DOE/NASA/0249-83/1 NASA-CR-168177

NASA-CR-168177 19840009005

Integral ~nvel1er/Battery Charger for Use in Electric Velhicles

David Thlmmesch Gould Inc Gould Research Center, Electronics Laboratory

September 1983

Prepared for National Aeronautics and Space Administration LewIs Research Center Under Contract DEN3-249

111111111111111111111111111111111111111111111 NF02600

for U.S. DEPARTMENT OF ENERGY Conservatifon and Renewable Energy Office 01 Vehicle and Engine R&D

i " I ~ 1Q0;1 I ' ..... } f ..... U t

LPNGLIC:Y RES[ARCH CENTEf( Llc"(/,RY, N.';SA

H~~' :TC:J, VIRG'rllA

https://ntrs.nasa.gov/search.jsp?R=19840009005 2018-07-15T15:36:40+00:00Z

DISCLAIMER

This report was prepared as an account of work sponsored by an agency of the United States Government Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or Implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that ItS use would not infringe prIVately owned rights Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherWise, does not necessarily constitute or Imply ItS endorsement, recommendation, or favoring by the United States Government or any agency thereof The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof

Printed In the United States of America

Available from National Technical Information Service U S Department of Commerce 5285 Port Royal Road Springfield, VA 22161

NTIS price codes1 Printed copy A07 Microfiche copy A01

1Codes are used for pricing all publications The code IS determined by the number of pages In the publication Information pertaining to the pricing codes can be found In the current Issues of the follOWing publications, which are generally available In most libraries Energy Research Abstracts (ERA), Government Reports Announcements and Index (GRA and I), SCIentifIc and Techntcal Abstract Reports (STAR), and publication, NTIS-PR-360 available from NTIS at the above address

DOElNASAl0249-83/1 NASA-CR-1681 n

Integral Inverter/Battery Charger for Use in Electric Vehicles

David Thimmesch Gould Inc. Gould Research Center, Electronics Laboratory

September 1983

Prepared for National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio 44135 Under Contract DEN3-249

for U.s. DEPARTMENT OF ENERGY Conservation and Renewable Energy Office of Vehicle and Engine R&D Washington, D.C. 20585 Under Interagency Agreement DE-AI01-77CS51044

#­N1Y-/7tJ73

1.

2.

3.

4.

5.

6.

7.

8.

Table of Contents

Summary ........................................................ .

Introduc t lone ................•.........••..••..•.•••••.•.•••.••

2.1 Background ...•......•..•.........••.••••••.•••.••....•••.•

2.2 ObJect~ves ••••••••••••••••••••••••••••••••••••••••••••••••

2.3 Scope •••••••••••••••••••••••••••••••••••••••••••••••••••••

ArlalYS1S and Des1gn •.....•.....•.....•.•.••.•..••••.•••••••••••

3.1

3.2

3.3

3.4

Test

4.1

4.2

Inverter/Charrer Re q U 1 r erne n t s • • .. • • • ••••••••••••••••••••••• 3.1.1 3.1.2

Inverter ••••.•.•••••• Battery Charger .....•.••.••..••......•.••••••.•..••

Inverter ................. . 3.2.1 3.2.2

Clrcult Operatlon •• Clrcult Parameters •••

. ........... .

Charger ..........•.••••.... Integral Battery 3.3.1 Charger Power Clrcult Operat lone • 3.3.2 Clrcult Pardmeters •••••••••••••••

Inverter/ Charger Package ••••••••••••••••••••••••• 3.4.1 MechanIcal Descrlptlon.... • •••••• 3.4.2 Package WeIght and Volume. • ••••••

and EvaluatIon •••• ........................................ Operatlon •••••••••••••••• Charger

4.1.1 120 4.1.2 220

VAC Operatlon •••••• VAC OperatlOn.

Inverter Operat lon •••••••••••••••••• 4.2.1 Power Loss/Efflclency Data •••

. . . . . . . . . . . . . . . . . . . . . . 4.2.2 4.2.3 4.2.4

Power Loss Breakdown................ • ••••••• Component Temperature Rlse •••••••••••••••••••• Motor Torque/Speed Curve •••••••••••••••••••••••••••

Results and Conclus1ons ............•.......•.••..•.••••••••••••

Appendl.C1es ••••••••••••••••••••••••••••••••••••••••••••••••••••

A. B. C.

Charge Control Board Descrlptlon •••••••••••••••••••••••••• Set-up Instruct10ns for Inverter/Charger •••••••••••••••••• Schematlcs and Draw1ngs •••••••••••••••••••••••••••••••••••

De fl.ni t ions ••..•.••••.•••••••••••••.•••••••••••••••••••••••••••

References •.••••.•...•....•••••..••.•...••••••...•.•••••••••••.

1

Page 1-1

2-1

2-1

2-1

2-2

3-1

3-1 3-1 3-3

3-4 3-4 3-15

3-29 3-29 3-37

3-41 3-41 3-45

4-1

4-1 4-1 4-4

4-9 4-9 4-15 4-23 4-29

5-1

6-1

A-l B-1 C-l

7-1

8-1

3.1-1

3.2-1

3.2-2

3.2-3

3.2-4

3.2-5

3.2-6

3.2-7

3.2-8

3.2-9

3.2-10

3.2-11

3.2-12

3.2-13

3.2-14

3.3-1

3.3-2

3.3-3

3.3-4

3.3-5

3.3-6

3.4-1

3.4-2

4.1-1

4.1-2

4.1-3

4.1-4

4.1-5

4.1-6

L1St of Illustrat10ns

NASA Dr1v1ng Cycle Requ1rement •••••••••••••••••••••••••••••

AC Motor Control Power C1rcu1t •••••••••••••••••••••••••••••

In1t1al Power C1rcu1t Current Paths ••••••••••••••••••••••••

Ma1n Thyr1stor Voltage Dur1ng Turn-off •••••••••••••••••••••

Inverter S1x-Step Waveforms ••••••••••••••••••••••••••••••••

Current Paths at Start of Commutat1on Cycle ••••••••••••••••

Commutatlon Thyr1stor Current Waveform •••••••••••••••••••••

Energy Recovery Current Paths ••••••••••••••••••••••••••••••

Energy Recovery Rect1f1er Current Waveform •••••••••••••••••

Opt1mum Commutat1on C1rcult Parameters •••••••••••••••••••••

Commutat1on Capac1tor Voltage vs. Peak Motor Current •••••••

Powdered Molypermalloy BH Character1st1c •••••••••••••••••••

Ma1n Thyr1stor Turn-off T1me vs. Battery Voltage •••••••••••

DEN3-60 Transformer Power Loss/Quality Factor ••••••••••••••

Powdered Mo1yperma11oy Transformer Power Loss/Qua11ty

Factor ..•.•...•.......••.....•.•......•.•..•.•••..•...••.••

Inverter/Charger Power C1rcu1t Topology ••••••••••••••••••••

Inverter/Charger Power C1rcu1t Breaker Open ••••••••••••••

Charger Current Paths After SCR7 Gated •••••••••••••••••••••

Capac1tor Voltage Dur1ng Charger Operat1on •••••••••••••••••

Charger Output Power vs. Resonant C1rcu1t Capac1tance ••••••

Charger Power Factor vs. Input L1ne Capacitance ••••••••••••

Inverter/Charger Package •.••.•.•..••..•...••••.•••.••••••••

Inverter/Charger Package - Cover Removed •••••••••••••••••••

Charger Eff1c1ency/Power Factor at 120 Vac •••••••••••••••••

AC L1ne Current Waveform at 120 Vac, 1.8kW •••••••••••••••••

Charger Eff1c1ency/Power Factor at 220 Vac •••••••••••••••••

AC L1ne Current Waveform at 228 Vac, 3.7kW •••••••••••••••••

Charge Prof1le at 228 Vac ••••••••••••••••••••••••••••••••••

Charger Component Temperature R1se at 3.7 kW •••••••••••••••

11

3-2

3-6

3-7

3-9

3-10

3-11

3-12

3-13

3-14

3-18

3-19

3-21

3-22

3-26

3-27

3-31

3-32

3-34

3-35

3-38

3-39

3-43

3-44

4-2

4-3

4-5

4-6

4-7

4-8

Figure

4.2-1

4.2-2

4.2-3

4.2-4

4.2-5

4.2-6

4.2-7

4.2-8

4.2-9

4.2-10

4.2-11

4.2-12

4.2-13

4.2-14

4.2-15

4.2-16

A-I

B-1

List of Illustrations (continued)

Inverter Power Loss vs. Motor Current ••••••••••••••••••••••

Inverter/Motor Efficiency at 785 rad/sec (7500 RPM) ••••••••

Inverter/Motor Efficiency at 576 rad/sec (5500 RPM) ••••••••

Inverter/Motor Efficiency at 189 rad/sec (1800 RPM) ••••••••

Motor Current Waveform at 189 rad/sec/l0hp •••••••••••••••••

AC Induction Motor - Equivalent Circuit ••••••••••••••••••••

Reconstructed Motor Current Waveform •••••••••••••••••••••••

Main Thyristor Power Dissipation vs. Motor Current •••••••••

Commutat~on Thyristor Power Loss vs. Motor Current •••••••••

Commutat~on Transformer Power Loss vs. Motor Current •••••••

Component Temperature Rise at 189 rad/sec (1800 RPM) •••••••

Component Temperature Rise at 524 rad/sec (5000 RPM) •••••••

Component Temperature ~se at 681 rad/sec (6500 RPM) •••••••

Component Temperature R1se During Regeneration •••••••••••••

Inverter/Charger Package - Bottom View •••••••••••••••••••••

Motor Maximum Shaft Torque vs. Speed - 132V Battery ••••••••

Charge Control Electronics Block Diagram •••••••••••••••••••

Inverter Input Filter Capacitor, Pre-Charge Circuit ••••••••

iii

4-10

4-11

4-12

4-13

4-14

4-17

4-18

4-19

4-20

4-21

4-24

4-25

4-26

4-27

4-28

4-30

A-2

B-5

Table

3.2-1

3.2-2

3.2-3

3.2-4

3.3-1

3.4-1

3.4-2

3.4-3

3.4-4

4.2-1

List of Tables

Inverter Capablilty ••••••••••••••••••••••••••••••••••••••••

Inverter Deslgn Improvement Areas ••••••••••••••••••••••••••

Commutatlon Clrcult Loss Comparlson ••••••••••••••••••••••••

Commutatlon Transformer Comparison •••••••••••••••••••••••••

Charger Capab111.ty •••••.••••••••.•••••••••••••••••.••••••••

Inverter Power Stage - Package Comparlson ••••••••••••••••••

Areas Addressed to Reduce Package Volume •••••••••••••••••••

Inverter/Charger Component Welghts •••••••••••••••••••••••••

Inverter/Charger - Welght Dlstributl0n •••••••••••••••••••••

Inverter Power Loss Breakdown at 576 rad/sec (5500 RPM) ••••

lV

3-5

3-16

3-23

3-28

3-30

3-42

3-42

3-46

3-47

4-22

1. SUMMARY

The objectives of this NASA/DOE sponsored program were to design,

fabricate, test and evaluate an exper~ental integral inverter/battery charger

for use in electric passenger vehicle applications. The inverter power

circuit was based on the development effort performed by Gould under NASA­

Lewis Contract DEN3-60.

This report discusses the design and test results of a thyristor based

inverter/charger. A battery charger is included integral to the inverter by

using a subset of the inverter power cl.rcuit components. The resulting

charger provides electrical isolation between the vehicle propulsion battery

and ac ll.ne and is capable of charging a 25 kWh propulsion battery in 8 hours

from a 220 volt ac line. The integral charger employs the inverter

commutation components as a resonant ac/dc isolated converter rated at 3.6

kW. Charger efficiency and power factor at an output power of 3.6 kW are 86%

and 95% respectively.

The inverter. when operated with a matchl.ng polyphase ac induction

motor and nominal 132 volt propUlsion battery, can provide a peak shaft power

of 34 kW (45 hp) during motoring operatl.on and 45 kW (60 hp) durl.ng

regeneration. Thyrl.stors are employed for the inverter power switching

devl.ces and are arranged in an input-commutated topology. This configuratl.on

requires only two thyrl.stors to commutate the six main inverter thyristors.

Inverter efficiency during motoring operation at motor shaft speeds above 450

rad/sec (4300 rpm) is 92-94% for output power levels above 11 KW (15 hp). The

combined ac l.nverter/charger package weighs 47 kg (103 lbs).

1 - 1

2. INTRODUCTION

2.1 Background

The Gould Research Center, Electron1cs Laboratory, completed 1n August

of 1980 the development of a first-generation experimental ac propulsion

system, for use 1n electr1c passenger vehicles. The ac propulsion system

consisted of an 1nverter, an ac 1nduct1on motor and the associated control

electronics. This experimental development effort was sponsored by the U.S.

Department of Energy and managed by the NASA-Lew1s Research Center under Con­

tract DEN3-60. In August of 1981, development of a second generation

experimental inverter was initiated under NASA-LewlS Contract DEN3-249. The

contract objectives were to modify the DEN3-60 inverter power stage topology

to 1nclude a battery charger, increase the 1nverter power capability to

provlde a vehicle with diesel equ1valent acceleration performance and reduce

the we1ght and volume of the combined inverter/charger power stage.

Both 1nverters ut11ize state-of-the-art thyr1stor power semiconductors

and m1croprocessor based control circuitry to regulate the speed and torque of

a conventlOnal squirrel cage polyphase ac induction motor. The motoring

control electronics developed during NASA-LewlS Contract DEN3-60 was used 1n

the development of the DEN3-249 1nverter. To real1ze the 1ncreased power

capability of the DEN3-249 1nverter the motor1ng control electron1cs must be

ta1lored to the operat1ng character1stics of the ac induction motor.

Performance uS1ng the DEN3-60 motoring control electronics only allows

inverter operation 1n non-veh1cle driving regimes. Charge control electron1cs

was developed for use with the integral on-board battery charger and added to

the system dur1ng the second contract.

2.2 Object1ves

The speclflc objectives of this contract were:

1. Incorporate an lsolated 3 kW on-board battery charger into the

existing inverter design.

2 - 1

2. Increase the inverter peak power capability from 26 kW (35 hp) to 34

kW (45 ph).

3. Reduce the volume and weight of the inverter power stage developed

under Contract DEN3-60 by 50% and 30%, respectively.

2.3 Scope

The contract work scope consisted of the design, fabrication, test,

evaluation and delivery of a combined exper~mental inverter and battery

charger power stage for use ~n electric vehicle applicat~ons. The motoring

control electronics developed during NASA-Lewis Contract DEN3-60 and a

standard ac induction motor were used to test and evaluate the new ~nverter

power stage. Charge control electronics was developed for use w~th the

integral on-board battery charger.

2 - 2

3. ANALYSIS AND DESIGN

3.1 Inverter/Charger Requirements

The design of the inverter and integral onboard battery charger was

based on the following requirements.

3.1.1 Inverter

The power handling requirements of the inverter power stage were

established by five vehicle operating modes;

Repetit1.ve operation per the SAE-J227a, Schedule D driving cycle shown in

Figure 3.1-1,

Steady-state operation at a motor shaft power of 11.2 kW (15hp) which

corresponds to vehicle operation at a constant 88.5 km/h (55 mph),

Operation at a motor shaft power of 26.1 kW (35 hp) for 30 seconds which

corresponds to vehicle operation at 48.3 km/h (30 mph) on a 10% grade,

Operat1.on at an average motor shaft power of 33.6 kW (45 hp) for 16 seconds

which corresponds to vehicle acceleration from 40.2 - 88.5 km/h (25-55 mph),

Operation at a motor shaft torque of 60 N-m and an average shaft power of 29.8

kW (40 hp) for a total of 8 seconds which corresponds to a diesel equivalent

veh1.cle acceleration from 0-48.3 km/h (0-30 mph).

The inverter loS also to have the capacity to provide regenerative

energy to the propulsion battery, be self-protecting, interface with existing

and 1.mproved lead-acid battery sources and operate over an ambient temperature

range of -34°C to 49°C.

3 - 1

80 8

60 7

MOTOR SPEED

r--------------~ 40 11

/ , 6 / HP FOR 30 MPH ON 10% GRADE (30 SEC) "

II GEAR // '-to MOTOR RPM ; 4280 \ /SHIFT 0.. I I 0

20 -MOTOR HP \ 5 0 I 0 / HP FOR CONSTANT SPEED 55 MPH

\ t- / ..

ItlI~T~J!!I J!!II!IItlI - 7850 ::) \ X 0.. / CRUISE AT 45 MPH t- O 4

~ ::) 0..

0 I 20 30 40 50 60 70 100 a: TIME - SECONDS

a: I a: 0 0 20 I 3 t-t-

O ---4f 0 ~ ACCE LEPA TlON ~

I 40 I 2

I I SAE J227a, D CYCLE

60 ,

TOTAL GEAR RATIOS 1957 1 LOW 1 977 1 HIGH

REGENERATION ~ WHEEL RIM SIZE 13 INCH

80 0

(0699)

Figure 31-1 SAE - J227a, Schedule 0

3 - 2

3.1.2 Battery Charger

The des1gn of the battery charger was based on the follow1ng

requ1rementsj

The charger 1S to be an 1ntegral part of the 1nverter and ut111ze the eX1st1ng

power and control c1rcu1try to the greatest extent poss1ble.

The charger 1S to have the capab1l1ty of charg1ng a completely d1scharged

lead-ac1d battery from a nom1nal 220 volt, 60 Hz, s1ngle phase res1dential

power source 1n less than 8 hours. Charger operat1on from a nom1nal 120 volt,

60 Hz ac line 1S also des1red.

The battery 18 to be 1solated from the ac llne power source to prevent

electr1c shock hazards to operat1ng personnel.

3 - 3

3.2 Inverter

The lnverter power Clrcult topology lS presented and ltS operatlon

descrlbed. The deslgn areas addressed to lncrease the lnverter power capa-

blilty and efflclency are presented. The capablilty of the new lnverter power

stage, compared to the OEN3-60 lnverter, lS presented ln Table 3.2-1.

3.2.1 Clrcult Operatlon

The lnput-commutated lnverter ClrCUlt topology developed durlng thlS

contract lS presented ln Flgure 3.2-1. The baslc goal of mlnlmum materlals

cost glves the lnput-commutated topo logy an lmportant advantage compared to

most alternatlve thyrlstor lnverter conflguratlons as lt contalns fewer power

components. ThlS lnverter topology requlres only two commutatlon clrcults,

one for the posltlve bus and one for the negatlve bus, to commutate all SlX

maln thyrlstors ln the three-phase brldge.

The power sWltchlng stage shown ln Flgure 3.2-1 allows connectlon of

each of the three motor llnes to either the posltlve or negatlve battery

termlnal. The actual conductlon paths are provlded by the maln thyrlstors

(SCRl-6) and the freewheellng rectlflers (01-6). The remalnlng semlconductors

(SCR7,8, 07,8), transformers (TI,2) and capacltors (CI,2) are lnvolved ln the

commutatlon (turn-off) of the maln thyrlstors. ThlS commutatlon clrcultry lS

necessary to dlvert the motor current from a conducting maln thyrlstor so that

lt wlll regaln ltS voltage blocklng capablllty. Capacltor C3 provldes a low

lmpedance path ln parallel wlth the battery for the maln lnverter and

commutatlon Clrcult current.

The power Clrcult lnltlal condltlons are presented ln Flgure 3.2-2 wlth

maln thyrlstors SCRI, 2 and 3 conductlng current. It lS deslred to commutate

SCRI and turn on SCR4. Capacltors CI and Cl have been charged wlth voltage

polarltles as lndlcated. Commutatlon thyrlstor SCR7 lS gated on, placlng the

lnltlal capacltor voltage, Voc, across transformer wlndlng, TIA. If the

voltage across wlndlng TIA lS greater than the battery voltage, VB, then maln

3 - 4

Table 3.2-1

Inverter Power Stage -- Capability

DEN3-60 DEN3-249

Motor Maximum L1ne Current: 275 Arms 375 Arms

Nominal Battery Voltage: 120 Vdc 132 Vdc

Motor Peak Shaft Power: 26 kW 33 kW

Eff1ciency @ 15 kW & 575 rad/sec: 90% 93%

Thermal Capability (PWM): Limited Continuous

Weight: 61.3 kg (135 lbs) 46.8 kg (103 lbs)**

Volume: .087 m3 (5292 in3) .047 m3 (2907 in3)**

** Includes 3.6 kW Battery Charger

3 - 5

CI "l~SC.' --

HI

I I I I I

··~-------·I~·~------~·f~·~----------+· ,~~~------------" I-C~------------------~.,~<~----~~ PROPULSION I INPUT BATTERY FILTER

1(691)

ENERGY RECOVERY

COMMUTATION

Figure 3.2-' AC Motor Control, Power Circuit

3 - 6

INVERTER 1 AC MOTOR

.~

- - ! ~ D.

l~ OJ ,

~ ~ ~ SCR.' ~ , Ira. ? ~ ? '~

SCI!

D7~ ~ )121 + C,-- ~ 'SCR' . ' .......

"" --

Cl:;~ ~ 'SCII. ~ TIl ~ -~D8 + -) A D4 ,. -III ~ I ~ ~l • SCR4~ ~ .4 ~s1 '";1' f- .4 ~ -? ~

- - SCI!

TlJ

1 (2603)

Figure 3.2-2 Initial Power Circuit Current Paths

3 - 7

thyr1stors SCRI and SCR3 w1ll both be reversed b1ased and turn-off. The

CHcult paths by Wh1Ch the top maw thyr1stors are reversed b1ased include

wlndlng TIA, the lnput fllter capacltor, C3, and the bottom freewheellng

rect1hers (D2, D4, D6). The voltage across thyr1stor SCRI dur1ng the turn­

off lnterval lS shown ln F1gure 3.2-3. Slnce thyr1stors SCRI and SCR3 are

both turned-off the1r comblned current, equal to the peak motor llne current

(Ipk) 1n Flgure 3.2-4, 1S dlverted to thyr1stor SCR7.

Gatlng commutatlon thyrlstor SCR7 wlll allow CI to dlscharge and C2 to

charge through the C1rcu1t paths lndlcated In Flgure 3.2-5. The current In

SCR7 durlng the commutatlon lnterval lS shown ln Flgure 3.2-6. In Flgure 3.2-

6 the transfer of current from the maln thyrlstors to SCR7 lS lndicated by the

rapld lncrease ln current at the start of the commutation cycle. When the

voltage across capac1tor CI has reached a pre-determ1ned value, wlth polar1ty

as shown 1n Flgure 3.2-5, energy recovery rect1f1er D7 w1ll be forward b1ased

and current wlll transfer from thyrlstor SCR7 to rect1fler D7 as lnd1cated by

the change In current ln Flgure 3.2-6 from a half-s1nusoldal waveform to a

negatLVe sloped ramp. For rect1fLer D7 to be forward-blased the voltage

across wlndlng TIB must be greater than the battery voltage (VB). After

rect1fler D7 1S forward-blased the battery voltage (multlplled by an

appropr1ate turns ratlo) wlll appear across w1nd1ng TIA and, Slnce capac1tor

Cl has been charged 1n the Oppos1te d1rect10n, thyr1stor SCR7 wlll be

reversed-b1ased and turn-off. The excess energy contalned 1n transformer TI lS

returned to the propulslon battery Vla wlndlng TlB and D7 as shown ln Flgure

3.2-7. The current ln D7 l8 shown ln Flgure 3.2-8. ThyrLStors SCR3 and SCR4

are now gated on and the commutatlon cycle 1S completed. The second negatlve

sloped change 1n current ln D7, at the end of the energy recovery lnterval, 1S

a result of current transferr1ng from w1ndlng TIB back to TIA when SCR3 lS

gated on. The commutatlon clrcultry lS now properly charged for a bottom bus

commutat10n wn1ch must occur before the top maln thyr1stors can aga1n be com­

mutated.

3 - 8

-0

100 V/DIV 5I1SEC/DIV

(2605)

Figure 3.2-3 Main Thyristor Voltage Waveform during Turn-Off

3 - 9

MOTOR LINE CURRENT (200A/DIV)

MOTOR LIN NE VOLTAGE (200V/DIV)

Figure 3.2-4

o

o

Motor Une Current and Line· Line Voltage

(Six· Step Operation)

3 - 10

(2604)

.~ 1 - ~ "4 SCRl~

,. - Dl "4 ,. - r -~

t 1 .~ ~ ..,j "sc:; f. ~ ~ ;1 ~ ~

SCI!

01- -',4 ~ T28

Cl; ~SCRl . + -+ .... "--

t r---

+ I ~ ~SCR' t C2::

T18 ~ roDe - -~L

SCR4"4 , D4 , !Ii

I • ~2

• ~sc~ ~ ~ ~ ";1 ~ ~ - SCR . r

T2 --(2602)

Figure 3.2-5 Currents Following the Initiation of a Commutation Cycle

3 - 11

o

100 A/DIV 10/lSEC/DIV

(2606)

Figure 3.2-6 Commutation Thyristor Current Waveform

3 - 12

~ - 10. ~ SCI." ~ ~ ~ ~

~ ., ~ ~ ~ ":- ~sJ ~ -~ ~

SCI

Dl~ ~T21 C'::~ ., ~SCR7 >. -+

f B

f --Cl:::::: ~ ~SCI' t

TIl -~DI -~ ~.

SCI4" ,

1M " ,.

III " ~ Dl

-:- ~ ~ SC~ -. .? ..

SCI - -TU

-(2601)

Figure 3.2-7 Energy Recovery Current Paths

3 - 13

-0

200 A/DIV 20 j.LSEC/DIV

(2607)

Figure 3.2-8 Energy Recovery Rectifier Current Waveform

3 - 14

3.2.2 Circu1t Parameters

The design issues addressed during this contract to improve the per­

formance of the DEN3-60 inverter power stage are listed in Table 3.2-2. The

majority of these improvements were directed at reducing the losses of the

commutation circu1t by using improved components and by reducing the commu­

tation circuit stored energy. The design relationships used to select the

inverter circuit parameters are identified and a discussion of how these

circuit parameters were modified to take into account circuit parasitics is

presented.

For the input-commutated inverter shown in Figure 3.2-1 the time the

main thyristors are reversed-biased, assuming no circuit parasitics, can be

expressed as 1 ;

trev =

where;

nlLC )~ (l)

180

trev is the circuit turn-off time, VB is the propulsion battery voltage, Voc

18 the 1n1tial voltage on the commutation capacitor, Ipk is the peak motor

line current, L is the magnetiZ1ng inductance of winding T1A and C is the

total commutation circuit capacitance (C1+C2). For minimum commutation

circuit stored energy the capacitance (C), inductance (L) and initial

capacitor voltage are given by 1;

1.8 VB trev L = (2)

Ipk

C = 1.8 Ipk trev (3)

VB

Voc = 1.8 VB (4)

where the commutation circuit stored energy is defined as the total energy

3 - 15

TABLE 3.2-2

Inverter Power Stage -- Deslgn Improvements Areas

(OEN3-60 vs. DEN3-249)

Commutatlon Clrcult Stored Energy Reduced 50%

Commutatlon Magnetlcs - Quahty Factor Increased

Commutatlon Capacltors - Quallty Factor Increased

Number of Thyrlstors Reduced from 10 to 8

Battery Fllter Capacltor Volume Reduced 50%

Power Stage Volume Reduced 45i.

Power Stage Welght Reduced 25%

3 - 16

stored 1n Land C and 1S a funct10n of the peak motor current (wh1ch 1S also

the inverter bus current) and 1n1tial capac1tor voltage as given by;

Es = ~ CVoc 2 + ~ Llpk2 (S)

The commutation circu1t component values for min1mum stored energy are

presented in Figure 3.2-9 as a function of the peak motor line current (Ipk)

for a battery term1nal voltage of 120 volts and a ma1n thyristor reverse-bias

t 1me of 14 usec. The ma1n thyr1stors selected were General Electr1c C384M

dev1ces hav1ng a max1mum spec1f1ed turn-off t1me of 10 usec at a junction

temperature of 125°C. The nom1nal battery voltage 1S 132 volts, however

dur1ng motor1ng operation the battery term1nal voltage decreases due to the

battery internal res1stance. The actual component values were selected for

m1n1mum stored energy at the peak motor current ant1c1pated dur1ng vehicle

operat1on at IShp (1.e. Ipk = 200-300 Amps) as opposed to vehicle operat10n at

45 hp (1.e., 700 amps). The values selected were a total commutation

capac1tance (C) of 56 uf and a TIA magnet1z1ng 1nductance (L) of 11 uh.

Due to the finite leakage 1nductance eX1st1ng between the transformer A

and B w1nd1ngs and the paras1tic 1nductance present 1n the commutat10n

c1rcu1t, the init1al capacitor voltage (Voe) increases with increasing motor

current as shown 1n F1gure 3.2-10. Th1S second order effect allowed the

commutat10n C1rcu1t parameters to be selected for effic1ent operation at 15 hp

whlle also having the capab1l1ty to commutate the main thyristors at 4S hp.

The penalty 1S 1ncreased commutat1on losses at the higher power levels,

however, operation at these power levels (1.e., 45 hp) 1S only required for 16

seconds. The advantage is more effic1ent operat10n at IS hp.

Under ideal cond1tions the capac1tor voltage will rema1n constant at

216 volts 1ndependent of motor current however, as stated previously the ca­

pac1tor voltage increases with increas1ng motor current due to the leakage

inductance between the transformer A and B windings. This leakage inductance

results in an overshoot 1n the capacitor voltage that 1S a funct10n of the

energy stored in the commutation circu1t. Under 1deal conditions the capaci­

tor voltage is given by equat10n 6;

3 - 17

32 160 ~~~-------------------------------, i

24 120

16 80

8 40

o

VB =120V

tREY = 14 Ilsec

L

200 400 600 800

PEAK MOTOR LINE CURRENT, AMPS

~

1000

Figure 3.2-9 Optimum Commutation Circuit Parameters Based on Minimum

Stored Energy

3 - 18

en I­...I o > w' CJ

~ ...I

~ a:: o I-

~ ~ (.)

370

350

330

310

290

132 Volt Battery

200 400 600 800

PEAK MOTOR LINE CURRENT, AMPS

FIgure 3.2·10 Commutation Capacitor Voltage (Voc) VS.

Peak Motor Current (Measured)

3 - 19

Voc = VB (1 + NA/NB) (6 )

where NA lS the number of turns on the A wlnding and NB lS the number of turns

on the B wlndlng.

equatlon 7 below;

The overshoot ln capacltor voltage can be approx1mated by

flVoc = r2 Esl ~ [ NA] [Lstray1 ~ L L J NA + NB C J

(7)

where Lstray lS equal to the leakage inductance between the transformer A and

B w1ndlngs (l.8 uh) and the paras1tlc inductance present in the commutation

Clrcult (1.0 uh). Based on ideal conditlons and uS1ng equatlOn 6 the turns

ratlo (NA/NB) lS equal to 0.8. At a peak motor current of 200 amps the calcu­

lated overshoot 10 the commutat10n capacltor voltage lS 66 volts for an in1-

tlal capacltor voltage of 282 volts (Voc + flVoc). As the peak motor current

lncreases above 200 amps the current ln the A w1ndlng also increases result1ng

ln a further lncrease 1n the commutatlon capacitor overshoot.

A second factor WhlCh also increases the sensltlvity of the commutation

C1rcult to varlatlons ln motor current is the non-llnear BH characteristlc of

the powdered molypermalloy core material used in the commutation trans­

formers. The BH characterlstlc of th1.S core mater1.al lS presented ln Figure

3.2-11 wh1.ch 1.nd1.cates that the permeability changes from 26 at 3024

amps/meter (38 oersteds) to 14 at 31832 amps/meter (400 oersteds). This non-

11.near permeab1.l1.ty means that the T1A wlnding 1.nductance changes from 20 uh

at low current leve ls to approx1.mate ly 11 uh at h1.gh current leve Is. This

permeablllty change 1.ncreases the stored energy, at a peak motor current of

200 amps, from 2.45 to 2.7 Joules and the 1.n1.t1.al capacltor voltage from 282

to 286 volts. At h1.gher peak motor currents the 1.ncrease in capac1.tor voltage

1.S more s1.gnlhcant. For example, at a peak motor current of 700 amps the

calculated in1.tial capacitor voltage 1.S 336 volts.

The calculated maln thyr1.stor turn-off time for an 1nlt1.al capac1tor

voltage of 336 volts, a peak motor current of 700 amps and a propulsion

battery voltage of 120 volts 1S 13.9 usec. The measured ma1n thyristor turn-

3 - 20

7000

6000

CI) w 5000 ~ =» c( 0 . 4000

> ~ CI)

z 3000 w 0 X ~ ...J

2000 ~

1000

o 10 50 100 200 400

MAGNETIZING FORCE, OERSTEDS

1 TESLA - 10.000 GAUSS

1 OERSTED - 79.58 AMPS/METER (2618)

Figure 3.2·11 Powdered Molypermalloy BH Characteristic

3 - 21

20

-__ -------------;I(PKI. 300 A -16

__ -------------;I(PKI· 500 A -_ ............................... __ ............ --~I(PKI .. 700 A

~ 12

- - - - - -- GE C384 TURN-OFF TIME - MINIMUM

8 95 100 105 110 115 120 125 130 135 140

PROPULSION BATTERY VOLTAGE, VOLTS

(2594)

Figure 3.2·12 Main ThYrIStor Turn-Off Time vs. Battery Voltage (Measured)

3 - 22

off time as a funct10n of peak motor current and propulsion battery voltage is

shown in Figure 3.2-12.

The d1fference in commutation circuit losses between the DEN3-60

1nverter and the new inverter is summarized in Table 3.2-3. As ind1cated

previously the energy stored 1n the commutation circuit of the new inverter at

a peak motor current of 200 amps is 2.7 joules. The initial capacitor voltage

1n the DEN3-60 inverter was held constant at 440 volts (PWM operation) using

thyristors as the energy recovery device. The DEN3-60 commutation capacitance

was 60 uf and the T1A wind1ng 1nductance was 5 uh. At a peak motor current of

200 amps the energy stored in the commutation circuit of the DEN3-60 inverter

was 5.9 joules.

Each time the commutation thyristor was gated in the DEN3-60 inverter

approximately 17% of the commutation circuit stored energy was dissipated as

heat. In the new inverter the energy lost per commutat10n was reduced to 10%

of the total stored energy. The reduction 1n energy lost per commutation was

achieved by using powdered molypermalloy core material and litz wire in the

construction of the commutat10n transformers and all-polypropylene commutation

capac1tors as opposed to paper-polypropylene. As indicated in Table 3.2-3,

uS1ng lower loss commutation components and minimizing the stored energy

reduced the commutation circuit losses by over 70% at a commutation frequency

of 1100 Hz. The end result is the new inverter can operate continuously in

the PWM mode of operation whereas the DEN3-60 inverter could only operate for

a limited period of t1me due to heating of the commutation capacitors.

TABLE 3.2-3

Commutation Circuit Loss Reduction -- Summary

Stored Energy @ Ipk = 200 A

Energy Lost Per Commutation (Kc)

Circuit Power Loss @ Com Freq of 1100 Hz

3 - 23

DEN3-60

5.9 Joules

17%

1100 watts

DEN3-249

2.7 Joules

10%

300 watts

Dur1ng the development of the DEN3-60 1nverter it quickly became

evident that the commutat10n transformers (Tl, T2) were responsible for a

s1gn1f1cant percentage (35%) of the inverter power loss. It was also obv10us

that to successfully reduce the 1nverter/charger package volume and provide a

battery charger with acceptable eff1ciency (i.e., 85%) the transformer losses

would need to be reduced. To accomp11sh this a reliable method for measur1ng

transformer loss at h1gh current (i.e., 200 amps) and flux levels (i.e., 3-10

kg) was needed. Based on the hypothes1s that the discrete gap present in the

tape wound C cores was responsible for a signif1cant percentage of the losses

the test1ng method had to be flexible to allow ddferent core, coil and gap

conhgurat10ns to be tested and compared. This hypothesis was verif1ed and

resulted 1n the use of powdered molypermalloy core material which has a

d1str1buted gap.

The test method used was to connect one w1nding (TlA) of the

commutat10n transformer in parallel w1th a low-loss capacitor and excite the

resulting LC network with a high power ampliher. The resonant frequency of

this parallel LC network was determined by adjusting the amplifier frequency

unt11 the input current to the LC network was at its m1n1mum value. At the

result1ng resonant frequency point the RMS current 1n the parallel LC circu1t

(IL), the RMS value of the fundamental input current and the RMS voltage across the LC C1rcu1t were measured. The quality factor (Q) of the LC network

was determ1ned uS1ng the def1n1tion for Q g1ven by equat10n 8 below;

Q = 2JI Peak Stored Energy

[8] Energy Lost Per Cycle

To 1mprove the re11ability of these measurements the capac1tor effect-

1ve resistance (Ref£) as a funct10n of frequency and current was determined

using the above resonant frequency test procedure and an air co11 inductor

fabricated from htz wue. The power lost in the capacitor (IL 2 Reff) was

subtracted from the total power lost in the LC network to obtain the trans-

former (TlA w1nd1ng) power loss and quality factor. Several different types

of capacitors were evaluated with a metalized polypropylene capac1tor having

h1gh current terminat10ns selected for core test1ng over an all-polypropylene

capacitor due to its constant effect1ve res1stance with frequency and

3 - 24

current. The RMS value of the fundamental lnput current was measured using a

Princeton Applled Research lock-ln ampllfler (Model 5204). The lock-in

ampllfler was requlred due to the thlrd harmonlc lnput current produced by the

core non-llnear BH characterlstlc, especlally wlth the powdered molypermalloy

mater lal.

The measured power loss and quallty factor for the commutatlon

transformer (TIA wlndlng) used ln the DEN3-60 lnverter and a comparable

transformer constructed uSlng powdered molypermalloy core materlal and Iltz

wue lS presented In Flgures 3.2-13 and 3.2-14 respectlvely. The slgnlficant

lncrease in quallty factor obtalned uSlng the powdered molypermalloy core

materlal lS eVldent. Based on separate tests per formed uSlng the DEN3-60

transformer core materlal (2 mll slllcon-lron), lt was determlned that

approxlmately 50% of the transformer losses were attrlbutable to core and cOlI

losses resultlng from frlnglng flelds at the gap. The results are summarlzed

In Table 3.2-4.

3 - 25

~ >a:

0 ..J_

to a: Ul ..J~ W~ o(u ~~ :>0( 00( OLL ~~

45 450 FREQUENCY = 5700Hz POWER LOSS

40 400

35 350

30 300

25 250

20 200

15 150

10 100

5 50

o 1000 2000 3000 4000

CORE FLUX DENSITY· . GAUSS

1 TESLA· 10,000 GAUSS

(2619)

Figure 3.2·13 Commutation Transformer (Tl A) Power Loss/Q vs. Core Flux Density (DEN3·60)

3 - 26

~ >a:

0 -1-

!:o a: In -II- wI-c(CJ ~I-:lc( oct au. a..!

180 90

160 80

140 70

120 60

100 50

80 40

60 30

40 20

20 10

0 0

0

FREQUENCY = 4700 Hz

1000

POWER LOSS

QUALITY FACTOR

ARNOLD No A·129054 CORE

19 TURNS No 2AWG LITZ

2000 3000 4000

CORE FLUX DENSITY· - GAUSS

1 TESLA - 10,000 GAUSS (2620)

FIgure 3.2-14 Powdered Molypermalloy Transformer (T1A) Loss/Q vs. Core Flux DensIty

3 - 27

TABLE 3.2-4

Inverter Power Stage -- Magnetics Improvement (Tl, T2)

Quality Factor

Core Material

Construction

Core Loss

Coil Loss

Core Loss Due to Gap

Coil Loss Due to Gap

DEN3-60

35

2-Mil Silicon-Iron

Tape Wound C-core

20%

30%

25%

25%

3 - 28

DEN3-249

100

Powdered Molypermalloy

Toroidal

60%

40%

3.3 Integral Battery Charger

Operatlon of the lntegral on-board battery charger lS descrlbed and the

lnverter power stage components used to perform the battery charging function

are ldentlfled. The deslgn crlterla used to select the charger circult

parameters is presented.

The charger developed durlng thlS program provldes the features listed

ln Table 3.3-1 wlth the additlon of a four-pole clrcuit breaker to the

lnverter power stage as lliustrated in Flgure 3.3-1. Existlng semiconductors

are used to convert the ac llne voltage lnto a dc voltage suitable for

charging the propulslon battery. EXlstlng transformers, used durlng motorlng

to commutate the main lnverter thyrlstors, are used ln comblnation with the

circult breaker to lsolate the propulsion battery from the ac llne.

3.3.1 Charger Power Clrcult Operation

Charger operatlon lS descrlbed wlth the ald of Flgures 3.3-1 and 3.3-

2. Voltage is supplled to all three phases of the inverter with the ac motor

lnductance belng used to limlt the In-rush current. The main rectifiers are

used ln a brldge configuration to convert the ac line voltage to a full-wave

recti fled dc voltage whlCh appears across the ac llne fllter capacitor C4. By

operatlng the Clrcult conslstlng of TI, T2, CI, C2, SCR7 and SCRB as a

resonant converter, ln a manner similar to that used during motoring

operatlon,

propulsion

energy

battery

ln transferred from the ac line and capac1.tor C4 to the

V1.a transformer secondary windings TlB and T2B and

rectifiers 07 and 08.

Our1.ng charger operation the circuit breaker is open to separate the

battery from the ac line. Isolation is provided via transformers Tl and T2.

Capacitor C3 is used to filter the high-frequency charging current. During

motoring operation capacitors CIA/CIB and C2A/C2B in Figure 3.3-1 are

connected 1.n parallel to provide the required commutation capacitance. During

charger operation the circuit breaker separates these capacitors to provide

the ac line filter capac1.tance, C4 (CIA and C2A in series) and the capacitance

required for charger resonant circuit operation (CIB and C2B).

3 - 29

Table 3.3-1

INTEGRAL BATTERY CHARGER -- CAPABILITY

Input Voltage Range: 84 - 264 Vac. s1ngle phase

Output Voltage Range: 80 - 180 Vdc

Output Power Rat1ng at 220 Vac/20 Amps: 3.6 kW

Output Power Rat1ng at 120 Vac/20 Amps: 1.8 kW

Eff1c1ency at Rated Power: 80 - 86 %

Power Factor at Rated Power: 95%

Charge Prohle: Dual-Level Constant Current

3 - 30

fl .~

-'----- C3-.... --- " .. r-

(2600)

Figure 3.3-1

Dl~~ ~T2I .

TIB , ~ ~D' .

r----r----------------------l I I I I I I I 1 I

AliA I. '" I ,........,1:----I I I I I I I I I I I I I

I I I

c'l l.,.c_,~ ..... r"" CtA

SCIM

120/220 I V/lC

I I

~-+~~~~~~ .. ~~~~ tllC

A.-~----~~------~~~~~ TtA elll

Controller/Charger Power Circuit Topology

3 - 31

FI - . ,,. - 120/220

VI>C.

01~~ Tn C1B .

--'---- • - C3 .. r' -- C4

C2B

Ttl 01 At.' . sc ..

fl •

• C4 - (C1A + C2AI. BREAKER OPEN

Figure 3.3-2 Controller/Charger Power CirCUit - Breaker Open

3 - 32

The power transferred from the ac line to the propuls10n battery is a

function of the ac 11ne voltage, the capac1tance of CIB, C2B and C4, the

frequency at wh1ch SCR7 and SCRB are gated (fg) and the efficiency of the

resonant LC circu1t. Since C1rCUl.t operation is the same when either SCR7 or

SCRB is gated, the power transferred to the propulsion battery 18 der1Ved

assum1ng SCR7 1S conduct1ng.

Each t1me SCR7 18 gated, energy stored 1n capac1tors CIB and C2B 1S

transferred to the magnet1z1ng inductance (L) of transformer w1nding TIA.

S1nce the C1rcu1t formed by CIB, C2B, TIA and SCR7 1S a resonant c1rcuit the

current 1n w1nd1ng TIA w111 1ncrease 1n a s1nu80idal manner w1th the max1mum

current (1m) be1ng a funct10n of L, CT and the 1n1t1al voltage (Voc ) on CIB as

g1ven by;

(1)

where CT 1S the total resonant c1rcuit capac1tance and 1S equal to the sum of

CIB plus C2B 1n parallel w1th C4. When the current 1n wind1ng TIA is at its

maximum value the voltage across capacitor CIB will be zero. As the current

decreases from 1tS maX1mum value capac1tors CIB and C2B will charge up with

polar1t1es opposite those shown 1n Figure 3.3-3. When the voltage across

capac1tor CIB has charged to a value h1gher than the propulsion battery

voltage as determ1ned by the A and B w1nd1ng turn rat10, rectifier 07 will be

forward biased and current will transfer to winding TIB, 07 and the propulsion

battery. When th18 occurs the voltage across capac1tor CIB w111 be higher

than the reflected voltage across w1nd1ng TIA and SCR7 will be reversed biased

and turn-off.

The p01nt at which rect1her 07 1S forward-biased,

Figure 3.3-4, 1S given by;

shown as e

(2 )

'I' 1G

where VC4 18 the voltage on capac1tor C4 and VOC 1S the 1n1t1al voltage on

capac1tor CIB. The current 1n the magnet1z1ng 1nductance, L, of w1nd1ng TIA

3 - 33

fl ---

-.=- + --ClA .. 1' ----

(25981

Figure 3.3-3

• TIl

07~~ ')

>. nl

C4

TIl ~~

I . 01

Charger Current Paths after SCR7 Gated

3 - 34

DI

~---- 120/220 _-,",rT""\.~ VAC

VOC CAPACITOR VOLTAGE (CI)

1M WINDING TIA CURRENT

07

•• I •••

•• . ' . ••••••

••••••• ••

DEGREES

FORWARD - BIASED

FIgure 3.3-4 Capacitor Voltage and Winding Current (TIA) after SCR7 IS Gated

3 - 35

(2567J

when rectifier D7 1S forward biased is g1ven by;

IT = Imsin aT (3)

The power available for charg1ng the propulsion battery 18 determined by the

combined frequency at which SCR7 and SCRB are gated and the angle (aT) at

which rect1fier D7 becomes forward biased as given by;

(4)

Combining equations 1, 3 and 4 the expression for the total power available

for transfer to the propulsion battery becomes,

Each thne the resonant c1rcuit 1S cycled (SCR7 or SCR8 gated) a f1xed

percentage (Kc) of the in1tial energy stored 1n the total resonant cHcuit

capacltance, CT, 1S dissipated. The power lost can be expressed as,

Subtractlng the total power lost (eq. 6) from the total power available (eq.

5) we obtaln the following expreSS10n for the charger output power.

(7)

The expression for charger efficiency is defined as;

(8 )

Substitut1ng equations [5] and [7] into equation [8] we obtain;

3 - 36

As 1S evident from equat10n [9] charger eff1c1ency 1S prunarily dependent on

the resonant C1rcu1t loss factor (Kc) and the angle (aT) at which rectifier D7

becomes forward-b1ased.

3.3.2 Circu1t Parameters

The charger c1rcuit parameters estab11shed by the inverter motor1ng

requirements are; the magnet1zing inductance of transformer w1nding TIA (L),

the total 1nverter commutat1on capacitance (Cl+C2) the battery f11ter

capacitance, C3, the transformer turns ratio (NB/NA) and the current ratings

of thyr1stors SCR7-8 and rect1f1ers D7-D8.

Flex1bility in ta11or1ng the performance of the charger was made

poss1ble using C1rcu1t breaker pole CBID shown 1n F1gure 3.3-1. This breaker

pole allowed the charger resonant C1rcu1t capac1tance to be decreased and the

thyr1stor (SCR7/8) gating frequency to be 1ncreased in order to maximize the

charger 1nput ac 11ne power factor. The charger resonant C1rcu1t capacitance

was selected based on the output power requ1red and the maximum frequency at

wh1ch thyr1stors SCR7/8 can be gated.

The max1mum gating frequency of thyr1stors SCR7/8 1S approximately

13kHz and 1S a funct10n of the transformer TIA wind1ng 1nductance, the charger

circu1t capac1tance, the time requ1red to transfer current from thyristor SCR7

to rect1fier D7, the thyristor reverse recovery t1me and the margin needed to

allow SCR7 to regain 1ts block1ng capability before thyristor SCR8 is gated

on. Charger output power at 13 kHz is shown in F1gure 3.3-5 as a function of

charger circu1t capac1tance, CT, for 120 Vac operation at low line

condit10ns. For a charger output power capabihty of 2000-2500 watts at 108

Vac the required charger c1rcuit capacitance is 1n the range of 10-13 ufo The

capacitance values selected were 8 uf for CIB and C2B and 10 uf for C4 for a

total circu1t capacitance of 12.4 ufo

To prov1de a charger output power of 3 kW at 220 Vac with a 20 amp ac

line circuit breaker the input capacitance, C4, must be small to m1nimize the

ac line reactive current. The relat10nship between power factor and input

capacitance, C4, is shown 1n Figure 3.3-6. To achieve an input power factor

3 - 37

40

C'I

3.0 3: .:Jt

a: w 3: 0 2.0 Q.

~ ~ Q. ~ :J 0

1.0 KC = 0.10

0T = 1200

0.0 0 8 16 24

CHARGER CIRCUIT CAPACITANCE,

C1B + C2B I/C4, IJF

Figure 3.3-5 Charger Output Power at Maximum Gating Frequency - - - 108 VAC

3 - 38

100% Q

~ 95% '"'

a: 90% 0 .... (J 85% « u. a: 80% w 3: 0

75% a.. Output Po_r - 3 kW

LIRe Voltage - 220 VAC 70%

65% 0 50 100 150

AC LINE INPUT FIL TER CAPACITANCE,

C4 - p.F

Figure 3.3-6 Charger Power Factor VS. Input Capacitance - C4

3 - 39

greater than 90% at 220 Vac and 3 kW the Lnput capacLtance must be less than

100 ufo The Lnput lLne capacLtor must also have a hLgh nus current rating,

SLnce Lt fLlters the current pulses generated by the resonant LC circuLt, and

a voltage ratLng consLstant wLth 220 Vac operatLon (L.e. 400 volts). To

satLsfy all three requLrements the Lnverter commutatLon capacLtors were used

as Lnput capacLtors durLng charger operatLon. The capacLtance of CIA and C2A

Ln serLes 10 ufo The RMS current and peak voltage ratLng of CIA is 200 amps

and 500 volts.

3 - 40

3.4 Inverter/Charger Package

The major areas addressed to s1gm.£lcant1y reduce the package weight

and volume are 11sted 1n Table 3.4-1. M1n1m1z1ng the commutat10n circuit

losses descr1bed previously was obv10us1y 1mportant to ach1ev1ng the desired

reduct10n 1n package we1ght and volume. The use of a11-po1yprop1yene

commutation capac1tors and powdered mo1yperma110y transformer core material

resulted 1n s1gn1f1cant reduct10ns 1n the d1ssipat10n of these components w1th

the result that the 1nverter has the capab111ty to operate cont1nuous1y 1n

both s1x-step and PWM modes of operat10n. The use of forced a1r cool ing,

doub1e-s1de cooled sem1conductors (to reduce the sem1conductor Junct10n to

amb1ent-a1r thermal res1stance) and heats1nks s1zed spec1f1ca11y for each

sem1conductor were all contr1but1ng factors 1n reduc1ng the package we1ght and

volume.

3.4.1 Mechan1ca1 Descr1pt10n

The 1ntegra1 1nverter/ charger power stage package 1S shown 1n F1gure

3.4-1. The volume and we1ght of the power stage 1S .048m3 (2907) 1n3 and 47

kg 003 1bs). A compar1son of package d1menS1ons, volume and we1ght with

prev10us1y developed e1ectr1c veh1c1e 1nverter power stages 1S presented 1n

Table 3.4-2. The s1gn1f1cant reduct10n 1n we1ght and volume, espec1a11y

cons1der1ng that an 1s01ated 3.6 kw battery charger is 1nc1uded in the same

package, can be expected to d1spe1 the m1sconcept10n that thyr1stor inverters

must by nature be large and heavy. As 1nd1cated 1n Table 3.4-1 the ac

inverter/charger package 1S smaller than the dc controller developed for the

ETV-1 electric veh1c1e.

A factor 1n reducing the package volume was mounting the power

components on both s1des of a central panel. The end result 1S shown in

F1gure 3.4-2 w1th the sem1conductor dev1ces located on the bottom and the

commutat10n components, £l1ter capac1tors and C1rcu1t breaker located on the

top of this central panel. This approach prov1ded two advantages; 1) 1t

allowed the a1r-flow through the semiconductor heats1nks to be max1m1zed by

baff11ng the a1r flow through the top half of the package and 2) 1t m1n1mized

the package paras1t1c inductances.

3 - 41

TABLE 3.4-1

Areas Addressed to Reduce Package Volume

Component Losses Reduced

Double-side Cooled Semiconductors Used

Forced Air-cooling

Heatsinks Sized Specifically for Each Device

Two-level Package Design

Table 3.4-2

Inverter Power Stage Package Comparison

Vol m2 (in3) Weight kg (1bs) Dimensions cm (in)

Gould (DEN3-60) .087 (5292) 61

GE (DEN3-59) .130 (904) 59

Eaton (DEN3-125) .083 (5040) 60

GE (ETV-1, de) t .052 (3168) 43

Gould (DEN3-249)* .048 (2907) 47

t Includes non-isolated 2.5 kW battery charger

* Includes Isolated 3.6 kW Battery Charger

3 - 42

(135) 7lx53x23 (28x2lx9)

(130) 96x66x20 (38x26x8)

(131) 7lxSlx23 (28x20x9)

(95) S6x41x23 (22x16x9)

(103) 48x43x23 (l9x17x9)

CHARGE CONNECTOR

Figure 3.4·1

CIRCUIT BREAKER

-------.-----------.----------48cm (19")

Integral AC Inverter / Charger Power Stage Packa~le

3 - 43

CONTROL CONNECTOR

MOTOR CABLE CLAMPS

BATTERY CONNECTOR

(2996)

CIRCUIT BREAKER

12

D7 SCR7 SCRS D8

(2991)

Figure 3.4-2 Inverter / Charger Package - Cover Removed

3 - 44

3.4.2 Package Weight and Volume

The welght of the lndlvldual components and assemblles used in the

inverter/charger power stage are hsted 1.n Table 3.4-3. Included with the

1.nverter/ charger package 1.S a removable fan assembly, wh1.ch has been slzed

speclflcally for dynamometer testlng. Utlllzing vehlcle ram air would

slgnificantly reduce the welght and volume of the fan assembly.

The ma1.n thyrlstors (SCRl-6) requlre the largest heatsinks as a result

of the lnverter peak and steady-state power requlrements. The main rectlfier

heatsink assembly 15 40% smaller as theu average disSlpation 15 lower and

thelr maximum Junctlon temperature 15 higher than the maln thyristors (175°C

versus 125°C). In a slmlllar fashion the d1.SS1pat1.0n of the commutation

thyrlStors (SCR7-8) lS greater than the energy recovery rectlhers. The

weight dlStributlon of the power stage components by functlon 15 shown in

Flgure 3.4-4. As expected the commutatlon components account for the largest

percentage ~37%) of the power stage weight.

3 - 45

TABLE 3.4-3

Inverter/Charger Component Weights

Ma1n Thyr1stor Assy (SCRl-6)

Ma1n Rect1f1er Assy (Dl-6)

Com Thyr1stor Assy (SCR7-8)

Clamp Rect1her Assy (D7-8)

Cornmutat10n Transformers (Tl-2)

Commutat1on Capac1tors (Cl-2)

C1rcu1t Breaker

Battery F11ter Capac1tors (C3)

Enclosure Alum1num Panels

Component Mount1ng Panel

Bus Bars

Cable

Current Transducer

Gate Dr1ve & Snubber PCB's

Battery Shunt/Fuses

M1SC (Control Cable, Connectors, Hardware, Etc.)

Total (Inverter/Charger)

Fans

Fan dc/dc Converter

Mount1ng Panel

Total (Fan Assembly)

3 - 46

~

5876

3516

1906

1146

9734

4568

2937

2826

4911

2703

2198

667

1024

612

575

1569

46762

2024

817

575

3416

lbs

(13)

(8)

(4)

(3)

(22)

(10)

(6)

(6 )

(11)

(6 )

(5)

(1)

(2)

(1)

(1)

(4 )

(103 Ibs)

(4 )

(2)

(1)

(7.5 lbs)

TABLE 3.4-4

Inverter/Charger -- Weight Distribution

Commutation Circuit Components

Transformers (20.8%)

Capacitors (9.8%)

Semiconductors/Heatsinks (6.5%)

Main Semiconductors/Heatsinks

Thyristors (12.6%)

RectifLers (7.5%)

37.1%

20.1%

Enclosure and Structural Components 16.3%

Circuit Breaker 6.3%

Bus Bars and Cable 6.1%

Battery Filter Capacitors 6.0%

Misc. (Fuses, Control Cable, Connectors, Etc.) 5.6%

Current Transducers/Shunts 2.5%

3 - 47

4. TEST AND EVALUATION

4.1 Charger Operat10n

Operation of the 1ntegral on-board battery charger is descr1bed with

eff1ciency. power factor and charge prof1le test results presented.

Operat10n of the on-board charger requ1res connect1ng the charge cable

from the ac hne 1nterface un1t to the power stage and placing the keyswitch

1n the charge pos1t10n. The charge control electron1cs will automatically

move the power stage c1rcuit breaker to the charge position. close the ac l1ne

contactor located 1n the interface unit and after a 10 second time delay

act1vate the charger. The 1n1t1al battery charge current will be selected

automat1caUy depend1ng on the ac lLne voltage applLed to the charger. For

example. the 1n1tial charge current w1ll be 10 amps at 120 vac and 20 amps at

220 vac.

4.1.1 120 Vac Operation

Measured charger eff1c1ency and power factor as a funct10n of charger

output power 18 presented 1n F1gure 4.1-1 for 120 Vac operat10n. As shown.

charger efhc1ency is constant at approx1mately 80% over a wide output power

range. Charger power factor at 120 Vac and rated output power(l.8kW) is in

the range of 95%. The input ac line current waveform at 120 Vac and an output

power of 1.8 kW 1S shown in Figure 4.1-2. The total harmonic distortion of

the current waveform shown in Figure 4.1-2 is 12%.

4 - 1

U. Q.

100% ~----------------------------~

90%

u.: 80% u. w

EFFICIENCY

70%

60% +--"T"""'"""---,----r-"""'T"'"-""T"'""'-r----,.-......

o 0.8 1.6 2.4 3.2 CHARGER OUTPUT POWER, kW

(2586)

Figure 4.1-1 Charger Efficiency/Power Factor YS. Output Power @ 120 VAC

4 - 2

.- 0

10 A/DIV 2 mSEC/DIV

(2608)

Figlure 4.1-2 AC Line Current Waveform at 1.8 kW - - - 120 V AC

4 - 3

4.1.2 220 Vac Operation

Measured charger efficiency and power factor as a function of output

power u presented 1n F1gure 4.1-3 for 220 Vac operation. At th1S ac line

voltage charger eff1ciency 1S constant at approx1mately 86% over a wide output

power range. Charger power factor at 220 Vac and rated output power (3.6 kW)

1S 1n the range of 95%. The 1nput ac line current waveform at 220 Vac and an

output power of 3.7 kW 1S shown in Figure 4.1-4. The current pulses presented

to the ac llne by the resonant charger power stage are evident in Figure 4.1-

4.

The charge proflle obta1ned at 220 Vac is presented in Figure 4.1-5.

The charger control circuit implements a dual-level constant current profile

selected pr1mar1ly for its adaptab1lity to different types of propuls1on

batter1es. Dut to th1S flex1b1lity the part1cular charge profile used is not

opt1m1zed for a speciflc battery. The charge profile has three distinct

operat1ng regions. These three regions are; 1) the constant initial charge

current reg1on, 2) the constant voltage region and 3) the constant finish

current region. The measured battery voltage and current as a function of

t1me are both presented in Figure 4.1-5. The measured temperature rise of

selected power components during charger operation at 3.7 kW is shown in

Figure 4.1-6. The locat1on of these components within the power stage

enclosure is shown in Figure 4.2-15.

4 - 4

100%

POWER

90% FACTOR

LL EFFICIENCY

a. - 80% LL LL w

70%

60% +--~-r-----'r----r---.--......---...-----I

1.0

Figure 4.1·3

2.0 3.0 4.0 5.0 CHARGER OUTPUT POWER, kW

(2587)

Charger Efficiency/Power Factor vs. Output

Power @ 220 VAC

4 - 5

o

10 A/DIV 2 mSEC/DIV

(2609)

Figure 4.1-4 AC line Current Waveform at :3.7kW - - - 220 VAC

4 - 6

VBAT 'sAT

180 28

170 24

160 20 "sAT

150 16

140 12

130 8

120 4 IBAT

110 0

0 2 4 6 8 10

CHARGE TIME, HOURS

Figure 4.1-5 Charge Profile at 220 VAC - - - Nominal 132 Volt Battery (80% 000)

4 - 7

30 I u 20 0

w CI)

~ SCR7 Q.

~ w t-

10

01

0 0 8 16 24 32

TIME, MINUTES

Figure 4.1·6 Charger Component Temperature Rise (Smk - Amb) @3.7 kW·· 220 VAC

4 - 8

4.2 Inverter Operation

Inverter operation requires that the keyswitch be moved to the off

position, the charge cable be disconnected from the power stage, the power

stage circuit breaker be moved manually to the motoring position and the

keyswitch be moved to the motor position.

After the key switch is moved to the motor position the commutation

c~rcuit w~ll cycle to charge the commutation capacitors to the required

voltage level and the motoring status lights on the control electronics

enclosure will light momentarily. Moving the direction selector to either the

forward (FWD) or reverse (REV) posit~on and rotating the accelerator control

knob will activate the main thyristors and initiate motoring operation.

4.2.1 Power Loss/Efficiency Data

Measured inverter power loss during six-step motoring operation is

presented in Figure 4.2-1 as a function of motor RMS line current. The

measured inverter and motor efhciency (20 hp ac induction motor) at motor

shaft speeds of 785 rad/sec (7500 RPM), 576 rad/sec (5500 RPM) and 189 rad/sec

(1800 RPM) is presented 10 Figures 4.2-2, 3 and 4 respectively. Motoring

operation at 189 rad/sec (1800 RPM) corresponds to operation in the pulse­

width-modu1ation (PWM) region wh~ch occurs at motor speeds below approximately

471-524 rad/sec (4500-5000 RPM) depending on load. PWM operation is

characterized by an ~ncrease in commutation frequency to decrease the time the

main thyristors are on and the applied motor voltage. The motor line current

during PWM operat~on at 189 rad/ sec (1800 RPM) and 10 hp is shown in Figure

4.2-5.

4 - 9

4.0

3.0 3: ~

~' o ...J a:: 2.0 w 3: ~

1.0

0.0 50

Figure 4.2-1

150

Motoring· . Six..step 132 Volt Battery

250 350

MOTOR RMS LINE CURRENT, AMPS

450

AC Controller Power Loss vs. Motor Line Current

4 - 10

100 ~----------------------------~

90

crP.

> Co) z w 80 Co)

LL. LL. w

70

5

Figure 4.2·2

CONTROLLER

MOTOR

2Ohp. 36V .. 60Hz MOTOR

15 25 35 45

MOTOR SHAFT POWER, hp

(2621)

AC Controller/Motor Efficiency vs. Motor Shaft Power at 785 RAD/SEC

(7500 RPM, Six-Step)

4 - 11

100

~ ....

90 CONTROLLER

;i!.

> U Z w 80 MOTOR U u.. u.. w

70

2Ohp, 36V • 50Hz MOTOR

5 15 25 35 45

MOTOR SHAFT POWER, hp

(2622)

Figure 4.2-3 AC Controller/Motor EffIciency vs. Motor Shaft Power at 576 RAD/SEC

(5500 RPM, SIX -Step)

4 - 12

100~--------------------------

90

ae. > (,) Z w 80 (,)

u.. u.. w

70

20hp. 36V • 60Hz MOTOR

60+---~----~--~--~~--~--~

o 5.0 10.0 15.0

MOTOR SHAFT POWER, hp

Figure 4.2-4 AC Controller/Motor EffIciency vs. Motor Shaft Power at 189 RAD/SEC

(1800 RPM, PWM)

4 - 13

(2623J

Figlure 4.2-5

-0

200A/DIV

(2610)

Motor Current Waveform at 189 RAD/SEC (1800 RPM) 10hp

4 - 14

4.2.2 Power Loss Breakdown

An important step in reducing the l.nverter power stage weight and

volume was obtaining a reliable estimate of the inverter losses. Thl.S was

accompll.shed uSlng a computer model of the inverter, motor and propulsion

battery that allowed l.nverter losses to be determined under different steady­

state operatl.ng condl.tl.ons. The model utilized the ac induction motor

equivalent Cl.rcul.t shown in Figure 4.2-6. The motor parameters shown in

Fl.gure 4.2-6 are the stator (Rl) and rotor (R2) resl.Stance, the stator (xl)

and rotor (X2) leakage reactance, the magnetizing reactance (Xm) and the iron

and stray load losses (Rc). Information on how the above motor parameters

vary as a function of motor operatl.ng condl.tions was obtained from Gould's

Electric Motor Dl.vision. This information included magnetizing inductance as

a function of motor voltage, stator and rotor leakage reactance as a function

of current and frequency, iron losses as a function of voltage and frequency

and stray load losses as a functlon of voltage, frequency and rotor current.

Inverter losses were calculated by performing a fourier analysis of the

l.nverter output voltage waveform to determine the fundamental and harmonic

voltages applied to the motor. The motor equivalent circuit was determined at

the fundamental and harmonl.c frequencies and used in combination with the

l.nverter harmonic voltages to produce a representation of the motor line

current. The reconstructed and actual motor ll.ne current are presented in

Fl.gure 4.2-7 for comparison. The main thyristor losses were calculated using

the reconstructed motor line current waveform by numerically integrating the

produc t of the motor hne current and l.nstantaneous thyristor voltage drop

between 0 and 180 electrical degrees. The calculated main thyristor (SCRl-6)

power dissipation as a function of motor RMS line current is presented in

Fl.gure 4.2-8 for motorlng operation at 576 rad/sec (5500 RPM).

The commutatl.on thyrl.stor power dl.ssipatl.on was calculated using the

peak motor ll.ne current obtal.ned from the reconstructed motor line current

waveform. The calculated thyristor losses l.nclude both turn-on and conduction

losses. The power dl.ssipation of the commutation thyristors (SCR7-8) is

shown in Flgure 4.2-9 as a function of motor RMS line current and frequency.

4 - 15

The losses of the commutation transformers were calculated based on the core

loss data obtained uSing the resonant frequency test procedure. The total

transfonner losses are presented in Figure 4.2-10 and were based on the

calculated RMS current in the TlA and TlB windings, the measured resistance of

these windings and the core loss data. The significant increase in

transformer losses at higher current levels is a result of the TlA winding

being in series With the load. A breakdown of inverter losses at 576 rad/sec

(5500 RPM) for motor shaft power levels of 15 and 45 hp is presented in Table

4.2-1.

4 - 16

(0481)

Figure 4.2-6 AC Induction Motor - Simplified Equivalent Circuit

4 - 17

200A/DIV

-0

800.,-------,

600 ... ---...1.'-----'---1 _ ......... _, --......... ---'--...... ......&-.-,-""'""'-----o 40 80 120 160 200 240 280 320 360

DEGREES

Figure 4.2-7 Reconstructed Motor Current Waveform at :~Ohp/419 RAD/SEC (4000 RPM)

4 - 18

(2611)

2000 '" C'J

1600 en ~ ~ « 3: , z 1200 0 i= « Q.

en en C 800 a: w 3: 0 Q.

400 SCR1-6

100 200 300 400

MOTOR RMS LINE CURRENT

Figure 4.2-8 Mam ThYrIStor Power DiSSipation vs. Motor Lme Current (Calculated)

4 - 19

200 250 Hz

(I)

~ ~ 150 ~ 3: 183Hz

Z 0 ~ ~ 100 ~

(I) (I)

c a: w 50 SCR7·8 3: SIX·STEP OPER 0 ~

50 150 250 350 450

MOTOR RMS LINE CURRENT

(2596)

Figure 4.2·9 Total Commutation ThYristor Power Loss vs.

Motor Line Current (Calculated)

4 - 20

800

en ~ ~

600 ~ ~

Z 0 ~ ~ 400 Q.

~ C a:: w ~ 200 0 Q.

Tl - T2

0

100 200 300 400

MOTOR RMS LINE CURRENT

Figure 4.2-10 Total Commutation Transformer Power Loss vs.

Motor Current (Calculated)

TABLE 4.2-1

Inverter Power Loss Breakdown at 576 rad/sec (5500 RPM) (Calculated)

Motor Shaft Power

Main Thyr~stors (SCRl-6)

Ma~n Rectifiers (Dl-6)

Commutation Thyristors (SCR7-8)

Energy Recovery Rectifiers (D7-8)

Commutat~on Transformers (Tl-2)

Commutat~on Capacitors (C1-C2)

Snubbers's

Control Power Supply

Inverter Resistance

Motor Cables

Total

4 - 22

41%

8

11

6

12

2

2

8

5

5

100%

47%

4

4

3

16

1

1

2

12

10

100%

4.2.3 Component Temperature Rise

The measured temperature rise of selected power stage components is

presented ~n Figures 4.2-11, 12 and 13 for motoring operation at shaft speeds

of 189 rad/sec (1800), S24 rad/sec (SOOO) and 681 rad/sec (6S00 RPM).

Component temperature rlSe during regenerat~on at 681 rad/sec (6S00 RPM) is

presented ~n F~gure 4.2-14. The specific components monitored were main

thyristor SCRS, ma~n rect~fier D1 and commutation thyristor SCR7. The

location of these components within the power stage enclosure is shown in

F~gure 4.2-1S. A~r flow direction through the package is indicated in Figure

4.2-1S. S~nce thyristor SCR7 is located at the outlet it will operate at a

higher ambient temperature than main thyristor SCRS. As is evident the main

rectifier heatS1nks are significantly smaller than the main thyristor heat­

sinks to take advantage of their lower d~ssipation during motoring operation

and their higher junction temperature rating.

The inverter steady-state power rat~ng is 11.2 kW (lShp). As indicated

~n F~gure 4.2-13 the temperature rise of thyrlStor SCRS is only 9°C at this

power level. During an acce1erat~on from 40-88.S km/h (2S-SS mph) at 33.6 kW

(45hp), however, the ma~n thyristor d~ssipation ~s approximately 300 watts and

the Junct~on temperature must remain below 12SoC at this operating point. For

a Junction to heats~nk thermal res~stance of 0.13 °C/W (GE C384), a 10°C rise

~n a1r temperature above ambient (SCR1) and an ambient temperature of 49°C the

1n~tta1 Junct10n temperature of thyristor SCR1 at 4Shp will be 107°C. The

18°C difference between the 1nitia1 and max~mum junction temperature is

ava~lab1e for transient operat1on (~.e., 16 seconds at 4Shp).

Dur1ng PWM operation at S24 rad/sec (SOOO RPM) the commutation circu~t

~s operating at its maximum motoring frequency (i.e., approximately lS00

commutations per thyristor) and the diss~pation of thyristor SCR7 is at its

max~mum value. For th~s operating condition the heatsink to ambient

temperature rise of thyristor SCR7 is approximately 40°C as shown in Figure

4.2-12. At an ambient temperature of 49°C the Junction temperature ~s

aproximate1y 11SoC and 1S below the max~mum junction temperature of 12SoC. At

the above PWM operat~ng pomt (i.e., 7.S kW (lOhp) @ S24 rad/sec (SOOO RPM»

the temperature rise of the commutation transformer winding was 46°C and the

temperature rise of the commutation capacitor case (C1) was only SoC.

4 - 23

50

40

0 0

eel ~ ~ 30

~ z CI)

w en 20 a: Q. ~ W ~

10

0 0

Figure 4.2-11

~ SCR7

~

01

SCR5

132 Volt Battery

50 100 150

MOTOR SHAFT POWER, HP

Measured Component Temperature Rise vs. Motor Shaft Power (MotormQ - - -189 RAD/SEC (1800RPM) PWM)

4 - 24

50

SCR7

U 0 40 cri ~ <t I ~ z 30 en w en a: w a: 20 ::J ........

-01 .... <t a: w

~SCR5 Q.

~ 10 w ....

132 Volt Battery

0

0 50 10.0 15.0

MOTORSHAFTPOWER,HP

(2581)

Figure 4.2-12 Measured Component Temperature Rise vs. Motor Shaft Power (Motoring - - - 524 RAD/SEC (5000RPM) PWM)

4 - 25

50

40 U 0

fli ~ «

I 30

~ Z en w en 20 a: Q..

~ w ~

10

0

0

Figure 42·13

~ Ltl ~

SCR7

01

SCR5

132 Volt Battery

10 20 30

MOTORSHAFTPOWER,HP

Measured Component Temperature Rise vs. Motor Shaft Power (Motoring· .. 681 RAO/SEC (6500 RPM) SIX· Step)

4 - 26

80 ~ ~

(,J 0

60 ai D1 ~ < I ~ z 40 en w en a: SCR7 a.. ~ 20 w ~

132 Volt Battery

0 0 10 20 30

MOTOR SHAFT POWER, HP

Figure 4.2·14 Measured Component Temperature Rise vs. Motor Shaft Power (Regeneration· •• 681 RAD/SEC (6500 RPM) SIX· Step)

4 - 27

SCR7

D1

SCR5

AIR FLOW

(2998)

Figure 4.2·15 Inverter / Charger Pac:kalle - - Bottom View

4 - 28

4.2.4 Motor Torque/Speed Curve

The maximum measured motor shaft torque versus motor speed 1S shown 1n

F1gure 4.2-16. Below approx1mately 419 rad/sec (4000 RPM) the 1nverter is 1n

the PWM operat1ng reg10n and above 419 rad/sec 1t 1S 1n the six-step operat1ng

reg10n. The test results presented were obta1ned uS1ng a 20 hp ac 1nduct10n

motor hav1ng a voltage rat1ng of 36 volts at 60 Hz, along w1th a 132 volt (at

2.0 V/cell) battery. The peak shaft power obtained varied from 35 kW (47 hp)

at 471 rad/sec (4500 RPM) to 30 kW (40 hp) at 744 rad/sec (7100 RPM). During

these cond1tions, the battery term1nal voltage var1ed between 123 and 129

volts. The peak motor shaft torque obta1ned at 209 rad/sec (2000 RPM) was 60

N-m. Opt1m1z1ng the des1gn of both the control electron1cs and ac induction

motor together as a system would result 1n 1ncreased motor torque dur1ng PWM

operat10n.

The shape of the torque curve 1n F1gure 4.2-16 for frequenc1es below

419 rad/sec (4000 RPM) requ1res some d1scuss10n. The non-monoton1C nature of

th1s curve 1S due to the part1cular set of control electron1cs and motor used

to exerC1se the power stage. S1nce the work in this contract d1d not 1nclude

the development of a matched set of control electronics and motor, a set of

electron1cs developed for a d1fferent power stage (Contract DEN3-60) and an

ava11able motor were used to obta1n data to generate this curve. As a result,

adverse 1nteract10ns between the controller, power stage, and motor occurred

dur1ng certa1n cond1t10ns such as eX1sts when the motor shaft speed 1S

approx1mately 350 rad/ sec. The d1p in torque at th1S speed occurs from a

certa1n ch01ce of motor sl1p fequency combined w1th a part1cular PWM pattern

and its corresponding harmon1c generat1on. Such harmon1c currents in this

part1cular motor causes the power stage to go into cyclical shut-down due to

over-current cond1t10ns. As stated above, an overall system design based on

th1s power stage along with a custom motor and custom set of control

electronics could eliminate such problems and produce a much smoother torque­

speed curve for the system.

4 - 29

90

80

70

60 ~ I

Z 50 w :>

40 0 a:: 0 f- 30

20

10

0

0

PWM SIX STEP

132 Volt Battery Motor Ratong =

20HP@60Hz

2000 4000 6000 8000

MOTOR SHAFT SPEED, RPM

I I I i

209 419 628 838 MOTOR SHAFT SPEED, RAD/SEC

Figure 42-16 Motor Maximum Shaft Torque vs Motor Speed

4 - 30

5. RESULTS AND CONCLUSIONS

The feasibility of incorporating an on-board battery charger into the

inverter, previously developed by Gould under NASA-Lewis Contract DEN3-60, was

successfully demonstrated. The resulting isolated battery charger has a rated

output power of 3.6 kW at 220 VAC with an efficiency of 86% and power factor

of 95% at rated power. Charger operation at power levels up to 1.8 kW at 120

VAC is also possible.

The design objective of significantly reducing the weight and volume of

the combined inverter/charger package was successfully achieved. The

resulting power stage package weighs 46.8 kg (103 lbs) and measures 49x44x24

cm (19x17x9 in). This is a relatively small package considering that a 50 kVA

three-phase inverter and a 3.6 kW isolated battery charger are both provided

within the same package.

The third objective of increasing the inverter efhciency and peak

power capability was also successfully achieved. The inverter peak power

capability as measured at the motor shaft was increased from 26.1 kW (35 hp)

to 33.6 kW (45 hp). Inverter efficiency was increased from 90 to 93% at a

motor shaft power of 15 kW.

The major conclusions resulting from the design and laboratory test of

the integral inverter/battery charger are;

1) Use of the inverter commutation circuitry as a battery charger

converted the disadvantage normally associated with this circuitry

into a significant advantage.

2) The input-commutated thyristor inverter has the potential to be a

rugged and reliable inverter for use in electric vehicle applications.

3) Further development work is needed to significantly reduce the cost

and complexity of the control electronics.

5 - 1

4) Development of an ac induction motor specifically for use with the

input-commutated inverter is needed.

5) Development of a PWM switching strategy designed specifically for

the input-commutated inverter is recommended (DEN3-60 recommenda­

tion)l.

5 - 2

6. APPENDICES

AppendlX A Charge Control Board Description

AppendlX B Set-up Instructlons for Inverter/Charger

AppendlX C Schematics and Drawlngs

6 - 1

Several protection and lnterlock features are incorporated into the

charger control electronics. These protection features are;

Note:

1) The motorlng functlon lS disabled while the charge cable is

connected.

2) Should the battery voltage, durlng charger operation, exceeds 2.75

volts/cell the charger wlll shutdown. For example, if the propul­

Slon battery lS accidently disconnected durlng charger operation.

3) A 20 amp clrcuit breaker lS included ln a separate ac line interface

unit. ThlS unit would be located at a permanent charging facility.

4) Power lS not avallable on the battery charge cable, which connects

to the power stage, untll the charge cable lS connected to the power

stage and the keyswitch lS turned to the charge position. This

safety feature lS provlded by the ac llne interface unit.

Use of the ac llne interface unit lS not required for charger

operatlon however, lt is recommended that it be used for safety

reasons.

5) Should the charger not transfer to the finlsh current reglon after a

pre-determlned period of time (Tl in Figure A-l) the charger will

shutdown and the charger fault indlcator on the control enclosure

wlll light. This is an indication of a possible defective battery.

A - 3

Appendix B

Set-up Instructions for Inverter/Charger

Presented in this section is the information required to initially

apply power to the inverter and battery charger. The major system components

are;

1) Inverter/Charger Power Stage (Unit 1)

2) Control Electronics (Unit 2)

3) Accelerator/Brake Assembly (Unit 3)

4) AC Induction Motor/Tachometer (Unit 4A/4B)

5) AC Line Interface (Unit 5)

The additional components supplied with this system are

6) Battery Connector (P5)

7) AC Line Cable to Interface Unit Connector (P3)

8) Motor Cables (Ml, M2, M3)

Prior to applying power examine the system control drawing (SK-142082)

to establish the location of each major component (Units 1-5) and how they are

interconnected.

Motor/Power Stage Connection

1) Remove the power stage top cover and locate the three (3) motor

bus-bar connections labeled Ml, M2 and M3.

2) Connect the motor cables labeled Ml, M2 and M3 to the power stage

bus-bars having the same labels. These cables must be routed

through the cable clamps and these clamps tightened.

3) Connect the motor cables to the motor leads labeled Ml, M2 and M3.

4) Replace the power stage top cover.

B-1

Inverter/Charger Power Check

5) Connect a l50V, 10 amp variable voltage supply to the battery

connector provided. This is a polarized connector and is marked

(+) for the positive supply lead and (-) for the negative supply

lead.

6) With the supply off connect the supply to the power stage.

7) Slowly increase the supply voltage from 0 to 150 volts. Move the

circuit breaker handle towards the motor cable clamps. The supply

current

towards

should be less than 0.2 amps.

the charge connector on the

current should be less than 0.2 amps.

8) Turn-off the supply.

Control Electronics Power Check

Move the breaker handle

power stage. The supply

9) Connect the tachometer polarized connector to the control

electronics.

10) Connect the accelerator/brake polarized connector to the control

electronics.

11) Place the accel/brake direction selector in the off position

(neutral) and rotate the accel and brake control knobs in a

counterclockwise direction until they stop.

12) Manually move the circuit breaker to the charge position - breaker

handle pointing towards charge connector on power stage.

13) Turn the keyswitch located on the control electronics front panel

to the off position.

B-2

14) Connect the control electronics to the power stage via the

polar1zed connector on the control cable.

15) Increase the power supply voltage to 120 volts.

16) Turn the key switch to the charge pos1t10n. The fans located on

the power stage should operate and the current drawn from the

supply should be approx1mately 0.6 amps. The overcurrent indicator

light located on the control electronics front panel will light

momentar1ly. The remaining indicator lights will not light.

17) Turn the key sW1tch to the off position.

18) Move the circuit breaker to the motor position - breaker handle

towards motor cable clamps on power stage.

19) Turn the key sW1tch to the motor position. The inverter power

stage wlll "beep" and the motoring indicator lights on the control

front panel wlll light momentarily. The fans will also operate.

The supply current should be approximately 0.6 amps.

20) Turn the key switch to the off pOS1t10n.

21) Turn the power supply off and remove the battery connector.

Battery Connection

22) Connect a nominal 132 volt propuls10n battery to the battery

connector observing the polarity marked on the connector.

23) Connect a separate contactor in series with the propulsion battery

to act as an emergency disconnect. This contactor also allows the

power stage input filter capacitor bank to be precharged before

battery voltage 1S applied to the inverter

B-3

Input f1lter capac1tor precharge

The input f1lter capacitor bank, located 1n the ac inverter power

stage, must be pre-charged to 120 volts prior to connecting the propuls10n

battery to the power stage. If this is not done the capacitor 1n-rush current

when full battery voltage 1S apphed will open the 200 amp input fuse (Fl)

located 1n the power stage (reference the system d1agram, SR-142082). Dur1ng

actual vehicle operat10n pre-charging the input capacitor bank could be

performed uS1ng e1ther the ma1n propUlsion battery or a 12 volt accessory

battery. S1nce ne1ther battery source 1S supplied with this system a separate

1nput capac1tor charg1ng C1rcu1t 1S requ1red.

The pre-charge C1rcu1t used dur1ng our testing 1S shown in Figure B-1

and allows the 1nput f1lter capac1tor bank to be charged to 120 volts prior to

connect1ng the propuls1on battery. Use of this circuit 1S described below;

24) Connect the pre-charge C1rcu1t out?ut leads permanently to the

battery power leads. Th1s connection can be made either at the

battery connector or the battery contactor.

25) Adjust the 1solat10n transformer secondary voltage for 90 volts

RMS.

26) W1th the battery contactor open connect the propulsion battery to

the power stage.

27) Charge the 1nput hlter capac1tor to 120 volts by clos1ng the

normally open push-button switch. Measure the voltage at the

output of the pre-charge C1rcu1t and as soon as the 1nput capacitor

is charged to 120 VDC close the battery contactor. The pre-charge

C1rcu1t 1S rated for transient operat10n only.

B - 4

2 AMP FUSE SLOW·BLOW

AC LINE 120VAC

Figure 8-1

VARIAC GENERAL RADIO W5MT3

100n 5W

ISOLATION TRANSFORMER TRIADN66A 115V e 217A

MOMENTARY PUSH·BUTTON SWITCH (115V,1AI

...&.. >--........ --....--. +

DIODE BRIDGE 4-MOTOROLA 1N4006

43000 lOW 120V

PROPULSION BATTERY

(2625)

AC Controller Input Filter Capacitor, Pre-Charge Circuit

B - 5

Charger Operation

28) Wire the ac line cable to the interface unit connector for 120 or

220 Vac operation as shown in the system diagram (SK-143082).

29) Pre-charge the input filter capacitor and connect the propuls ion

battery to the power stage.

30) Connect the interface unit charge cable to the power stage via the

polarized connector permanently attached to the interface unit.

31) Connect ac line voltage to the 1nterface unit via the cable wired

in step 28.

32) Turn the key switch to the charge position. The circuit breaker

will automatically move to the charge position, assuming it is

in1tially in the motor position, and after a 10 second time delay

the charger wlll operate. The initial charge current will be 10

amps at 120 Vac and 20 amps at 220 Vac.

Motoring Operation

33) Turn the keyswitch to the off position.

34) Disconnect the charge cable from the power stage.

35) Manually move the circuit breaker to the motor position - handle

pointing towards the motor cable clamps.

36) Pre-charge the input filter capacitor and connect the propuls ion

battery to the power stage.

37) Turn the keysw1tch to the motor position. After the keyswitch is

moved to the motor position the inverter will "beep" and the

motoring status lights on the control electronics enclosure will

light momentarily.

B - 6

38) Move the d1rect10n selector to forward (FWD) or reverse (REV) and

rotate the acceleration control knob to activate the inverter and

motor.

39) To stop, turn the accelerator knob to its minimum (MIN) position

and turn the regeneration knob to its maximum (MAX) posit10n.

40) Turn the key switch to off.

41) Disconnect the propulsion battery.

B - 7

Appendix C

Schematics and Drawings

This appendix contains the following drawings for the ac

inverter/charger power stage and control electronics. It must be emphasized

that these are being provided soley as an aid in interpreting the test results

presented in Section 4. The control system based on the circuits in this

appendix has not been matched to the inverter/charger developed during this

contract (DEN3-249) but rather have been adapted to provide a convenient means

of exercising the inverter/charger power conversion electronics in order to

carry out the required testing and evaluation for this contract. For optimum

overall system performance, it is recommended that the entire control system

be redesigned specifically for the inverter/charger power conversion

electronics described herein.

Figure

SK - 142082

SK - 110482

SK - 1102182

SK - 1102282

SK - 1102382

SK - 1102482

SK - 1102582

SK - 1102682

SK - 1102782

SK - 1102882

SK - 17882

SK - 17182

SK - 410482

SK - 4102182

SK - 4102282

SK - 4102382

SK - 4102482

SK - 4102582

SK - 4102682

SK - 4102882

System Control Diagram

Charger Control Circuit (AO)

Gate Drive Amplifiers (Al)

Commutation Thyristor Control (A2)

Main Thyristor Gating (A3)

Sine-Triangle Generator (A4)

Frequency Control (AS)

Signal Interface (A6)

I/O Board (An

Microprocessor Board (A8)

Tachometer Circuit (Unit 4B)

Gate Drive and Snubber Circuits

Charger PCB Layout (AO)

Gate Drive PCB Layout (Al)

Commutation Control PCB Layout (A2)

Main Thyristor PCB Layout (A3)

Sine-Triangle PCB Layout (A4)

Frequency Control PCB Layout (AS)

Signal Interface PCB Layout (A6)

Microprocess Board PCB Layout (A8)

C - 1

Page

C-2

C-3

C-4

C-5

C-6

C-7

C-8

C-9

C-10

C-11

C-12

C-13

C-14

C-15

C-16

C-17

C-18

C-19

C-20

C-2l

r'"'" ~ -r~ _-=-,.~. ~·::iB=:B~.;.::l · II L ,r,'!S_~ "" __ ~_' - -_~~J f~H ~----------------------------~~-----------r~~-------+~

CelA A9 05

,---1.-,« : ~ I 4 '" r . =';"'~--------""""''''-''r---------;-+--+1+-r--------rl-;;:;-ItT'" .... ,..,,, 13r

J? JI~ lW<

II II CA I ,Dr,

M2

.'13

"11

-~.:--;-:::::--- ~=- -- ,--__ -:r::::-"",. ~_\-- --- "'-

I

1 I

~ W4 CD"LE

rJN1iif..A

...----------..

-8?-~ 7E~r"",

_/

t- t ~- - n I p;?jCAl''-E I ACl~%'t0irlkFAc~-r

1/18. ~8?".,_ I ;:4/1.I~-+---------. L+--<~ I I I J II I, I lc~ _~~N B Y,w ,- ~S>4-~ +---+-----,

'" j I ('I I~ ~;:1 :~ 1~ • rTl~ all , .. [.

?2r IC2Cf.

J/

~. ~ ~I

. . , . , ~ , "

~~;l /CIo, A3 "'.. ~ 0':"'1" n . -. D2 {.! '~':'" .~ I ~-+'-"'-1 '''' ?+-f'1 ,.

U~~ITIm · I ~l~ 6

- - -~-- - -- t ~+U- - t-~ ~ ~ ~ -J3

----+-+---++----++-+-+----+----+-+: ;!l ~11 ~I ~; l

~ 11r.... :::: ~ ~,... f\" ! = ~ In ~ ()

.5"''''''''''''",

" • ~ '( ",- : ~;:, ~..:; , .:: .:;.... "> ~ .. ~. C'~rtlr;~ R,,-- ;; ~ ~ ... ;.-

______ ~.M""NrL- _______________ --_-__ ~ 1 __ - ---, ::~NM ~ I :;;S#EMAT' j;)/A&I-.qM en5 I

.- A - C""" I

Co,.,

;: 1<: ~ I(

~

" J .. " < , "

~

<

j" • 11 . ,

NlS:;IlB~E

WCD~

- I .-/~ I

;;>Ir\ C-",- ",,.~~~~ ~<f<fq:,,,~ ~~ __

't,('4~~;~q ~~~~~, ~q~~::~ . , • I; 'l '"l'lo..

~ ~ l' . . 11-11-111-1 +--"' JZ -1-1-1-1-1-1-_-_J"2 ___ ---4-i1-++++++++-+--_

PI 1 i.[!'t1-1'r i ~- PI P;?- 1t-.f2f-lf-Lf-Lff- - P2

-, +IT1tt~ ~ ;

SCfi>//::~ c/l-I'f:"c/r':- -:: A

~OR~ ~N/"I -: B

~:cr) ~

JtJ/~2 FA'IJ,. r PA~/Ff-

PI

l- w2 C'AlJL~

UA/,r 3 I I I r -,."'''' -- -

~... I I ' !k~ ~.;. rrl.;; . lli=: ..

W.3 CItIlL~

vOJ{r41!fJ

=';'1" 1 I, n I 1 ~/. 6 /0 Ell 6'1 EIJ

I ~CH~lI$frIC ~y'A_"'1.. .:s:r_I?~---'2 =~ _______ _

I i I ~-

I :: L-I __

~'~_=J~ 'i I -~ ~ ~~::1" -2;??.J

.~ R4 ~_ ~~,.~ ~_c:- ,."

vvv----L.-¥'~-.:; r;;OJ< C.·~I ~,.".

-~ _~IO/l-

(),,';UIt""~ ~t:: .F __

--i 6"''' .:£

'!l_ •• :;.,::~ _

~o •

_J

/10 vAC I , .~T6':C £ ==r·') L~_~;'., D

TRLA/C~ ~/. --<E'

IJ] I .. t)- ( ... " ~ ~,., 2'~O IIO..-AlC ...... c

:'AlC ItVAC+W'~'

I ~ ~ " lJ -~ ~oCI

~II 0 ___ I~~!E",( L-

.~

-Ff -0-~

~" r---

-, u) --

~I'N -B! L-

l-_:~:t - t 1"- - .1.- -t - _ 4

~=J L 2-'

P/I,RTS LIS r. PL -51;' 14E082 ~ ~"-1 I -~=-: -=--! _NA~ _ -> GOULD _._--::=:":.

SK - 142082 System Control Diagram c - 2

Ti'" .... 5 It'

Vi I 1~ll 0J'1 ~ - 11 ... \1

< I l "'0_ 1 C5 t" OOjA+ !;3, .. 1 ..- Jrt ',- ;< 'II. Y I

,",,0 > t .L J. ",.'" · · ----1:~ ~z ~. ~~~ V

T ........ I~f --.- 1,..1 ,()o~f _

"" II &0l0i0 -15'1 .~0.1~

~~g- ~ - .. -llV

>:1 v, (ii>--~ ', .• .-

C8 J li"

I --it 75~', /1.: ~IB ~ _ -/'v '5' • 200 • RZo '!. 1 lIt' Ill'

1"1. ,L 'L· 'I J.('AI 1"/20'11 t I' \. -.? U7 ~

c..7 ",1M

- 3 +' RI<.J <...

t.O.1( I~

~<'

", ~~. 1.0

1 R2:, f-~IG'~,.I n, .z~~ h ~ 7$ ... '''4 ~ .... ) ,JijI1.

11. ~91'"

RI 5K. v ...

C V'v // Z 7V/ At- ....-- /UiI..L

010 -.)/( (" +IL L ut I,..

c-"-. T3-+-~~

+/~

I , /(11

<' /0 ~

U3 '

__ ,f12 ..zJ ,>1239 V -'\ / L+ ~. ~If"

t

.. ~

lOA ,&2. RI3

f? 2 5 l -------" r. /J r.-- "" ! I.

Q .,:+-t- v... I

101", I ) 3~'-_ H'/<m <~: I U3 "

/?Ii> 51 L"Z3~ ,2 - ? ,/ "'V\/\rf1 + • -. -- YI!

10< IV?

I"

~JI

'0<

.qZ9 zooX

~Y"">,.-, +<Zt;1 ; -o,~:

_1 ~)f'; 1)9 ~

t-f!FlSS"I '"

'HHI '11 ~ ~ r

C'S ,oo~ 1f54

t /).. -

1 .. T, ~" u4- • .i..

'/ +OIJ -

1-'12,. .s1P

.. 4' -' . J(p 4-

- . I

+<~

r \'" I •

, III' IJ4 , .>

.,'

<31 -- +IZ 1,.1 TRJ7~,1 7 5~ 'I

" I

3,

-i. VIJ ..

5

00$'7

1ICO

,. :'=t-jl' ., "

v_. 10'1 !

G30 !Jo.+

l C33 SOOI81"'~

'J.

01 ....

-"CD

i'lUNt+ [V

o z .. " --.. ,'I, J It~u .",~H=j I' SoIr 'l70,' +IZ

• ",\ v,,. ~ __ 1<-.0 I "'17 •• ': :r.~1 "44 " ViZ ~ Z ""'" ",,' , ". ," ~" , .. , ~- ., , + ." ...

' '- v '0 '-; ~ I ~ 0' I 10IC 81 f .., ,.,," , L"1" ~"-"'M" 41/1' ~.' -, •• .., ... _~ _M' ._, . ~ , ., . -;;; + •• .. , ~, '"'l , I. ,7 •

~

<. V IIU --"\.'VI,--

ZZO"l C.C $IT

~ ""'... '"'' . '- - ,·r .. , _ • .. ~. .., - I •. ~ .. f. HSJ

i 'A-.~

C~u;,:T ,. ~~- A .. .,.',~ l'.r 40:: " .'- ( ."' ,"

::r'L. Q

SK - 110482 Charger Control Circuit (AO)

+ 102

R."i 10K ~

+IZVO

I

J

+'2 I,. f.l U30 t'- 1\

HIIAI; ~I!:,~I

[" ,.'148 R" 10K ~

'O"

/J'~ ,,~ '3. '':' i -- 001 __

) ~,' JM • ..,.

,'20 V J i'IO'V

lool<, 111.0.

"'" A''''

~ ~ .. 1211

R?4-'0<'

cD­I;<f

AEYlstONS --~---~ -

III """""" ~.­

S&L&~

" ,;t: I~f

)'-p

ill

ZJCiiG •• CAtER

"lCAO ...... TC. ..

-----1----- I~ II

liZ

At LINE CONNE'TED

;[) 12

14- 31 c:;:-o:..:---t"

RilE> ,0<

.Il

~I 1024114

~ I(

-~~q VV'v /,"'-

.,l R ~ 7 ---<:ll ".s

TOI..IMIICU I*L1U Ot ....... IPK .....

.-...c:ftOII ••

/IOULD INC ..... NOI"Nn"", ..... ,. ... , ........ rt:1MAI.

DO NOT SCALE THIS DRAWIH,

'o~

-­CtiKilio

~

-) OOULD

c - 3

Ac

ffJ)~ J -

L-JIO .1.

J..'AJ,c;z.""" /0

IUWIDU) AC. LI'l" v~TAM

~,~. I

,lVAJIfI CNA~,.,rL.

Ce..A""'#ft.. c,t/(",-r­~""'-~"''''''T/(: .. C'~i"I\:,,..,, DU. __ •

SK-/IU482.

1"0

'--'1"' '~L j!': -~

5. .se,rz.. .-l.u J:u

,,_-=-~~ __ II

sc..~4

~ ..... I.

1'" lU

'S--~Gl"!>--~ -, .,. 143

fJ.. , " §iW4 I~ ~I

CI

r

~ J.1:r~

... ,.. .-.J,.A

~~3L-__________ ~ Li~)

t;:.-n 1/

~ fr..z. IU7 K/4 -6 ~~4~ __________ ~ ~I·~·J

, 6

-, .•• ~.<.... '.t .,. ...... n

'0. .. .., ,% ~........ ~,..,"'''--..... _____ :...... ___________ ....J ... , ...,..,

::C .~-0~ 9

CUf"\ ... "Ik..5~L~ ~/O .5 ~., I 8~ ~4

, ... s •• +Il.'i

r--MJ"8100

C" CR • .flo! z.ol

It IS CIir,Q c., 7~t...

Ill. 75c.

1f!5' 56.n.J 5l1li

lo-~--IIf---l-..".., -lSI/

--"

./1II;::1:..:8:.:I,;:OO~ ______ +--<lI.

CII~ elf" ./==-"",....0':":'---1

CII. ell7

c.R2.,

""'

p ... 7St.

2/3 7.SI!-

I!I~ Z5lt.

A!SS Sbst" S"':

.. ~ ....... --~I---<~- -15>1

!4r.'oo ~

..

,....- ----

'. ~--~ Itl

M"'BIOC 15

fiff.,sw ~""'----n---""<Q-'5V'

1'1.18100

s1~,sw. O-~---IIt--""'-o-15V'

MJ'8100

~J

,n

~~~~~--~~r-~~r,r-----~O·

--. ____ --:;cO""E"'V';;;S.ONS ._d .. I

1 oury",-rr l\tljAC c.H r ~ or ... , ... 01\4""

~~ Off 0" ...... £1"1

ALL OOODE~ - iN4148 UOII..E •• Nor£O

ALL An.I.T'OIt.$- "4'" ,5% t.WLe_ oIIOTeP

NoTE rH/~e"ARD I'1"'D~ F"''''''' /!r-"",,,,, FI"'~r t.lsFtJ t!JA/ .5r:,.,4·...,~-r/C ..... -,//080 ~V'

..--..mpi-

· -.. ;~ f~~"~ '-------- .. ~ «sQ ' I ~ c.a_."... ,;.,..,

I~ = CL .... " t.""", ,..

·I.J,.A ~" ~6. U7 ,

-~:'":6 : 401', "

u5

7 ~ r--------------------------------------------=:=:=:~----------Jl-----------'g;~'-. v

1 TIS'"

/Z44 t5I

?"~'IL. z.t)LrU..~~ ~lS!I Cl,O ,q~-?! IlL

_ .4'1J<f TIg;

":1'8.00 011 -' 64'S C3B ~·-.3~f

~I i~:,5W ~lo-<I -ISV' ~

ct; ff. 4071

4O.V. +~v

SK ·1102182 Gate Drive Amplifiers (A1)

r--.... ---.... ---~.-.!..l'1 ~.&.I~ n+l7.V

CJD. 4)J

c~.

'poi LA&T c.J~~D""~

UII C.4 Reo 02.S Q2.0

25 PI~ CONtJec.TOIC..

TGUMIIC." """Iii OTM ...... SHe ..... - .. ..... eou&..1IIC MA' HIOP'III,f&JIIT JlllQMTI' ... ,' .... 'IJII'A~

DO NOT SCALE THIS DRAWING

--CiiiCUi

-> GOULO

c - 4

PARTS \...15'1' .... .... -..I.A8OAA,.,...

JIIOLLJNOIllADOWIIU_

PL-5\(-!" __ ~:.

.. ... GATE DRIVE AMPLIFIERS ECj-lc'~,.rlc. C/~-:;'k~""'" 1-11 .... -----.!.- -

;:'J(-//oaf3:...

30 11»­~A4J..

+12 v ~ 4710;

~ ~I~

.­M~ DIln. I",..",'"

r-----~1:;-~:;~-----------------------~t'2~

''''~ ~ ~r

'IC'p) F

'-~8 ~~~=:~~----------------------------------~(~T')

~L-__________________ ~~~:::J Iol

~, :';M' II 1___ _ ___ _ •• ",..t .....--1-----. -

I. 'J IC/

) 7W C'D I:~,;' ~~ ~.~

It

IIPt ., .. i ,.<

, flit

""""S "" n .. I..

~ ... ~~. .. _ rio", s",1

11,.l f"

~., 1 .... '" 1\ "

~ PlW

SK - 1102282 Commutation ThYrIStor Control (A2)

"ffi

c/,.UWr".:r "'rJ ~ 2 .r' Y Z /.M'f" "I'll .". 12-reDO r(, 12.-

CA _L

o,,!: ~'1 ,2.-

r.;;; u,g rC., 'Ilo ---4+-----'=---1 •• " DII ]:"c.

I

,

,.. " l" / rC. z. '2.

f) J:C.II

J 2. :rc."I."7 CZ9 P8 ~;S,f' ..

~~U.OTMI""....aI'IIO - .. --. .... ...... .... _ .... ~AII' .... T .... ,.... .... tllIIAL

DO NOT SCALE TH_IS DRAWING

I/OTt: r"'''$ 4~'O H,.Pt: ~IP",'" A~ro.JD'A: ~/<f'S r (/SeO OA.) SCIJIGH4'-/C. $,("- 22./280 ,fEll ..

-iiiiCiii

PARTS liST' Pt-S,f'-JI02Z8:;, ::: -- I ..... Co .. _ tO/-''''" LOC"

ScU~~'" AZ

-> GOULO --.-.,_. '0' --__ ...-..L'_ IU LSK-/IOZ282.

C - 5

..... ,. ... '"

~2 <> q)

~ " I... " ~ ~

.. "It) .. ~ II .. .. , t-IL '" tz III ~ I ... EIr ../It I( It

~ ::: ~ . It. ~ lit ! .:& .:& .:$

I: ! Il ~ :t

~ ~ ~ Q ~ ~ ()

~Q ;; VI ~ ~ .. ~ '" .. .z I.:

(3) ;; ~ " :t ~~ ~I" -' l

U ~x ~\ !3 ~ c ::::I 1.0 ... • 0

Q

U

Q • •

Q

l :s ., t; :~Ii" ~

..... :10

U 4

... :;: -t

I~ Il Ii ~ ., , II

it s I ; ;~ .". . ., ... . . L-t;W

1:< .... !

~ .. " 0 .., ; ! , • : IQ.

" .. s ~

~: .... -,

~:: ::: -. :;

~ .. - 0:: -. .... '" -

'-:s .;; c .. ' ... :l ,; ~ 6 _~ i; ;

c; « -~

+=i ca ~ ... 0 ... III ~ > .c l-e 'Ii ~

N

.. .. \! < ! " ~ 1 N .. ., .. J c 0 po po

~ (I)

... II M i I I

~ ~ l!

... _. , ..

.. i...J j; .. ... ~'.~'{ I g

:. ~F- i !fi8 + .rio

ar -; i" I~ ". .,

"

,.. -t ~

~ ~ ~ +

~ . :-r1~. HA .. '" ,- ..

;~ ~ ~ ~

. :--I! :"

I"> i;

t~ I

., • ! ~ 1 11'1

* I.J ,.

~~;! Ih

Ie ~ .. I-;)

~M ••

,I : " i • ~ 9!

Q I.e .. , " ..,

-

.... = t :

... H~ 3. ~- ><;"

I~

I

I i

It". !,i . .. ~ . _. ~'"

'--........--...... I-I ! •

..

~

'!!II .J

til ~ Qt

! I':

II "-"-'+..-.-1

h I f C

Ii !i I ~ I. Jig

II'

0' W

~ iii '--

~ -

l .. ; -t ~

~ 1 •

I :

r .. 3

't- \ I:; -

;~ •. II! II ~ .. .

. 1

!, I

~ .. ~ 0

~ ~ t ~ ;,

.... r ~ .. _0

:: G E .-•

, ;" !~ \~l ~tr ~ ;

2 " Q

~ 1 . .. :l :l I

~ , • 1

i , .." -:;

~ !"

~ • • , ,.. • · 1

l1li I; :it

" j " II ~

l; ~

I.. " .. "2 III ~

I i I ~ 0 ~ ~ Cl

• It .. r \ 1\1 In III Q III " " "l 1= ", "I': " \c J" , "I < " _ E. ~ \J

e ~ : iI(' ~ l Iij ~ i ,~~

.. t ~ If .. ~ ~ ~ " !I " ~ ~ D '\ _ a ~ Q

1i~~ '""-vi

.. ;;

r ::

i .. -.. , " ~

• u e,,~

-..--r-~=---. a 1~'

.­o ..

in « -o ... .. c: o

(.)

> g CD ::l

~ u..

f8 N o po po

Xl

,

i~ II I

,.. -: ~ ~ ~ ~

IJ .. " It .. .. . .

~ ~ i .. ? .. Q

t- o , ~ . ~lcJl'l~~"a.~

I( [ to. ~ 10

I I I 1

I

:l ~ , Q

I;; .. Cl

.. l· 3 J S ; f

- '" ,...

-. ~ ~I o· ~.

h

. ~ .. !O ; Cl

:::_ ~~i.!-~,; ... '---T "'... f: ... rt; c.:vo -

. I;

! .. ~ .. • ~

IE

0;-w

~ ~ • '> ,

IlL

• .. ... ~

~C?t r- .; • !.-O!~

I

'" .. , ;:: ~

v

I

1

.. ~ 0: ..

: ~ ~

=

"'~ "'-to

:+

- --~' ~I

; f . . '\.

~ ;I~;; ,J'

!! . • ~f ~ J ~ }t

~}~ : ~~c! +t1'1

• , J!~ ~! ~

r ~ J; ~ iif. ~ r~~ aM ~ ..: ;; ~ I.. ,,........ -... en -+ ,-J~ N

I

~ f 00 .. t CD

~-------------------------~;

u

Al",- 5

1\ I I ,.

AIZ-U

"'13-31

AI4 36 0 IOI.~

AIS-V

AI" ~

A17-4-0 Do10lr::t t"a"-~I .• ~ I 3l

A16-1:'1

.0.1!j- 34

-'IIO-~

"'I"-~~

"1/3->1

"114-11. 0 ,j

A115-35

pe1 -25 pef>- ~ pes- -e PII4-Z6 PII3 27

pe2- t: PI!> I' J Pelll-28 e>--'

6 ' .. +5V

{

A D

1-5" c 1

2 3

"" .. { : 41

4l

4' .,S-T

-15-~

GOlD

----:t--t----.. + 15 II D C8A it :t CIOA

I';S-VfT T Il..lf

c._ J: 1w.. ::!-looAMI I I"". -

D '25'1 .. -15V'

SK -102782 SK - 1102782 I/O Board (A7)

+sv

R9" 101/1:

ovr~

01".&

+ IS" -ISV

-I5V

OJ I)A..~

NO"~S \ UNL-ES~ OT~ER.~'~E ~p~cIFIED AI...l.. ~E'S'SrDIt",

A~E '/4"-',10'7 .. VA'-UE5 ~ ... e: 'N OOi"'!l

t"!'>'"

t? TrlI5 B~""RI? #/90£ FIf'~M /9,erwplf'l< PM"Sr

VSEC? ON SC;ycH,.,;r/c S K- 26SBOA'G./-ell I .... ~

241131 .A I~ Co~P -r-lii v" '.As ,., .:2- " , .. ,,,) e. " ell AS... .--. P&7 25 unC

Be B7 "'7,~, ,.e~- ~ ,,3 e" U .... J AI. PBs-I!) .... 3 4I!> SCD40"IeEA5 ~~ ;::; P&4-2'" "5'~ ~ A4-III~ PII3-2? B~ 1 " &3 "3 1 PI!>2-. 87 r.-; '&2 A2'7 PIII_ It 8s 1 el 'II '~ ;::; pe,-26

U?1. ADe:SOA&-

12

8, 1'0 "1

/1

Ulle:

P"'7-21~ P .. ,,- y -. "

P"5- ? P"'4-2'2~

f'A323

PA2-.I.

PA~-&

PArd 24

VII

A04-R.

.! lsI/

-=-

REVISIOHS .",MWA&.

I.~ ... 000.... , 0 "01-0.1 p.-.pr (.'5r p,- -:-,('- ? :fe' 1OLIMMCU. ......... 0',.. ..... ...c., ... - .. ..... eouLD.c: MAS~n •• 'ffllOM1."""'."'fI"","

DO NOT SCALE THIS DRAWINO

--....... -> GOULD

c - 10

.. .. ..,.,.,e L.AeOI'AI'CMMU

MM.u...~"L __

5C. "'to MAT"IC. D IA"~'Vt."'I) r /0 ~O"'RD ,4 '7

... --- -K- 1/02.. 782..

II~O _ NOTE· ~ 'M:llLA"llC'" 1;0

CJ:tHOvc,.T044. f(1~eON c:..AH..LE­c. o..Jt<JE<." OA.

... t:::> 'NO\U\"'('~ CC'lNtllc..'fION ON coc£ '-I""II'JN(.C. 'top..

.... 's ~ ••• It. 110". 17 ,,",,0 Ie

ia:;::{.;· J,:::;.lAPt"

r.0 3!: '0 .. +11,,1-, .. Al

"' " Rl ",<I{--- . ' .. .~

A5. ... ' <E . ., UtI!-

-I~~ Mt.6eol.

"' ~ ... ." ... '" A" :~~ •• ~~~S~~~~~~~ .'+1~ At. .....

A' .... -,

"0 '<l A,,4-+

~"l +0 'D AI'1.

.r,.

Ao\ 46 1. A'~ AI"I"3i. A, .. +2. Ijj, ~~

3 "'" .,. ....

m -'u r -1 U14U~ ~j~~ J ,"'''1+-llOll .-L1. ... -

• -- --«.

_"I' 71."

~Q <;~I 7..0. I .~

~~: ~ 8 I 1 II :--.r ..

.r- ~ ~. l ....

... Do I .. , .. .~ ~ ~. ~ 27

p. ~"

I ;s. '<.<~

"o~e:ss .. C.TI'IL 8J~

"7'

----

tie :I. Ol '2' 02 ...

0'3-7,.

[)&.j_'I'2

DS 2..,

D ... -~

O~ ""

~

L.-n ·~~R3J ~ ;. ~...:.,~ ~[~

L _________ .... "''!~':_---''''Il~

IO~ 7+0+ ... . ~ ~Q() 7

ff. ~~<~----~------____________ -+-

A~ • -+Sv ~

1 +Sv

3 • '" G-I.f .,

1"--r'HN'---.. s.

"-U' 'fl. l'I!l!S

m

.'"~ ....... ->"' ~ ~ ~ ~

""

14"

+16 +.,.. .. S~ ~

I (.-~,,<~-i.:!_'~ ~:~~ ~ I

~::i:tk::::t::A~ o"::.!l!L. __ -' '" L..~I __ cu..

To.

~"~9~~==ti~~~~~~~==~~ • .!o<

+s"

D2 (;2 c.1 Dlet G\ Ie. 'iI~Nl1U.

~JQ Q

~~~.~' , I ' __ !:2~

r 00 ' " -DZ -:., r3 11. (-+ :.,

f L _0

" r '

..

R(VISIONS

CAt -w "":t= d CA~"'X r.. CJ f'IIszI.'l+

""1' a " .. ~-~

'.'1; ; P"1-A

"3 --::::J PI\~-'l.".!>

".,.. P,,+-2.'l.

_'M,!, ~ ws ::; a Pk.-'t 11'-1-21

,..'" f't¥ -'221

P'~-~

c ... ~-fW:iI" ~

te. I' VQA.-'f

fill " PS2 E

,e~ • P~_"l.' P

'c;..!io\

~ " .. 0>. . Un "2, RS-

PB+-'2G f'851" a Pe,5-D

'). .... 5;. r8 " P8G-~ eM 19 ~S\-f\

p&7 • pe., 2.S

u.~IT''--------<:: eel. -7.0

.~.

f1i14I:~ ======= D' --1'" ~~-tO CJ Gr,,·\-

C~-M

s· uq l~

IN, MM ~L ~~E

r ~,

~lIJtll

~\~g ,~~------" L-__________________ ~----------------~~

.~

~ -,;0 0 1''- "00 'r'\ ,

SK • 1102882 Microprocessor Board (A8)

03 10 .~

L-________________________________ r-____________ ~.jClOv~ ~~~I Ul q

r _____ ., ., '- .. 0+ • ~"'" ... ~

r. - - - - -,l!:f ... 'ff ~.:~ ba ~.,.., ~:!o o,~,

,. ."" I 1'0(1 - - - - ~. r-~.~.=j6q---~fI! .~~ ... ----

/;.~__r·-f\1.211'2. o .. ~

V1.tWC;'::' Ul. ~;:;;...-..= ~ ~ V. filS "-b~ _"'7.

"'" A1~ Po. _____ .....

- ~ .,.,. q.. .,. (]3 13 Uf> c:e818 c.~

(t ___ _

~---'~nt~ - '~~ Ufi gil

v,*-+",~;~ ~ ~ ~1 I l _____ J

'" ,- "': - , ' ;, ~"b Jrij"" 27'. • ~~~~ ,:- ,,,, ;~ f'~ ,

"- "" 1;,;.- f'"' ~ J J J _ ~ ", • ~ lOt< Cl~-\-\ "r ''-'~~1'.: ',' lJorE r#/~ .40I'1RO ~""o= FRO'"1 "",rwo-€k /='/If'.5r

{/SeO 0"-/ SC#€~.477t: ~A- 17.3080 RGII'-

-,-",.,; L/~r ,P,-5 - / -tOLl .... MCII UfiI~ISS O'"IIlWISI SHe"IID _ :~ 10" n'Ll SC ~\:"\"(\f\~\c. O\A..~ "-...fd \J\..

rMCnotI_. AIIOU,. 1"i\\C.~Of~~c!.. ¥-o"Q..o., AS --------I ~ - ~ -- ~- ... __ . ::.:,"'C~~('.. ... II~II'~~ __ '~~_'_(~' ... l ~> GOULD ___ .. _._u ___ ~_ -S't<.- /102882.

DO NOT <>CALE THIS DRAWING

c - 11

n

.... N

SK ·17882 Tachometer Circuit (Unit 48)

C-12

-~

a -=- I

I I I

tU I

Pl

9 ~""":"~AJ"

I· ) . I

I I I I

I I .. '0'0 1"

j-2 , ... -

NOTES ., All

~ VI

(J<

v~

( t

1-

ItE.c..I~"O~~

CO'<>,3 e-<..0-0776 (0 "011 B rAe -=. 1_

~W

....... , ... Mft _

-----~ o? OOULD

• -' .,-A,J

~ 'Nlf,,)' ~P~C'FltD

n

SK - 17182

GATE FII?/NG CKr

AI- A8

_____ D

Gate Drive and Snubber Circuits

'RAC'IIOII ••

.IX ••

JIXl ••

-. DO NOT SCALE THIS ORAWING

C-13

- 1 ..... 1-...

#orF.s . I MAIAJ ~C;f$- /?/-SJ2.,IOW I C,I= 068)A~S(J(ND'

COM SC.~5- RI= IOJ2.. I IOvtl, C/= IAlI1

800V'OC

__ k R ..... -J-/J2. mu

I-=CMKUD==-______ --= ... ::.: .. =--_---l se HE Mill rl C 01'" <!JRA ,."

GArE F/~ 'AJ6 ~ SAJIJBB~1't. CKT'S --- --> GOULD B ISK"-17 /82 T

(")

I

SK ·410482 Charger PCB Layout (AO)

~.. ..... .G ••

C-14

I U2Z 5

I U21 5

+ OOUlD _-::='".:=

o

U3Z 5

1)/7 5

uz. 7 5

UI'!J 5

.sCHEMAr;~ ~;A6'1II""

SIt'- 110482

COMPtJAl6A1r L AJI()i/r CHAItGEIt. CDAlrRoL

OUJDO ~ ~ 0Cii!J0 O@£)O @ @ ow!)o o ern 0 0 I3l!J 0 omuo tA::\ 0 I .... , .. 0 OWJO @ ~01IEJ0 OGElOx. ~01"S710 ocmo 0[!l!J0 O@.DO 01",.10

CI\.40 CE 0 .A C"70 lEI 0 CA.7() lEI 0 ca-o CIII 0 a a a a CflSO lEI 0 a a c .... O lEI 0 CU() IE 0 8 gCM() CIII 0

8 c ..... OIEIO 8 BI::"~oCBIo cuQlEO 8 ~[KJO ~ c: ... , 0 IE 0 ~.e.1O() CBI 0 ~o IE 0 ~o IE 0

~ 00 ~~.. 00% 00 ,., n I~ 0 ocmJo'o a 'c:5"b z t:a::1 00 ~ 00 0C)

-i 0m:J0 8 B ocmo 0(ffi)0 8 B B B ~ ~"lO CB 0 8 BCIU·o CE 0 a a a a t7 oaoo C"'LC"I OcmJO 0(lii)0 a a a a ,., ~. 0uu9. ~. < Jllo 00 0 1",,1 0

a:9 '8 8 BB M '8"8 M OC!DO a a O[§JO Olu.IO 8 8 01 ..... 010

''', 0 [II! 0 8 §ca110 CBI 0 ClUSO CB 0 8 8euzo IE 0 O(E)O ~ o~o ocm::JO ~. OWIJO

o (!DO 100% OWiJO 01,,2510 ·~o 013jl)0 o 0 a a a a a a OCll:JO a a 0CfiI]0 011U110 a a 0CEi)0 a a a a O(![]O ~d ~ OlluzlO OcmJO 9v!~ OW!JO

~. ·o~o

------_.A

SK - 4102182 Gate DrivePCB Layout (A1)

--. --. -..

C-15

o~o or;::nlo@ o~o o~o~

o~o o~otA::\ o~o 01:5r'0 ~

ortWlo o~otA::\ o~o o'"Gllr'o ~ o~o orR78lo~ o~o ol£ifo \V6

~ ~ ~ ~ ~

y ,.-______ J

GATE DRIVE. AMP P c..B.

-> GOULD

(")

I -0\

--------------

-......cD __ ......... II'fCIN:..... ." ""-I _a. __ . - ._ :::. BIJSSp/£!JbL$~/!:- ,4e MaO --- .... ,-,--,...--.. ,--

DO .OT SCALI THtS DRAWING

SK ·4102282 Commutation Control PCB layout (A2)

C-16

1

I \JI3 ~I I.JI'2. ~O I 1.111 ~ I UI8 ~ ° I UI9 ~ I U20 5 ° I U21 ~ ~~~~~~

I UIO ~ I U9 ~ol U8 ~ I un sO I U23 5 I \J'Z~ 5 ° I \Jzs S I U'Z,," 5 @I) ~ <ED (ill) @D

I U1 S I U~ S 0 I U\4 501 U2.9 s°l U'?lO 5 01 U~I SO I U28 5 0 I UZ1 5 ~ @D~~~ @) ~~~~ (§!) @!) CfE)

~~~~~ ~ I U5 S 0 I UI':> ~ @~~~ ~~@~ ~ ®~,~~~ ~~~~~~ ~~~~ @:>~

1 S ° I 5 0 I ~ ° I 5 I ~ I S 0 r- E3 U3 U4 UII .. U~'2. U'?>'" u35

r-

@2) @L) C§D @D

GJo +

C.I

~~~~~~ ~~~~~~~~ I I U33 S 0 I ~ I U38 UI7 S C4 U3" 5 0 5

c'" C'3

0 @ '--- <ill

"- '" y /

\ 'fOUMtCU .......... O'MliltWfll ,"C:WIID

So- .... "'u p c. &o,.ltl> A 55 i' A 3 - .. _a. .. .. .... ~"Itl ~K'I'I\I~Toli. ",.jltl4 CI:.T -.. .... , .......... .,. ... ....

eGUL • ...e MA' N.C. ... U .. II' lUG"" ... 'MI' ."UIMA&. -} GOULD .ou .. -:~:= o !SK-<;t/OZ38Z DO NOT SCALE THIS DRAWING

SK·4102382 Mam ThYrIStor PCB Layout (A3)

C-17

(ffi) (§i) (§I) @!)

~8 rt ~I ~ I UIZ ~ I UII ~ I ula ~ I UZZ ~ I UlS U8 8 rn:J @ CHl

® ~ C§!) @ID (ffi)

~ (I!!!

@I 1 I UI+ ~ I UI3 ~ [ UI9 ~ I Ul3 ~ I UZG l§

~I--t uS?

~-b @ @) @l)

@

uz.

8

; ~ I cml ~

~I l I UIG ~ I UlS 5 I U2.0 ~ I Ull 5 I U3+ 5 UIO ~

(t lEI)

@ C!!D lED ~ em aD

I U6

~0 ~ I us ~ I Ul7 ~ I U27 S I U4- ~ I U30 ~ I U31 ~® @!) @!)

m C!!J C!IJ

(i aD aD 8 ~@)I I U7 5 I uze U33 ~ I U3l ~ I UZ9 ~ ~ DO <®

8~ CiD

I +1 I +1 I::!ID

aD aD C5 CI

l j .. .. ft'" SINE - TlIlANGLt GENEII/l.TOII -.u.u.caL ........ 0' ....... "'"" •• ~-- .. ...... ........ .... .... ASSE:l'laLY ( DIIILL D~"WING A4-

...... 00.$ IMA ___

..... ..... I IOIIIU IIIC tIAI....."...UUY IIIO""" , .. , 1lA1I1II&l -> GOULD MLL*leo::~~ D I 5K-41021£8 Z. I -DO HOT SCALE THIS D"AWING

SK ·4102482 Sine - Triangle PCB Layout (A4)

C-18

o

? ~, I

SK -4102582

o

~ ~

~ U30 r elM-IS

0 'iJ~~

\J§~~~ "b f .~~ I CA50 ""0 ~ ~ 0

~ U31 I e? Uu. eeB? UII I~ ~ ~,:,.lU' I ? ~J_ao I IIIC_I(P ""'"~ l,.Io4e ..

-e:::J- C3-c:J 01Q!J a.O~oon (, ~ -c:J- ~ -0 ~~

1J~ un ~? UZ7 e ~B~~~~~ f@j~ ? Ull. I@ ~ U1 cg -- ..- LM ..... _.-.. 100562 _

[!}lQ CA3 ~ ~~~ ~® L:]J 0 c..!5O

~ 0

? u~~ ? uZ8 ? u'Z~ ~ UI8 I ? UI3 I ~~ €Jf,~':'·I~ ... ~ ........ qf~ --...,. Mi:.I.,l<&(P "","5OO(JO

-{JI;Ij/]- ~ &43 ~cO -{W}-- ~ '45 ~ 0

CAl

~ ~I ? ul~ I O2 u14 ~ Vol£!. I ~ ~~ I ~ U~ .~~~. ....... 1'3 "''NC..13 ~, ....

('") au ~

~ ~ I~I J [!} N

I ~B+ CU 0 a ~~$ IO~~~@~~~ u~s C2A

~ UIO .. ,- ..., ... 1Q"'5Z3

~ ~

:::: - ,.,~. c;.Ica....a .. I.... "l:.'-l'Te:.Q~ ... C'" PC eo. - ~"Y3t!.Me.I..'( A Eo

-. __ .... _IIIf"'.y_ .. ,. ... , ... , ... ,(..... -> GOULD "' .... ~:=:.:: NOT SCAlf THIS D""'WING

SK - 4102682 Signal Interface PCB Layout (A6)

C-20

(")

N -

I ,......,

( - +- JI

I c:=- C'.

ctOc=o ~

U'Go UI4

- "'--~ c,~

---/"\...-

u,~

G "

\..

I

SK ·4102882 Microprocess Board PCB Layout (A8)

-

\

::::: e El 8 B c .. ""'" {EJ---- .Ju'

CI~-- ~ ~ - - - oJ",,"

C" c:::::II -GW---- ....,.

G 6 --- ..... - -- ..au ... - - - .we;. --- "u.., --- ,Ju.

--- Jtu,

c:=- c,z.

B B

... -...cu -.1 .. 01 ........ "'" ......

PMC1'IOII ... _ ... -.. ...... .....

..,.. • ..:ItAI-'OOO ... , __ " ... , ..... " .. iU.

DO NOT SCALE THI$ DAAWING

('-71

I I

- +---'

I '!>I

c::=:::IIC11 .-cw

uc;, us

" ---..r......

""'" <;10 _c,

G G - c. -'"

B .. 0 +

= ~

CI

c.. = 1+ ~ ct T cc;, T

./

ReF s"K-.3Z1 180 .lEv-

- un "'" ""\CClO"''''OC.e.~SOt:l COIIua .. n

~ c e.o ...... o. "'li~'(' A8

roT S:--;';~e8Z I --> GOULO _.~,_u

_~_ ... _ ... u_

A

ac

o

dc

Es

gm

hp

Hz

Ipk

1m

Kc

kg

kW

km/h

L

LSTRAY lbs

m

MPH

N-M

NA

NB

PLOSS

POUT PWM

Q

RMS

7. DEFINITIONS

- Amps

- Alternating Current

- Commutation Circuit Total Capacitance

- Circuit Breaker

- Charger Total Resonant Circuit Capacitance

- Degrees Centigrade

- Silicon Rectifier

- Direct Current

Commutation Circuit Stored Energy

- Grams

- Horsepower

- Hertz

- Peak Motor Line Current

- Peak Resonant Circuit Current - Charger Operation

- T1A Winding Current When 07 Forward-Biased

- Inches

- Resonant Circuit Loss Factor

- Kilograms

- Kilowatts

- Kilometers/hour

- Commutation Circuit Inductance (T1A Winding)

- Commutation Circuit Stray Inductance

- Pounds

- Meters

- Miles/hour

- Newton - Meters

- Number of Turns (A Winding)

- Number of Turns (B Winding)

- Charger Power Loss

- Charger Output Power

- Pulse-Width-Modulation

- Quality Factor

- Root-Mean-Square

7 - 1

Rad

SCR

S~

T

trev

VB

V~

VC4

- Radians

- Silicon-Controlled Rectifier

- Society of Automotive Engineers

- Commutation Transformer

- Reverse-Bias Time Applied to Main Thyristor

- Propulsion Battery Voltage

- Commutation Capacitor Initial Voltage

- Input Line Capacitor Voltage

- Angle at Which D7 Forward-Biased

- Charger Efficiency

7 - 2

8. REFERENCES

1) T. S. Latos, "Improved SCR AC Motor Inverter for Battery Powered

Urban Elec tnc Vehicles," F~na1 Report Contract DOE/NASA/0060-82/I,

December 1982.

2) S.C. Peak, "Improved Transistor1Zed AC Motor Inverter for Battery

Powered Urban Electr~c Passenger Vehicles," Final Report Contract

DOE/NASA/0059-82/1, September 1982.

3) S. Geppert, "AC Propuls~on system for an electric vehicle," Final

Report Contract DOE/NASA/0125-1, August 1981.

4) A. Abbondant~ and P. Wood, "A cr~ter~on for performance comparison

between high power inverter circu~ts," IEEE Transactions on Industry

Applications, pp. 154-160, March/April 1977.

5) S.B. Dewan and D.L. Duff, "Opt~mum design of an input commutation

inverter for ac motor control," IEEE Transactions on Industry and

General Applicat~on8, pp. 699-705, Nov/Dec 1969.

6) R.M. Davis, "Power Diode and Thyristor Circuits," IEEE Monograph

Series 7, Copyright 1971, Peter Pereguness LTD Publisher.

7) W.E. R~ppel, "Optimizing Boost Chopper Charger Design, "Proceedings

of Powercon 6, May 1979.

8) J.M.D. Murphy, "Thyristor Control of AC Motors," Pergamon Press,

Copyright 1973.

9) D.A. Bradley, C.D. Clarke, R.M. Davis, D.A. Jones, "Adjustable

frequency inverters and their application to variable speed driver,"

Proc. lEE, VOC III No. 11, November 1964.

8-1

1 Repon No.

NASA-cR-16S177 4 Tltl, and Sublltl'

2, GCMrMIIftt Ace.." No, 3, RICIPtIfII'S c.talog No

5 Reoon 0111

Seotmner 1983 Integral AC COntroller/Battery Charger for Use in Electric Vehicles 6 Performing OrCjlmlitlon Code

778-36-06

7 AuthOr!s' 8 Performing Orljlnilition Report No

David M. Thlmmesch ~---------------------------1 10 Work Unit No

9 Pwfarml"9 Orgllliution Nlme and Addr_

Gould Inc., Gould Research Center Electrical & Electronics Research

11 Contrle! or Grlnt No

40 Gould Center nm~-?~Q ~~Rt~,n'~lLl~i~n~"~~~~o.,a~,~~~~u~~_~"I~~~:n~ln~lln~1'Q~ ______________ ~13 Ty~~R~~dP~~Co~~

12 SoonIorlna ~v Name and Addr_ Contractor Report U.S. Department of Energy 14 Soonsorlng Agencv Code

Office of Vehicle and Engine R&D Washington, DC 20545 JX>ELNASA/0249-83 11 15 Suppl,mentary NottS

Final Report. Prepared under Interagency Agreement DE-AIOl-77CS51044. Project ~~nager, F. Gourash, Transportation Propulsion DiVISion, NASA-LewiS Research Center, Cleveland, OR 44135. 16 Abstrlct This report discusses the design and test results of a thyristor based Inverter/charger. A battery charger is included integral to the inverter by using a I subset of the inverter power circuit components. The resulting charger provices electrical Isolation between the vehicle propulsion battery and ac line and IS capable of charging a 25 ~ propulsion battery in 8 hours fram a 220 volt ac line. The integral charger employs the inverter commutation components as a resonant ac/dc Isolated converter rated at 3.6~. Charger efficiency and power factor at an output power of 3.6 ~ are 8~ and 9~ respectively.

The Inverter, when operated With a matching polyphase ac induction motor and naminal ]32 volt propulsion battery, can provide a peak shaft power of 34 ~ (45 hp) during motoring operation and 45 ~ (60 hp) during regeneration. Thyristors are employed for the inverter power switching devices and are arranged In an input-cammutated topology. This configuration requires only two thyristors to commutate the SIX main inverter thyristors. Inverter efficiency during motoring operation at motor shaft speeds above 450 rad/sec (4300 rpm) is 92-9~ for output p~ver levels above 11 I~ (15 hp). The combined ac Inverter/charger package weighs 47 kg (103 lbs).

17 Key Wordl ISutIJIIUd by Author!s ••

Electric Vehicle, Inverter Battery Charger, Thyristor

Unclassified

18 Oll1rlbullon Statement

Unclassified - unlimited STAR Category 85 I:oE category UC-96

20 Secunty 0-' 10' I"" PIlI'

Unclassified

21 No of PICJII

130

• FOI sale by the National Technical InfOlmatlon Service. Springfield Vuglnla Z2161

NUAJ".16llR_ 10-75) *USGPO 19&4-759-100-525

22 PrIC'·

A07

End of Document