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... . 6 shows an inverter motor for hybrid traction, de- veloped in cooperation with DaimlerChrysler [2]. In con- trast to previous solutions the inverter is not simply attached to the electric machine, but mechatronically inte- grated into the motor. This demonstrator was realized by introducing some innovative solutions and novel technolo- ...
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Citations
... In [298], several types of switched reluctance machines (SRMs) topologies such as segmental rotor SRM (SR-SRM), double stator SRM (DSSRM), and mutually coupled SRM (MCSRMs) are presented and analyzed with their performance comparison in terms of their torque However, although SRMs have been proposed in many research articles instead of conventional IPMSMSs due to their comparable power density/torque, there is no SRMbased powertrain for electric vehicles in the market so far [294,298,307]. Nevertheless, the overall system installation and manufacturing cost can be reduced by 30-40%, and the power density can be improved with 10-20% lesser volume by utilizing the integrated motor drive (IMD) [308,309]. ...
Emerging electric vehicle (EV) technology requires high-voltage energy storage systems,efficient electric motors, electrified power trains, and power converters. If we consider forecasts for EV demand and driving applications, this article comprehensively reviewed power converter topologies, control schemes, output power, reliability, losses, switching frequency, operations, charging systems, advantages, and disadvantages. This article is intended to help engineers and researchers forecast typical recharging/discharging durations, the lifetime of energy storage with the help of control systems and machine learning, and the performance probability of using AlGaN/GaN heterojunction based high-electron-mobility transistors (HEMTs) in EV systems. The analysis of this extensive review paper suggests that the Vienna rectifier provides significant performance among all AC–DC rectifier converters. Moreover, the multi-device interleaved DC–DC boost converter is best suited for the DC–DC conversion stage. Among DC–AC converters, the third harmonic injected seven-level inverter is found to be one of the best in EV driving. Furthermore, the utilization of multi-level inverters can terminate the requirement of the intermediate DC–DC converter. In addition, the current status, opportunities, challenges, and applications of wireless power transfer in hybrid and all-electric vehicles were also discussed in this paper. Moreover, the adoption of wide bandgap semiconductors was considered. Because of their higher power density, breakdown voltage, and switching frequency characteristics, a light yet efficient power converter design can be achieved for EVs. Finally, the article’s intent was to provide a reference for engineers and researchers in the automobile industry for forecasting calculations.
... The integration of the electric machine and the power converter contributes in the reduction of the volume and the weight of the drive [4]. This size reduction emerges from the elimination of the separate cooling and housing systems required for the power converter [5] and the elimination of the long cables connecting the power converter output to the electric machine [6]. The modularity of the machine and/or the power converter facilitates the integration by dividing the machine and/or the converter into small units sharing the total power of the drive [7]. ...
... The total drive power P drive can be calculated from (4) assuming sinusoidal pulse width modulation for each phase number n phase . The drive efficiency can be calculated form (5). The total drive volume is 3.75 l. ...
... η d = P drive + P mloss P drive + P mloss + P invloss (5) where η d is the drive efficiency, P mloss is the machine loss, and P invloss is the inverter loss. For this reference design, the windings can tolerate up to 19.8 ...
The electric drive power density and fault tolerance capability are of fundamental importance in many applications such as aerospace and traction applications. The modularization and the physical integration of the electric motor and the power converter components can lead to a high power density and a high fault tolerance drive system. The power density of a highly modular and integrated drive based on an axial flux permanent magnet synchronous machine and GaN converter is investigated in this paper. Several power density boosting techniques are provided and investigated using CFD simulations. These techniques incorporate optimization of the converter topology, the geometry of the shared cooling structure of the electric machine and the power converter and optimal selection of the materials in the path of heat transfer from the machine and the power converter to the cooling ambient. The power density of the reference integrated design is increased from 1.12 kW/
$l$
to 2.14 kW/
$l$
. The CFD computations are validated by extensive measurements on a modular integrated setup.
... An integrated motor drive system (IMDS) is an integrated system of a motor and its driver [3]. According to the positional relationship between the motor and its driver, it can be divided into radial mount and axial mount [4]. After integration, MDS power density can be improved while the size can be reduced [5,6]. ...
... where ρ e is motor power density in kW/kg, m is phase number, N is the number of conductors in the slot, and I s is the stator phase current RMS value in A. According to Equation (4), increasing the motor speed, phase number, winding coefficient, and pure copper area in the slot is beneficial to increasing the machine power density. The detailed design will be completed in the next section. ...
Although many PMSMs are used as the driving source for electric vehicle motor drive systems, there is still a gap compared with the power density index in the DOE roadmap. Considering that the motor occupies a large space in the motor drive system, it is of great significance for the system to increase the motor power density and thus reach the system power density index. This article starts with electrical machine basic design theory and finds the motor power density influence factors. Guided by the theory and considering motor driver influence, this article proposes a high power density motor for electric vehicle integrated motor drive system. The motor for the system is a five-phase interior permanent magnet synchronous motor (IPMSM) with a double-layer rotor structure and fractional slot distributed winding. Compared with Ver1.0 motor, Ver2.0 motor power density improves significantly. In order to prevent damage from excessive temperature, a temperature field solution model is established in this article to compare the cooling effect and pressure loss of the spiral, dial, and axial water jackets. The temperature is checked at motor main operating conditions using an optimal cooling structure. Finally, the power density of the designed Ver2.0 motor reaches 3.12 kW/kg in mass and 15.19 kW/L in volume.
... In [19], a RSM IMMD for radial flux PMSM is presented with focus on the fault tolerance design aspects. A 450 kW, 400 V ASM IMMD is proposed in [20] for induction machines with focus on the power converter design with power density of 30 W/cm 3 . In [21], the authors developed a RSM integration topology for axial flux PMSM with focus on the design of a shared cooling structure for the power converter and the axial flux machine. ...
Thanks to the absence of the rotor windings
and the permanent magnets, switched reluctance motors
have a small weight construction. The integration of the
modular power converter in the switched reluctance motor
leads to a highly compact and fault-tolerant motor drive
with small weight and high power density. In this paper,
a polygon retrofitted integration topology is proposed for
switched reluctance motors. Both the switched reluctance
motor and the power converter are cooled with one shared
cooling circuit. The power converter is designed and implemented
using Silicon Carbide (SiC) technology for its
low losses and small thermal resistance. The proposed
integration topology is extensively studied using multiphysics
modelling and experimental measurements on a
fully integrated rotating setup. A highly compact and power
dense drive of 3.1 kW/litre is obtained.
... The combination of the inverter and the machine into the same housing cooled with the same structure reduces the overall weight and volume of the drive [1], [2]. The elimination of the long cables connecting the inverter to the machine windings also contributes to the reduction of the weight and the volume of the drive besides the reduction of the electromagnetic interference (EMI) generated by the drive [3], [4]. The converter modularity adds more advantages to the integrated drives such as, reduced thermal and electrical stresses on the converter modules, the reduced space occupied by each module [5], [6] and the possibility to scale the drive power by parallel connection of converter modules. ...
... The physical integration could also include a shared cooling structure for both the electric machine and the power converter with elimination of a separate converter heat-sink [3]. Both the electric machine and the power converter can finally be enclosed in the same housing, removing the need of a separate housing for the converter [4]. The elimination of such components leads to more compact, high power density and high efficiency drives [5,6]. ...
... As the reconfiguration switches remain on in the conventional mode of operation, their duty cycle is set to unity. This results in series connection of coils (1,4) to form phase A, coils (2,5) to form phase B and coils (3,6) to form phase C. The duty cycles of the main switches of each phase designated (duty A, duty B, duty C) in Fig. 9.6 are compared to a carrier waveform with a frequency equal to the switching frequency of the converter to generate the switching pulses of the main switches. For example, the pulses designated (pulses A) in Fig. 9.6 are driving the power switches of leg1 and leg4 (the active legs) in Fig. 9.5 (a) to control phase A. The duty cycle of the power switches of the inactive legs shown in dashed grey in Fig. 9.5 (a) remains zero for all time of conventional mode of operation. ...
... The proposed converter topology can tolerate the fault in one to three symmetrical coils and/or converter modules for example, coils (1,3,5) or coils (2,4,6)) and their corresponding driving converter modules (see Fig. 9.1). If a fault occurs in one coil or one converter module, the other coils/converter modules symmetrical with that coil/converter module are turned off for equal magnetic pull on the bearing [17] and the drive can continue working with the three remaining healthy coils/converter modules. ...
High power density and efficiency are fundamental requirements in many applications such as electric vehicles (EVs), hybrid electric vehicles (HEVs), and propulsion and aerospace applications. In the context of increasing the power density and efficiency of electric motor drives, integrated modular motor drives (IMMDs) emerge as a solution to obtain both benefits. IMMDs incorporate physical integration and modularization of the electric machine and the power converter. The physical integration brings the electric machine and the power converter into close proximity so that they can share the same cooling circuit and enclosure. The cables connecting the power converter and the electric machine can be completely eliminated or greatly reduced in length. The result of this physical integration is a great reduction of the volume, the weight and the power losses of the electric motor drive, which improves its power density and efficiency. Furthermore, the elimination of the cables reduces the electromagnetic interference (EMI) of the drive which means that the EMI filter can be eliminated or reduced in size, and once again this improves the power density and the efficiency of the drive. Many challenges have to be met in the design of integrated motor drives. A first challenge is to mount the power converter in a small space inside the machine in a mechanically stable way as it is exposed to the motor vibration. A second challenge is the thermal management of this power converter as it resides close to the electric machine windings with its relatively high heat generation. The design of a modular, small size and low losses power converter facilitates the design of integrated motor drives. The modularity divides the machine into a number of modules with a driving converter for each module. This means that the converter is split into several small low rating units with smaller space and cooling requirements. One more advantage of the drive modularity is the fault-tolerance. If a fault occurs in one module, the drive can continue working with the remaining healthy ones. Using wide bandgap (WBG) power devices in the converter implementation facilitates the design of a small size and low losses power converter module. The commercially available WBG devices are Gallium Nitride (GaN) and Silicon Carbide (SiC). These WBG devices are existing in small package size and they dissipate lower power compared to Silicon (Si) devices. The main contribution of this thesis is the design of two novel integrated modular motor drive topologies: a yokeless and segmented armature (YASA) axial flux permanent magnet synchronous machine and a switched reluctance machine (SRM). Both topologies are providing a stable mechanical mounting for the power converter modules and a shared cooling circuit for the electric machine and the power converter. For the first integration topology - the YASA machine - the physical integration is realized by designing a 3D aluminium part with a polygon-shaped outer surface for mounting the converter modules and an inner surface that well encloses the teeth of the machine. A cooling channel is introduced between the inner and the outer surfaces of the 3D aluminium part to decouple and evacuate the heat from the YASA tooth and the power converter module. This integration topology is named circumscribing polygon (CP) integration topology. This topology is thermally optimized using computational fluid dynamics (CFD) simulations. Each integrated module comprises the machine tooth, the converter module and a shared cooling for both of them. The full motor drive can be easily synthesized from the individual modules. A discrete GaN based half-bridge inverter module is designed for this integration topology. First, electromagnetic and thermal models of the YASA machine and its driving converter are needed to design the CP integrated YASA drive. In this PhD, analytical electromagnetic models developed by former PhD colleagues for the YASA machine are used. Finite element and lumped parameter thermal network (LPTN) models are built for the YASA machine and the power electronics. These models are used to find optimal geometrical parameters of the YASA machine and an optimal inverter model design. In addition, loss models for the GaN switches are developed as well as an electromagnetic finite element model for the parasitics in the inverter PCB to investigate their influence on the losses and temperature of the switches. Next, a three teeth CP integrated YASA setup is built to validate the integration concept and the introduced models. The measurements prove the validity of the integration concept and the introduced modelling. The power density of the designed CP integrated modular motor drive for the YASA machine is extensively investigated in this thesis and some power density enhancement techniques are proposed, simulated and validated by measurements on the setup. Another contribution of the thesis is the design of a DC-link structure that can be integrated with the CP YASA drive. An analytical design methodology for the DC-link capacitors is provided. Electromagnetic and thermal models are built to study the performance of the designed DC-link structure. The design of this DClink structure is validated by measurements. For the second integration topology - the SRM -, the integration is realized by designing a 3D part with a radial cross-sectional area with outer polygon shape and an inner circular shape. The power converter modules are mounted on the outer surface of this 3D part while the inner surface is retrofitted to tightly enclose the water jacket cooled SRM. By doing so, the water jacket cooling of the nonintegrated SRM is used to cool the converter modules as well. This integration concept is named polygon retrofitted (PR) integration concept. This integration topology has the advantage of plug and play of the converter modules without much modifications in the original non-integrated machine. A discrete SiC based asymmetric H-bridge is designed for this integration topology. Several models are built for the SRM integrated topology. A dynamic model for the closed loop torque controlled SRM is built to compute the exact current waveforms of the SRM windings and the converter power devices. The computed currents from this model are used as inputs for the electromagnetic model of the SRM and the loss model of the converter. Electromagnetic and thermal models of the SRM and its driving converter are developed: an electromagnetic finite element (FE) model, 3D FE thermal models and LPTN models are built for the SRM. Also 3D FE thermal models and thermal network models are built for the asymmetric H-bridge converter. These models are used to design the asymmetric H-bridge converter and to study the performance of the complete PR SRM drive. Furthermore, a PR integrated SRM setup is built to validate the integration concept and the modelling of the integrated drive. The measurements confirm the effectiveness of the integration concept and the introduced modelling. A last contribution of the thesis is the design of a novel converter structure for the modular integrated SRM that can be configured to drive the SRM in the conventional mode and the modular mode. Switching from conventional to modular mode is done at high operating speeds and in case of fault in one coil or one inverter modules. The performance of the converter is validated to be good by experimental measurements in conventional mode, modular mode and in case of fault. Finally, a conclusion of the research conducted in this thesis and some ideas for future research are provided.
... On the one hand, the elimination of such components reduces the total weight, volume and cost of the whole drive [2]. On the other hand, the elimination of the cables improves the electromagnetic compatibility (EMC) of the whole system [3]. Due to the existence of the converter modules near to the heat generation sources of the machine (winding, core), challenges regarding the stable mechanical mounting and the sufficient cooling of both the machine and the converter modules should be handled [4]. ...
... An integrated motor drive (IMD) has numerous attractive features such as high power density, low weight and cost, and improved EMI/EMC behavior due to the absence of separate control cabinets and connection cables [1]- [3]. The IMD has been increasingly more popular in a number of applications including HEV/EV propulsion system [4]- [5], servomotor, fan, pump [6], and compressor [7]. ...
A high power density inverter is one of the most important design requirements for a compact and energy-efficient integrated motor drive (IMD) design. A gallium nitride (GaN) high electron mobility transistor (HEMT) has a lateral device structure with land grid array (LGA) or ball grid array (BGA) package for minimum parasitic inductance and resistance, which is also advantageous in a thermal management. This paper presents a new thermal management methodology for a high power density IMD using GaN HEMTs. An optimized printed circuit board (PCB) design is investigated for an effective bottom-side cooling method without any heatsink. The parasitic components are also analytically estimated to prove the validity of the proposed circuit design.
... The integrated motor drive (IMD) is a structural integration of an electric motor with a motor drive as a single unit, which improves power density with 10-20% less volume and reduces 30-40% of the overall system costs of installation and manufacturing [1]. The elimination of expensive components such as shielded connection cables, a separate housing for the inverter, a centralized controller cabinet, and high voltage and current bus bars is the primary driving force in lowering the cost [2]. It also leads to an improved EMI/EMC behavior due to the direct connection of the motor to the drive without additional cables [3]. ...
... The recent advancements in motor drive technology such as modularization and wide bandgap (WBG) devices can significantly enhance the performance of the IMDs in fault tolerance, efficiency, power density, and high-temperature operation [2]- [5]. The WBG-based IMD is advantageous in many applications, and a huge potential lies in the electrification of actuators, which are being widely used in aerospace, robotics, automobiles, manufacturing, and off-road vehicles. ...
An integration of an electric motor and a drive with wide bandgap (WBG) devices possesses numerous attractive features for electrified and decentralized actuation systems. The WBG devices can operate at high junction temperature (>170°C) with improved efficiency due to fast switching speed and low on-state resistance. It also leads to better performance and higher power density electrohydrostatic actuators than the traditional solutions, which are being widely adopted in industrial applications such as aerospace, robotics, automobiles, manufacturing, wind turbine, and off-road vehicles. This paper introduces and investigates the benefits of the integrated motor drive (IMD) with the WBG-based power electronics for the electrohydrostatic actuation systems.
... The integrated motor drive (IMD) is a structural integration of an electric motor with a motor drive as a single unit, which improves power density with 10-20% less volume and reduces 30-40% of the overall system costs of installation and manufacturing [1]. The elimination of expensive components such as shielded connection cables, a separate housing for the inverter, a centralized controller cabinet, and high voltage and current bus bars is the major driving force in lowering the cost [2]. It also leads to an improved EMI/EMC behavior due to the direct connection of the motor to the drive without additional cables [3]. ...
... It also leads to an improved EMI/EMC behavior due to the direct connection of the motor to the drive without additional cables [3]. The recent advancements in motor drive technology such as modularization and wide bandgap (WBG) devices can significantly enhance the performance of the IMDs in fault tolerance, efficiency, power density, and high-temperature operation [2]- [5]. The WBG-based IMD is advantageous in many applications and a huge potential lies in the electrification of actuators, which are being widely used in aerospace, robotics, automobiles, manufacturing, and off-road vehicles. ...
An integration of an electric motor and a drive with wide bandgap (WBG) devices possesses numerous attractive features for electrified and decentralized actuation systems. The WBG devices are capable of operating at high junction temperature (>170 ̊ C) with improved efficiency due to fast switching speed and low on-state resistance. It also leads to better performance and higher power density electro-hydrostatic actuators than the traditional solutions, which are being widely adopted in industrial applications such as aerospace, robotics, automobiles, manufacturing, wind turbine, and off-road vehicles. This paper introduces and investigates the benefits of the integrated motor drive (IMD) with the WBG-based power electronics for the electro-hydrostatic actuation systems.
