download (1.57 mb)

Third Quarter 2004Volume16, Number 3ISSN 1054-7231

In This IssuePresident’s Message. . . . . . . . . . . . . 3

Joint IAS/PELS/IES German Chapter . 4

APEC® 2005 . . . . . . . . . . . . . . . . . . . 6

New ad hoc Working Group (WG) for IEEE Power Electronics SocietyActive Harmonic Filters & PowerQuality Problems . . . . . . . . . . . . . . . 7

INTELEC® 2004. . . . . . . . . . . . . . . . . 8

Highlights of the IEEE HydrogenEconomy Meeting. . . . . . . . . . . . . . . 9

Prof. Javier Uceda Honored. . . . . . . 9

Impacts to the Power Density ofShip Electric Drives . . . . . . . . . . . . 10

Introducing Power Electronics inFord Hybrid Escape Vehicle . . . . . . 13

Book Reviews. . . . . . . . . . . . . . . . . 16

Society Awards Presented at PESC® 2004 . . . . . . . . . . . . . . . . . . 17

IEEE COMPEL® 2004 . . . . . . . . . . . 17

Meetings of Interest . . . . . . . . . . . . 18

DESIGNING A 150AVOLTAGE REGULATOR?

Scaleable XPhase Architecture and DirectFET MOSFETs Achieve 88% Efficiency with a 2.5 sq-in Powertrain

THE POWER MANAGEMENT LEADER

IR’s new XPhase™ architecture, together withbenchmark DirectFET™ MOSFETs, offer the architectof EVRD and VRM10.x designs the flexibility ofmultiple phases for the highest efficiency powermanagement. A 7-phase EVRD 10.x design using IR’saward winning products is capable of delivering150A, 88% efficiency, and runs so cool it doesn’tneed a heatsink.

The higher phase count enables a compact design byreducing the size of output filters, saving cost andvaluable board real estate, in servers andworkstations.

Features• Uses the IR3081 and IR3086 XPhase chipset and

the IRF6617 and IRF6691 DirectFET MOSFETs

• Eliminates the need to parallel MOSFETs

• Low profile, small size ceramic and POS caps

• Smaller solution footprint saves board space

The IR Advantage

• Only 150A EVRD 10.x solution exceeding 88% in efficiency

• Flexible, scaleable solution enables more than 4 phases for higher efficiency and small size as EVRD and VRM current requirements increase

• 2.5 sq. in powertrain

Achieve the highest efficiency, compact designs with award-winning solutions from the powermanagement leader. Contact your local IR salesrepresentative today.

for more information call 1.800.981.8699 or visit us at

http://dc2dc.irf.com/evrd

IR’s proprietary DirectFET technology is covered by US Patent 6,624,522and other US and foreign pending patent applications.

Part # Function Package Applications

IR3081 VR 10.X Control IC 28-Lead MLPQ Controller for EVRD 10.x and VRM 10.x for Servers

IR3086 Phase IC 20-Lead MLPQ Phase ICs with fault detect and integrated VR-HOT

Part BVDSS RDS(on)max RDS(on)max DirectFet VGS ID@25°C QG Typ. QGD Typ.Number (V) @10V (Ω) @4.5V (Ω) Package (V) (A) (nC) (nC)

IRF6691 20 1.6 2.4 Med Can ±12 160 49 16

IRF6617 30 8.0 10.5 Small Can ±20 52 13 3.0

VIN=12V, VID=1.350V, room temp.

30 60 90 120 1608081828384858687888990

150

EVRD10.x: Efficiency vs. Load Current

7-Phase XPhase-DirectFET Design

Third Quarter 2004 IEEE Power Electronics Society NEWSLETTER 3

President’s MessageIn this column I havethree subjects, two beingupdates on earlier items,and one new one.

The first update ison the “HydrogenEconomy“ meeting thatPELS, PES SSIT and IASran in Washington DC

on April 19 – 20 2004.The attendance was not large, at 95 reg-

istrants, our excuse being that we did verylittle publicity, and the entire meeting wasplanned and executed in not much morethan 6 months. However what I saw was forme, the IEEE at its best.

The coverall title “Hydrogen Economy”clearly includes political issues as well astechnical issues. What the engineer has todo is sort through the passions, the emo-tions, the hype and the politics, to try andfind the best possible engineering solutionsto a range of looming serious problems. Thetrouble is that even the problems are diffi-cult to nail down into one area. They coverthe gamut of global warming, air pollution,fossil fuel resource depletion, fossil fueldependence, (exacerbated by those sourcesbeing “foreign” for many of us), and thegenerally very high levels of energy wastagewe see around us.

While some will say (and one did at themeeting) that “Hydrogen” is the singleanswer to all of these, we know as engi-neers that this is not so.

Across the two days we learned that it isunlikely that hydrogen will routinely betransported long distances either in pipelines or in tankers, its just too light andfluffy, even in liquid form below 20 K. (The

density of liquid hydrogen is less than 1/10that of gasoline.)

We further learned that the vast majorityof all the hydrogen produced today is pro-duced by reforming natural gas, so depend-ence on fossil fuels is not changed unlesswe produce it some other way. The mostobvious alternative is by electrolysis, andthat turns out to be not a very efficientprocess. (By products from other industriesare always highlighted when someonedecides to run a bus on hydrogen, but itseems the actual quantities are small).

We basically learned that using electricityto make hydrogen to put in a fuel cell tomake electricity is not a very efficient way tomanage energy, even though there will ofcourse be applications like transportation,where this is a serious contender for largescale application. It was reinforced that theelectric grid is still a very good way to trans-port energy, and maybe the use of hydrogenmight be as large scale storage, but we didn’tgo anywhere near the economics or the infra-structure issues for that, That’s for next year!

Anyway the important thing was we didhave a range of credible and credentialedpresenters that we were introduced to bothsides of most of the issues, and I wasdelighted with the level of scientific content,so often missing in these areas where emo-tion, surmise and half understood sciencecan dominate the discussion.

The website will remain up,http://www.ari.vt.edu/hydrogen/ , and it isworth a visit. A CD of all the presentations,including transcripts of the opening speechby The Honorable Robert Walker, USACongressman, and the closing address byauthor Jeremy Rifkin, is in production, and

will be available for purchase shortly.Secondly we are working on providing

easy access to our conference proceedingsfor our members who are unable to attendthe conferences. Your AdministrativeCommittee at its February meeting enthusias-tically agreed to “do what it takes” to providethis. Thus I am, as I write, waiting for finan-cial models from IEEE to be able to presenta proposal at our June meeting, which willbe over by the time you read this.

The third subject is actually indirectlyrelated to the above. This discussion is pri-marily aimed at the academic community,so I won’t be offended if you skip the restand get into the meat of this newsletter.

Academics must publish or perish, andas we move more and more to accountabil-ity, KPI’s milestones, and quantifiable meas-ures of performance, the number and typeof publications produced by any academicis scrutinized with great care.

We have two kinds of publications; con-ference papers, which end up in proceed-ings, and papers in fully refereed archivaljournals, usually called transactions.

Conference publications are, in somebranches of science, seen as having less“value” than papers published in the archivaljournals. They are not so seen by the IEEE ingeneral, nor by our society in particular. Thecompeting issues of the importance of rigor-ous peer review and the importance of time-liness have lead us to a review process forour conferences which involves at least 3international reviewers, resulting in a 50%rejection of submitted digests.

As we know, all IEEE publications arenow available on line. In the first instance

IEEE Power Electronics Society OfficersDean Patterson, PresidentRon Harley, V.P. OperationsF. Dong Tan, V.P. MeetingsSteven B. Leeb, Treasurerhttp://www.pels.org

The IEEE Power Electronics Society Newsletter (ISSN 1054-7231) is

published quarterly by the IEEE Power Electronics Society of the

Institute of Electrical and Electronic Engineers, Inc. Headquarters: 3

Park Avenue, 17’th Floor, NY 10016-5997.An assessment of $1.00 per

member per year (included in Society fee) for each member of the

Power Electronics Society is made. Postmaster: Send address changes

to IEEE POWER ELECTRONICS SOCIETY NEWSLETTER, IEEE, 445 Hoes

Lane, Piscataway, N.J. 0855-1331.

News Items should be sent to: Dr John M. Miller, PELS Newsletter,

Editor-in-Chief, J-N-J Miller Design Services, PLC, 3573 East

Gatzke Road, Cedar, MI. 49621, USA; TEL:+1 231 228 5011; FAX

+1 231 228 7250; EMAIL: [email protected]. Deadlines for copy

are March 15, June 15, September 15 and December 15. Email

submission of items in MS-Word or plain-text format preferred.

MS-Word and plain-text (straight ASCII) submissions on 3.5”

diskette are welcome, as are CDROMs, and should be accompa-

nied by a backup hardcopy. Fax submissions are acceptable, but

are least desirable. Include caption with all photos identifying

event and individuals in a back-row, left to right, front-row, left to

right, etc method. Full-page calls for papers and announcements

of PELS-supported conferences are welcome and should be sent

as both high-quality hardcopy and MS-Word files. Please indicate

all trademarked items, such as INTELEC®, APEC® with the reg-

istered trademark symbol, “®”.

Technical items should be sent to: Prof Juan Carlos Balda, PELS

Newsletter Associate Editor, University of Arkansas, 3217 Bell

Engineering Center, Fayetteville, AR 72701, USA; TEL: +1 479 575

6578; FAX: +1 479 575 7967; EMAIL: [email protected]

Advertising queries should be sent to: Mr Mal Elgar (West and

Central USA & International) TEL: +1 909 289 5231; FAX: +1 909

883 8337; EMAIL: [email protected]

Or

Walter Chalupa (Eastern USA), TEL: +1 973 626 3412; FAX: +1

973 835 1602; EMAIL: [email protected]

The Newsletter in PDF format is posted at the PELS website approxi-

mately three weeks sooner than paper copies can be delivered. To

receive email notification when the internet version is available, go to

http://www.pels.org/Mailing/MailForm.html and provide your email

address. Additionally, the email notification sometimes includes time-

ly announcements that are not in the printed newsletter.

©2004 IEEE. Permission to copy without fee all of part of any mate-

rial without a copyright notice is granted provided that the copies

are not made or distributed for direct commercial advantage, and

the title of the publication and its date appear on each copy. To copy

material with a copyright notice requires special permission. Please

direct all inquiries or requests to the IEEE intellectual Property Rights

Manager, TEL: +1 732 562 3966, FAX: +1 732 981 8062, EMAIL:

[email protected]

Periodicals Postage paid at New York, NY, and at additional mail-

ing offices.

PRINTED IN THE U.S.A.

continued on page 9

4 IEEE Power Electronics Society NEWSLETTER Second Quarter 2004


Pulse width modulated converterused in power electronics groupof Prof_ Dr. –Ing. S. Bernet atTechnical University of Berlin forstudent education.

Most trains circulating on the arcs of Berlin Stadtbahnuse power electronic traction converters: but maybenot all attention of the participants of the social meet-ing in Café Odeon under one of those arcs - spon-sored by SIEMENS AG. Power Transmission andDistribution - has been concentrated on such techni-cal issues…

Introduction of IEEE Power Electronics Society byProf. Dr. Ing_ R.W. De Doncker – IEEE PELSPresident Elect - during IEEE Region - IA PEL IE PEinter society chapters workshop held at VDE head-quarters Berlin.


APEC 2005

Twentieth Annual IEEE Applied Power Electronics Conference and Exposition

Announcement and Call for Papers

March 6-10, 2005 Hilton Austin Austin, Texas

APEC 2005 will continue the tradition of focusing on the practical aspects of the power electronics profession. Presented papers,

Professional Education Seminars and a comprehensive exposition will address the specification, design, manufacture and

marketing of power electronic components, products and systems. Presentations that address new and emerging topics are

welcome. Papers of practical importance are solicited in the following areas of power electronics:

1. AC-DC Power Supplies and DC-DC

Converters

1.1 AC-DC Power Supplies, Single-Phase

1.2 AC-DC Power Supplies, Three-Phase

1.3 DC-DC Converters, Hard-switched

1.4 DC-DC Converters, Soft-switched

1.5 Voltage Regulator Modules (VRMs)

2. Utility Interface

2.1 Power Factor Correction, Single-Phase

2.2 Power Factor Correction, Three-Phase

2.3 Utility Interface and Power Quality

2.4 Distributed Energy Systems

3. Lamp Ballasts and Lighting Systems

4. Uninterruptible Power Supplies (UPS)

5. Motor Drives and Inverters

5.1 AC Motor Drives

5.2 DC Motor Drives

5.3 Inverters, Single-Phase

5.4 Inverters, Three-Phase

5.5 PWM Techniques

6. Devices and Components

6.1 Semiconductor Devices

6.2 Magnetic Components

6.3 Capacitors

6.4 Batteries and Chargers

6.5 Interconnects

6.6 Device Integration

7. System Integration

7.1 Packaging

7.2 Thermal Management

7.3 EMI and EMC

8. Modeling, Simulation, and

Control

8.1 Systems

8.2 Converter Circuits

8.3 Devices and Components

8.4 Parasitic Components

8.5 CAD /CAE Tools

8.6 Digital Controls

9. Manufacturing

9.1 Production Processes

9.2 Quality and Quality Systems

9.3 Designs for Manufacturability

9.4 Material Procurement

9.5 Supplier Qualification

9.6 Technology Transfer

10. Power Electronics Applications

10.1 Automotive and transportation

10.2 Distributed Energy and

Generation

10.3 Telecommunication

11. Regulatory Agencies and

Standards

12. Marketing, Sales and General

Business

Deadline for Submission of Abstract and Digest is August 9, 2004.

Notification that a paper was accepted or declined will be e-mailed no later than October 18, 2004.

Final papers are due no later than December 13, 2004.

Preparation of Abstracts and Digests: Prospective authors of technical papers are asked to submit a 50-word Abstract and a three

to five-page Digest (double spaced, including figures, tables and references) of their planned presentation. Digests for APEC

2005 must be submitted in electronic format no later than August 9, 2004. For details, please visit www.apec-conf.org. Authors

should obtain any necessary company and governmental clearance prior to submission of Abstracts and Digests. Abstracts and

Digests will be sent to multiple reviewers; therefore, “Confidential” and “Proprietary” information should be omitted. Please

note that papers presented at APEC must be original material and not have been presented at previous conferences or

previously published. Manuscripts not received by the deadline above may not be published in the Proceedings and will

not be presented at the conference. Finished manuscripts exceeding seven pages will be subject to publication page

charges.

A peer review process will be used to evaluate all papers submitted for consideration. Anyone interested in becoming a reviewer

is encouraged to register at www.apec-conf.org (under “More about APEC”). The principal criterion in reviewing papers for

acceptance will be the usefulness of the presentation to the practicing power electronics professional. The reviewers value

evidence of completed experimental work.

Professional Education Seminars at APEC are typically three hours in length and can range from broad to narrow in scope,

introductory to advance in level. If you are interested in presenting a Professional Education Seminar at APEC 2005, please see

the APEC 2005 Call for Seminar Proposals at www.apec-conf.org.

Website: www.apec-conf.org APEC Email: [email protected] 2025 M Street

Phone: +1-202-973-8664 Suite 800

Facsimile: +1-202-331-0111 Washington, DC 20036

APEC 2005 is sponsored by the IEEE Power Electronics Society, the IEEE Industry Applications Society and the Power Sources

Manufacturers Association.


Problems caused by power quality can havean adverse economic impact on utilities andcustomers. These problems can be resolvedby the use of active filters. Dean Patterson,President of PELS has asked me to form a WGto concentrate on this subject.

My plan is that this WG will be respon-sible initially for compiling a listing of allpertinent publications and articles related tothe technical design, theoretical and experi-

mental performance, of the Active HarmonicFilters.

Other activities could then include thedevelopment of an “overview” paper summa-rizing and highlighting the various new tech-nologies involved. This paper, with anextended bibliography, could be made avail-able to PELS members, and might well besuitable for presentation as a conference ortransactions publication.

As a first step I invite like minded peopleto register interest with me. Please include ashort biography, your experience in thisfield, a publication list, and your ideas on thedevelopment of this working group.

Dr. Ahmed F. Zobaa, Cairo University, [email protected]

New ad hoc Working Group (WG) for IEEE Power Electronics Society ActiveHarmonic Filters & Power Quality ProblemsBy: Dr. Ahmed F. Zobaa

HIGH VOLTAGE HIGH CURRENT

High Voltage Silicon Rectifiers

High Voltage Diodes

Voltage Multipliers

Custom Assemblies

Full Wave Bridges

The First TrueSurface Mount

High Voltage Diode

HV Component AssociatesP.O. Box 848Farmingdale, NJ 07727(732) 938-4499 (732) 938-4451 [email protected]

1 mA to 100 kA

www.hvca.com

Up to 5kV Up to 350 mAmp

Average Current

Gull wing leads

available forincreased creepage

distance for medical applications

CKEP.O. Box 211

Lucernemines, PA 15754(724) 479-3533 (724) 479-3537 FAX

e-mail: [email protected]

FOR YOUR HIGH CURRENT AND/OR HIGH VOLTAGE REQUIREMENTS

SEMICONDUCTORS

Our experienced engineerswill help you find the perfectsolution for your high voltage,high current application.

Silicon Rectifiers- Air-Cooled- Water-Cooled

Assemblies- Thyristor- SCR- Rectifier- Bridge Rectifier

SURGE SUPPRESSORSTo Meet Any Requirement

From .3J To 540kJ

www.cke.com

To Order A Free Catalog Or Samples, Visit our Web Site


this access was made available only to thelargest and most significant research institu-tions world wide; academic, industrial, andgovernmental, via a program called theIntegrated Electronic Library (IEL). In thelast 12 months, development of the “Xplore”platform set up to deliver our on-line prod-ucts, has begun to provide us with fascinat-ing usage data, on a paper by paper basis,by these flagship research institutions. It hasbeen a revelation that there are no differ-ences appearing in access rates based on theconference / archival journal divide. We arenow confident that this will be reflected incitations as time progresses. This has not

been the case in past when University /Institutional libraries generally took many ofthe archival journals but a far lesser numberof the conference proceedings, primarilybecause of the ease of subscribing to a jour-nal, rather than having to make decisions onpurchasing a proceedings on a conferenceby conference basis.

We have sufficient data at present toexplore another common belief that the con-ference proceedings being more immediate,might fade more rapidly in the degree ofaccess. It has been found that this is not so.

Thus we believe that we now have, andare developing as rapidly as we can, a new

and considerably better metric of the “value”of our publications, and we are observingthat this metric is upsetting some traditionalparadigms.

So if you are in battle with your biologi-cal science, material science, chemical sci-ence etc colleagues who sniff about the lowvalue of conference publications, restassured that we are eagerly seeking data ofthe kind referred to above, to stiffen yourcase for the value of your work.

Prof. Dean PattersonPresident, IEEE PEL’s Society

[email protected]

President’s Message Continued from page 3

Here are some of the highlights of therecently held IEEE meeting on HydrogenEconomy issues. The meeting took placein Washington DC on 19-20 April 2004.There were 94 registered participants, andabout 40% of whom were non-IEEE mem-bers. The attendee breakdown was 45%from Industry/Business, 30% from universi-ty/research institutes, 15% from govern-ment/labs, and 10% others (including IEEEstaff).Participants came from the US,Canada, Mexico, Brazil, UK, Switzerland,Italy, Poland and Japan.

The meeting was inaugurated with akeynote speech by former U.S.Congressman Bob Walker (of Pennsylvania)who spoke about the history of U.S. gov-ernment hydrogen efforts. He also describedthe thinking of the current administration aswell as business and industry involvement

in hydrogen economy aspects. Then therewere 14presentations from a broad spec-trum of developers, users, and others fromUS government, installations, industry andacademia, and hydrogen energy programsfrom the European Union and Japan. Themeeting was closed with a very interestingspeech by Jeremy Rifkin, an economist andauthor of a recent book on the HydrogenEconomy.

The meeting brought together a diversegroup of stakeholders who took part inactive discussion on a whole range of issuesassociated with the hydrogen economy. Itbecame clear that there is a role for IEEE asa facilitator of a neutral but technologicallyinformed arena for discussion. Several atten-dees commented that this was the best IEEEmeeting they have ever attended.

To highlight just a few of the technicaltalks: John Scott of NASA — Johnson SpaceCenter provided a well-informed and thor-ough discussion of long-term NASA experi-ences with fuel cells. He presented directresults on system efficiency and otheraspects. NASA’s alkaline fuel cells achieveabout 55% conversion efficiency from hydro-gen input to electrical output. Dr. Ulf Bossel,who directs an energy firm in Switzerland,

gave a provocative talk directed at the basicpremise – does a hydrogen economy pro-vide a useful path toward sustainability? Heargued that electricity is better suited as anenergy carrier than hydrogen, although theenergy storage issue remains a fundamentallimitation for electrical systems. AlessandroOvi, an advisor to the EuropeanCommission, presented an overview ofhydrogen economy activities in the EU atpresent. Roch Ducey of the US Army Corpsof Engineers summarized operating resultswith more than 200 stationary fuel cell sys-tems tested under various defense opera-tions programs over the past ten years.

A CD of the conference talks, to includesummaries of verbal talks, is in preparationand will be available through the meetingweb site, http://www.ieee.org/power/hydro-gen. Thanks to the committee and especiallyBrad Roberts, the Program Chair, for all theirhard work.

By:Prof Saifur Rahman

[email protected]

Prof Phillip KreinIEEE Division II Director

[email protected]

Highlights of the IEEE Hydrogen Economy Meetingby Saifur Rahman and Philip Krein

On behalf of Universidad Politecnica deMadrid and on my own, it is my pleasureand my honor to inform you thatProfessor Dr. Javier Uceda Antolin, formerVice-Rector for Research and InstitutionalAffairs, has been elected by the majorityof the university community and appoint-ed, today, April 14, 2004, as RectorMagnificus of Universidad Politecnica deMadrid, having Professor Dr. Saturnino dela Plaza -after his two four-year mandates-

stepped down from his former position asUPM Rector.

The university as a whole, is very happywith this news and I, personally, having col-laborated during these past years withProfessor Uceda as International AffairsDirector feel really proud and happy aboutthe University decision and count on UPMfuture enhancement of its academic andresearch prestige, both in the national andinternational scenarios.

Marinela Garcia Ferná[email protected]

Adjunta para las RelacionesInternacionales

Director for International AffairsSÓCRATES General Coordinator

Universidad Politécnica de MadridAvda. Ramiro de Maeztu 7.

E-28040 Madrid

Prof. Javier Uceda HonoredBy: Marinela Garcia Fernández

Abstract – This paperexplores the issues thatdrive the size andweight of Naval electricdrives and what trade-offs affect power densi-ty. The interfacerequirements imposedon a shipboard system,such as electrical inter-face characteristics, EMI,environmental effectsand mechanical inter-faces are all drivers tothe size and weight ofan electric drive.Meeting these require-ments reduces the

achievable power densities of an electricdrive system. This paper quantifies howdrive interfaces have impacted the powerdensity variable frequency drive systemsthat are already deployed in various ship-board applications. Demonstrated powerdensities of ship compatible drive systemsprovides a benchmark for ship builders whospecify variable frequency drives for ship-board use and a baseline that drive manu-facturers can build on for any applicationwhere interface requirements compete withsize and weight.

I. Introduction

Variable speed motor drives find increasingapplication in Navy shipboard applicationsboth to support auxiliary systems [1], suchas pumps, hoists and wenches, and for aux-iliary or main propulsion in an “all-electricship” [2]. They convert fixed frequency ACpower to variable voltage/variable frequen-cy at the motor and promise reductions inmanning requirements of auxiliary motorsystems through automatic motor controland improvements to efficiency, perform-ance and motor size/weight by enabling theuse of PM Motors or other advanced motortypes, as well as advanced motor controltechniques. For electric propulsion, theyoffer the advantage of matching generatedpropulsion power to the mission specifics,i.e. speed and payload.

Since these electric drives are eitherretrofits to existing systems, where the onlyinterface to the motor was previously a con-tactor or soft-starter, or are fundamental to

new ship designs, where the total ship sizeand weight are critical, minimizing thespace/weight claim—i.e. increasing powerdensity—is key.

On the other hand, the size and weight isheavily influenced by the interface require-ments that are imposed on the system. Thisis not only the case for shipboard drive sys-tems, but for any application that requires thedrive to be compatible with its environment.For shipboard applications, interface require-ments include compatibility with the ship-board electric grid and shipboard environ-mental concerns, i.e. shock, vibration, saltspray. These interface requirements add tomotor drive performance requirements andwill increase both the size and weight.Hence, estimates of electric drive size/weightin a new installation are often under-estimat-ed, especially when a Commercial-Off-The-Shelf (COTS) solution is proposed.

A key interface requirement is the mag-nitude and type (AC ac or DCdc) of inputvoltage. For low power drives (< 1000 hHp)fed by shipboard Type I power (440 V,three3 phase, 60 Hz) [3], the electrical inter-face requirements and testing criteria arewell defined [3], [4]. In addition, the tech-nology for these drives is mature. As aresult, the present state of the art solutionsto most shipboard auxiliary drive or propul-sion systems <1000 HPhp are well defined.

This paper quantifies how drive inter-faces impact power density of Type I powerfed drive systems that are deployed in vari-ous shipboard applications. The power den-sities are provided for a number of variablefrequency drive systems that are ship com-patible and are installed in existing plat-forms. The impact of each interface require-ment as a percentage of overall system size

and weight is identified. The intent of thispaper is to provide a benchmark for shipbuilders who specify variable frequencydrives for shipboard use and a baseline thatdrive manufacturers can build on for anyapplication where interface requirementscompete with size and weight.

II. Electric Drive Interfaces

A basic motor drive system, which is com-mercially available from numerous vendors,is shown in Figure 1. Interfaces for themotor drive are to the ACac input supplythrough its ACac to DCdc front end, themotor via the drive, to the user and motorship controls and to the surrounding envi-ronment, through its enclosure. Key inter-face requirements and corresponding mili-tary specifications are listed in Table 1. Theinterfaces require treatments to the motordrive system so that:1. Shipboard electrical grid and installation

can live with by-products of the motordrive operation;, i.e., electromagneticinterference (EMI), waste heat, etc.

2. Motor drive system can survive in theshipboard environment;, i.e., supply volt-age variations, shock and vibration, con-tainment of waste heat, etc.

Technologies applied to Type I powerfed motor drive for shipboard interfaces aremature. Figure 2 represents a shipboard-worthy motor drive system, with treatmentsto the basic motor drive required for theinterfaces of Table 1. The treatments, oradded sub-systems, are described as follows:

A. EMI FilterThe motor drive and active rectifier produceunwanted common mode voltages on the


Impacts to the Power Density of Ship Electric DrivesRobert M. Cuzner and James C. VanderMeerDRS Power & Control Technologies Inc.Milwaukee, WI [email protected]@drs-pct.com

Table 1 Electric drive interface requirements.


supply lines that find conduction pathsthrough parasitic capacitances to groundwithin electrical equipment that shares thesame electrical grid [7]. The EMI filter atten-uates conducted emissions to conductedEMI limits [4].

B. Connect Switch and Inrush LimitThe Connect Switch is typically a contactorwhich applies/removes supply power to/fromthe drive. The electrical interface [3] imposesa limit to the in-rush current that occurs whenmotor drive is powered up. An inrush limitcircuit (Figure 2) inserts resistors in series withdischarged capacitors at start-up.

C. Active Rectifier and Harmonic FilterThe Type I power electrical interface [3] isa significant driver to the hardware thatmust be added (and the increases insize/weight) to a motor drive. The ACac toDdcC front end of Figure 1 is inadequateand must be replaced with the harmonicfilter and active rectifier of Figure 2 for thefollowing reasons:1. Shipboard supply rmsRMS voltage varies

between ±5% continuously and morewidely during transient events [3], duringwhich the motor drive must maintainrequired motor speed and torque. Withonly the diode rectifier ACac to dcDCfront end of these voltage deviations candirectly impact the motor performance— especially when the motor rated volt-age is close to that of the AC ac supply.The active rectifier decouples the deliv-ered motor speed/torque from supplyvoltage deviations by actively controllingDC dc input voltage to the motor driveto a level higher than the peak inputacAC voltage [8].

2. Active rectification reduces input currentIHD over its control bandwidth [8] inorder to meet input current waveformquality requirements [3]. The harmonicfilter attenuates higher order harmonics,resulting from the Ppulse-Wwidth

Mmodulated (PWM) voltage level switch-ing of the active rectifier. An alternativeapproach is to use the diode rectifierfront end with passive notch filter, but ata greater size/weight penalty. Thisapproach does not mitigate the impact ofsupply voltage variations on motor per-formance.

D. dV/dt FilterAn undesirable by-product of the motordrive is the voltage harmonics it impresseson the motor due to the PWM voltage levelswitching used to synthesize the desiredmotor voltage amplitude and phase [9]. Thisinduces ripple currents in the motor, whichincreases motor heating. In addition, steepvoltage fronts that occur during PWM volt-age shifts (dV/dt) imposes stresses on motorinsulation [10], which increases with thelenghth of the cables are between the driveand the motor.

Current and voltage stresses are mitigat-ed either at the drive system by insertion ofa dV/dt filter (see Figure 2) [11] or by beef-ing up the motor design [12].

E. Cooling SystemFor industrial applications, the waste heat ofthe motor drive is often exhausted to theopen air with fans. Shipboard usuallyrequires the drive to be sealed up to protectfrom salt spray or other contaminants, con-tain EMI and keep the drive from heatingthe ambient air around it. Waste heat of thedrive is usually removed through liquidcooling (i.e., fresh water circulation).

Thermal management is best accom-plished by direct liquid cold plate cooling ofpower semi1conductors and liquid to airheat exchangers and fans to cool compo-nents in the air.

F. Enclosure and Shock/Vibration IsolationThe motor drive in a shipboard environmentmust withstand high impact shock and

vibration stimulus [5], [6]. These require-ments are more stringent than what mostindustrial COTS equipment can meet. Theenclosure must be strengthened, which typ-ically increases its weight over a non-shockdesign. Internal components themselves andtheir mounting structures must also bestrengthened. The packaging fill factor mustbe reduced in order to avoid internal colli-sions during shock blows. In a COTS-basedsystem, lower cost/lighter weight compo-nents and enclosure may be mounted onshock/vibration isolators to attenuate thestresses to the enclosure and the systemcomponents.

III. Measured PowerDensitiesTo quantify the impact of shipboard inter-face requirements on power density, severalproducts, qualified for and delivered toNavy shipboard installations over the pastfive years, were surveyed. As figures ofmerit, the power densities of these productswere calculated by the volt-ampere capabil-ity per cubic centimeter of total volume andvolt-ampere capability per kilogram of sys-tem weight. Figure 3 and Figure 4 comparepower densities for six products with ratingsat 5 kVA, 125 kVA, 150 kVA and 250 kVA.

The 5kVA drive (Drive 1) has lowerpower density than the higher power sys-tems. This is expected since size of the con-trol hardware does not really change withpower rating. In addition, this product wasCOTS with shock/vibration isolators, whichtake up a volume disproportionate with rat-ing of the system.

Drives 3 and 4, as well as Drives 5 and6, have widely different power densities,even though their ratings are the same.The difference is that Drives 3 and 5 wereCOTS solutions with the shock/vibrationisolators while Drives 4 and 6 were full

Figure 1: Basic motor drive. Figure 2: Shipboard motor drive.

military designs, with both componentsand enclosures being designed for shockand vibration.

The sizes and weights of each sub-sys-tem in the modified COTS (Drive 5) andfull military design (Drive 6) are shown aspercentages of the total system size/weightin Figure 5 and Figure 6. In Figure 5 showsthat the largest contributors to volume arethe enclosure and the harmonic filter forboth products. For Drive 6 the Controls area large contributor, due to this product hav-ing considerable control interface require-ments compared to Drive 5. Volume of theDrive 5 enclosure, which includesshock/vibration isolators, is nearly 25% ofthe system volume, while the enclosure isonly 15% for Drive 6. Without isolators, theenclosure of Drive 5 is adequate for mostindustrial applications, and less than halfthe weight of the Drive 6 enclosure.

In all, Sub-systems for basic motordrive of Figure 1, including the enclosure,make up less than 25% of the volume ofthe total shipboard drive system! With theexception that there is no disparitybetween enclosure sizes, similar trends areseen with the weight power densities inFigure 6. Drive 6 weights being heavierthan Drive 5 weights is a manifestation ofthe shock and vibration design. Oneanomaly is the harmonic filter in Drive 5,

which had a lower cost, lower bandwidthactive rectifier and control.

IV. CONCLUSIONS

This paper has identified the shipboardinterface requirements that contribute tothe total size and weight, or power densityof a variable speed electric drive system.The size/weight of sub-systems, in additionto the basic motor drive function, neces-sary to accommodate the interfaces, arequantified based on a study of a number ofdeployed shipboard drives. For <1000hpHP drives, power densities on the orderof 0.25 VA/cm3 are achievable and thebasic motor drive contributes to less than25% of system size/weight.

References1. Steven Linder, Navy Manufacturing

Technology Program, http://www.dod-mantech.com/

2. Ronald O’Rourke, Electric-DrivePropulsion for U.S. Navy Ships:Background and Issues for Congress,CRS Report for Congress, July 31, 2003.

3. Mil-Std-1399, Section 300A:. InterfaceStandard for Shipboard Systems ElectricPower, Alternating Current,. August 1,1978

4. Mil-Std-461, Rev. E:. Requirements ForThe Control Of Electromagnetic

Interference Characteristics OfSubsystems And Equipment,. August20, 1999

5. Mil-S-901C, Requirements for ShockTests:. High Impact, ShipboardMachinery, Equipment and Systems,.January 15, 1963

6. Mil-Std-167B:, Mechanical Vibrations OfShipboard Equipment., August 11, 1969.

7. G. Skibinski, J. Pankau, R. Sladky and J.Campbell, “Generation, Control andRegulation of EMI from AC Drives”,IEEE Industrial Applications SocietyAnnual Meeting, 1997.

8. Y. Sato and T. Kataoka, “State FeedbackControl of Current Type PWM AC-to-DCConverters”, IEEE Transactions onIndustrial Electronics, vol. 29, pp. 1090-1097, Nov./Dec. 1993

9. G. Stone and S. Campbell, “Inverter-FedDrives: Which Motor Stators are at Risk?”,,IEEE Industry Applications Magazine,September/October 2000, pp. 17-22.

10.E. Persson, “Transient Effects inApplication of PWM Inverters toInduction Motors”, IEEE IAS Pulp andPaper Industry Conference, 1991.

11.P. T. Finlayson, “Output Filters for PWMDrives with Induction Motors”, IEEEIndustry Applications Magazine,January/February 1998, pp. 46-52.

12.A. L. Bonnett, “Available InsulationSystems for PWM Inverter-Fed Motors”,IEEE IAS Pulp and Paper IndustryConference, 1997.

12 IEEE Power Electronics Society NEWSLETTER Third Quarter 2004

Figure 3: Power dDensities of Navy Aauxiliary dDrives (VA/cm3). Figure 4: Power Ddensities of Navy aAuxiliary dDrives (VA/kg).

Figure 5: Drive sub-systems percentagess of total volume. Figure 6: Drive sub-system percents of total weight.

1. IntroductionThe concept of HybridElectric Vehicles (HEV)is not new. The firstHEV, “Woods DualPower Model” wasintroduced in 1916 bythe Woods Motor

Vehicle Company of Chicago [1]. Over therest of the 20th century various HEV con-cepts were developed and they all contin-ued to show benefits and improvements [2-5]. However, the technologies needed werenot fully mature to make HEVs viable andaffordable. With continued populationgrowth in the world, the need for trans-portation will continue to expand. A signif-icant portion of the automobile marketgrowth in the 20th century was largely lim-ited to North America, Europe and certainportions of Asia and Australia. Automobileexpansion is expected to continue in theremaining two thirds of the world and thusputting a strain on the natural resources,namely, crude oil. When Henry Forddesigned and started mass production ofautomobiles he promised “to build a motorcar for the multitude” giving “a large num-ber of men employment at good wages”and enabling families to enjoy “the blessingof hours of pleasure in god’s great openspaces” [6]. The automobile industry deliv-ered on this promise in the 20th centuryand is now faced with the challenge ofdeveloping fuel efficient and alternate fuelvehicles that are both ecologically andsocially supporting in the 21st century tocontinue providing the needed transporta-tion for the rest of the growing world.

On this note, Ford Motor Company hasdeveloped the World’s First No-Compromise Escape Hybrid Sport UtilityVehicle (SUV) and is scheduled for launchin Fall late summer of 2004.

II. Hybrid Electric Vehicle(HEV) OverviewHybrid SystemsThe theory behind HEV power train is tocombine multiple power sources, in thiscase Internal Combustion Engine (ICE) andElectric Motor(s), to increase overall powertrain efficiency by using the benefits of the

power sources over the various customerdrive cycles. Power train efficiencyimprovements are achieved through thefollowing actions.• Operating the engine and electric

machines at optimal points to achievehigher system efficiency.

• Start-stop operation to eliminate variouspumping and friction losses in thesystem.

• Addition of an energy storage device tocollect braking energy through regen-eration.

The various hybrid systems can be classifiedinto the following three major categories.• Series Hybrid System [7]• Parallel Hybrid System [4]• Split Hybrid System [2,3,5, 8]

The parallel and split hybrid systems aregaining popularity over the last few yearsand production hybrid vehicles have startedhitting the market place [5] and more newofferings are being announced by variousautomakers. The Ford Hybrid EscapeHybrid vehicle uses a split system typepower train. This system employs a plane-tary gear arrangement and can operate inparallel and series modes whereby the ener-gy in the series path is converted to electri-cal energy by the generator and the energyin the parallel path is directly transmitted tothe driving wheel through the mechanicalpath. A block diagram representation of thesystem is shown in Figure 1. This systemcan be operated in eight different modes [8]and thus gives the needed degrees of free-dom to achieve very high power train effi-

ciencies. In order to best utilize all of themodes a well designed distributed controlssystem has been developed that will allowthe system to move from one mode to theother in a quick and seamless fashion basedon the driver pedal command and variousreal time system parameters.

System Configuration and KeyTechnologiesThe Ford Hybrid Escape Hybrid Powertrainis built using a 2.3L, I4 Atkinson CycleEngine in combination with a highly inte-grated compact transmission that containstwo Interior Permanent Magnet AC drivesand a transmission Controller, a HighVoltage (HV) High Power Ni-MH BatteryPack with integrated Battery controller anda sophisticated Real Time Vehicle SystemController. The other key hybrid uniquetechnologies include, HV to 14V DC-DCConverter, HV Electrical DistributionSystem including Connectors and Electro-Hydraulic Regenerative Braking System.The other supporting technologies includea modified Instrument Cluster to displayHEV specific information, optionalNavigation System with HEV specificDisplays and Electric Power Assist Steering.The specifications of the key systems aregiven in Table 1.

The system and specifications were opti-mized to deliver a full hybrid with a no com-promise approach to hybridization that min-imizes exhaust emissions and maximizesfuel efficiency. In addition this powertrainsystem provides 0-60mph acceleration per-


Introducing Power Electronics in Ford HybridEscape VehicleVenkateswara Anand Sankaran, Member IEEEFord Motor CompanyProduct Development Center, Cube 1R-G14, MD 58021175 Oakwood Blvd., Dearborn, [email protected]

Fig. 1 Ford Hybrid Escape Split Hybrid System

formance comparable to the 200hp V6engine and is also capable of towing up to1000 lbs. Front and rear X-Ray Views of the2005 Ford hybrid Escape Hybrid to be intro-duced in fall late summer of 2004 is shownin Figs. 2 and 3. The HV battery shown inFig. 4 is located out of the way under theload floor to maintain all of the cargo spaceto meet customer needs. Additionally theHybrid Escape Hybrid is expected to be cer-tified for Advanced Technology Partial ZeroEmissions (AT-PZEV). The optionalIintelligent 4WD system offers all-weathertraction and off-road capability sought afterby SUV customers. For additional detailsand pictures, please visit the Ford HybridEscape Hybrid website, http://www.fordve-hicles.com/escapehybrid [9].

III. Hybrid Transmission(eCVT) with IntegratedPower ElectronicsThe heart of the hybrid power train is theelectronically controlled continuously vari-able transmission (eCVT), shown in Fig.5,based on the split hybrid configuration.This custom developed compact transmis-sion contains two high power permanentmagnet electric machines, two IGBT basedinverters, transmission controller, tractionmotor controller, traction generator con-troller, planetary gears, differential gear,one-way clutch, generator brake, flywheeldamper and hydraulic circuits. This inte-

grated design uses internal circulation ofautomatic transmission fluid and a separateethylene-glycol cooling loop to maintainthe electric motors, power devices andelectronics within the specified tempera-ture range under various operating condi-tions. Integrating power electronics withthe electric machines in the transmissioncase eliminated the need for 6 bulkyshielded HV cables and 12 HV connectors.This integration presented interesting engi-neering challenges in the following areas.• Thermal Cycling• Power Cycling• Vibration Cycling

In order to assure a robust design, cus-tomer correlated drive cycles with a goodmix of city and highway drive cycles werecarefully chosen for defining the require-ments. In addition a set of gradeabilityrequirements based on normal and off roadusage were adopted for the design. Inorder to develop a good set of subsystemrequirements from these customer usagepatterns, models similar to one shown inFig. 6 were developed. These modelswere used to identify the duty cycle and the


Table 1 – System Ratings

Fig. 2. Ford Hybrid Escape – Front X-RayView

Fig. 3. Ford Hybrid Escape – Rear X-RayView

Fig. 4. Ni-MH Battery under load floor incargo area

Fig. 5. Hybrid Transmission with IntegratedElectronics

Fig. 6. Power Electronics Thermal Model

operating points of the engine, traction motor and traction generatorover these drive cycles. From this data thermal cycling, power cyclingand vibration cycling requirements for the various components weredeveloped. In addition a set of carefully designed key life tests (KLTs)were developed for the various components and systems.

Tests were executed at the component and system levels to confirmfunctional and reliability performance. The overall vehicle will have astandard Ford warranty, which is three years, 36,000 miles. The hybridpowertrain specific components will have an additional warranty of atleast eight years/100,000 miles [9].

IV. Conclusions

The 21st century requires fuel efficient vehicles to continue supportingthe transportation needs of the people. Ford Hybrid Escape Hybridclearly demonstrates that it is possible to develop a no compromise,practical, fuel efficient and ultra low emission vehicle. This vehicle willalso demonstrate that the technology has matured for high volume andhigh reliability automotive application.

Acknowledgements

The author would like to thank Ford Escape Hybrid Team Members andSupplier partners for their support during the vehicle development andcontributions towards this article.

References1. ttp://www.thecarconnection.com/?article=1092&n=158,196&sid=1962. G.H. Gelb, N.A. Richardson, T.C. Wang and B. Berman, “An

Electromechanical Transmission for Hybrid Vehicle Power Trains –Design and Dynamometer Testing,” SAE Paper 710235, 1971.

3. K. Yamaguchi, S. Moroto, K. Kobayashi, M. Kawamoto and Y.Miyaishi, “Development of a New Hybrid System – Dual System,”SAE Paper 960231, 1996.

4. J.M. Miller, A.R. Gale, V.A. Sankaran, “Electric Drive Subsystem for aLow-Storage Requirement Hybrid Electric Vehicle,” IEEE Trans onVehicular Technology, Vol. 48, No. 6, Nov. 1999, pp. 1788-1796.

5. S. Sasaki, T. Takaoka, H. Matsui, T. Kotani, “Toyota’s NewlyDeveloped Electric-Gasoline Engine Hybrid Powertrain System,” Proc.of the 14th International Electric Vehicle Symposium (EVS-14), 1997.

6. “Sustainable Transportation Twists, Turns and Potentially Huge Rewards,”Dividend Spring 2004, Univ. of Michigan Business School, pp. 24-29.

7. Paper on Series HEV8. K. Yamaguchi, Y. Miyaishi and M. Kawamoto, “Dual System – Newly

Developed Hybrid System,” Proc. of the 13th International ElectricVehicle Symposium (EVS-13), 1996.

9. http://www.fordvehicles.com/escapehybrid


Power Electronics Letters Now In OurSecond Year

By Phil Krein

The new IEEE Power Electronics Letters is a fully refereed publication fea-turing short papers on timely power electronics topics. In 2003, there were26 papers in four electronic issues. They included new items such as theZ-source inverter, a piezoelectric torque sensor, automated modelling,multi-input dc-dc converters, and SiC diode characterization, among manytopics. In 2004, we are preparing four new issues, thanks to volunteerefforts of an excellent set of associate editors. This is a fast turnaround pub-lication. Papers are posted electronically as soon as they are delivered infinal accepted form. This publication is available for electronic access toSociety members for a discounted $10 subscription. Submissions areencouraged as well. There is more detail on the society web site,http://www.pels.org, at the Power Electronics Letters link.

H.A. KIEHNE, editor Battery Technology Handbook 2nd edition, 2003, after Expert Verlag 2000 and 2001 Marcel Dekker Inc., Electrical Engineering & Electronics Series /118 515pp. ISBN: 0-8247-4249-4 $175.

This work is a practical encyclopedia of the interdisciplinarydomain of non-rechargeable and rechargeable batteries : funda-mentals and theory, technology, running and design methods. Thebook is very complete, well organized, more analytical rather thansynthetic, with clear explanations and numerous figures. It is first-ly intended for students and specialists in electrochemistry, not forElectrical or Electronics engineers, despite its inclusion in the“Electrical Engineering and Electronics Series “. It is mainly a bookto be consulted rather than a manual for learning batteries.

The authors are specialists with long experience in German bat-tery plants. It is worthwhile to have gathered so many of them, asto cover all the theoretical and practical aspects of the large familyof the electrochemical non-rechargeable and rechargeable cells.

Detailed coverage is given to all the elements which contributeto understand and design non-rechargeable and rechargeable bat-teries : theoretical bases of electrochemical energy storage, batter-ies for industrial vehicles, power supply concepts for driverlessindustrial vehicles, batteries for electric road vehicles, user’s view-point, safety standards for stationary batteries, stationary batteries,battery operation, motor vehicle starter batteries, high energy bat-teries, solar electric power supply with batteries, charging – gener-al methods and charger choice, charger technique, supervisionmethods, standards and regulations for batteries and battery facto-ries, portable batteries, feasibility study and appliances, lead bat-teries with immobilized electrolyte, lithium batteries – most recentsolution of portable electrical energy, battery recycling and historyof batteries.

Charger circuits are very briefly treated ; supervision and/orswitching circuits are not treated at all.

William SHEPHERD, Li ZHANG Power Converter Circuits March 2004 Marcel Dekker Inc., Electrical Engineering and Electronics Series /119 450pp., 178 illustrations. ISBN : 0-8247-5054-3 $165.

This manual “is intended for junior and senior undergraduatecourses”, but it can be used by a much larger public. It is a low-frequency energy converter manual, in the spirit and usefulespecially for Electrical specialists at all levels – from juniorundergraduate to MSc. Control and protection circuits are nottreated, nor forced thyristor turn-off circuits, nor rectifier com-ponents inner operation and switching. Classical analysis isalways used.

Half of the book is devoted to mains voltage rectifiers : half-and full-wave, single- and three-phase, with resistive and induc-tive load, uncontrolled and controlled, bridge rectifiers and pulse-width modulation rectifiers. Their power factor and its improve-ment with capacitors are also treated. The step-by-step approach,the very large number of waveforms and mathematical relation-ships, of worked numerical examples and of problems (withanswers) exceed the possible content for classroom in mostschools. On the other side, the book can serve in undergraduateand graduate schools and especially in home study, withoutdeepening all the details.

The second half covers, much faster, the three-phase inverterswith R and R – L load impedance, phase-control and envelopecycloconverters, matrix converters and the three basic choppers,with application in dc motor supply. Again, the large number ofworked examples and exercises is very useful.

I could translate this book in French, if a book company decidesto publish it in France.

Serban Birca-Galateanu, Associate Professor, IUFM –Electrical Engineering Dept.

4, chemin de Launay Violette, 44322 Nantes


Book ReviewsBy: Serban Birca-Galateanu


The Awards Banquet of the IEEE Power Electronics Society was heldJune 24, 2004 at the 2004 Power Electronics Specialists Conferencein Aachen, Germany. It honored recipients of the William E. Newell,Distinguished Service, Richard M. Bass, Best Papers and BestChapter Awards.

William E. Newell Award to M Azizur RahmanM Azizur Rahman of the Memorial University of Newfoundland, StJohn’s, Canada is the 2004 recipient of the William E. Newell PowerElectronics Award. This award has been presented each year since1977 for outstanding achievement in power electronics in the mul-tidisciplinary field of power electronics.

Arthur W. Kelley Honored for Distinguished ServiceArthur W. Kelley of Linear Technology Corporation is 2004 recipientof the Distinguished Service Award The Distinguished Service Awardis presented to a member of the Society in recognition of excep-tional dedication and outstanding service to the Power ElectronicsSociety.

Philip Carne Kjaer Receives Richard M. Bass AwardPhilip Carne Kjaer of ABB Corporate Research is he winner of the2004 Power Electronics Society Richard M. Bass OutstandingYoung Power Electronics Engineer Award. This award recognizesoutstanding achievement in the field of power electronics by anengineer less than 35 years of age on 1 January of the year of theaward.

PELS Transactions Prize Paper AwardsEach year, the editor and associate editors of the PELS Transactionson Power Electronics select the three best papers published in theTransactions during the preceding year. This year’s winning papersand authors are:• “Effects Of Parasitics On The Control Of Voltage Source

Inverters,” Russell J. Kerkman, David Leggate, David W. Schlegeland Craig Winterhalter

• “Filters With Active Tuning For Power Applications,” Joshua W.Phinney and David J. Perreault

• “A 100 kW High-Performance PWM Rectifier With A ZCT Soft-Switching Technique,” Jia Wu, Fred C. Lee, Dushan Boroyevich,Heping Dai, Kun Xing and Dengming Peng

PELS Best Chapter AwardThe Brazil North-East, Bahia Section, joint PELS/IAS/PES Chapter isthe winner of the PELS 2004 Best Chapter Award for its activities in2003 and its plans for this and future years. This award recognizesexcellent service by a PELS Chapter to its members and to the powerelectronics community. In addition, the PELS Chapter withContinuous Outstanding Performance Award was presented to thejoint IAS/PELS/IES German Chapter. This new award recognizes anindependent or joint PELS Chapter that has shown outstanding per-formance sustained over a period of more than five years.

Randy FrankChair, PELS Awards Committee

[email protected]

Society Awards Presented at PESC® 2004By: Randy Frank


NORPIE 2004, the Nordic Workshop onPower and Industrial Electronics, takesplace 14 – 16 June 2004 in Trondheim,Norway. The IEEE Power Electronics Societyis a technical co-sponsor. For additionalinformation visit http://www.elkraft.ntnu.no/norpie/.

PESC® 2004, the 35th Annual IEEE PowerElectronics Specialists Conference, willbe held 20 – 25 June 2004 in Aachen,Germany. PESC is sponsored by the IEEEPower Electronics Society. Visit http://www.pesc04.org/ for the latest information.

COMPEL® 2004, the 9th IEEE Workshopon Computers in Power Electronics,sponsored by the IEEE Power ElectronicsSociety, IEEE Central Illinois Section and bythe Grainger Lecture Series at the Universityof Illinois, will be held 15 – 18 August 2004at the University of Illinois at Urbana-Champaign, USA. See http://energy.ece.uiuc.edu/COMPEL for further informa-tion or email to [email protected].

EPE-PEMC 2004, the 11th InternationalPower Electronics and Motion ControlConference, will be held 2 – 4 September2004 in Riga, Latvia. The IEEE PowerElectronics Society and the IEE Japan aretechnical co-sponsors. Synopses andabstracts of proposed papers are due 30November 2003. Visit http://www.rtu.lv/epe-pemc2004 for additional details.

INTELEC® 2004, the 26th InternationalTelecommunications Energy Conference, willbe 19-23 September 2004 in Chicago, Illinois,USA. PELS is the sole sponsor in even years,and is a technical co-sponsor in odd years.See the call for papers in the 2004, Vol. 16,No. 2 issue of this Newsletter, and visithttp://www.intelec.org for more information.

IAS2004, 39th Industry ApplicationsSociety Annual Meeting, to be held 3-7October 2004 at the Westin Hotel, Seattle,Washington, USA. Organized by IEEEIndustry Applications Society (go to linkhttp://www.ieee.org/ias2004 for moredetails).

CIEP 2004, the 9th IEEE InternationalPower Electronics Congress, will be held17 – 20 October, 2004 in Celaya, Mexico.The IEEE Power Electronics Society is a co-sponsor. For additional information visithttp://www.itc.mx/ciep/ciep2004.htm.

ICPE’04, The 6th International Conferenceon Power Electronics, is scheduled for 18-22 October 2004 in Bexco, Buson, Koreaand is sponsored by the Korean Institute ofPower Electronics. Visit ICPE’04 web site:http://www.icpe.or.kr

WPET 2004, the 8’th IEEE Workshopon Power Electronics inTransportation, will be held 21- 22October, 2004, Cobo Conference andExposition Center, Detroit, MI. WPET issponsored by IEEE Power ElectronicsSociety jointly with IEEE SoutheastMichigan Section and in collaborationwith IEEE Vehicular Technology Societyand the Society of Automotive Engineers(SAE). Abstracts & digests due 15 May.2004. For additional information email:[email protected].

IICPE 2004, The Second IndiaInternational Conference on PowerElectronics, will be held 21 – 22December, 2004 in Mumbai, India. TheIEEE Power Electronics Society is a techni-cal co-sponsor. Visit http://www.iicpe2004.com for further information.Digests due 1 May, 2004

IEMDC’05, International ElectricMachines and Drives Conference, isscheduled to take place 15 – 18 May, 2005in San Antonio, TX. IEMDC’05 is co-spon-sored by the IEEE Power ElectronicsSociety. Submission of abstracts and digestsdue 1 Oct. 2004. For more information con-tact Prof. Hamid Toliyat at Texas A&MUniversity, [email protected]

PESC 2005, the 36th Annual IEEE PowerElectronics Specialists Conference, willbe held June 12-16, 2005 in Recife, Brazil.PESC is sponsored by the IEEE PowerElectronics Society. A Power ElectronicsEducation Workshop, PEEW”05 will be heldJune 16-17 immediately following PESC inthe same venue. Contact Prof. MarceloSimoes, [email protected] about PEEW’05

COBEP 2005 The 8’th Brazilian PowerElectronics Conference, to be held 14-17 June 2005, Recife, PE-Brazil. IEEEPower Electronics Society is a co-sponsor.Digest submission deadline is 10September 2004. For additional informa-tion visit http://www.sobraep.org.br.

PEED’05 Power Electronics EducationWorkshop, is scheduled for 16-17 June2005 and is being organized in conjunctionwith PESC’05 in Recife, Brazil at the samevenue. Plans for tutorials, keynotes andpapers should be sent immediately to Prof.Marcelo Godoy Simoes, [email protected]

EPE 2005 The 11th European PowerElectronics Conference will be held 11-14September, 2005 in Dresden, Germany.EPE2005 is sponsored by the EPEAssociation, Brussels and co-sponsored byIEEE PEL’s and IAS societies. Peter Buchner,EPE2005 local chairman.

Meetings of Interest

Simulate your power electronic systems in Simulink.

Visit www.plexim.comor call +41 1 6323336

PLECS is a unique tool for the fast simulation of electrical circuits within the

Simulink environment. It is specially designed for power electronic systems

with semiconductors operating in switch mode. Use Simulink to model your

sophisticated controls and PLECS for your electrical circuits. Whether you

are a developer or researcher in industry or academia, PLECS will speed up

the design and analysis of your power electronic and motion control systems.

Download the free student version or request a trial license at no cost from

www.plexim.com

Intuitive modelingTo create your schematic simply

drag components and connect them

with the same ease as in Simulink.

Fast simulationPower semiconductors modeled as

ideal switches speed up the simula-

tion of large converter systems.

Accurate resultsChoose any of Simulink’s variable

time step solvers to hit switching

instants with machine precision.

plexim

PLECS model of a variable-speed drive with an induction machine controlled

with Direct Torque Control

© 2004 by Plexim GmbH. PLECS is a registered trademark of Plexim GmbH. Simulink is a registered trademark of The MathWorks, Inc.

IEEE Power ElectronicsSociety Newsletter

445 Hoes Lane, Piscataway, NJ 08854

1600 Golf Road, Suite 850Rolling Meadows, IL 60008

Phone: 866-964-6483 Fax: 847-574-7522www.ohmite.com email: [email protected]

Ohmite has high voltage under control. As you

would expect, our high voltage/high resistance

industrial resistors have been fully tested under

the most demanding of conditions. Providing high

stability, ratings from 20K to 1,000,000M W, the

Ohmite product line has applications in:

• HV Power Supplies • Avionics

• Current Pulse Limiters • Power Transmitters

• Medical Instrumentation • Power Distribution

DEALING WITH

Lightning Horiz 7x4.875.indd 1 5/24/2004 4:07:40 PM

download (1.57 mb)

Documents