Suppression Method of Rising DC Voltage for the Halt Sequence of an Inverter in the Motor Regeneration

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1 Suppression Metho of Rising DC Voltage for the Halt Sequence of an Inverter in the Motor Regeneration Jun-ichi Itoh Wataru Aoki Goh Teck Chiang Akio Toba Nagaoka University of Technology Fuji Electric Co. Lt Nagaoka Niigata, Japan Tokyo, Japan Abstract In the power conversion system of electric vehicles, the inverter is shut own when the system fails in the cause of a rastic loa change or other protection reasons. However, in the case if the inverter is shut own in regeneration moe, the DC link capacitor voltage is increase ramatically, which will potentially break the switching evices. In this paper, the authors propose a halt metho to overcome the over voltage an over current problems in the case of system failure uring the regeneration. The propose metho consists of two phases, in the phase I, the DC link capacitor voltage is controlle by charge an ischarge switching patterns base on space vector of the inverter. Then, the phase II performs the short circuit operation in orer to avoi the regenerating current from the motor flows into the DC link capacitor. The experimental results emonstrate that the DC link capacitor voltage is 80% lesser comparing to the conventional metho. Furthermore, the circulating current can be suppresse by 46% from the propose metho. I. INTRODUCTION Electric vehicles (EVs) have been remarkably research an stuie, as the vehicle offers zero CO 2 commissions an high riving performance. The power conversion system of the EVs has a ifferent structure from a stanar inustrial motor rive system. In particular, the power conversion system connects a relay between the inverter an batteries for the purpose of system protection when the over voltage or over current occurs in the inverter ue to system failure. In this case, the power between the inverter an the batteries is cutoff by the relay after cessation of normal operation. Then, the regeneration current is force to flow into the DC link capacitor if the inverter is shut own in a way that all the switching evices are turne off at the same time. Consequently, the DC link capacitor voltage rises sharply in a short perio because EV uses a small capacity such as film capacitor as the DC link capacitor. Electrolytic capacitor is often not applie ue to the size minimization an high temperature operation conition. As a result, the switching evice in the inverter will be broken when the DC link capacitor voltage becomes higher than the voltage rating of the switching evices. One of conventional methos in orer to solve this problem is connecting a brake chopper circuit in parallel to the DC link capacitor [1]. This metho is known as the ynamic brake system which is typically applying in general purpose motor rive systems. When the DC link capacitor voltage excees the threshol voltage of the brake chopper, the regeneration power is consume by the resistance in the chopper circuit. However, the ynamic brake system requires a switching evice, a large electrolytic capacitor an a large-capacity resistance even it is only for the halt sequence uring the system failures. The cost an volume of the ynamic brake system is not preferable in the power conversion system of EVs. Several methos to reuce the volume of the ynamic brake system have been reporte [2-3]. One of the methos is to use the ynamic brake system with the amping resistance. The propose metho utilizes the resistor in the ynamic brake system as the amping resistance element in the EV system. As a result, aitional amping resistors are not require. Therefore, it can reuce the number of components. However, this metho requires a large power capacity resistance. A stuy also propose that numbers of ynamic brake systems can be combine with just a switching evice on the DC power supply wiring [3]. However, this metho cannot be applie to the power conversion system of the EVs since only one inverter is use in a typical system. In this paper, the halt sequence without the ynamic brake system is stuie for EV system. Reference [4] shows a metho to prevent the over voltage at the DC capacitor. This metho proposes to short the terminal of

2 motor when the relay is cutoff uring the regeneration moe. However, the inverter current increases ramatically uring the operation results the over current occurs. Here, the authors propose a metho to utilize the relationship between the output voltage vector of the inverter an the electromotive force voltage of the motor uring the regeneration in orer to avoi the over voltage at the DC link capacitor, an also prevent the over current happening in the system. In aition, ownsizing is possible because ynamic brake system is not require in the propose metho. Firstly, the principle of the halt sequence metho is iscusse, an the problem of the conventional halt sequence that utilizes the vector control is escribe in this paper. Next, the propose metho using the space vector moulation is introuce. Finally, the effectiveness of the propose metho is confirme in simulations an experimental results. II. PRINCIPLES OF THE CONTROL METHOD A. Over voltage problems in the halt sequence Fig. 1 shows the system configuration of the power conversion system in EVs [6-5]. This system uses a twolevel inverter in orer to control an Interior Permanent Magnet Synchronous Machine (IPMSM). A small capacitance DC link capacitor C c is use to absorb the switching ripples. In aition, a relay is connecte between the batteries an the inverter for the protection of the system. Reference [4] shows the basic metho to prevent the over voltage at the DC link capacitor, which intens to short the terminal of motor when the relay is cutoff. Both the upper an lower arms of the switches are turne on at the same time which can be known as the short-circuit moe. Then, the shorte arm is changing sequentially accoring to the phase voltage when only the zerocrossing currents are etecte. From the operation, the current can be reuce to zero an the regenerative energy can be suppresse in a short perio. However, this metho has a problem that the large current (circulating current) flows insie the motor within the perio of short circuit. Here, the phenomenon of the current is consiere uring the short-circuit moe. Fig. 2 shows -axis an q- axis equivalent circuits of the IPMSM without equivalent core-loss resistance [7]. Voltage equations are given by (1) an (2), i v + t = Rai ω Lqiq (1) iq vq = Raiq + ωli + Lq + 3Ψ aω (2) t where L is the -axis inuctance, L q is the q-axis inuctance, ω is the angular velocity, Ψ e is the linkage magnetic flux of armature by permanent magnet, i is the -axis current an is the q-axis current. L Fig.1. System configuration of ajustable spee rives with small capacitor in DC Link for EVs. v i R a In aition, v an v q are zero when the motor is shorte. Moreover, provie that the transient perio is not consiere then i /t an /t are equal to zero. Uner these conitions, voltage equation can be expresse by (3) ωlqiq + Rai = 0 (3) Raiq + ωl i = 3Ψ aω -axis an q-axis current are given by (4) an (5) from solving (3). i = 2 Ra i ωl 3Ψ ω q a + ωl 3Ψ ωr (4) a a q = (5) 2 2 Ra + ω L Lq Finally, maximum oscillation current i amax can be illustrate as (6). a max L q L 2 2 q L i (a) -axis equivalent circuit. (b) q-axis equivalent circuit. Fig.2. -axis an q-axis equivalent circuits of IPMSM. v q i = i + i (6) R a Table1. Motor parameters of IPMSM L q a

3 From the above equation, it is possible that the maximum oscillation current uring the short-circuit moe can be calculate from the motor parameters. Table 1 shows the motor parameters of a IPMSM. The maximum oscillation current i amax is 4.65 p.u. uring the short-circuit moe. In orer to confirm the valiity of the expression, simulation is run uner the same parameters. Fig. 3 shows output current waveform when the inverter turne into short-circuit moe uring the halt operation. From the result, it is confirme that the maximum oscillation current i amax of steay state is 4.65 p.u., which is almost consistent to the calculate value. EV Motor is typically esigne in a matter that the maximum current is allowe up to 2.5 to 3.7 p.u. of the rate current [8-11]. Therefore, the motor can potentially suffer from amages uring the short-circuit moe, consiere that the circulating current is 4.65 p.u. of the rate current. Therefore, a metho that can overcome the over voltage at DC link capacitor an also possible to keep low circulating currents are require. B. Explanation of propose metho The regeneration energy from the motor epens on the rotating spee an braking torque of the motor as (7). W T θ Δ θ = t (7) t where θ is the rotation angle of the motor an T is torque of the IPMSM. In aition, the output torque of the IPMSM is given by (8). n q { e + ( L L q ) i } T = P i 3 Ψ (8) where P n is the number of the pairs of poles. From (8), the negative torque will cause the increase of the DC voltage if the q-axis current is not controlle to zero. Thus, in orer to prevent the over voltage at the DC link voltage, the q-axis current shoul be zero in the halt sequence immeiately. One of the strategies for the halt sequence, the current commans in the vector control shoul be zero before the inverter shuts own. However, this operation is epening on the current response of the regeneration current that is flowing into the DC link capacitor voltage. Here, the propose control metho consists of two phases; in the phase I, the control ensures that the q-axis current equals to zero without a current regulator. The DC link voltage is controlle by selecting the switching patterns between the charge moe an ischarge moe in the DC link capacitor (Switching patterns are illustrate in Table 2.). After the q-axis current becomes zero, the phase II is implemente in orer to conuct the short-circuit moe until the -axis current becomes zero. In a matter of fact, the phase I alone can achieve the halt sequence an preventing the DC link capacitor from Fig. 3. Output current waveform with the short circuit control metho. Fig. 4. Relationships between voltage comman vector an vector of the motor current in phase I. over voltage, since the motor currents are circulating in the inverter uring the halt sequence. However, the motor current will be increase rastically in high spee region because of the electromotive force in the motor. As a result of the short circuit conition, the large motor current causes the irreversible flux loss in the magnet of the IPMSM. In aition, the inverter is require to implement with high current rating switching evices. Therefore, the phase I is introuce to prevent the occurrence of large motor current. By implementing the phase I, the maximum current in the halt sequence is suppresse to less than three times of the rating current of the motor. Note that the irreversible flux loss of the magnet oes not occur in the IPMSM when the motor current is less than three times of the motor rating current generally. Fig. 4 shows the relationship between the voltage comman vector an the motor current vector in the phase I. The voltage comman is 90 egrees ahea of the motor current vector. Therefore, the phase of the voltage comman vector is controlle to a lea of 60 to 120 egrees with respects to the current vector of the motor. As a result, the q-axis current achieves zero at the very short time because the active current is change into a reactive current. However, the remaining regeneration energy is charge into the DC link capacitor because all of the active current cannot change quickly into the reactive current. Therefore, the propose metho inclues a switching table to control the DC link capacitor voltage by charging an ischarging the DC link capacitor uring the phase I.

4 Table 2. Switching table at phase I (a) Discharge moe (b) Charge moe Fig.5. Operational moes in phase I Fig. 6. Operation flow chart in phase I Fig. 5 shows the equivalent circuit of the inverter in the phase I conition with the propose metho. Fig. 5(a) illustrates the ischarge moe an Fig. 5(b) illustrates the pattern that against the current vector as set forth in Fig 5 charge moe, respectively. These two operations are the funamental switching patterns which are use to suppress the fluctuation of the DC link capacitor voltage. (The corresponing switching evices are change accoring to the irection of motor current.) Fig. 6 shows the operation flow chart in phase I. Once the relay is opene, the irection of the current is recore then the q-axis current signal is comparing in the system to ecie the operation between the phase I an phase. Then, the q-axis current is change into reactive current by changing the voltage vectors in the inverter. Table 2 illustrate the switching table that is implemente in the inverter that is epening on the capacitor voltage in subjects to the charge an ischarge moes. The voltage comman vector becomes a lea of egrees with respects to the motor current vector uring the ischarge moe. Similarly, the voltage comman vector becomes the lea of the phase of egrees with respects to the motor current vector uring the charge moe. As a result, the voltage comman vector becomes the leaing phase of egree with respects to the motor current vector. The phase I operation ens when the q-axis current becomes zero. Fig. 7 shows the short circuit operation moe that intens to prevent the DC link capacitor voltage from rising by circulating the regenerating current insie the inverter. In phase II, the switching states in the inverter create a short conition to prevent the DC link capacitor voltage from increasing. The following shows the switching states of the inverter, first, all of upper sie arms (or lower sie arms) of the inverter are opene as shown in Fig. 7(a). The switching state of Fig. 7(a) can avoi the motor current flows into the DC link capacitor because it is a short-circuit conition. Then, when the zero-crossing current is etecte, the correspone switch arm is opene sequentially as shown in Fig. 7(b), (Assuming that u-phase etects the zero-crossing). Thus, the inverter becomes a conition of a single phase operation. In aition, the torque is not prouce in this state because the magnetic fiel of the stator becomes an alternating magnetic fiel.

5 C c S pu S pv S pw S nu S nv S nw (a) State 1(short moe) i u i v i w IPMSM q-axis Current an Voltage [p.u.] C c S pu S pv S pw i v i w IPMSM Fig. 8. Output voltage vector an output current vector in q iagram. (Vector control is applie). S nu S nv S nw (b) State 2(single-phase moe) q-axis Current an Voltage [p.u.] (c) State 3 (all gate-off moe) Fig. 7. Operational moes in phase II of the propose halt sequence control metho Finally, the remaining two switching arms are opene when the zero-crossing current are etecte, respectively as shown in Fig. 7(c). Therefore, the suppression of the circulating current an the rising of the DC link capacitor voltage can be achieve. C. The propose metho in a -q iagram Fig. 8 shows the relationships between the voltage vectors an current vectors in a -q axis when the regenerative current is controlle by the vector control. In Fig.8, as soon the current vector is start moving, it can be notice that the current vector is moving along the q-axis only. On the other han, the voltage vector moves into the first quarant as soon the control is starte. Normally, the voltage vector is move to secon quarant in the motoring operation [12]. However, uring the regenerating, the motor is working similarly as a generator, the voltage vector can be expresse by (9) out = V g jω Lx I out (9) V where V g is the inuce EMF of the generator, L x is synchronous reactance of the generator. Fig. 9 shows the relationship between the voltage vector an current vector when the propose metho is Fig. 9. Output voltage ve ctor an output current vector in q iagram. (Propose metho is applie). applie. As shown in Fig. 9, the current vector is starte at q-axis an ene at the -axis when the phase I is complete. Then, the current vector moves back to the origin point from the fourth quarant uring the phase II. For the case of voltage vector, subjecting to the capacitor voltage conition, the voltage vector is moving towars the q-axis uring the phase I, which is egree subjecting to the current vector. As the phase 2 is starte, the voltage vector is moving back to the origin point accoringly. III. SIMULATION RESULTS A. Verification of the propose metho The IPMSM parameter that is shown in Table 1 is use in the simulation. The DC link capacitor voltage E c is 400 V an the capacity of the DC capacitor C c is 100μF. Fig. 10 shows the vector control with the propose metho iagram [10]. Fig. 11 illustrates the waveform of the output current an the DC link capacitor voltage which are obtaine by vector control only. Once the relay is opene at t 1, the q- axis comman current is controlle to zero immeiately. It can be note that the rising of DC link capacitor voltage is 76.4 V.

6 vector control igtam i * * ACR ACR v * v * q q abc V bat relay C c INV M re re PG Spee signal an phase signal processor ecoupling control i u iv iw v c Switching table i q abc the propose metho iagram Fig. 10. vector control with the propose metho iagram Fig. 11. Output current an DC capacitor voltage waveform without the propose metho Output current [p.u.] Output current 0 [p.u.] -2 DC capacitor 450 voltage 400 V C [V] i v i w Phase 1 Phase 2 i u i 5.42[ms] 0.022[p.u.] 2.8[p.u.] Time [ms] Fig. 12. Output current an DC capacitor voltage waveform with the halt sequence control metho an countermeasure to current raise the reconition. Fig. 12 shows the waveform of the output current an the DC link capacitor voltage which are obtaine by the propose metho. In Fig. 10, once the relay is opene at 10 ms. Then, the switching patterns in Table 1 is implemente epening on the current polarity to ensure that the q-axis current equals to zero. At approximately 11 ms, the q-axis current reaches zero, then the phase II operation is implemente. From the result, the output current can be suppresse to less than 2.80 p.u of the rate current by applying the propose metho. In aition, the fluctuation of the DC link capacitor voltage is suppresse to less than p.u. of the rate voltage, which is sufficiently small. B. Evaluation of IGBT Junction temperature This section evaluates the junction temperature of the switching evices, consiering that the propose metho is applie in an inverter with a 55 kw IPMSM. Table 3 shows the motor parameters. Table 4 shows the evice parameters that are use in this section. The rate current for the selecte evice is approximately two times of the rate current of the motor. Consiering that the heat capacity of the heatsink is large, therefore the heat resistance is not taken into accounts. Fig. 13 shows simulation result of junction temperature for evices T Snu T Snv an T Snw. In Fig. 13, the rise of temperature for IGBT T Snv is approximately 9 egrees at highest an the rise of temperature for FWD T Snu is 8.1 egrees at highest. From the results, it can notice that the change of temperature in IGBT is low for the implementation of propose metho. From the result, it can emonstrate that the implementation of the propose metho is not require high rate current evices, that is, the same rating evices that use in the conventional metho can be applie. Furthermore, a large heatsink is not require since the change of temperature is relatively low. IV. EXPERIMENTAL RESULTS Fig. 14 shows the configuration of the experimental system. The parameters of the IPMSM are ientical to the simulation conition as shown in Table 1. The DC link capacitor voltage E c is 200 V, the rate spee of IPMSM is 0.5 p.u. an a 7.5kW inuction motor is use as the loa machine. In aition, the halt sequence control is begun

7 Table 3. Motor parameters use in junction temperature simulations Table 4. inverter moule parameters of inverter use in junction temperature simulations Fig. 13. Junction temperature waveform. when DC link capacitor voltage E c is etecte after the relay is opene. Fig. 15 shows the experimental waveform of the output current an the DC link capacitor voltage which are obtaine by vector control only. In Fig. 13(a), the DC link capacitor voltage is increase by approximately 110 V right after the relay is opene at t 1. After that, the ynamic break system is operate to ensure that the DC link capacitor voltage i not excee the esign value. As the energy is being consume in the ynamic brake system, the DC link capacitor voltage rops immeiately start from t 2. Fig. 16 shows the experimental waveform of the output current an the DC link capacitor voltage which are obtaine by the short circuit control metho only. The maximum value of the circulating current is 4.6 p.u, which has been calculate from (6). However, for the safety purpose, the level of over current is set to 3.0 p.u. of the rate current. Therefore, in Fig. 16, the maximum value of the circulating current is shown as 3.0 p.u.. From the result, it is confirme that this metho is not practical because the DC link capacitor voltage rises sharply at this time. The reason is that increasing of the current causes the regenerative torque is increasing in the short circuit control metho. Consequently, a large output current flows epening on the irection of the regeneration energy is increasing. Fig. 17 shows the experimental waveform of the output current an the DC link capacitor voltage which are obtaine by the propose metho. In Fig. 17(a), phase I is implemente between the time t 1 an t 2. During this perio, Fig. 14. Configuration of the experimental system. (a) DC link capacitor voltage waveform. (b) Output current waveforms. Fig. 15. Experimental result without the halt sequence control metho. it is confirme that the DC link capacitor voltage fluctuates uring from t 1 to t 2 as the switching patterns in Table 1 is applie. In aition, it is confirme that the maximum capacitor voltage is 22 V uring the phase I,

8 which is approximately 80% lesser comparing to the results in Fig. 15. On the other han, from Fig. 17(b), the maximum output current is 2.5 p.u., which is a 46% of suppression comparing to 4.6 p.u. as calculate early. From the experimental results, it is confirme that without the ynamic brake system, the propose metho can prevent the over voltage happening at the DC link capacitor voltage, an also suppressing the circulating current. IV. CONCLUSION In this paper, the suppression metho for the rising of the DC link voltage uring the halt operation of the inverter while in the motor regeneration is propose. The propose metho can stop the regeneration operation by utilizing the switching states of the inverter without the ynamic brake system. The simulation an experimental results emonstrate the effectiveness of the propose metho. In the future works, the stuies incluing the optimization of control of phase 1 an numerical analysis of the circulating current. REFERENCES [1] Jorge O. Estima an Antonio J. Marques Caroso:" A Time- Coorination Approach for Regenerative Energy Saving in Multiaxis Motor-Drive Systems", IEEE Transactions on Power Electronis Vol. 27, No. 2, pp , (2012) [2] K. Yamanaka, Motor Control Device, JP Patent , July 20, [3] S. Miyata, S, Takeuchi. Motor Control, JP Patent , July 20, [4] Jorge O. Estima an Antonio J. Marques Caroso:" Efficiency Analysis of Drive Train Topologies Applie to Electric/Hybri Vehicles", IEEE Transactions on Vehicular Techvology Vol. 61, No. 3, pp , (2012) [5] Hui Zhang, Leon M. Tolbert an Burak Ozpineci:" Impact of SiC Devices on Hybri Electric an Plug-In Hybri Electric Vehicles", IEEE Transactions on Inustry Application Vol. 47, No. 2, pp , (2011) [6] W. Aoki, Y. Nakajima, J. Itoh an A. Toba: Suppression metho for the rise of DC voltage uring the stop of inverter while in the motor regeneration (in Japanese), SPC , VT , HCA (2012) [7] S. Morimoto, Y. Tong, Y. Takea an T. Hirasa." Loss minimization control of permanent magnet synchronous motor rives", IEEE Transactions on Inustrial Electronics, Vol 41, NO. 5, pp , (1994) [8] G. Pellegrino, A. Vagati, P. Guglielmi, an B. Boazzo: Performance Comparison Between Surface-Mounte an Interior PM Motor Drives for Electric Vehicle Application IEEE Transactions on Inustrial Electronics, VOL. 59, NO. 2, pp , (2012) [9] A. Nishio, M. Hirano, Y. Kato, T. Irie, T. Baba: Development of Small Size, Light Weight an High Power IPM Motor for Electric Vehicle Mitsubishi Heavy Inustries, Lt. Technical Review Vol.40 No.5, (2003) [10] M. Terashima, T. Ashikaga, T. Mizuno, an K. Natori: Novel motors an controllers for high-performance electric vehicle with four in-wheel motors, IEEE Trans. In. Electron., Vol. 44, No.2, pp , (1997) (a) DC link capacitor voltage waveform. (b) Output current waveforms. Fig. 16. Experimental result with the short circuit control metho. (a) DC link capacitor voltage waveform. (b) Output current waveforms. Fig. 17. Experimental result with the halt sequence control metho. [11] M. Terashima, et al.: Drive System With 4 In-Wheel Motors for Electric Vehicle, 6th Annual Conference of IEEJ-IAS E. 3-7 (1992) [12] J. Haruna an J. Itoh: "Moeling Design for a Matrix Converter with a Generator as Input," The Eleventh IEEE Workshop on Control an Moeling for Power Electronics (COMPEL 2008), COM352 (2008)

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