Requirements to change from IGBT to Full SiC modules in an on-board railway power supply

März, Andreas; Horff, Roman; Helsper, Martin; Bakran, Mark-M.

doi:10.1109/epe.2015.7309088

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Cited by 12 publications

(2 citation statements)

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“…SiC modules with appropriate breakdown voltages for the auxiliary inverter (1.2 kV -1.7 kV) (Hu, Liu, and Yang 2015;Ocklenburg et al 2014;Marz et al 2015) are available in the current market. Modules with breakdown voltages on the low end of applicable (1.7kV) for rail traction are also available.…”

Section: Strengthsmentioning

confidence: 99%

Wide Bandgap Semiconductor Opportunities in Power Electronics

Das

Marlino

Armstrong

2018

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Section: Strengthsmentioning

confidence: 99%

Wide Bandgap Semiconductor Opportunities in Power Electronics

Das

Marlino

Armstrong

2018

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“…Some works have presented the influence of SiC‐based devices on railway traction systems in general, like [15], and in particular on the auxiliary power supplies [16], on the DC/DC isolated converters [17], and on the power line system [18, 19]. However, the unavailability of SiC power modules reduces the number of publications, resulting only in works with working sample devices.…”

Section: Introductionmentioning

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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