Drive System for Electric Vehicles

Presented by

K Krishna Murthy, DGM – Power Electronics

Ramesh Perla, Sr. Manager – Automation and Controls
2/21/2019 1
Contents
• Why electric vehicles (EV)

• EV system and control

• Motor control

• Power Electronic Drive design

• Summary

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 Why Electric vehicles

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Electric Vehicles: Benefits & challenges

Benefits Opportunities
Zero pollution Range
Fuel Cost Charging time
Silent / low noise Capital cost
Low maintenance Charging infra

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Transport Sector Pollution

Ref: Electric mobility paradigm shift capturing the opportunities- TERI

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Energy cost: IC Engine vs Electric motor

Fuel consumption (Min): 235g/Kwh

Diesel density: 832 g/L

KWh/L = 832/235 = 3.54

Diesel price: 72/L

Energy cost / KWh: 72/3.6 = Rs. 20.33

(much higher compared to Electrical energy cost / KWh)

Mitsubishi S4S – DT 53Kw ICE

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 Electric vehicle System

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Battery Electric Vehicle: Types

Battery Electric Vehicle(BEV) Mild hybrid Electric Vehicle

Series Hybrid Electric Vehicle Parallel Hybrid Electric Vehicle

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Electric Vehicle Control System

Battery Driver Datalogging

Charging Display Unit & Diagnostics

Accelerator
Vehicle
Battery Brake
control
Clutch

Regenerative Motor Auxiliary

Braking Drive Loads

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Vehicle Control Logic: A,B,C

# Accelerator Brake Clutch Action to be taken

1 Released Released Released ¨¨¨¨¨¨¨¨¨
2 Pressed Released Released ¨¨¨¨¨¨¨¨¨
3 Pressed Released Pressed ¨¨¨¨¨¨¨¨¨
4 Change from Pressed to Released Released ¨¨¨¨¨¨¨¨¨
Released
5 Change from Pressed to Pressed Released ¨¨¨¨¨¨¨¨¨
Released
6 Change from Pressed to Released Pressed ¨¨¨¨¨¨¨¨¨
Released
¨¨

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Driver Display Unit (DDU)

Real-time updation at 500ms

Data over serial port / CAN bus
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 Motor Control System

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Permanent Magnet Synchronous Motor (PMSM)
Pros Cons
 Flat torque production till rated  Availability of magnets
speed  Cost
 Higher efficiency
 Compact size

Motor rating:
10hp, RPM

Ref: http://empoweringpumps.com/ac-induction-motors-versus-
permanent-magnet-synchronous-motors-fuji/
HBL’s 50KW motor

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PMSM winding type: Star vs Independent

For pure sine backEMF

 Back EMF(Ph-N): 120V / 1000 RPM

 Vdc = 600V
 Load current assumed to be zero

Nmax Nmax

73.2% higher speed

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PMSM winding topology: Star vs Independent

Bemf wave
170

120

70

20

-30 0 50 100 150 200 250 300 350

-80

-130

-180
Phase U Phase V Phase W UV VW WU

Pune sine BackEMF 15% third harmonic in backEMF

 Vfund –max = 100V
 Vph –max = 100V  Vph –max = 86.8 V
 Vrms = 70.7 V  Vrms = 71.5 V
 RMS is 70.7% of peak 16.5% higher RMS  RMS is 82.4 % of peak

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PMSM Control: Utilizing 3rd harmonic

 Vdc = 600V
 Back EMF(Ph-N): 120V / 1000 RPM

Pune sine BackEMF 15% third harmonic in backEMF

Nmax
Nmax
~ 2 times

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PMSM Independent phase control

• Better utilization of DC
bus voltage
• Current Imbalance need
to taken care
• More hardware

Ref: Control Strategies for Open-End Winding Drives Operating in the Flux-Weakening Region
IEEE TRANSACTIONS ON POWER ELECTRONICS, VOL. 29, NO. 9, SEPTEMBER 2014
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Motor Control: Speed control system

dq0 to
abc
Transf
ormati
on

PI Resolver
I0* Controller

i0
0

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Motor Control: Torque control system

Ref: Control Strategies for Open-End Winding Drives Operating in the Flux-Weakening Region, IEEE TRANSACTIONS ON POWER ELECTRONICS
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Motor Control: Unipolar modulation

MOSFET is used as switch, the gate signal is

ON for + Vdc and OFF for 0V
S1 S4 S1

S3
Switch pairs (S1, S4) and (S2, S2
S3) are complementary (when
one switch in a pair is closed,
the other is opened)

S1 is on when Vsine > Vtri

S4 is on when Vsine < Vtri

S3 is on when -Vsine > Vtri

S2 is on when -Vsine < Vtri

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Motor Control: Rotor position sensing
 Wide operating temperature range
Stator
 withstands higher vibrations and shock loads
 better suited for extremely harsh applications

Rotor

Brushless frameless
resolver

Open-loop position calculation:

Excitation signal: Vr = V sin (ωt)
Rotor Position: θ = Tan-1 (Vs/Vc)  Not accurate with noisy signals
(Use excitation to identify quadrant of θ)
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Motor Control: Rotor position sensing
Resolver-to-Digital Converter (RDC) ICs:

Ref: PGA411-Q1 Resolver Sensor Interface by Texas Instruments

Ref: Design considerations for resolver-to-digital converters in electric vehicles by TI

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Motor Control: Finding Zero position

Alignment with d axis - schematic Alignment with q axis - schematic

Finding zero position in independent phase control

https://www.researchgate.net/publication/273944807
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Motor Control: Safety aspects

• Dead-band time to avoid shoot through

• Acceleration & deceleration limits

• PI control output limits

• Overload monitoring

• Stator temperature

• Drive temperature

• DC bus Voltage

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Motor Control: Hardware implementation

Resolver

NI GPIC
NI 9607

NI 9683
GPIC: General Purpose Inverter Control
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Prototype hardware: sbRIO-9607

• 667 MHz Dual-Core CPU, 512 MB DRAM, 512 MB Storage,

• Zynq-7020 FPGA for custom I/O timing, control, and

processing programmable with LabVIEW FPGA (Field
sbRIO: Single-Board RIO Programmable Gate Array

• NI Linux Real-Time OS programmable with LabVIEW Real-

Time or C/C++

• 96 3.3 V DIO lines; Gigabit Ethernet, RS232 serial, CAN, and

USB ports; 9 VDC to 30 VDC supply input

• -40 °C to 85 °C local ambient operating temperature range

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NI 9683 - Mezzanine Card for NI sbRIO
High-speed, high-bandwidth connector that
provides direct access to the processor
and digital I/O FPGA lines

IO details
DI: 28 sourcing DI, 0~24V DC, 5 μs
LV TTL DIO - 32, 3.3V DIO
DO: 14 Half-bridge -source/sink
24 sinking DO, 0~24V DC, 50 μs
4-relay DO 0~30V sinking
AI: 16ch, 12bit simultaneous,±5 V,
100KS/s
8ch, 12-bit scan type, 0~5, 1KS/s
AO: 8ch, 12 bit, 0~5V, 1KS/s

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Motor controller validation

Drive
Voltage COTS Drive
commander
transducers

Dyno cRIO based Current Dynamometer

PMSM
controller DAQ Transducers

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 Power Electronic Drive for Motor Control

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Motor Controller

1. Intermediate device between battery and motor

2. Performs two functions - Motor driving or Regenerative

braking (battery charging)

3. It works as motor controller during normal operation

4. It charges the battery during brake operation

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EV Power flow - Electrical Schematic

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 Motor controller Functional Flow sequence

1. Receives 24 VDC when ignition key is ON

2. Checks for 24 VDC health, i.e. it is with in specified range or not.

3. Checks for battery leakage fault signals, which are coming from
leakage monitoring circuit (leakage to chassis).

4. Checks clutch, brake, throttle signals, all shall at normal position.

5. Checks resolver signals, motor and controller temperature, they

shall be normal.

6. Checks input current, phase current, phase voltage, faults signals.

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Motor controller Function Flow sequence

1. Enables inrush current protection circuit.

2. Energizes DC path contactors if input is reached to specified

level and disable inrush current protection

3. Sends ready to start status to ‘Driver Display Unit’ if observed

no error.

4. Send fault/error status if observed during initial (power ON)

health checks.

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Main components of the Motor controller

1. DC link capacitor

2. Switching devices

3. Controller

4. Driver for switching devices

5. Current sensors

6. Sensing circuits

7. Snubber capacitor

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DC link capacitor
1. The DC link capacitor is used at input of motor controller to
decouple the effects of the inductance from the DC voltage
source to the power bridge.

2. The bus link capacitor provides a low impedance path for the
ripple currents associated with a hard switched inverter.

3. The ripple currents are a result of the output inductance of the

load, the bus voltage and the PWM frequency of the inverter.

4. Capacitor value depends on bus voltage, winding inductance,

PWM frequency

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Types of DC Link Capacitors

1. Aluminum Electrolytic Capacitor

2. Film Capacitor (Polypropylene)

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Electrolytic vs Film capacitors

Description Electrolytic Film

Ripple current Low High

ESR High Low

Life expectancy (at 85 0C) 20,000 Hours 2,00,000 Hours
(approx) (approx)
Dissipated watts as heating High Low
losses
Volume High Low
Conclusion: Film capacitor will be the best choice for DC link
applications

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DC Link Capacitor Calculations

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DC Link Capacitor Ripple Current Calculations
• When the switch is turned on, the voltage is applied across

• The inductor L is defined as VL . The current in the

• inductor L will integrate up at a rate that is determined by the

• voltage and inductance as defined in the following;

• VL = L (dI/dt) (1)

• dI = VL/L dt (2)

• Integrating with respect to t;

• ∫ dI = ∫ VL/L dt (3)

• ΔI = VL/L ∫ dt (4)

• ΔI = (VL) (Δt) /L (8)

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 DC Link Capacitor Ripple Current Calculations

• Where L is the winding inductance and Δt is the switch

• on time.

• When the top switch is turned on (and corresponding

• bottom switch also);

• VL = Vbus - Vout (9)

• Substituting in equation (9) into (8) yields;

• ΔI = (Vbus - Vout ) (Δt) /L (10)

• Vout = d X Vbus, Substituting in equation (10);

• ΔI = (Vbus – (d Vbus )) (Δt) /L (11)

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DC Link Capacitor Ripple Current Calculations

• The switch on time can be defined as;

• Δ t = d PWM period (12) or

• Δ t = d 1/PWM Frequency (13)

• Let’s define the PWM frequency as f. so therefore;

• Δ t = d 1/f (14)

• Substituting in equation (14) into (11) yields;

• ΔI = (Vbus – (d X Vbus )) X (d )/(f X L) (15)

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DC Link Capacitor Ripple Current Calculations
• Simplifying equation (15);

• ΔI = d X (1– d) X Vbus / (f X L) (16)

• As per above equation, Maximum ΔI will occur when d is equal to

0.5 or 50% duty cycle.

• Substituting in 0.5 for d in equation (16);

• ΔI 0.5t = 0.5 X (1– 0.5) X Vbus / (f X L) (17)

• ΔI 0.5t = (0.25 X Vbus ) / (f X L) (18)

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DC link Capacitor value Calculation
• Now that the ripple current in the bus link capacitor is
• known, it is now simple to calculate the resulting bus link
• capacitor ripple voltage.
• A capacitor’s current (iC) is expressed as;
• iC = C (dV/dt) (19)
• Where C is the input capacitance, and dV/ dt is the rate of
• change in voltage with respect to time. Rearranging the
• equation and solving for dV yields;
• dV = (iC / C) dt (20)
• Since iC = ΔI 0.5t
• iC = ΔI 0.5t = 0.25 Vbus / (f L) (21)

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DC link Capacitor value Calculation

• dV = [0.25 Vbus / (f L C)] dt (22)

• ∫ dV = ∫ [0.25 Vbus / (f L C)] dt (23)

• ΔV0.5t = [0.25 Vbus / (L C)] ∫ (1/f ) dt (24)

• Since 1/f = t;

• ΔV0.5t = [0.25 Vbus / (L C)] ∫ (t ) dt (25)

• ΔV0.5t = [0.25 Vbus / (L C)] (Δt2 / 2 ) (26)

• ΔV0.5t = [(Vbus / (8 L C )] (Δt2 ) (27)

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DC link Capacitor value Calculation
 Using the Δt for a 50% duty cycle;

 Δt = 0.5 t = 1 / (2 f ) (28)

 ΔV0.5t = Vbus / (32 L C f 2 ) (29)

 Where ΔV0.5t is the maximum peak to peak ripple voltage across

the bus link capacitor at a 50% PWM duty cycle, Vbus is the bus
voltage, L is the phase inductance in Henries, C is the bus link
capacitance in Farads, and f is the PWM frequency in Hertz.

 C = Vbus / (32 L ΔV0.5t f 2 )

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Switching devices

Types of devices

1. SI MOSFET

2. IGBT

3. SIC MOSFET

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Comparison between different Devices
Parameter IGBT SI MOSFET SIC MOSFET
Cost Low High Very High
Voltage rating Available up to Available up to Available up to
1700 V 900 V 1200 V
Current rating Available up to Available up to Available up to
1000 Amps 90 Amps 400 Amps
Switching losses High Medium Low
Conduction Depending on Depending on Depending on
losses Vce sat Rdson Rdson

Lead time Low High Very high

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Switching Device selection
• SI MOSFET will be better device for motor controllers operating with
below 300 VDC or below 10 KW power.

• IGBT will be better device for motor controllers operating with above
300 VDC or above 10 KW power.

• SIC MOSFET will be suitable for motor controllers for input operating
voltage up to 700 VDC or power up to 100 KW, but device cost will be
10 times higher than IGBT and lead times are 25- 30 weeks.

• IGBT will be the better device for motor controller application (< 10
KW)

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Parameters for Switching device selection
• Voltage rating

• Current rating (collector)

• Turn ON & Turn OFF Energy losses

• Pulse current rating

• Collector - emitter saturation voltage (vcesat)

• Freewheeling diode forward voltage drop

• Freewheeling diode recovery time.

• Operating junction temperature.

• Switching times (ton, toff).

• Input capacitance, gate voltage, gate charge

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Power losses

Device losses can be broken down into:

• Switching device (IGBT)

1. Switching losses (Turn On and turn OFF)

2. Conduction losses

• Free wheeling diode

1. Conduction losses

2. Reverse recovery losses

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Device losses calculation

IGBT losses
• IGBT conduction losses =
0.5 ((Vceo x (Ipk/4)) + Ro x (Ipk2/4)) + m x Cosθ (Vceo x (Ipk/8) + Ro (Ipk2/(3Xπ)))

• IGBT switching losses

((Eon+Eoff)x Ipk x Fsw x Vdc)/(π x Vnom x inom)

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Device loss calculation

• Free wheeling diode losses

• Conduction losses
0.5 ((Vdo x (Ipk/4)) + Rd x (Ipk2/4)) + m x Cosθ (Vdo x (Ipk/8) + Rd (Ipk2/(3Xπ)))

• Reverse recovery losses

(Erec x Ipk x Fsw x Vdc)/(π x Vnom x inom)

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Device loss calculation

• Total losses per device

= IGBT conduction + IGBT switching + Diode conduction + Diode reverse recovery

• Power losses/controller = Total device losses X number

of devices

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Thermal Design
• Junction temperature of the device will increase due to
Power dissipation (posses).
• To operate IGBT safely, It is necessary not to allow the
junction temperature to exceeds specified junction
temperature.
• Proper thermal engineering/Cooling method shall be
provide to maintain junction temperature at below
specified limit.
• Cooling method - Heat sink with natural or forced
cooling (air/liquid).

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Thermal Design

• Heat sink thermal resistance can be calculated by:

Rθja= (Tj – Ta)/total power losses

Rθja = Rθjc+ Rθcs+ Rθsa

Where:

Tj = Junction temperature

Ta = operating ambient temperature

Rθja = Junction to ambient thermal resistance

Rθjc = Junction to case thermal resistance

Rθcs = Case to heat sink thermal resistance

Rθsa = Heat sink to ambient thermal resistance

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Thermal Design

• Example:
Tj = 100◦ C

Ta = 50◦ C

Rθjc = 0.1◦C/W

Rθcs = 0.1◦C/W

Power losses = 150 W

Rθsa = ((100 – 50)/150) – 0.1 – 0.1 = 0.13◦C/W

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Thermal Design

• Heat sink thermal resistance can be calculated by:

• Natural cooling:
Rθsa = 1/(heat sink surface area x 0.008 x sqrt (heat sink length))

• Forced cooling:
Rθsa = 1/(heat sink surface area x 0.011 x sqrt (heat sink length x (LFM/100)))

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 IGBT driver

• It receives PWM signals (3.3 V) from NI/DSP board.

• Generates isolated 15 V PWM signals with increasing driving

capability.

• It also monitors Collector –emitter saturation voltage, generates

error signal and shut down the PWM signals if voltage is above
the specified limit. It protects the IGBT from shoot through/over

currents.

• Gate drive current can be calculated by:

• I drive = Qg/Tr
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Snubber circuit
• It can protect the device (IGBT) from high voltage surges,
generated during turn-off time.

• Film capacitor, which is connected as close as to IGBT, works to

bypass the high frequency surges.

• Snubber capacitor value can be calculated by:

• C = (L x Io2)/(Vsurge – Vbus)

• L = Circuit wiring parasitic inductance

• Io = Collector current.

• Vsurge = Snubber capacitor peak voltage

• Vbus = input bus voltage.

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Validation of DC link & Snubber capacitors
• Performance of the selected devices can be validated by Double
pulse test

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Double pulse Test method

1.Connect the switching device and motor winding as shown in the diagram
2.Turn ON (from 10 us to 90 % of the PWM signal time period) –
Turn OFF (10 us) - Turn ON (10 us) – Turn OFF the switching device.
3.For ex: if switching frequency is 12 KHz, T = 1/f = 83 us.
4. Initial Turn ON time shall vary from 10 to 75 us (0.9 X 83) with 10 us per
step.
5. Collector to emitter voltage and collector current shall be monitored.
6. Voltage and current shall not above the device safe operating limits.

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Double pulse test Results.
Without snubber capacitor

With snubber capacitor

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DSP/NI Controller
• It is the major component of the motor controller.
• It generates PWM signals to drive the motor as per
information received from throttle.
• It also generates PWM signals to charge the battery during
brake operation.
• It communicates with driver display unit with speed, RPM,
battery health, sub-components/modules health information.
• It continuously monitors the sub-module/components
health, turn off the motor driving if observed any error.

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Sensing circuits

• Input voltage: for input power calculations, turn OFF the

controller if voltage is beyond the specified limit.
• Input current: for input power calculations, turn OFF the
controller if current is beyond the specified level.
• Switch current: to disable the controller if current is
above the specified level.
• Throttle : for speed and phase current (Iq)
• Clutch: to disable the controller when clutch is operated,

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Sensing circuits

• Brake: to disable the controller and enable the regenerative

braking system when brake is pressed.
• Resolver signals: to generate motor drive signals as per
position.
• Motor winding temperature: to disable the controller if
temperature is above the specified limit.
• Controller temperature: to disable the controller if
temperature is above the specified limit.

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Sensing circuits
• Pressure: to disable the drive if pressure in the brake cycler
is below the specified limit.
• Phase currents: for torque control
• Cooling system: to disable the controller if cooling system is
not working.

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Regenerative braking System
• Regenerative braking system will enable when brake is pressed.
• During regenerative braking:
• - Controller disables the motor driving signals.
• - Power circuit will act as active frond end rectifier (boost)
• - Motor will act as alternator
• - Controller will enable the regenerative braking only
• when speed of the motor is above the specified level
• - It will control the charging current by control the turn
• ON time of the switching device.
• - Controls the charging current as per motor speed.
• - Regeneration will stop if speed is below the specified limit.

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Regenerative braking system Block diagram

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Motor controller assembly

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Summary

• Electric vehicles has far better energy costs

• PMSM has flat torque characteristics and well suited for EV
application
• PMSM has better efficiency than Induction Motor
• Independent phase control of PMSM increases the speed
range of vehicle.
• DC link capacitor and snubber capacitor are critical for
switching device protection
• Regenerative braking system harnesses energy and
increases mileage

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 Thank you

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