IEEE Power Electronics Magazine - September 2016 - 25
the regulation of the power flow in the
the minimum coil size can be large
series-series compensated IPT system,
compared to the air gap distance. For
A design tradeoff
the dc-link voltages U 1, dc and U 2, dc at
more compact IPT coils with a smaller
surface area, active cooling is needed
the
transmitter and at the receiver
between the coil size,
for the thermal management.
are actively controlled. For the dc-dc
the transmission
Note that a design tradeoff among
converter on the vehicle, a parallelthe coil size, the transmission effiinterleaved modular approach with
efficiency, and the
ciency, and the stray field exists for
coupled magnetic components is chostray field exists for
IPT systems. According to Farasen for maximum compactness of the
IPT systems.
day's law, the induced voltage in the
power electronics. At the transmitter
receiver coil is proportional to the
side, the control of the dc-link voltage
magnetic flux in the air gap, the area
is provided by a buck-and-boost-type
enclosed by the windings, and the
three-phase mains interface [44], [45].
transmission frequency. Assuming a fixed observation
A coordinated feedback control of both dc-link voltages via
point, IPT coils with larger phy sical dimensions result
a wireless communication link allows regulation of the batin higher magnetic fields. Even though the transmitter
tery-charging current at the converter output in an efficient
current is lower for larger coils with improved magnetic
and robust manner over a wide load range [37].
coupling, the close proximity of the conductors to the
The results of the multiobjective optimization of
observation point leads to an increase in the magnetic
the transmission coils are summarized in Figure 4(b)
field. Therefore, the remaining option for reducing the
and (c). Each point represents the calculated perfornecessary magnetic fields in an IPT system is to select
mance of a different IPT coil design. Included are the
a higher transmission frequency. However, the high
ac winding losses, core losses, and eddy-current shieldtransmission frequency poses a challenge for the power
ing losses in the coils, as well as the losses in the film
electronics design. In the next section, these tradeoffs
capacitors used for the employed compensation. For
are investigated more closely for the IPT system [37],
coils with a high area-related power density a, the magwith the goal of accurately quantifying the performance
netic coupling k is lower because of the smaller coil
limits for a specific system configuration.
area [compare the coloring in Figure 4(b)]. Thus, the
The Design Tradeoffs
for Contactless Chargers
For the design of the 50-kW/85-kHz
IPT system shown in Figure 3, the
multiobjective optimization process
proposed in [35] was adopted. As
illustrated in Figure 4(a), mathematical models describing the physical
properties and the system operation
(power losses, component dimensions, system cost, topology, modulation, etc.) are used to iteratively calculate the performance of all system
configurations contained in a specified design space. The core elements
of the method are the comprehensive
component and system models,
which are based on a combination of
analytical models and three-dimensional finite-element-method calculations, as described in full detail in
[37] and [38]. Here, only a short overview of the system architecture is
given, and the main optimization
results are summarized.
The topology of the contactless
EV charger and the realized prototype
hardware are shown in Figure 3. For
3 × 400 V
50 Hz
0-800 V
ac
Off Board On Board
dc
ac
U 1,dc
dc
Transmitter
ac
0-800 V
500-700 V
+ dc
U 2,dc
+
U batt +
-
dc -
-
dc
IPT Coils
(a)
Receiver
Buck-and-Boost-Type
dc-dc Stage
Litz Wire
Winding
Ferrite
Cores
Wireless
Communication
DSP/FPGA
Control
Cooling Fans
(b)
Full-Bridge
Inverter
(c)
FIG 3 (a) An IPT system power-conversion chain from the three-phase mains to the EV
high-voltage battery. (b) A 50-kW IPT coil with a transmission efficiency of 98%, an arearelated power density of 1.6 kW/dm2, and a gravimetric power density of 2.0 kW/kg
(including all passive materials and cooling system). (c) An all-SiC vehicle-side power converter with a dc-to-ac efficiency of 98.6% and a power density of 9.5 kW/dm3. DSP: digital signal processor; FPGA: field-programmable gate array.
September 2016
z IEEE PowEr ElEctronIcs MagazInE
25
Table of Contents for the Digital Edition of IEEE Power Electronics Magazine - September 2016
IEEE Power Electronics Magazine - September 2016 - Cover1
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