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International Journal of Pure and Applied Mathematics Volume 118 No. 20 2018, 4887-4901 ISSN: 1314-3395 (on-line version) url: http://www.ijpam.eu Special Issue ijpam.eu

DESIGN OF AN FOR ELECTRICAL WITH MULTIPLE OUTPUTS

Ms.K. PRIYADHARSINI ,M.E., 1 Ms. A. LITTLE JUDY, M.E.,2 Mr. K. MOHAN, 3 4 M.E., Ms. R. DIVYA, M.E., 1Assistant Professor, Sri Krishna College of and

Email id: [email protected], [email protected],

[email protected], [email protected].

Abstract:

The spreading unit (OLPU) to improve the system are used on the density through the circuit vehicles on the battery vehicles in integration. The proposed system has hybrid electric vehicles. The battery advantages in the reduction of inverters on the converters motor on principal components of the power the core .the attempt to stage as well as high improve battery on the low voltage through a shared heat sink and level DC-DC to converter. The AC TO mounting space. In addition the DC conversion are modified by the shared circuit reduces the cost by isolated . The DC-DC converter are maintained by the eliminating the automotive high- isolated technology. The grid battery power cable technology are maintained by HVBs as an input source and supply power that is necessary for the power flow to the electronic devices and low between the OBC and the LDC in the voltage battery (LVB) in the vehicle. conventional system. Moreover, the This system proposes an OBC-LDC OLPU brings the structures and integrated power advantages of the OBC and LDC in conventional (x EVs) .

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The auxiliary battery are modified by 1. INTRODUCTION the role on the in the flow of the driving state. [4] They This presents a realize a small and of EV comparative evaluation of the suitable battery charger resulted in isolated DC-DC converters for the improvement of efficiency. This Auxiliary Power Module paper proposes an integrated circuit sharing internal parts of a low voltage (APM) in Electrified Vehicle DC-DC converter (LDC) and a non- applications.[1] The single input single board charger (OBC) for electric output system are converted by the vehicles (EVs). The standalone system DC-DC technologies by the (SIMO).[2] are modified on the simultaneous The fully model are applied by modified system. [5]The LDC mode the MOSFET efficiency on the are simultaneous operating mode. The topology in the APM application in additionally suggested circuit is a terms of switch efficiency and cost. built-in zero voltage switching (ZVS) buck unit. Prototype rated with 3.3 This paper presents a multi- kW OBC and 1 kWLDC is built and functional on-board battery charger the experimental results are carried for plug-in electric vehicles (PEVs). out in order to verify the performance The battery charger consists of the H- and the validity of the proposed power BRIDGE modules on the high unit. frequency in the flow of the 2. RELATED transformer in the .[3] Occasionally, the battery The electric vehicles are needed in the will equal or Bette performance in populated urban areas to reduce air terms of efficiency, output control, and pollution. Battery chargers are needed stability. The proposed OLPU not only to supply dc voltage to charge the has standalone modes as an high-energy battery packs used in independent OBC or LDC but also an EVs. [6] This paper deals with an on- additional mode that can charge both board battery charger arrangement the HVB and the LVB simultaneously that is fully based on the use of the supply surplus energy to the grid power components of the EV motor (V2G). drive. [7] Desired features for EV battery chargers such as minimum volume, low cost, high efficiency, and high reliability are fully matched by means of the proposed solution.[8]

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Design analysis and DC-to-DC converter is an experimental results of the on-board are used to converts charger prototype are presented. a one voltage level to another.

3.3.1ELECTRICAL VECHILES 3.3.3.

The electric automobile system is The buck converter are used to the propelled by the one or more electric voltage step down and the step up motors, rechargeable batteries in the converting . The voltage rating storage device. The torque ratio are the linear. The linear regulators created on the strong smooth are used in the power as heat. . The internal combustion are efficient with internal torque. The battery management Fig 3.1 Buck Converter system empower greenhouse system.

3.3.2.DC-DC CONVERTER

The hybrid are operated on the effective solution in the higher fuel economy, better performance with the conventional vehicles.[9] The Plug-in HEVs (PHEVs) are HEVs with plug-in capabilities and provide a more all- electric range; hence,[10] PHEVs improve fuel economy and reduce emissions even more. PHEVs have a battery or a pack of energy.[11]Itis shown that the integrated converter has a reduced number of high-current inductors and current transducers and has provided fault-current tolerance in PHEV conversion.

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High Voltage Battery and the LOW Voltage Battery. The proposed OLPU operates in OBC standalone 3.3.4. mode(Mode 1), LDC standalone mode (Mode 2), which are exactlythe same The boost converter are used as as the conventional OBC and LDC, DC –DC power voltage greater than respectively, andOBC-LDC the input voltage. The switch mode simultaneous mode (Mode 3), which power are the least in can charge theLVB during the the and . The boost operation of the OBC owing to converter are used to increase the themulti-winding structure of the voltage. The normally added to the HFTR, as shown in Fig. 3.4 and output of the converter to reduce 3.5.Simultaneous output of both HV output voltage . The boost and LV side are obtained by the below converter is used to increase the circuit. voltage.

3.5. Modes of operation:

Through this model we can get simultaneous charging for both LV battery

and HV battery. There is an extra circuit

known as the control circuit which is 3.4 CIRCUIT EXPLANATION used to block the induced voltage. Modules Description:

From the proposed circuit diagram we can obtain the simultaneous charging of both the

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which Mode1 is an OBC standalone mode and Mode 2 is the LDC standalone mode..Mode 3 is the simultaneous operation of both OBC and LDC with multiple outputs.

Fig 3.4.Circuit Diagram of Mode 1 and

Mode 2 Operation

There are three modes of operation Mode1, Mode2, Mode3 in

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The (Mode 1), LDC standalone mode (Mode 2), which are exactly the same as the conventional OBC and LDC, respectively, and OBC-LDC simultaneous mode (Mode 3), which can charge the LVB during the operation of the OBC owing to themulti-winding structure of the HFTR, as shown in Fig. 3.4 and 3.5.In Mode 1, the OLPU operates only as the OBC. The HVB, which has a charging voltage range of 250– 400 VDC, is charged to its maximum capacity of 3.3 kW through the grid power. In this mode, the integrated full-bridge stage operates only as the on the secondary side of the OBC. In Mode 2, the OLPU operates only as the typical LDC. The LVB, which has a charging voltage range of 13–15 VDC, and the internal electric devices, which operate while the vehicle is being driven, are supplied with power under a maximum capacity of 1 kW with the HVB as the input source [6]-

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[8].The primary function of Mode 3 is compensation circuit is not needed the OBC operation, and the canter - because the PFC part is deactivated, tapped rectifier is activated for and the bias across the output diode of auxiliary charging of the LVB. In this the PFC is reversed. Therefore, in mode, the total charging power of the order to improve the characteristics of HVB and LVB should not exceed the the integration structure, the switch maximum output of Mode 1,and the attached to the centre-tapped rectifier maximum charging power of the LVB on the secondary side of the LDC is is 300 W. In other words, the used for blocking the induced voltage. maximum output of the OBC ranges The blocking switch is fully turned off from 3kW to 3.3 kW, depending on the and functionally detaches the output condition of the LDC. In secondary side of the LDC from the addition, the operating principles of OLPU in Mode 1. In Mode 2, the Mode 1 and Mode 3are the same in the switch maintains full turn-onto basic integrated structure. The voltage maintain the LDC operation. In produced on the primary side of the addition, the OBC is delivered to both the output of the OBC and the output of the LDC PWM controlled switch smoothly through the coupled multi-winding implements the simultaneous HFTR. Thus, in the basic structure of charging in Mode 3. the OLPU, Mode 1 and Mode 3 can operate simultaneously. In the OBC Each mode of the OLPU is operation (Mode 1), the multi-winding determined by the status of the HFTR induces voltage on the vehicle, which is classified as charging secondary side of the LDC. Hence, a or driving; Mode 1 and Mode 3 operate solution for distinguishing the the charging through the grid power independent Mode 1 from Mode 3 is while the vehicle is stopped, and Mode needed. Moreover, in Mode 2, the 2 is enabled while the vehicle is voltage induced on the primary side of driven. When the vehicle is stopped, the OBC charges the DC link the order of priority between Mode 1 through the body diode of the and Mode 3 is determined by the stage MOSFET in the full bridge of the of charge (SOC). Based on information primary side. However, the magnitude from the battery management system of the voltage is within the normal (BMS), the OLPU first charges the range of the DC link voltage in the HVB when the SOC of the HVB is low. operation of the OBC owing to the On the other hand, the OLPU turn ratio and the voltage range of the simultaneously charges both the HVB HVB. Moreover, during Mode 2, the and LVB in Mode 3when the SOC of additional the LVB is low or the internal electrical

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devices are used during the charging. Fig. 4 depicts a continuous timing chart of the operational modes in the OLPU according to the vehicle status.

4.4.8 Viewing Simulation Results

We can visualize the simulation behavior by viewing signals with the displays and scopes provided in Simulink. We can also view simulation data within the Simulation Data Inspector, where we can compare multiple signals from different simulation runs. Scope is the block in Simulink by which we can measure and view the voltage, current, and power in electrical domain. The output of a multilevel converter through scope. After running a simulation, we can analyze the simulation results in MATLAB and Simulink. Simulink includes to help to understand the simulation behavior. Different combinations of options can Multi-step waveform be saved with the model. After running a simulation, we can analyze the simulation results in MATLAB and Simulink. We can view the Alternatively, we can build custom simulation results through MATLAB HMI displays using MATLAB, or log signals to the MATLAB workspace to view and analyze the data using MATLAB and tools.

5.3 SIMULATION RESULTS:

PROPOSED CIRCUIT:

The above diagram is the simulation circuit of the proposed system which is obtained by MATLAB and it is simulated and the corresponding current and voltages are obtained.

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Fig 5.4 Simulation Diagram of Proposed

Circuit Fig 5.6 Output Voltage of LV side

The below diagram is the output of OBC circuit with an Output Voltage of 400 V and Output Current of 8 A along with the State of Charging.

Fig 5.5 Output of the current and voltage of OBC

Output voltage (volt vs time)

Output current (current vs time)

State of Charging (percentage vs time)

Fig 5.7 Output Current of LV side

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Output Voltage (volt vs time) Here the Input: 230V AC,

Output Current (current vs time) Output: 400V DC, 12V DC

The below fig 5.8 shows the Input 5.5 ADVANTAGES Voltage of 230 V and Input Current of 15 A • The number of major components is reduced by the integration. In Input Voltage (volt vs time) case of the

Input Current (current vs time)

Fig 5.8 Input Voltage and Current

5.4 EXPECTED INPUT AND EXPECTED OUTPUT

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transformer, the total volume of the magnetic core is increased.

• However, the gap between the real values can be much more reduced, because the values on the table are not included winding. The size of the heat sink and the mounting space of the circuit components can also be drastically reduced.

CONCLUSION

This paper proposes an OBC- LDC integrated power unit for x EVs. The proposed system can combine the heat sinks, terminals, sensing circuits and circuit components of the OBC with the LDC, which are used for of x EVs. A built- in ZVS buck compensation circuit is added to improve the practicality of the proposed circuit structure.

First, this paper describes the integrating concept of the proposed circuit structure and discusses the operational principle according to the driving status of the vehicle with the SOC of both the HVB and the LVB. In addition, the induced voltage caused by the multi-winding HFTR in the proposed system is analyzed, and the built-in buck compensation circuit is suggested with the analysis of the control method and the operational principle to solve it. Moreover, the additional design considerations of the proposed OLPU are

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presented and compared to the Modules and Electrified Vehicle conventional OBC and LDC. A partial applications," Proc. IEEE Applied design procedure is also suggested. Power

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