US20190267986A1 - Gate loop differential mode choke for parallel power device switching current balance - Google Patents
Gate loop differential mode choke for parallel power device switching current balance Download PDFInfo
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- US20190267986A1 US20190267986A1 US15/904,381 US201815904381A US2019267986A1 US 20190267986 A1 US20190267986 A1 US 20190267986A1 US 201815904381 A US201815904381 A US 201815904381A US 2019267986 A1 US2019267986 A1 US 2019267986A1
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- power
- differential mode
- gate
- mode choke
- transistors
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- H—ELECTRICITY
- H03—ELECTRONIC CIRCUITRY
- H03K—PULSE TECHNIQUE
- H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
- H03K17/16—Modifications for eliminating interference voltages or currents
- H03K17/168—Modifications for eliminating interference voltages or currents in composite switches
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- B60L11/1851—
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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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
-
- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- 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
- H02M1/00—Details of apparatus for conversion
- H02M1/08—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
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- 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
- H02M1/00—Details of apparatus for conversion
- H02M1/08—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
- H02M1/088—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters for the simultaneous control of series or parallel connected semiconductor devices
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- 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
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- 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
- Y02T10/64—Electric machine technologies in electromobility
-
- 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
Definitions
- This disclosure relates to power semiconductors and associated circuitry.
- Hybrid-electric vehicles and battery electric vehicles (BEVs) may rely on a traction battery to provide power to a traction motor for propulsion, and a power inverter therebetween to convert direct current (DC) power to alternating current (AC) power.
- the typical AC traction motor is a three-phase motor powered by three sinusoidal signals each driven with 120 degrees phase separation but other configurations are also possible.
- electrified vehicles include power electronics to condition and transfer power between the various power consuming and power producing/storing components. In high power applications, power semiconductors are often used in parallel to achieve high power output.
- Paralleled power semiconductor circuitry includes a pair of power transistors in parallel, a gate driver configured to power gates of the power transistors, and a differential mode choke.
- the choke is arranged with the pair and gate driver such that a difference in current magnitudes output by the power transistors results in current flow through the choke and lowers a gate voltage of the power transistor with the greater one of the current magnitudes.
- Power semiconductor circuitry includes a pair of parallel power transistors, a gate driver configured to power gates of the power transistors, and a differential mode choke arranged to, responsive to current flow through the choke, lower a gate voltage of one of the power transistors and raise a gate voltage of the other of the power transistors to reduce the current flow.
- a vehicle includes a traction battery, an electric machine, and a power electronics module arranged to pass power between the traction battery and electric machine.
- the power electronics module includes a pair of parallel power transistors and a differential mode choke arranged to, responsive to current flow through the choke, drive gate voltages of the power transistors apart to reduce differences in current magnitudes output by the transistors.
- FIG. 1 is a plot of saturation current versus gate voltage for two parallel power devices having different threshold gate voltages.
- FIG. 2 is a plot of device current versus time for the two parallel power devices of FIG. 1 during turn-on and turn-off
- FIG. 3 is a schematic diagram of circuitry including paralleled power devices.
- FIG. 4 is a schematic diagram of circuitry including paralleled power devices and a gate loop differential mode choke.
- FIG. 5 is a schematic diagram of the circuitry of FIG. 4 during device turn-on.
- FIG. 6 is a schematic diagram of the circuitry of FIG. 4 during device turn-off
- FIG. 7 is a schematic diagram of a vehicle.
- power semiconductors and power modules may need to be used in parallel to achieve high power output.
- the piece to piece variation of the power devices, the non-uniform circuitry, and other system parameters may make it difficult for paralleled devices/modules to achieve current balancing.
- Unbalanced currents may cause unbalanced temperatures and voltage overshoot, which may impact traction inverter design and power device/module lifetime. So, unbalanced currents should be managed for power devices/modules paralleling operation.
- FIG. 1 shows the transfer curve of two power devices with different V th .
- the power device With the smaller V th , the power device turns on earlier and takes more current than the device with the larger V th , which parallels to it during turn-on transient.
- the power device with the smaller V th will turn off later.
- the power device with the smaller V th will have higher current rising and falling speeds (di C /dt) during switching transient.
- the unsymmetrical gate drive parameters and gate loop impedance will also cause the different turn-on/off delay times and current rising/falling speeds for paralleled power devices.
- FIG. 2 shows the unbalanced switching transient currents of the two paralleled power devices.
- faster switching transient power devices such as silicon carbide (SiC) metal-oxide-semiconductor field-effect-transistors (MOSFETs)
- SiC silicon carbide
- MOSFETs metal-oxide-semiconductor field-effect-transistors
- FIG. 3 shows a circuit schematic 10 of paralleled power devices/modules 12 , 14 .
- the power devices, 12 , 14 e.g., SiC power MOSFETs, insulated-gate bipolar transistors (IGBTs), etc.
- the Kelvin emitters are used for the device gate drive loop (connected to the negative pin of the gate driver IC′) to separate the gate drive loop from the power loop.
- L S1′ and L S2′ are the power loop parasitic inductances.
- Gate resistors for the power devices 12 , 14 are labelled R G1′ , R G2′ respectively. Assume the power devices 12 , 14 have unbalanced currents during switching transients due to different V th and/or an unbalanced gate loop design. So, the main currents i C1′ , i C2′ , of the power devices 12 , 14 , are not equal during turn-on/off transients. The circulating current (i C1′ ⁇ i C2′ )/2 will mainly flow through the Kelvin emitter paths instead of the power emitter paths because Kelvin emitter paths usually have much smaller impedance than power emitter paths.
- FIG. 4 A circuit schematic 16 of paralleled power devices/modules 18 , 20 share a single gate driver IC and are connected at collector terminals C 1 , C 2 , power emitter terminals E 1 , E 2 , and Kelvin emitter terminals K 1 , K 2 .
- the Kelvin emitters are used for the device gate drive loop (connected to the negative pin of the gate driver IC) to separate the gate drive loop from the power loop.
- L S1 and L S2 are the power loop parasitic inductances.
- Gate resistors for the power devices 12 , 14 are labelled R G1 , R G2 respectively.
- the circuit schematic 16 also includes a differential mode (DM) choke in the Kelvin emitter paths of the paralleled power devices 18 , 20 .
- DM differential mode
- One winding L DM1 of the DM choke is in series with the Kelvin emitter terminal K 1 of the power device 18
- another winding LDM 2 is in series with the Kelvin emitter terminal K 2 of the power device 20 .
- the DM choke can be placed on the gate drive power circuit board easily and does not occupy much extra space.
- the gate driver provides positive voltage V CC to turn on the power devices 18 , 20 .
- V CC is usually 15V.
- V CC is usually to 20V.
- V LS1 ⁇ V LS2 The difference in parasitic inductance voltage drop (V LS1 ⁇ V LS2 ) will be added on to the Kelvin emitter path impedance, e.g., the windings L DM1 , L DM2 . Assuming the windings L DM1 , L DM2 are symmetrical, each winding will have a voltage drop of (V LS1 ⁇ V LS2 )/2 thereacross.
- V GE1-on V CC ⁇ i G1-on *R G1 ⁇ (V LS1 ⁇ V LS2 )/2 for the power device 18
- V GE2-on V CC ⁇ i G2-on *R G2 +(V LS1 ⁇ V LS2 )/2 for the power device 20
- (V LS1 ⁇ V LS2 ) will also be added to windings L DM1 , L DM2 (assume current from the power device 18 falls faster than current from the power device 20 ).
- the direction of (V LS1 ⁇ V LS2 ) will be reversed as compared with the case of the turn-on transient condition because the falling of i C1 and i C2 generated V LS1 and V LS2 will have reverse direction as compared with the case of the turn-on transient condition.
- FIG. 7 depicts an electrified vehicle 22 with such modules.
- the electrified vehicle 22 includes one or more electric machines 24 mechanically coupled to a hybrid transmission 26 .
- the electric machines 24 may operate as a motor or generator.
- the hybrid transmission 26 is mechanically coupled to an engine 28 and a drive shaft 30 that is mechanically coupled to the wheels 32 .
- a traction battery or battery pack 34 stores energy that can be used by the electric machines 24 .
- the vehicle battery pack 34 may provide a high voltage direct current (DC) output.
- the traction battery 34 may be electrically coupled to one or more power electronics modules 36 that implement the DM choke architectures discussed above.
- One or more contactors 38 may further isolate the traction battery 34 from other components when opened and connect the traction battery 34 to other components when closed.
- the power electronics module 36 is also electrically coupled to the electric machines 24 and provides the ability to bi-directionally transfer energy between the traction battery 34 and the electric machines 24 .
- the traction battery 34 may provide a DC voltage while the electric machines 24 may operate with alternating current (AC) to function.
- the power electronics module 36 may convert the DC voltage to AC current to operate the electric machines 24 . In regenerative mode, the power electronics module 36 may convert the AC current from the electric machines 24 acting as generators to DC voltage compatible with the traction battery 34 .
- the vehicle 22 may include a variable-voltage converter (VVC) (not shown) electrically coupled between the traction battery 34 and power electronics module 36 .
- VVC variable-voltage converter
- the VVC may be a DC/DC boost converter configured to increase or boost the voltage provided by the traction battery 34 .
- current requirements may be decreased leading to a reduction in wiring size for the power electronics module 36 and the electric machines 24 . Further, the electric machines 24 may be operated with better efficiency and lower losses.
- the traction battery 34 may provide energy for other vehicle electrical systems.
- the vehicle 22 may include a DC/DC converter module 40 that converts the high voltage DC output of the traction battery 34 to a low voltage DC supply that is compatible with low-voltage vehicle loads 41 .
- An output of the DC/DC converter module 40 may be electrically coupled to an auxiliary battery 42 (e.g., 12V battery) for charging the auxiliary battery 42 .
- the low-voltage systems may be electrically coupled to the auxiliary battery 42 .
- One or more electrical loads 44 may be coupled to the high-voltage bus.
- the electrical loads 44 may have an associated controller that operates and controls the electrical loads 44 when appropriate. Examples of electrical loads 44 may include a fan, an electric heating element, and/or an air-conditioning compressor.
- the electrified vehicle 22 may be configured to recharge the traction battery 34 from an external power source 46 .
- the external power source 46 may be a connection to an electrical outlet.
- the external power source 46 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE) 48 .
- the external power source 46 may be an electrical power distribution network or grid as provided by an electric utility company.
- the EVSE 48 may provide circuitry and controls to regulate and manage the transfer of energy between the power source 46 and the vehicle 22 .
- the external power source 46 may provide DC or AC electric power to the EVSE 48 .
- the EVSE 48 may have a charge connector 50 for plugging into a charge port 52 of the vehicle 22 .
- the charge port 52 may be any type of port configured to transfer power from the EVSE 48 to the vehicle 22 .
- the EVSE connector 50 may have pins that mate with corresponding recesses of the charge port 52 .
- various components described as being electrically coupled or connected may transfer power using a wireless inductive coup
- the electrified vehicle 22 may be configured to provide power to an external load.
- the electrified vehicle may be configured to operate as a back-up generator or power outlet.
- a load may be connected to the EVSE connector 50 or other outlet.
- the electrified vehicle 22 may be configured to return power to the power source 46 .
- the electrified vehicle 22 may be configured to provide alternating current (AC) power to the electrical grid.
- the voltage supplied by the electrified vehicle may be synchronized to the power line.
- the vehicle network may include a plurality of channels for communication.
- One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN).
- One of the channels of the vehicle network may include an Ethernet network defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards.
- Additional channels of the vehicle network may include discrete connections between modules and may include power signals from the auxiliary battery 42 .
- Different signals may be transferred over different channels of the vehicle network. For example, video signals may be transferred over a high-speed channel (e.g., Ethernet) while control signals may be transferred over CAN or discrete signals.
- the vehicle network may include any hardware and software components that aid in transferring signals and data between modules.
- the vehicle network is not shown but it may be implied that the vehicle network may connect to any electronic module that is present in the vehicle 22 .
- a vehicle system controller (VSC) 134 may be present to coordinate the operation of the various components.
- VSC vehicle system controller
- the vehicle 22 also includes the DC/DC converter module 40 for converting the voltage of the high-voltage bus to a voltage level suitable for the auxiliary battery 42 and low-voltage loads 41 (e.g., around 12 Volts).
- the vehicle 22 may further include additional switches, contactors, and circuitry to selectively select power flow between the traction battery 34 to the DC/DC converter 40 .
- the processes, methods, logic, or strategies disclosed may be deliverable to and/or implemented by a processing device, controller, or computer, which may include any existing programmable electronic control unit or dedicated electronic control unit.
- the processes, methods, logic, or strategies may be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on various types of articles of manufacture that may include persistent non-writable storage media such as ROM devices, as well as information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media.
- the processes, methods, logic, or strategies may also be implemented in a software executable object.
- ASICs Application Specific Integrated Circuits
- FPGAs Field-Programmable Gate Arrays
- state machines controllers or other hardware components or devices, or a combination of hardware, software and firmware components.
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Abstract
Description
- This disclosure relates to power semiconductors and associated circuitry.
- Hybrid-electric vehicles (HEVs) and battery electric vehicles (BEVs) may rely on a traction battery to provide power to a traction motor for propulsion, and a power inverter therebetween to convert direct current (DC) power to alternating current (AC) power. The typical AC traction motor is a three-phase motor powered by three sinusoidal signals each driven with 120 degrees phase separation but other configurations are also possible. Also, electrified vehicles include power electronics to condition and transfer power between the various power consuming and power producing/storing components. In high power applications, power semiconductors are often used in parallel to achieve high power output.
- Paralleled power semiconductor circuitry includes a pair of power transistors in parallel, a gate driver configured to power gates of the power transistors, and a differential mode choke. The choke is arranged with the pair and gate driver such that a difference in current magnitudes output by the power transistors results in current flow through the choke and lowers a gate voltage of the power transistor with the greater one of the current magnitudes.
- Power semiconductor circuitry includes a pair of parallel power transistors, a gate driver configured to power gates of the power transistors, and a differential mode choke arranged to, responsive to current flow through the choke, lower a gate voltage of one of the power transistors and raise a gate voltage of the other of the power transistors to reduce the current flow.
- A vehicle includes a traction battery, an electric machine, and a power electronics module arranged to pass power between the traction battery and electric machine. The power electronics module includes a pair of parallel power transistors and a differential mode choke arranged to, responsive to current flow through the choke, drive gate voltages of the power transistors apart to reduce differences in current magnitudes output by the transistors.
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FIG. 1 is a plot of saturation current versus gate voltage for two parallel power devices having different threshold gate voltages. -
FIG. 2 is a plot of device current versus time for the two parallel power devices ofFIG. 1 during turn-on and turn-off -
FIG. 3 is a schematic diagram of circuitry including paralleled power devices. -
FIG. 4 is a schematic diagram of circuitry including paralleled power devices and a gate loop differential mode choke. -
FIG. 5 is a schematic diagram of the circuitry ofFIG. 4 during device turn-on. -
FIG. 6 is a schematic diagram of the circuitry ofFIG. 4 during device turn-off -
FIG. 7 is a schematic diagram of a vehicle. - Various embodiments of the present disclosure are described herein. However, the disclosed embodiments are merely exemplary and other embodiments may take various and alternative forms that are not explicitly illustrated or described. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one of ordinary skill in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. However, various combinations and modifications of the features consistent with the teachings of this disclosure may be desired for particular applications or implementations.
- As mentioned earlier, power semiconductors and power modules may need to be used in parallel to achieve high power output. The piece to piece variation of the power devices, the non-uniform circuitry, and other system parameters, however, may make it difficult for paralleled devices/modules to achieve current balancing. Unbalanced currents may cause unbalanced temperatures and voltage overshoot, which may impact traction inverter design and power device/module lifetime. So, unbalanced currents should be managed for power devices/modules paralleling operation.
- The conduction resistance (Rds-on) mismatch of paralleled devices/modules leads to unbalanced conduction currents. Most power device Rds-on values have positive temperature coefficients, which means the steady state current can be balanced automatically for paralleled devices.
- Dynamic current unbalance is caused by the variation of threshold gate voltage Vth.
FIG. 1 shows the transfer curve of two power devices with different Vth. With the smaller Vth, the power device turns on earlier and takes more current than the device with the larger Vth, which parallels to it during turn-on transient. During turn-off transient, the power device with the smaller Vth will turn off later. The power device with the smaller Vth will have higher current rising and falling speeds (diC/dt) during switching transient. In addition to different Vth, the unsymmetrical gate drive parameters and gate loop impedance will also cause the different turn-on/off delay times and current rising/falling speeds for paralleled power devices. -
FIG. 2 shows the unbalanced switching transient currents of the two paralleled power devices. For faster switching transient power devices, such as silicon carbide (SiC) metal-oxide-semiconductor field-effect-transistors (MOSFETs), the current unbalance during turn-on/off transients will become worse. Here, we propose techniques to balance the switching transient currents of paralleled power devices. -
FIG. 3 shows a circuit schematic 10 of paralleled power devices/modules power devices power devices power devices - One proposal to balance switching transient currents is shown in
FIG. 4 . A circuit schematic 16 of paralleled power devices/modules power devices paralleled power devices power device 18, and another winding LDM2 is in series with the Kelvin emitter terminal K2 of thepower device 20. The DM choke can be placed on the gate drive power circuit board easily and does not occupy much extra space. - For balanced currents iC1 and iC2, there will be no voltage between the two Kelvin emitters K1, K2. The flux in windings LDM1, LDM2 generated via balanced gate loop currents iG1, iG2 respectively will cancel each other. So, the DM choke will not impact the gate drive loop of the
power devices - During the turn-on transient condition of
FIG. 5 , the gate driver provides positive voltage VCC to turn on thepower devices power device 18 rises faster than current from thepower device 20, the voltage drop on its emitter side parasitic inductance is higher, e.g. VLS1>VLS2. The difference in parasitic inductance voltage drop (VLS1−VLS2) will be added on to the Kelvin emitter path impedance, e.g., the windings LDM1, LDM2. Assuming the windings LDM1, LDM2 are symmetrical, each winding will have a voltage drop of (VLS1−VLS2)/2 thereacross. As a result, the voltage added to the gates of thepower devices power device 18, and VGE2-on=VCC−iG2-on*RG2+(VLS1−VLS2)/2 for thepower device 20. For paralleled power devices, the same gate resistors are usually used and the gate loop current will also be the same. That is, RG1=RG2 and iG1-on=iG2-on. Comparing this with the case of not adding the DM choke in which VGE1-on′=VCC′−iG1-on′*RG1′, VGE2-on′=VCC′−iG2-on′*RG2′, and VGE1-on′=VGE2-on′, the gate voltage of thepower device 18 is decreased (e.g., VGE1<VGE1′) and the gate voltage of thepower device 20 is increased (e.g., VGE2-on>VGE2-on′). As a result, the current rising speed diC1/dt is slowed due to reduced gate voltage and diC2/dt is sped up due to the increased gate voltage, until diC1/dt=diC2/dt. - Similarly with reference to
FIG. 6 during the turn-off transient condition (VCC=0), (VLS1−VLS2) will also be added to windings LDM1, LDM2 (assume current from thepower device 18 falls faster than current from the power device 20). The direction of (VLS1−VLS2) will be reversed as compared with the case of the turn-on transient condition because the falling of iC1 and iC2 generated VLS1 and VLS2 will have reverse direction as compared with the case of the turn-on transient condition. Then, the gate voltage of thepower device 18 will be increased from the original case (the case without the DM choke) of VGE1-off′=iG1-off′*RG1′ to VGE1-off=iG1-off*RG1+(VLS1−VLS2)/2 to slow down the current falling speed (diC1/dt). For thepower device 20, the gate voltage will be reduced from VGE2-off′=iG2-off*RG2′ to VGE2-off=iG2-off*RG1−(VLS1−VLS2)/2 to speed up the falling speed (diC2/dt). - The circuitry contemplated herein may be implemented within a variety of vehicle modules.
FIG. 7 , for example, depicts an electrifiedvehicle 22 with such modules. The electrifiedvehicle 22 includes one or moreelectric machines 24 mechanically coupled to ahybrid transmission 26. Theelectric machines 24 may operate as a motor or generator. In addition, thehybrid transmission 26 is mechanically coupled to anengine 28 and adrive shaft 30 that is mechanically coupled to thewheels 32. - A traction battery or
battery pack 34 stores energy that can be used by theelectric machines 24. Thevehicle battery pack 34 may provide a high voltage direct current (DC) output. Thetraction battery 34 may be electrically coupled to one or morepower electronics modules 36 that implement the DM choke architectures discussed above. One ormore contactors 38 may further isolate thetraction battery 34 from other components when opened and connect thetraction battery 34 to other components when closed. Thepower electronics module 36 is also electrically coupled to theelectric machines 24 and provides the ability to bi-directionally transfer energy between thetraction battery 34 and theelectric machines 24. For example, thetraction battery 34 may provide a DC voltage while theelectric machines 24 may operate with alternating current (AC) to function. Thepower electronics module 36 may convert the DC voltage to AC current to operate theelectric machines 24. In regenerative mode, thepower electronics module 36 may convert the AC current from theelectric machines 24 acting as generators to DC voltage compatible with thetraction battery 34. - The
vehicle 22 may include a variable-voltage converter (VVC) (not shown) electrically coupled between thetraction battery 34 andpower electronics module 36. The VVC may be a DC/DC boost converter configured to increase or boost the voltage provided by thetraction battery 34. By increasing the voltage, current requirements may be decreased leading to a reduction in wiring size for thepower electronics module 36 and theelectric machines 24. Further, theelectric machines 24 may be operated with better efficiency and lower losses. - In addition to providing energy for propulsion, the
traction battery 34 may provide energy for other vehicle electrical systems. Thevehicle 22 may include a DC/DC converter module 40 that converts the high voltage DC output of thetraction battery 34 to a low voltage DC supply that is compatible with low-voltage vehicle loads 41. An output of the DC/DC converter module 40 may be electrically coupled to an auxiliary battery 42 (e.g., 12V battery) for charging theauxiliary battery 42. The low-voltage systems may be electrically coupled to theauxiliary battery 42. One or moreelectrical loads 44 may be coupled to the high-voltage bus. The electrical loads 44 may have an associated controller that operates and controls theelectrical loads 44 when appropriate. Examples ofelectrical loads 44 may include a fan, an electric heating element, and/or an air-conditioning compressor. - The electrified
vehicle 22 may be configured to recharge thetraction battery 34 from anexternal power source 46. Theexternal power source 46 may be a connection to an electrical outlet. Theexternal power source 46 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE) 48. Theexternal power source 46 may be an electrical power distribution network or grid as provided by an electric utility company. TheEVSE 48 may provide circuitry and controls to regulate and manage the transfer of energy between thepower source 46 and thevehicle 22. Theexternal power source 46 may provide DC or AC electric power to theEVSE 48. TheEVSE 48 may have acharge connector 50 for plugging into acharge port 52 of thevehicle 22. Thecharge port 52 may be any type of port configured to transfer power from theEVSE 48 to thevehicle 22. TheEVSE connector 50 may have pins that mate with corresponding recesses of thecharge port 52. Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling. - In some configurations, the electrified
vehicle 22 may be configured to provide power to an external load. For example, the electrified vehicle may be configured to operate as a back-up generator or power outlet. In such applications, a load may be connected to theEVSE connector 50 or other outlet. The electrifiedvehicle 22 may be configured to return power to thepower source 46. For example, the electrifiedvehicle 22 may be configured to provide alternating current (AC) power to the electrical grid. The voltage supplied by the electrified vehicle may be synchronized to the power line. - Electronic modules in the
vehicle 22 may communicate via one or more vehicle networks. The vehicle network may include a plurality of channels for communication. One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN). One of the channels of the vehicle network may include an Ethernet network defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards. Additional channels of the vehicle network may include discrete connections between modules and may include power signals from theauxiliary battery 42. Different signals may be transferred over different channels of the vehicle network. For example, video signals may be transferred over a high-speed channel (e.g., Ethernet) while control signals may be transferred over CAN or discrete signals. The vehicle network may include any hardware and software components that aid in transferring signals and data between modules. The vehicle network is not shown but it may be implied that the vehicle network may connect to any electronic module that is present in thevehicle 22. A vehicle system controller (VSC) 134 may be present to coordinate the operation of the various components. - The
vehicle 22 also includes the DC/DC converter module 40 for converting the voltage of the high-voltage bus to a voltage level suitable for theauxiliary battery 42 and low-voltage loads 41 (e.g., around 12 Volts). Thevehicle 22 may further include additional switches, contactors, and circuitry to selectively select power flow between thetraction battery 34 to the DC/DC converter 40. - The processes, methods, logic, or strategies disclosed may be deliverable to and/or implemented by a processing device, controller, or computer, which may include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, logic, or strategies may be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on various types of articles of manufacture that may include persistent non-writable storage media such as ROM devices, as well as information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, logic, or strategies may also be implemented in a software executable object. Alternatively, they may be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.
- The words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure and claims. As previously described, the features of various embodiments may be combined to form further embodiments that may not be explicitly described or illustrated. While various embodiments may have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics may be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and may be desirable for particular applications.
Claims (15)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US15/904,381 US10389352B1 (en) | 2018-02-25 | 2018-02-25 | Gate loop differential mode choke for parallel power device switching current balance |
CN201910126202.3A CN110198117A (en) | 2018-02-25 | 2019-02-20 | Gate loop differential mode choke coil for parallel power devices switching current balance |
DE102019104473.1A DE102019104473A1 (en) | 2018-02-25 | 2019-02-21 | DIFFERENTIAL THROTTLE THROTTLE OF A GATE LOOP FOR SWITCH-OFF COMPENSATION FOR A PARALLEL-OPERATED POWER DEVICE |
Applications Claiming Priority (1)
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US15/904,381 US10389352B1 (en) | 2018-02-25 | 2018-02-25 | Gate loop differential mode choke for parallel power device switching current balance |
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US10389352B1 US10389352B1 (en) | 2019-08-20 |
US20190267986A1 true US20190267986A1 (en) | 2019-08-29 |
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US15/904,381 Active US10389352B1 (en) | 2018-02-25 | 2018-02-25 | Gate loop differential mode choke for parallel power device switching current balance |
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US (1) | US10389352B1 (en) |
CN (1) | CN110198117A (en) |
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US10574223B1 (en) * | 2019-03-15 | 2020-02-25 | Ford Global Technologies, Llc | Paralleled power semiconductors with chokes in gate path |
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DE102013221830A1 (en) * | 2013-10-28 | 2015-04-30 | Robert Bosch Gmbh | Charging circuit for an energy storage device and method for charging an energy storage device |
TW201703406A (en) | 2015-04-14 | 2017-01-16 | 電源整合有限責任公司 | Switching device and power module |
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2018
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CN110198117A (en) | 2019-09-03 |
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