Abstract
A Cascade H Bridge (CHB) is evaluated for both electric vehicle motor traction control and off-vehicle charging against the Power ElectronicsUK Automotive Challenge for cost and mass for the year 2035. By combining the power electronics with batteries using low-voltage MOSFET transistors in a series cascade arrangement the cost and mass targets could be met 12 years earlier (in 2023 and 20 times lighter if an application specific integrated circuit (ASIC) is used. A 200 kW peak reference car was used to evaluate cost and mass benefits using four different topologies of power electronics. Vehicle installation is shown to be simplified as only passive cooling is required removing the need for liquid cooling systems and the arrangement is inherently safe; no high voltages are present when the vehicle is stationary. The inherently higher efficiency of CHB increases vehicle range. The converter with integrated batteries can also behave as an integrated on-board battery charger delivering additional off-vehicle benefits by removing the need for costly external chargers.
Highlights
For the large-scale acceptance of Electric Vehicles (EVs), certain criteria must be met, not least of which is the cost and mass of the Power Electronics (PE) used in traction, high power ancillaries and fast battery chargers
A Cascade H Bridge (CHB) is evaluated for both electric vehicle motor traction control and off-vehicle charging against the Power ElectronicsUK Automotive Challenge for cost and mass for the year 2035
This paper examines the suitability of a Multi-Level Converter (MLC) that house the PE with batteries to gain cost, mass and efficiency benefits over conventional topologies
Summary
For the large-scale acceptance of Electric Vehicles (EVs), certain criteria must be met, not least of which is the cost and mass of the Power Electronics (PE) used in traction, high power ancillaries and fast battery chargers. This paper examines the suitability of a Multi-Level Converter (MLC) that house the PE with batteries to gain cost, mass and efficiency benefits over conventional topologies. Chang compared a conventional IGBT inverter with a silicon carbide and multi-level silicon inverter over a simulated driving range [2] and found a 2% - 3% improvement in the high rpm range and 3% - 10% at lower operating speeds
Sign-in/Register to view highlights & summary Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a callDisclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.
