Design and experimental validation of a silicon carbide 100kW battery charger operating at 60kHz

Rujas, Alejandro; Villar, Irma; Etxeberria-Otadui, I.; Larranaga, Uxue; Nieva, Txomin

doi:10.1109/compel.2014.6877156

Cited by 10 publications

(9 citation statements)

References 11 publications

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“…Second, as the discrete TO-247 packages offer lighter weights compared to the 62 mm HB packaging, the discrete-based design in [45] has a gravimetric power density higher than the proposed prototype. However, in the converter using discrete TO-247 packages, some challenges for gate driver design should be taken into account to avoid unbalanced currents and cross-talk between parallelized MOSFETs.…”

Section: Proposed Hardware Prototype and Comparisonmentioning

confidence: 97%

“…This approach enhances the scalability and modularity for the entire converter system, reducing the total cost of ownership. Table 7 compares the system specifications between the proposed prototype and different multiphase DC/DC prototypes including a battery charger [45], a railway traction converter [3], and a multidevice interleaved boost converter (MDIBC) [4] which are available in the literature. The published converters with amorphous cores are selected for the sake of a fair comparison.…”

Section: Proposed Hardware Prototype and Comparisonmentioning

confidence: 99%

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NSGA-II-Based Codesign Optimization for Power Conversion and Controller Stages of Interleaved Boost Converters in Electric Vehicle Drivetrains

et al. 2020

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This article proposes a holistic codesign optimization framework (COF) to simultaneously optimize a power conversion stage and a controller stage using a dual-loop control scheme for multiphase SiC-based DC/DC converters. In this study, the power conversion stage adopts a non-isolated interleaved boost converter (IBC). Besides, the dual-loop control scheme uses type-III controllers for both inner- and outer- loops to regulate the output voltage of the IBC and tackle its non-minimum phase issue. Based on the converter architecture, a multi-objective optimization (MOO) problem including four objective functions (OFs) is properly formulated for the COF. To this end, total input current ripple, total weight of inductors and total power losses are selected as three OFs for the power conversion stage whilst one OF called integral of time-weighted absolute error is considered for the controller stage. The OFs are expressed in analytical forms. To solve the MOO problem, the COF utilizes a non-dominated sorted genetic algorithm (NSGA-II) in combination with an automatic decision-making algorithm to obtain the optimal design solution including the number of phases, switching frequency, inductor size, and the control parameters of type-III controllers. Furthermore, compared to the conventional ‘k-factor’ based controller, the optimal controller exhibits better dynamic responses in terms of undershoot/overshoot and settling time for the output voltage under load disturbances. Moreover, a liquid-cooled SiC-based converter is prototyped and its optimal controller is implemented digitally in dSPACE MicroLabBox. Finally, the experimental results with static and dynamic tests are presented to validate the outcomes of the proposed COF.

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Section: Proposed Hardware Prototype and Comparisonmentioning

confidence: 97%

Section: Proposed Hardware Prototype and Comparisonmentioning

confidence: 99%

NSGA-II-Based Codesign Optimization for Power Conversion and Controller Stages of Interleaved Boost Converters in Electric Vehicle Drivetrains

et al. 2020

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“…In an interleaved DC-DC converter, each leg is phase shifted 360/N t degrees, with N t being the total number of interleaved legs (the parameter N, introduced in Section 2, represents the number of For this type of converter, the design procedure presented in [34] is used, with the aim of obtaining an optimal design, considering the power density and the efficiency as figures of merit. This results in a converter with eight interleaved legs, N t = 8, the double of legs than the original converter version, then N = 2.…”

Section: Dc-dc Converter: Si Version Versus Sic-hybrid and Full-sicmentioning

confidence: 99%

“…For this type of converter, the design procedure presented in [34] is used, with the aim of obtaining an optimal design, considering the power density and the efficiency as figures of merit. This results in a converter with eight interleaved legs,

N_{normalt} = 8

, the double of legs than the original converter version, then

N = 2

.…”

Section: Dc–dc Converter: Si Version Versus Sic‐hybrid and Full‐sicmentioning

confidence: 99%

Railway traction DC–DC converter: Comparison of Si, SiC‐hybrid, and full SiC versions with 1700 V power modules

Rujas

López

Garcia-Bediaga

et al. 2019

IET Power Electronics

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The influence of the silicon carbide (SiC) technology in terms of volume, weight, efficiency, and cost in a 225 kW DC-DC railway converter is detailed in this study. Three different power modules technologies have been used: 'traditional' siliconbased power modules, SiC-hybrid modules, and the newest full-SiC power modules available in the market. An experimental comparison of the SiC-hybrid and full-SiC modules is presented, showing their switching waveforms compared with those of the original Si modules. The highest speeds obtained by the SiC technology make the use of the traditional power module packages impossible employing Si technology. Hence, the first full-SiC modules available in the market are offered in low current ratings, requiring the complete redesign of the power converter to take advantage of the capabilities of the full-SiC modules. The railway power converter under study in this work is nowadays used to regenerate the braking energy in a DC 750 V tram with some catenary-free areas. As a final result, a full-SiC version of converter is achieved.

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“…• A 100 kVA DC-DC converter: It represents a battery charger in a traction application. Table 2 shows the converter specifications [55]. • A 50 kVA three-phase inverter: It can be an auxiliary power supply in a railway application or a traction inverter of an electrical vehicle.…”

Section: Driver Validation In a Real Convertermentioning

confidence: 99%

Gate driver for high power SiC modules: design considerations, development and experimental validation

Rujas

López

Mir

et al. 2018

IET Power Electronics

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The introduction the full-SiC (full silicon carbide) high power modules in the power semiconductors market makes necessary the development of new gate drivers suitable for its switching characteristics. The design considerations, challenges and implementation for high power SiC metal-oxide-semiconductor field-effect transistors is presented in this study. Aspects like voltage clamping, overcurrent/short-circuit protection, different power supply voltage levels, gate circuit and soft offswitching are addressed, considering the particularities that must be managed with SiC devices, like stray inductance and oscillations in switching transitions. All the gate drivers parts are designed without using programmable elements, that increase the complexity and cost of the gate driver design. Experimental results of the gate driver behaviour are also presented to validate the design. The approach proposes a modular gate driver divided into two parts. Firstly, a base driver (BD) board that depends on the electrical characteristics of the SiC module. Secondly, a core driver (CD) board, which can be considered 'universal' for any SiC power module with the same voltage operation level. For experimental validation, the proposed gate driver (BD + CD boards) is tested in two different power converters: a 50 kVA DC-AC inverter and a 100 kVA interleaved DC-DC converter.

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Design and experimental validation of a silicon carbide 100kW battery charger operating at 60kHz

Cited by 10 publications

References 11 publications

NSGA-II-Based Codesign Optimization for Power Conversion and Controller Stages of Interleaved Boost Converters in Electric Vehicle Drivetrains

NSGA-II-Based Codesign Optimization for Power Conversion and Controller Stages of Interleaved Boost Converters in Electric Vehicle Drivetrains

Railway traction DC–DC converter: Comparison of Si, SiC‐hybrid, and full SiC versions with 1700 V power modules

Gate driver for high power SiC modules: design considerations, development and experimental validation

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