IEEE Electrification Magazine - June 2014 - 57

Battery

reactive torque, the electric machine
works as a generator to produce the
Compressor Case 88 °C
ac voltage at its output. This ac voltHP Turbine Inlet 955 °C
age is converted to dc by the active
rectification for powering the accessoLP Turbine Inlet 900 °C
ry motors and other electrical loads of
Turbine Case 99 °C
the aircraft, as shown in Figure 11. In
Engine Inlet
Exhaust 148 °C
future MEAs, it is likely that this type
15 °C
of power conversion from the VF ac
output of the generator, driven by the
LP Compressor Inlet
engine, is converted to dc ( + / - 270
51 °C
Vdc) using the active pulse-width
modulation rectifier. In the rectification mode, this converter functions as
Oil 125 °C
Combustor Inlet
a three-phase boost converter to conAccessory Gearbox
427 °C
150 °C
vert ac to dc. The advantages are that
the current or voltage can be moduFigure 9. The operating temperatures (in ºC) in a typical jet engine.
lated with lower harmonics, the
power factor can be controlled and
can be made lagging or leading, and it
can work as a voltage source or curInverter
rent source rectifier. Additional power
conversion systems are required for
charging the batteries, deriving the 28
Torque
U
Vdc from high-voltage dc, and for
Output
V
Motor
controlling the oil, fuel, and hydraulic
W
pump motors as shown in Figure 11.
For the past 20 years, the auto
manufacturers and suppliers have
Power Drive Circuit
significantly improved the power
PWM X 6
Acceleration
electronics technologies to be used in
Signal
Motor
Control
Processing
Traction
Torque
electric and hybrid vehicles. The main
* Vehicle Control
Processing
objectives are to obtain high power
* Motor/Inverter Protection
* Driving Torque
Braking Signal
and volume density, high efficiency,
Control
* Braking Torque
* High-Voltage Circuit
reliability, and the ability to withstand
* Motion Torque
Vehicle Speed
Management
harsh environments. For example,
Signal
General Motors has improved the
power density of the power electronic
Figure 10. The typical propulsion system components of an EV powertrain.
system from 4.8 kVA/kg in 1996 (used
in the EV1) to 26 kVA/kg and 24 kVA/l
xx
passive components with reduced weight, volume,
in the recent two-mode HEVs. Toyota has developed dediand high-temperature capability with increased opercated power converters and integrated modules using IGBT
ating frequency.
modules for the hybrid vehicles. The automotive compaSeveral companies are developing inverter prototypes
nies continue to work on the new generation of power elecbased on SiC switches that show a significant size reductronic systems with emphasis on
xx
power device packaging with high thermal cycle capation up to one-sixth of the size of silicon devices. SiC and
bility, improved thermal management, and cooling
gallium nitride devices further reduce the cooling requiretechniques that withstand large temperature variations
ments and enable the integration of power electronics
xx
nonwire bond power devices to improve reliability
with electric machines to achieve the overall high power
xx
effects of electromagnetic interference (EMI) and
density and reduce the cable lengths. These high-powerEMI mitigation
density power converters are also the enabling technology
xx
fault-tolerant power conversion topologies
for the advancement of MEA systems. In addition, these
xx
high-temperature operation of power electronics systems
technologies would provide a way for the closer integrausing silicon carbide (SiC) and gallium nitride devices
tion of power electronics and electric machines for operaxx
alternative power conversion topologies with inhertion in the hostile engine environment in HEVs and in the
ently reduced passive components
embedded generation systems in MEAs.
	

IEEE Electrific ation Magazine / j une 2 0 1 4

57



Table of Contents for the Digital Edition of IEEE Electrification Magazine - June 2014

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IEEE Electrification Magazine - June 2014 - 1
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https://www.nxtbook.com/nxtbooks/pes/electrification_september2022
https://www.nxtbook.com/nxtbooks/pes/electrification_june2022
https://www.nxtbook.com/nxtbooks/pes/electrification_march2022
https://www.nxtbook.com/nxtbooks/pes/electrification_december2021
https://www.nxtbook.com/nxtbooks/pes/electrification_september2021
https://www.nxtbook.com/nxtbooks/pes/electrification_june2021
https://www.nxtbook.com/nxtbooks/pes/electrification_march2021
https://www.nxtbook.com/nxtbooks/pes/electrification_december2020
https://www.nxtbook.com/nxtbooks/pes/electrification_september2020
https://www.nxtbook.com/nxtbooks/pes/electrification_june2020
https://www.nxtbook.com/nxtbooks/pes/electrification_march2020
https://www.nxtbook.com/nxtbooks/pes/electrification_december2019
https://www.nxtbook.com/nxtbooks/pes/electrification_september2019
https://www.nxtbook.com/nxtbooks/pes/electrification_june2019
https://www.nxtbook.com/nxtbooks/pes/electrification_march2019
https://www.nxtbook.com/nxtbooks/pes/electrification_december2018
https://www.nxtbook.com/nxtbooks/pes/electrification_september2018
https://www.nxtbook.com/nxtbooks/pes/electrification_june2018
https://www.nxtbook.com/nxtbooks/pes/electrification_december2017
https://www.nxtbook.com/nxtbooks/pes/electrification_september2017
https://www.nxtbook.com/nxtbooks/pes/electrification_march2018
https://www.nxtbook.com/nxtbooks/pes/electrification_june2017
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https://www.nxtbook.com/nxtbooks/pes/electrification_march2014
https://www.nxtbook.com/nxtbooks/pes/electrification_june2014
https://www.nxtbook.com/nxtbooks/pes/electrification_september2014
https://www.nxtbook.com/nxtbooks/pes/electrification_december2014
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