAI = da/2 + dc/2 VSAI = max(lvCAI, IVBAI) dSAl = db/2 VSAl = max(lvCAI, IVBAI) dSAl = dc/2 VSAl = VBA dSAl = 0 VSAl = max(lvcAI, IVBAI) dSAl -0…”