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Towards Low-Voltage, High-Current a Pioneering Drive Concept for Battery Electric Vehicles

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Towards Low-Voltage, High-Current a Pioneering Drive Concept for Battery Electric Vehicles 2021 Towards© Low-Voltage,High-Current A pioneering drive concept forbattery electric vehicles Stefan Haller by Main supervisor: Prof. Kent Bertilsson Co-supervisor: Prof. Bengt Oelmann Dr. Peng Cheng Stefan Faculty of Science, Technology and Media Department ofHaller Electronics Design Thesis for the Degree of Doctor of Philosophy Mid Sweden University, Sundsvall, Sweden, 2020 Akademisk avhandling som med tillstånd av Mittuniversitetet i Sundsvall framläggs till offentlig granskning för avläggande av teknologie doktorsexamen i Elektronik måndagen den 11 januari 2021, klockan 8.30 i sal C306, Mittuniversitetet Sundsvall. Seminariet kommer© att hållas2021 på engelska. by Towards Low-Voltage, High-Current A pioneering drive concept for battery electric vehicles Copyright © 2020 Stefan Haller All rights reserved.Stefan Printed by Mid Sweden University, Sundsvall December 15, 2020 ISSN 1652-893X ISBN 978-91-88947-85-7 Faculty of Science, Technology and Media Mid SwedenHaller University, Holmgatan 10, SE-851 70 Sundsvall, Sweden Phone: +46 (0)10 142 80 00 Mid Sweden University Doctoral Thesis 337 ©2021 “The most dangerous phrase in the language is ‘We’ve always done it this way.’ ” by – Grace Hopper Stefan Haller ©2021 by This thesis has been typeset using LATEX. Stefan Haller ABSTRACT The first electric low-voltage vehicles were constructed in the mid-19th century, but by the early 20th century they were progressively replaced by successors with internal2021 combustion engines. As the consequences of using fossil fuels© are better understood, our society is now transitioning back. The strong driving force towards electric transportation can be traced to several events and trends. The foremost of these is perhaps the rising awareness of climate change and the necessary reduction of the environmental footprint, as well associated political will for change. Alongside this, the pioneering automotive company Tesla, Inc. showed what electric cars are capable of and how to easily charge them along the road. The diesel gate unearthed in 2015, also played a major role. This transition is not withoutby challenges, however. An electric car is expected to be reasonable priced, sustainable, environmentally friendly and electrically safe, even in case of an accident. Overnight charging at home should be possible, as well as the ability to quickly charge while in transit. While the industry has long experience with high-voltage electrical machines, the required battery technology is quite new and low-voltage in nature. Currently, the battery is the most costly part of an electric drivetrain and it has the highest environmental impact. Efficient battery use is therefore key for sustainability and a responsible consumption of the resources available. Nonetheless,Stefan most electric vehicles today use lethal high-voltage traction drives which require a considerable isolation effort and complex battery pack. Previous research results showed that a 48 V drivetrain compared to a high-voltage one, increases the drive-cycle efficiency. Hence, similar driving range can be reached with a smaller battery. This thesis provides an introduction to low-voltage, high-current, battery-powered traction drives. With the aim of increasing efficiency, safety and redundancy while reducing cost, a solution that breaks with century-old electric machine design principles is proposed and investigated. An overview and motivation to further investigate 48 V drivetrains withHaller intrinsically safe and redundant machines is provided. The main focus of this work is the practical implementation of multi- phase low-voltage but high-current machines with integrated power page | v Abstract electronics as well as components for a 48 V drivetrain. With this work, it is confirmed that today’s MOSFETs are not the limiting factor towards low-voltage, high-current drives. In the first part of this work, two small-scale prototype machines were constructed and tested. The air-cooled, small-scale 1.2 kW proto- type reached a copper fill-factor of 0.84. The machine’s low terminal- to-terminal resistance of 0.23 mΩ, including the MOSFET-based power electronics, allowed continuous2021 driving currents up to 600 A. The resis- tive MOSFET© losses stayed below 21 W. The second part focuses on the key components for a 48 V high- power drivetrain. A W-shaped coil for a multiphase 48 V machine with direct in-conductor cooling was designed and tested. With glycol water, it reached a current density of 49.5 A/mm2 with 0.312 l/min flow rate. Furthermore, a reconfigurable battery pack for 48 V driving and high-voltage charging wasby investigated. Stefan Haller page | vi SAMMANFATTNING De första elektriska lågspänningsbilarna konstruerades i mitten av 1800-talet men ersattes succesivt med förbränningsmotorer i början av 1900-talet. Nu när konsekvenserna2021 av storskalig användning av fossila bränslen börjar© synas blir elektriska fordon återigen aktuella. Den starka drivkraften mot elektrifierad transport kan kopplas till ett flertal händelser och trender. Främst är troligen den ökade medve- tenheten kring klimatförändringar och den nödvändiga minskningen av samhällets klimatavtryck, tillsammans med den politiska föränd- ringsviljan. Samtidigt visade den banbrytande biltillverkaren Tesla, Inc. vilken prestanda elektriska bilar kunde förmå samt hur lätt de kunde laddas ute på vägarna. Dieselskandalen som uppdagades 2015 bidrog också på ett betydande sätt. Övergången sker dock inteby utan utmaningar och en elbil förväntas att vara prisvärd, hållbar, miljövänlig och elektriskt säker, även vid en olycka. Den ska kunna laddas över natten hemma samt snabbt utefter vägen. Medan industrin har lång erfarenhet av elektriska motorer som arbetar med hög spänning så är den erforderliga batteritekniken ganska ny och lågspänd till sin natur. För närvarande är batteriet den dyraste delen av en elektrisk drivlina och dessutom har den en stor negativ miljöpåverkan. För ett hållbart och ansvarsfullt utnyttjande av våra resurser måste batteriet användas så optimalt som möjligt. Trots detta,använder de flesta elfordon idag en dödligt hög spänning för sin drivlinaStefan vilket ger en komplex konstruktion av batteripaketet och många säkerhetsaspekter måste uppfyllas. Tidigare forskning visar dock att en 48 V drivlina kan uppnå högre effektivitet jämfört med en högspänd drivlina. Denna avhandling ger en introduktion till lågspända elektriska drivlinor för elektrifierade fordon. Målet är att öka verkningsgrad, säker- het, tillförlitlighet och samtidigt reducera kostnader, vilket är en lösning som bryter mot de traditionella konstruktioner som använts i över ett århundrade. Avhandlingen syftar till att ge en översikt och motivation för att ytterligare undersöka denna typ av elektriskt ofarliga och redun- danta motor förHaller elfordon. Arbetet fokuserar på en praktisk konstruktion av en mångfasig elektrisk motor med integrerad kraftelektronik för höga strömmar. Avhandlingen visar att dagens MOSFETs inte är den page | vii Sammanfattning begränsande faktorn i en lågspänd drivlina med höga strömmar. I den första delen av detta arbete har två småskaliga prototypma- skiner byggts och testats. Den luftkylda småskaliga 1,2 kW-prototypen hade en kopparfyllningsfaktor på 0,84 och det låga terminal-till-terminal motståndet på 0,23 mΩ, inklusive den MOSFET-baserade kraftelektro- niken, tillät en kontinuerlig driftström på upp till 600 A. Dom resistiva MOSFET-förlusterna var mindre än 21 W. Den andra delen fokuserar2021 på nödvändiga komponenter som krävs till en 48V© drivlina för höga effekter. En W-formad direktkyld ro- torlindning, för en flerfasig 48V-maskin, har designats och testats. Med flödande etylenglykolvatten genom lindningen uppnåddes en ström- täthet av 49,5 A/mm2 vid 0,312 l/min flödeshastighet. Utöver detta utforskades ett omkonfigurerbart batteripaket för 48 V vid körning och hög spänning vid laddning.by Stefan Haller page | viii CONTENTS Abstractv 2021 Sammanfattning© vii Contents ix List of Figures xv List of Tables xvi List of Publications by xvii I Introduction1 1 Overview3 1.1 Traction Drives for EVs ................. 4 1.1.1 Resistive Losses................. 4 1.1.2 Machine Cooling ................ 5 1.1.3 Machine Faults.................. 6 1.2 MOSFETs or IGBTs for Traction Drives........ 7 1.3 EnergyStefan Storage and Delivery.............. 8 1.3.1 Lithium-Ion Technology............ 9 1.3.2 Risk of Li-Ion-based Energy Storage Systems 10 1.3.3 Cell Configurations............... 11 1.4 Battery Cost and Drivetrain Efficiency......... 12 1.5 Energy vs. Power Density................ 13 1.5.1 Environmentally Friendly Supercapacitor . 14 1.6 Low-Voltage Charging.................. 15 1.7 RelatedHaller Low-Voltage Drives............... 16 2 Problem Formulation and Objective 19 2.1 Towards Low-Voltage, High-Current.......... 20 page | ix Contents 2.2 Problem Formulation .................. 21 2.2.1 LVHC Machines with Novel MOSFETs . 22 2.2.2 Improvement and Limits of LVHC Machines 23 2.2.3 Components for 48 V LVHC Machines . 23 2.3 Objective.......................... 23 2.3.1 Limitations.................... 24 3 Publications© Included2021 in this Thesis 27 3.1 Air-Gap Flux Density Measurement System for Verifi- cation of PM Motor FEM Model ............ 28 3.2 Investigation of a 2 V 1.1 kW MOSFET Commutated DC Motor......................... 29 3.3 Initial Characterization of a 2 V 1.1 kW MOSFET Com- mutated DC Motor.................... 29 3.4 A 2.5 V 600 A MOSFET-Based DC Traction Motor . 30 3.5 Phase Current Shift
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