US20170257050A1 - High power-density, high back emf permanent magnet machine and method of making same - Google Patents

High power-density, high back emf permanent magnet machine and method of making same Download PDF

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US20170257050A1
US20170257050A1 US15/600,086 US201715600086A US2017257050A1 US 20170257050 A1 US20170257050 A1 US 20170257050A1 US 201715600086 A US201715600086 A US 201715600086A US 2017257050 A1 US2017257050 A1 US 2017257050A1
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drive system
permanent magnet
link
power converter
sic
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US15/600,086
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Ayman Mohamed Fawzi EL-Refaie
Robert Dean King
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General Electric Co
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General Electric Co
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Assigned to GENERAL ELECTRIC COMPANY reassignment GENERAL ELECTRIC COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: EL-REFAIE, AYMAN MOHAMED FAWZI, KING, ROBERT DEAN
Publication of US20170257050A1 publication Critical patent/US20170257050A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
    • H02P25/022—Synchronous motors
    • H02P25/024—Synchronous motors controlled by supply frequency
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/264—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators with outer rotor and inner stator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/906—Motor or generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49002—Electrical device making

Definitions

  • Embodiments of the invention relate generally to permanent magnet machines having high power-density and, more particularly, to a method and system for preventing fault conditions in a high power-density, high back electromotive force (emf) permanent magnet machines by providing power converters that include silicon carbide metal-oxide-semiconductor field effect transistors (MO SFETs).
  • MO SFETs silicon carbide metal-oxide-semiconductor field effect transistors
  • IPM internal permanent magnet
  • IPM machines have been found to have high power density and high efficiency over a wide speed range, and are also easily packaged in front-wheel-drive vehicles.
  • IPM machines in order to obtain such high power density, IPM machines must use expensive sintered high energy-product magnets.
  • IPM machines run at high speed (e.g., 14,000 rpm) to obtain optimum power density.
  • the power density of a permanent magnet machine is defined as the ratio of the power output and the volume of the permanent magnet machine.
  • a relatively high power density e.g., high power output relative to volume
  • the high power density allows the permanent magnet machine to have either a smaller overall size for a given power output or a higher output for a given size.
  • the voltage developed in the stator (referred to as the “back emf”) increases. This, in turn, requires that higher and higher terminal voltages be applied to produce the desired torque.
  • the machine back emf is proportional to speed for a permanent magnet machine. If the peak line-to-line back emf at maximum speed is higher than the DC link voltage, and if control over the power converter is lost, the permanent magnet machine will start operating in an uncontrolled generation (UCG) mode.
  • UCG occurs when the control gate signals to all of the six inverter switches are turned off, or disconnected. During this condition, the motor is connected to the DC source via the anti-parallel diodes of the inverter switches.
  • the anti-parallel diodes create a potential path for current to flow, which is dependent upon the motor operating condition and DC source voltage.
  • the permanent magnet machine will act as a generator converting rotational power into electric currents and will start dumping energy into the DC link through the anti-parallel diodes in the power converter, causing an increase in the DC link voltage. If this energy is not dissipated, or if the build-up of the DC link voltage is not limited, the voltage rating of the active devices in the power converter may be exceeded by the DC link voltage.
  • a limit is typically set on the machine back emf or an additional clamping or crowbar circuit is added in parallel to the DC link.
  • limiting the machine back emf reduces the power or torque density and speed capacity of the machine.
  • adding a crowbar circuit adds additional cost and complexity to the circuitry of the permanent magnet machine drive system.
  • the back emf of a machine can also be reduced by limiting the amount or relative strength of the magnets in the machine, which also negatively impacts the power or torque density.
  • an electric drive system includes a permanent magnet machine having a rotor and a stator and a power converter electrically coupled to the permanent magnet machine and configured to convert a DC link voltage to an AC output voltage to drive the permanent magnet machine.
  • the power converter includes a plurality of SiC switching devices having a voltage rating that exceeds a peak line-to-line back emf of the permanent magnet machine at a maximum speed of the permanent magnet machine.
  • a method of manufacturing an electric drive system includes the step of providing a SiC power converter that has a plurality of SiC switching devices and is coupleable to a power source. The method also includes the steps of providing a permanent magnet machine having a peak line-to-line back emf at maximum speed that is greater than a DC link voltage of the power source and coupling the SiC power converter to the permanent magnet machine to drive the permanent magnet machine.
  • a vehicle drive system in accordance with another aspect of the invention, includes a motor that has a permanent magnet rotor and a stator.
  • the drive system also includes a DC link and a power converter electrically coupled between the DC link and the permanent magnet motor to drive the permanent magnet motor.
  • the power converter comprises a plurality of SiC switching devices rated for a higher operating voltage than a maximum back emf capable of being developed in the stator of the permanent magnet motor.
  • FIG. 1 illustrates a conventional permanent magnet machine drive system.
  • FIG. 2 illustrates a high-power density permanent magnet machine drive system, according to an embodiment of the invention.
  • FIG. 1 illustrates a conventional three-phase permanent magnet machine drive system 10 .
  • System 10 includes a DC link 12 that provides a DC input voltage that is converted or inverted to an AC waveform that powers a permanent magnet machine 14 .
  • An input filter capacitor 16 is coupled across the DC link 12 for filtering the voltage V AC on the DC link 12 .
  • a power converter 18 receives the input voltage from DC link 12 when power flows from the DC link 12 to the AC permanent magnet machine 14 . This direction of power flow is often referred to operating in a “motoring” mode.
  • the input voltage to the power converter 18 is AC from the permanent magnet machine 14
  • the output from the power converter 18 is a DC voltage on the DC link 12 .
  • Operation with power flow from the AC permanent magnet machine 14 to the power converter 18 is often referred to operation in a regenerative braking mode that is useful, for example, in a vehicle where it is desirable to hold a given value of speed on a downhill grade, or while decelerating the vehicle.
  • Power converter 18 is a typical 3 -phase inverter having two series-connected switching devices per phase leg.
  • devices 20 and 22 form a first phase leg
  • devices 24 and 26 form a second phase leg
  • devices 28 and 30 form a third phase leg.
  • Devices 20 - 30 are conventional silicon semiconductor switching devices such as, for example, silicon IGBT, MOSFET, silicon bi-polar Darlington power transistor, GTO, SCR, or IGCT type devices.
  • Diodes 32 , 34 , 36 , 38 , 40 , 42 are coupled in anti-parallel relationship across respective silicon switching devices 20 - 30 .
  • FIG. 2 illustrates a permanent magnet machine drive system 44 in accordance with an embodiment of the invention.
  • Drive system 44 includes a DC link 46 having a DC source voltage V S 48 .
  • Drive system 44 includes a power source 50 that provides DC source voltage V S 48 .
  • Drive system 44 includes preferably two contactors (C 1 , C 2 ) 52 , 54 , or at least one contactor C 1 to couple or disconnect DC link 46 from power source 50 .
  • power source 50 includes an AC source 58 and a rectifier 56 configured to convert a voltage of AC source 58 to the DC link or source voltage V S .
  • power source 50 includes a DC power source 58 , such as a battery, a fuel cell, or a flywheel with associated power electronic converter.
  • power source 50 includes a DC power source 58 , such as a battery, a fuel cell, an ultracapacitor, or a flywheel with an associated power electronic control coupled to a bi-directional DC-to-DC voltage converter 56 that boosts the source voltage to the DC link or source voltage V S .
  • DC link 46 supplies a DC output voltage V DC 60 to a power converter or inverter 62 .
  • An input filter capacitor 64 is illustrated between a positive DC rail 66 and a negative DC rail 68 and serves to provide a filter function for the high frequency currents from source 50 to ensure the power quality between positive and negative rails 66 , 68 .
  • Power converter 62 receives DC input voltage V DC 60 from DC link 46 and converts the DC input voltage to provide a suitable form of AC power for driving a permanent magnet machine 70 , described in detail below.
  • a controller 72 is also included in drive system 44 and includes means to open and close contactors Cl and C 2 52 , 54 based on sensed voltage inputs from V S 48 , V DC 60 , speed sensor inputs from machine 70 , plus operator inputs as well as detected faults that may occur in power converter 62 . Controller 72 also includes means to control the boost power command to the bi-directional boost converter 56 .
  • power converter 62 is a three-phase DC to AC inverter having a plurality of switching devices 74 , 76 , 78 , 80 , 82 , 84 .
  • Each switching device 74 - 84 includes a silicon carbide (SiC) MOSFET 86 , 88 , 90 , 92 , 94 , 96 and an associated anti-parallel diode 98 , 100 , 102 , 104 , 106 , 108 .
  • SiC silicon carbide
  • SiC is a crystalline substance that has material properties that make it an attractive alternative to silicon for high voltage, and high power applications.
  • SiC has a large bandgap that provides a very low leakage current, which facilitates elevated temperature operation.
  • semiconductor devices manufactured on a SiC substrate can withstand temperatures in excess of 200 degrees C.
  • SiC also has a high breakdown field that is about ten times that of silicon and a thermal conductivity that is about three times that of silicon, allowing higher power densities to be accommodated with SiC circuits.
  • SiC's high electron mobility enables high-speed switching.
  • SiC has been considered as an advantageous material for use in the manufacture of next generation power semiconductor devices.
  • Such devices include, for example, Schottky diodes, thyristors, and MOSFETs.
  • switching devices 74 , 76 are associated with a first output phase 110
  • switching devices 78 , 80 are associated with a second output phase 112
  • switching devices 82 , 84 are associated with a third output phase 114 . While a three-phase power converter and three-phase permanent magnet machine 70 are illustrated in FIG. 2 , one skilled in the art will understand that embodiments of the present invention are equally applicable to a single-phase or other multi-phase embodiments.
  • Permanent magnet machine 70 is a traction motor that includes a permanent magnet rotor 116 and a stator 118 , such as, for example, a traction motor for powering an electric vehicle.
  • Permanent magnet rotor permanent magnet rotor 116 may be configured as a surface mount, interior, or buried permanent magnet rotor, according to various embodiments.
  • permanent magnet machine 70 is an alternator that includes a permanent magnet rotor 116 and a stator 118 , such as, for example, a permanent magnet alternator coupled to a heat engine within an Auxiliary Power Unit (APU) for generating electrical power to aid in the operation of a hybrid-electric vehicle (HEV) or a Plug-in Hybrid-Electric Vehicle (PHEV).
  • APU Auxiliary Power Unit
  • SiC MOSFETs 86 - 96 allow permanent magnet machine 70 to be designed with a high back emf without having to worry about the uncontrolled generation mode, thereby significantly increasing the power density of permanent magnet machine 70 . That is, SiC MOSFETs 86 - 96 have a voltage rating that exceeds the DC link voltage during an uncontrolled generation mode of permanent magnet machine 70 .
  • Conventional Si IGBT power modules used power converter circuits in commercially available on-road EV, HEV, and PHEV typically have a voltage rating of approximately 600 V or 1,200 V for some larger or high performance vehicles, including SUV's, trucks, and buses.
  • SiC MOSFETs 86 - 96 are high voltage SiC MOSFETs manufactured by General Electric Company having a voltage rating of approximately three to four kV.
  • the combined high voltage SiC power converter 62 combined with high power density multi-phase permanent magnet machine 70 allows upwards of two-to-four times power density with a substantial improvement in fault tolerance during periods of loss of control over the power converter 62 or loss of gate drive to the power modules within the power converter 62 .
  • SiC MOSFETs 86 - 96 can be manufactured to be physically smaller than conventional silicon MOSFETs, SiC MOSFETs 86 - 96 can be packaged in an automotive environment and can be operated at higher temperatures.
  • controller 72 is configured to detect a fault in power converter 62 and the associated gate drive circuitry of power converter 62 . For example, a fault may be detected if the line-to-line back emf is within a threshold percentage of the voltage rating of DC power source 58 . If a fault is detected, controller 72 may be programmed to disconnect or decouple DC power source 58 from power converter 62 . Accordingly, excessive emf voltage created by permanent magnet machine 70 during a fault condition within power converter 62 will not result in overvoltage damage to DC power source 58 . The high voltage rating of SiC power converter 62 and its associated components 86 - 96 will withstand the back emf from the high-power permanent magnet machine 70 , even if a potential fault occurs while machine 70 is operating at high speed.
  • an electric drive system includes a permanent magnet machine having a rotor and a stator and a power converter electrically coupled to the permanent magnet machine and configured to convert a DC link voltage to an AC output voltage to drive the permanent magnet machine.
  • the power converter includes a plurality of SiC switching devices having a voltage rating that exceeds a peak line-to-line back emf of the permanent magnet machine at a maximum speed of the permanent magnet machine.
  • a method of manufacturing an electric drive system includes the step of providing a SiC power converter that has a plurality of SiC switching devices and is coupleable to a power source. The method also includes the steps of providing a permanent magnet machine having a peak line-to-line back emf at maximum speed that is greater than a DC link voltage of the power source and coupling the SiC power converter to the permanent magnet machine to drive the permanent magnet machine.
  • a vehicle drive system includes a motor that has a permanent magnet rotor and a stator.
  • the drive system also includes a DC link and a power converter electrically coupled between the DC link and the permanent magnet motor to drive the permanent magnet motor.
  • the power converter comprises a plurality of SiC switching devices rated for a higher operating voltage than a maximum back emf capable of being developed in the stator of the permanent magnet motor.

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Abstract

An electric drive system includes a permanent magnet machine having a rotor and a stator and a power converter electrically coupled to the permanent magnet machine and configured to convert a DC link voltage to an AC output voltage to drive the permanent magnet machine. The power converter includes a plurality of silicon carbide switching devices having a voltage rating that exceeds a peak line-to-line back electromotive force of the permanent magnet machine at a maximum speed of the permanent magnet machine.

Description

    CROSS REFERENCE TO RELATED APPLICATIONS
  • The present application is a continuation of, and claims priority to, U.S. patent application Ser. No. 12/949,925, filed Nov. 19, 2010, the disclosure of which is incorporated herein by reference in its entirety.
    • BACKGROUND OF THE INVENTION
  • Embodiments of the invention relate generally to permanent magnet machines having high power-density and, more particularly, to a method and system for preventing fault conditions in a high power-density, high back electromotive force (emf) permanent magnet machines by providing power converters that include silicon carbide metal-oxide-semiconductor field effect transistors (MO SFETs).
  • The need for high power density and high efficiency electric machines (i.e., electric motors and generators) has long been prevalent for a variety of applications, particularly for hybrid and/or electric vehicle traction applications. Due to energy supply and environmental reasons, there has been increased motivation to produce hybrid-electric and/or electric vehicles that are both highly efficient and reliable, yet reasonably priced for the average consumer. However, the drive motor technology available for hybrid-electric and electric vehicles has generally been cost-prohibitive, thereby reducing one (or both) of consumer affordability or manufacturer profitability.
  • Most commercially available hybrid-electric and electric vehicles rely on internal permanent magnet (IPM) electric machines for traction applications, as IPM machines have been found to have high power density and high efficiency over a wide speed range, and are also easily packaged in front-wheel-drive vehicles. However, in order to obtain such high power density, IPM machines must use expensive sintered high energy-product magnets. Furthermore, IPM machines run at high speed (e.g., 14,000 rpm) to obtain optimum power density. The power density of a permanent magnet machine is defined as the ratio of the power output and the volume of the permanent magnet machine. A relatively high power density (e.g., high power output relative to volume) is typically desirable. The high power density allows the permanent magnet machine to have either a smaller overall size for a given power output or a higher output for a given size.
  • As the speed of the rotor of the permanent magnet machine increases, the voltage developed in the stator (referred to as the “back emf”) increases. This, in turn, requires that higher and higher terminal voltages be applied to produce the desired torque. The machine back emf is proportional to speed for a permanent magnet machine. If the peak line-to-line back emf at maximum speed is higher than the DC link voltage, and if control over the power converter is lost, the permanent magnet machine will start operating in an uncontrolled generation (UCG) mode. UCG occurs when the control gate signals to all of the six inverter switches are turned off, or disconnected. During this condition, the motor is connected to the DC source via the anti-parallel diodes of the inverter switches. The anti-parallel diodes create a potential path for current to flow, which is dependent upon the motor operating condition and DC source voltage. In this case, the permanent magnet machine will act as a generator converting rotational power into electric currents and will start dumping energy into the DC link through the anti-parallel diodes in the power converter, causing an increase in the DC link voltage. If this energy is not dissipated, or if the build-up of the DC link voltage is not limited, the voltage rating of the active devices in the power converter may be exceeded by the DC link voltage.
  • In order to minimize or prevent occurrences of the UCG mode of operation, a limit is typically set on the machine back emf or an additional clamping or crowbar circuit is added in parallel to the DC link. However, limiting the machine back emf reduces the power or torque density and speed capacity of the machine. Further, adding a crowbar circuit adds additional cost and complexity to the circuitry of the permanent magnet machine drive system. The back emf of a machine can also be reduced by limiting the amount or relative strength of the magnets in the machine, which also negatively impacts the power or torque density.
  • It would therefore be desirable to eliminate setting a machine back emf limit and/or to eliminate adding a crowbar circuit such that device voltage ratings are not exceeded during a UCG mode of operation.
    • BRIEF DESCRIPTION OF THE INVENTION
  • In accordance with one aspect of the invention, an electric drive system includes a permanent magnet machine having a rotor and a stator and a power converter electrically coupled to the permanent magnet machine and configured to convert a DC link voltage to an AC output voltage to drive the permanent magnet machine. The power converter includes a plurality of SiC switching devices having a voltage rating that exceeds a peak line-to-line back emf of the permanent magnet machine at a maximum speed of the permanent magnet machine.
  • In accordance with another aspect of the invention, a method of manufacturing an electric drive system includes the step of providing a SiC power converter that has a plurality of SiC switching devices and is coupleable to a power source. The method also includes the steps of providing a permanent magnet machine having a peak line-to-line back emf at maximum speed that is greater than a DC link voltage of the power source and coupling the SiC power converter to the permanent magnet machine to drive the permanent magnet machine.
  • In accordance with another aspect of the invention, a vehicle drive system includes a motor that has a permanent magnet rotor and a stator. The drive system also includes a DC link and a power converter electrically coupled between the DC link and the permanent magnet motor to drive the permanent magnet motor. The power converter comprises a plurality of SiC switching devices rated for a higher operating voltage than a maximum back emf capable of being developed in the stator of the permanent magnet motor.
  • Various other features and advantages will be made apparent from the following detailed description and the drawings.
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • The drawings illustrate embodiments presently contemplated for carrying out the invention.
  • In the drawings:
  • FIG. 1 illustrates a conventional permanent magnet machine drive system.
  • FIG. 2 illustrates a high-power density permanent magnet machine drive system, according to an embodiment of the invention.
    •  DETAILED DESCRIPTION
  • FIG. 1 illustrates a conventional three-phase permanent magnet machine drive system 10. System 10 includes a DC link 12 that provides a DC input voltage that is converted or inverted to an AC waveform that powers a permanent magnet machine 14. An input filter capacitor 16 is coupled across the DC link 12 for filtering the voltage VAC on the DC link 12. A power converter 18 receives the input voltage from DC link 12 when power flows from the DC link 12 to the AC permanent magnet machine 14. This direction of power flow is often referred to operating in a “motoring” mode. When the direction of power flow is from the permanent magnet machine 14 to the power converter 18, the input voltage to the power converter 18 is AC from the permanent magnet machine 14, while the output from the power converter 18 is a DC voltage on the DC link 12. Operation with power flow from the AC permanent magnet machine 14 to the power converter 18 is often referred to operation in a regenerative braking mode that is useful, for example, in a vehicle where it is desirable to hold a given value of speed on a downhill grade, or while decelerating the vehicle.
  • Power converter 18 is a typical 3-phase inverter having two series-connected switching devices per phase leg. For example, devices 20 and 22 form a first phase leg, devices 24 and 26 form a second phase leg, and devices 28 and 30 form a third phase leg. Devices 20-30 are conventional silicon semiconductor switching devices such as, for example, silicon IGBT, MOSFET, silicon bi-polar Darlington power transistor, GTO, SCR, or IGCT type devices. Diodes 32, 34, 36, 38, 40, 42 are coupled in anti-parallel relationship across respective silicon switching devices 20-30.
  • FIG. 2 illustrates a permanent magnet machine drive system 44 in accordance with an embodiment of the invention. Drive system 44 includes a DC link 46 having a DC source voltage V S 48. Drive system 44 includes a power source 50 that provides DC source voltage V S 48. Drive system 44 includes preferably two contactors (C1, C2) 52, 54, or at least one contactor C1 to couple or disconnect DC link 46 from power source 50. In one embodiment, power source 50 includes an AC source 58 and a rectifier 56 configured to convert a voltage of AC source 58 to the DC link or source voltage VS. In another embodiment, power source 50 includes a DC power source 58, such as a battery, a fuel cell, or a flywheel with associated power electronic converter. In yet another embodiment, power source 50 includes a DC power source 58, such as a battery, a fuel cell, an ultracapacitor, or a flywheel with an associated power electronic control coupled to a bi-directional DC-to-DC voltage converter 56 that boosts the source voltage to the DC link or source voltage VS. DC link 46 supplies a DC output voltage V DC 60 to a power converter or inverter 62. An input filter capacitor 64 is illustrated between a positive DC rail 66 and a negative DC rail 68 and serves to provide a filter function for the high frequency currents from source 50 to ensure the power quality between positive and negative rails 66, 68.
  • Power converter 62 receives DC input voltage V DC 60 from DC link 46 and converts the DC input voltage to provide a suitable form of AC power for driving a permanent magnet machine 70, described in detail below. A controller 72 is also included in drive system 44 and includes means to open and close contactors Cl and C2 52, 54 based on sensed voltage inputs from V S 48, V DC 60, speed sensor inputs from machine 70, plus operator inputs as well as detected faults that may occur in power converter 62. Controller 72 also includes means to control the boost power command to the bi-directional boost converter 56.
  • According to one embodiment, power converter 62 is a three-phase DC to AC inverter having a plurality of switching devices 74, 76, 78, 80, 82, 84. Each switching device 74-84 includes a silicon carbide (SiC) MOSFET 86, 88, 90, 92, 94, 96 and an associated anti-parallel diode 98, 100, 102, 104, 106, 108.
  • SiC is a crystalline substance that has material properties that make it an attractive alternative to silicon for high voltage, and high power applications. For example, SiC has a large bandgap that provides a very low leakage current, which facilitates elevated temperature operation. In fact, semiconductor devices manufactured on a SiC substrate can withstand temperatures in excess of 200 degrees C. SiC also has a high breakdown field that is about ten times that of silicon and a thermal conductivity that is about three times that of silicon, allowing higher power densities to be accommodated with SiC circuits. Further, SiC's high electron mobility enables high-speed switching. Thus, SiC has been considered as an advantageous material for use in the manufacture of next generation power semiconductor devices. Such devices include, for example, Schottky diodes, thyristors, and MOSFETs.
  • Moving from left to right in FIG. 2, switching devices 74, 76 are associated with a first output phase 110, switching devices 78, 80 are associated with a second output phase 112, and switching devices 82, 84 are associated with a third output phase 114. While a three-phase power converter and three-phase permanent magnet machine 70 are illustrated in FIG. 2, one skilled in the art will understand that embodiments of the present invention are equally applicable to a single-phase or other multi-phase embodiments. For example, alternate embodiments include configurations with varying number of phases, e.g., n-phase, where n=1, 2, 4, 5, 7, or higher number, where each phase of the power converter includes a plurality of switching devices similar to devices 86, 88, each with associated anti-parallel diodes similar to diodes 98, 100.
  • Power converter 62 drives a permanent magnet machine 70. In one embodiment, permanent magnet machine 70 is a traction motor that includes a permanent magnet rotor 116 and a stator 118, such as, for example, a traction motor for powering an electric vehicle. Permanent magnet rotor permanent magnet rotor 116, may be configured as a surface mount, interior, or buried permanent magnet rotor, according to various embodiments. In an alternate embodiment, permanent magnet machine 70 is an alternator that includes a permanent magnet rotor 116 and a stator 118, such as, for example, a permanent magnet alternator coupled to a heat engine within an Auxiliary Power Unit (APU) for generating electrical power to aid in the operation of a hybrid-electric vehicle (HEV) or a Plug-in Hybrid-Electric Vehicle (PHEV).
  • The high voltage rating of SiC MOSFETs 86-96 allows permanent magnet machine 70 to be designed with a high back emf without having to worry about the uncontrolled generation mode, thereby significantly increasing the power density of permanent magnet machine 70. That is, SiC MOSFETs 86-96 have a voltage rating that exceeds the DC link voltage during an uncontrolled generation mode of permanent magnet machine 70. Conventional Si IGBT power modules used power converter circuits in commercially available on-road EV, HEV, and PHEV typically have a voltage rating of approximately 600 V or 1,200 V for some larger or high performance vehicles, including SUV's, trucks, and buses. According to one embodiment, SiC MOSFETs 86-96 are high voltage SiC MOSFETs manufactured by General Electric Company having a voltage rating of approximately three to four kV. The combined high voltage SiC power converter 62 combined with high power density multi-phase permanent magnet machine 70, allows upwards of two-to-four times power density with a substantial improvement in fault tolerance during periods of loss of control over the power converter 62 or loss of gate drive to the power modules within the power converter 62. Because SiC MOSFETs 86-96 can be manufactured to be physically smaller than conventional silicon MOSFETs, SiC MOSFETs 86-96 can be packaged in an automotive environment and can be operated at higher temperatures.
  • Excessive emf voltage of permanent magnet machine 70 may damage DC power source 58 of power source 50. Accordingly, in one embodiment, controller 72 is configured to detect a fault in power converter 62 and the associated gate drive circuitry of power converter 62. For example, a fault may be detected if the line-to-line back emf is within a threshold percentage of the voltage rating of DC power source 58. If a fault is detected, controller 72 may be programmed to disconnect or decouple DC power source 58 from power converter 62. Accordingly, excessive emf voltage created by permanent magnet machine 70 during a fault condition within power converter 62 will not result in overvoltage damage to DC power source 58. The high voltage rating of SiC power converter 62 and its associated components 86-96 will withstand the back emf from the high-power permanent magnet machine 70, even if a potential fault occurs while machine 70 is operating at high speed.
  • Therefore, according to one embodiment of the invention, an electric drive system includes a permanent magnet machine having a rotor and a stator and a power converter electrically coupled to the permanent magnet machine and configured to convert a DC link voltage to an AC output voltage to drive the permanent magnet machine. The power converter includes a plurality of SiC switching devices having a voltage rating that exceeds a peak line-to-line back emf of the permanent magnet machine at a maximum speed of the permanent magnet machine.
  • According to another embodiment of the invention, a method of manufacturing an electric drive system includes the step of providing a SiC power converter that has a plurality of SiC switching devices and is coupleable to a power source. The method also includes the steps of providing a permanent magnet machine having a peak line-to-line back emf at maximum speed that is greater than a DC link voltage of the power source and coupling the SiC power converter to the permanent magnet machine to drive the permanent magnet machine.
  • According to yet another embodiment of the invention, a vehicle drive system includes a motor that has a permanent magnet rotor and a stator. The drive system also includes a DC link and a power converter electrically coupled between the DC link and the permanent magnet motor to drive the permanent magnet motor. The power converter comprises a plurality of SiC switching devices rated for a higher operating voltage than a maximum back emf capable of being developed in the stator of the permanent magnet motor.
  • This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Claims (20)

What is claimed is:
1. An electric drive system comprising:
a DC link;
a permanent magnet machine comprising a rotor and a stator; and
a power converter coupled between the permanent magnet machine and the DC link, the power converter comprising a plurality of silicon carbide (SiC) switching devices having a voltage rating that exceeds a voltage of the DC link when the permanent magnet machine operates in an uncontrolled generation mode.
2. The electric drive system of claim 1 wherein the voltage rating of the plurality of SiC switching devices is at least three kV.
3. The electric drive system of claim 1 wherein the plurality of SiC switching devices comprise SiC MOSFETs.
4. The electric drive system of claim 1 further comprising:
a power source coupled to the DC link; and
a controller programmed to disconnect the power source from the DC link based on a detected line-to-line back emf of the permanent magnet machine.
5. The electric drive system of claim 1 further comprising:
a DC power source;
a bi-directional DC-to-DC power converter configured to boost an output voltage of the DC power source and supply the boosted output voltage to the DC link; and
an input filter capacitor coupled between a positive DC rail and a negative DC rail of the DC link.
6. The electric drive system of claim 1 wherein the power converter comprises a multi-phase power converter.
7. The electric drive system of claim 1 wherein the permanent magnet machine comprises a traction motor.
8. A vehicle drive system comprising:
an alternator; and
a power converter coupled to the alternator, the power converter comprising a plurality of gate driven silicon carbide (SiC) switching devices having a voltage rating that exceeds a peak line-to-line back electromotive force (emf) of the alternator.
9. The vehicle drive system of claim 8 wherein the peak line-to-line back emf of the alternator is defined at a maximum speed of the alternator.
10. The vehicle drive system of claim 8 further comprising a power source coupled to the to the power converter through a DC link.
11. The vehicle drive system of claim 10 further comprising at least contactor configured to disconnect the power source from the DC link.
12. The vehicle drive system of claim 11 wherein the at least one contactor comprises a first contactor positioned on a positive rail of the DC link and a second contactor positioned on a negative rail of the DC link.
13. The vehicle drive system of claim 10 further comprising a controller programmed to disconnect the power source from the DC link if a detected line-to-line back emf of the alternator is within a threshold percentage of the voltage rating of the power source.
14. The vehicle drive system of claim 10 wherein the power source is a DC power source.
15. The vehicle drive system of claim 14 further comprising a bi-directional DC-to-DC voltage converter coupled between the DC power source and the DC link.
16. The vehicle drive system of claim 8 wherein the alternator is coupled to a heat engine.
17. The vehicle drive system of claim 8 wherein the plurality of gate driven SiC switching devices comprise SiC MOSFETs.
18. A power converter for use in a drive system of a hybrid electric vehicle, the power converter comprising a plurality of silicon carbide (SiC) switching devices having a voltage rating of at least three kV.
19. The power converter of claim 18 wherein the SiC switching devices comprise SiC MOSFETs.
20. A power converter for use in a drive system of a hybrid electric vehicle, the power converter comprising a plurality of switching devices, each of the plurality of switching devices consisting of a silicon carbide (SiC) MOSFET and an anti-parallel diode.
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