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Common Mode EMI Propagation in High Voltage DC supplied

Induction Motor Drives for Electric Vehicles Application

M. C. Di Piazza, Member IEEE, A. Ragusa, Member IEEE, G. Vitale, Member IEEE


I.S.S.I.A.-C.N.R. (Institute on Intelligent Systems for the Automation)
Via Dante, 12
90141 Palermo – Italy

Abstract-This paper presents a method for evaluating and EVs require particular attention since the traction drive system
predicting the common mode (CM) EMI propagation in high coexists with several sensitive electronic loads, especially in the
voltage DC-supplied induction motor drives. This configuration
represents a typical example of propulsion drive for electric vehicle new more electric vehicle (MEV) [1],[6].
(EV) applications. In such a drive system the CM currents could As a matter of fact EMI noise may corrupt on board electronic
have very long transmission routes, leading to radiated EMI noise devices performance. In addition an EV may interfere with
with potential interference with on board electronic devices. In another when they are side by side, for example in the case of
order to perform an accurate experimental investigations, a new traffic congestion. This is true especially for the CM currents
dedicated high voltage (HV) dual DC LISN is disegned and set-up.
The CM EMI analysis is performed both in simulation and whose transmission routes in EV drive systems may be very
experimentally. The simulated results are obtained by implementing long, leading also to radiated EMI noise [7].
a high frequency (HF) model of the drive system under study, In general the CM EMI measurements require a Line
including the LISN, in a PSpice simulator. The CM currents flowing Impedance Stabilization Network (LISN), which must filter the
within the drive system are determined and the CM EMI emissions EMI coming from the power supply and must offer to the device
towards the DC power mains are assessed. Simulated results agree
with experimental ones confirming the validity of the proposed under test (DUT, i.e. the induction motor drive) a stable and well
modeling of the drive system. defined line impedance.
In particular, in the field of EVs, the use of propulsion drives
supplied with a rated voltage up to 500V [8], calls for the
Keywords: common mode disturbances; line impedance availability of a suitable HV DC LISNs for the measurements of
stabilization network; electric vehicle; induction motor drive. the conducted EMI. At the same time a suitable modeling of the
high frequency (HF) behavior of the system, including the drive
and the LISN, is necessary in order to predict the experimental
I. INTRODUCTION results.
In several applications induction motor drives are directly In this paper the CM EMI emissions towards the power line
supplied by a DC source. These applications mostly involve and the internal CM disturbance propagation are analyzed in an
electric vehicles [1]-[3] but also multi-motor drives, whose induction motor drive supplied by a 525V DC source.
inverters are supplied by a unique DC bus, and electric drives for The study is carried out both in simulation and experimentally.
household appliances in DC domestic plants [4]-[5]. A simple and complete HF circuit model of the whole system,
Also in DC-supplied configurations it is important to verify including each part of the experimental rig, is identified. The
and to control the Common Mode (CM) Electromagnetic simulation study is performed implementig such a HF model on
Interference (EMI) towards the power supply line and the PSpice software.
internal CM disturbance propagation, as they can degrade the A dedicated 600V dual-DC LISN has been designed and built.
operation of other apparatus and systems and of the drive itself. Its circuit model has been implemented in PSpice simulator too.
In order to guarantee the compliance to the Electromagnetic The LISN realization is characterized by compactness,
Compatibility (EMC) requirements, a strong effort has been obtained by the dual-scheme and the use of a limited number of
made in the last decades in establishing EMC product standards components, and by a low cost (especially in comparison with
covering the different applications. commercial solutions). These features make the proposed LISN
However, the need of a deeper investigation about limits and very advantageous also respect other proposals in technical
measurements arrangements is registered in the field of electric literature [9]-[10].
vehicles (EVs) for devices, including DC drives, supplied at high Main issues concerning the LISN design and realization are
voltages (HV). addressed.

978-1-4244-4252-2/09/$25.00 ©2009 IEEE 647


Finally the comparison between simulated and experimental Fig. 2 shows the ideal impedance curve defined by the CISPR
results is reported, which demonstrates the attitude of the system standard, with the upper and lower dotted line curves defining the
HF model to give an accurate prediction of CM EMI emission range of 10% admitted tolerance, and the measured impedance
towards the DC power mains and of the internal CM disturbance curve of the two LISNs without the 47 pF capacitors.
propagation. Introducing the 47 pF capacitors in parallel with the 50 Ω
resistors, the experimental impedance profiles of each LISN meet
II. HV DC LISN DESIGN the standard requirements in the frequency range between 100
kHz and 30 MHz, as shown in Fig. 3 for LISN 1.
In order to perfom accurate and repeatable measurements of
conducted disturbances generated by HV supplied automotive
electrical devices, an appropiete HV DC LISN is designed and
L = 5 µH
set up. A P
The electric circuit scheme of the HV DC LISN is reported in
Fig.1. C1 = 1 µF C = 0.1 µF
LISN 1
It should be noticed that a dual DC LISN circuit configuration
has been chosen in order to obtain a more compact structure.
Cp = 47 pF R = 50 Ω
The dual circuit is formed of two identical LISNs placed in the
same metal enclosure, one for each DC power line (positive and B
negative wire, referred to ground). Cp = 47 pF R = 50 Ω
According to CISPR 25 standard requirements [11], each
LISN has a 5 µH inductance, L, a 1 µF capacitor, C1, on the
C1 = 1 µF C = 0.1 µF
mains side, and, a 50 Ω resistance, R, as output to the measuring LISN 2
instrument, with a series connected coupling capacitor C of 0,1
A’ P’
µF, on the DUT side. L = 5 µH
The inductors of the dual LISN are realized with two solenoid
Fig. 1 Electric circuit of the HV dual LISN.
windings mounted on air cores.
The 50 Ω resistance of each LISN is obtained by adopting a
power film resistor with lead wire attachment and resistance
element geometry configured in order to provide a non-inductive 80
behavior.
Finally the capacitances C and C1 are realized with 70
LISN 1
polypropylene film capacitors with 600V rated voltage.
Moreover each LISN impedancemust meet the impedance curve 60 CISPR 16-1
defined by CISPR 16-1 [12]. As required by the same standard,
50
LISN impedance has been measured between the terminals P and
B (P’ and B) while terminals A and B (A’ and B) are short-
Ζ [Ω]

40
circuited.
It should be noted that, even if CISPR 16-1 standard is not 30
specifically dedicated to automotive application, it is mentioned
in CISPR 25 standard which gives limits and methods of 20
measurement of radio disturbance in vehicles [11]. For this
reason CISPR 16-1 is used as reference standard to asses the 10
performance of the HV DC dual LISN.
0 5
In order to allow that the LISN impedance follows the ideal 10
6
10
7
10
impedence curve according to CISPR 16-1, at frequencies higher f [Hz]
than 10 MHz, a 47 pF capacitor (Cp in Fig.1) is connected in
parallel with the 50 Ω resistance. Fig. 2. CISPR 16-1 impedance ideal curve and
The impedance experimental curves are measured by a Rohde measured impedance curve of the LISN 1 without the Cp capacitor.
& Schwarz vector network analyzer ZVRE.

648
wires of each leg of the three phase inverter and the stray
80 capacitance between the motor windings and its grounded frame.
The detailed electrical scheme of the HF circuit model is
70 reported in Fig 4.
LISN 1
Fig. 5 shows the HF model of the IGBT and of the induction
60
motor.
50 CISPR 16-1 The parameters of the HF induction motor circuit model have
been identified by means of an experimental evaluation of the
Ζ [Ω]

40 motor impedance frequency response and a curve fitting function


embedded in MATLAB® [14].
30 The values of the other parasitic capacitance have been
measured by an RLC meter in a frequency range between 150
20
kHz and 350 kHz.
10 Capacitance values in the order of nF have been obtained for
Cinv1, capacitance values in the order of hundreds of pF have
0 5 been obtained for Cinv2.
6 7
10 10 10
f [Hz]

Fig. 3. CISPR 16-1 impedance ideal curve and


measured impedance curve of the LISN 1 with the Cp capacitor. Lw Lw Lw

VDC Induction
III. THE SYSTEM UNDER STUDY AND ITS HF MODEL Dual LISN motor

The system under study includes the previously described HV Lw Lw Lw


dual DC LISN and the DC supplied induction motor drive. Cinv1 Cinv1 Cinv1
The induction motor drive is composed of a PWM IGBTs
Cinv2 Cinv2 Cinv2
voltage source inverter and a three phase induction motor.
The whole drive is supplied by a 525 V DC power source,
given by the PPM Power Electronics Genesys 3.3kW DC power Cinv1=Cinv2=150pF; Lw=0.65µH

supply.
The inverter has a maximum current, Imax, of 26 A and a
switching frequency, fs, of 5 kHz. Moreover each inverter IGBT Fig. 4 Scheme of the HF circuit model of the DC drive under study.
module is attached on a common grounded heat sink.
The induction motor has a rated supply voltage at 380V/50Hz
and a rated power of 0.75 kW.
The use of such a small power motor does not affect the C
validity of the analysis since the CM EMI emission towards the
supply line are generated by voltage gradients occurring at R,S,T o
Rs Rm
IGBTs commutations. Rsb Cs D
On the other hand the CM emissions towards the motor are Cd
L on Lm
tied to its high frequency model. So, in order to predict the CM Csb Cm Cm
G
currents circulating within an EV drive, the HF model of the
motor installed in the EV must be considered. E
Several HF models of induction motors are reported in [13].
The simulation analysis of the CM EMI emissions towards the
power line and of the CM current paths is based on a HF lumped
parameters circuit model of the induction motor drive, including
parasitic parameters as the stray capacitance between the IGBT Fig.5 High frequency model of: a) IGBT, b) induction motor (one phase
modules and the heat sink, the stray inductance of the connecting winding).

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The stray inductance of the connecting wires Lw is dependent In Fig. 6 a picture of the experimental rig is reported.
on the converter layout and it has been evaluated using the The measured and simulated common mode currents are
analytical formula for two parallel cylindrical conductors. shown in Fig.7.
Each IGBT is represented as an ideal switch in series with a For the experimental measurements the following
conduction parasitic inductance, Lon, and a resistance, Rs, that instrumentation has been used:
takes into account the commutation losses; in addition the - a four channel digital oscilloscope (Tektronix TDS7254B)
following components are connected in parallel: the junction with a bandwidth of 1 GHz and a maximum sampling
capacitance (Cs), involved in the reverse recovery current, an Rsb- frequency of 2.5 GHz, 20GS/s ;
Csb snubber branch, the freewheeling diode (D) and a shunt - a current measurement system, including amplifiers
capacitance (Cd) that represents the diode junction capacitance. (Tektronix TCPA 300) and a current probes with a
The HF models of power lines have been neglected in the bandwidth of 50MHz (Tektronix A6303);
presented analysis since it has been observed that these - a 100 MHz high voltage differential probe, (Tektronix
parameters do not influence significantly the CM propagation P5205).
within the drive in the considered frequency range. Each measurement has been performed by sampling 5000
The described HF model is implemented in PSpice to analyze points.
the CM disturbance propagation in all parts of the system under As shown in Fig. 7, simulation results agree with experimental
study. ones.
It should be noticed that the EMI emissions towards the power From the experimental and simulation results, it is possible to
mains are evaluated, in simulation, up to 10MHz, as the drive HF observe that the CM mode currents are characterized by
model validation has been done up to such frequency. oscillations where three main dominant frequencies are present.
In particular they are characterized as follows:
IV. SIMULATED AND EXPERIMENTAL RESULTS - the current in loop 1 contains a main oscillation at 3 MHz;
- the current in loop 2 contains a main oscillations at 3 MHz
The presented analysis is focused on the CM currents and at 7.5 MHz;
circulating within the drive system and on the CM EMI - the current in loop 3 contains oscillations at 100 kHz and
emissions toward the DC power mains. at 3 MHz.
The reason for the study of the CM currents propagation Finally, in Fig. 8 the CM EMI emissions toward the DC power
within the PDS is that they can flow through the bottom of the mains, obtained by measurements and simulations, are reported.
vehicle body and they are usually led to the soil through a wiring The measured CM voltage is obtained as:
cable [6]. These currents may cause interference with sensitive
electronics on board and with near vehicles in the case of traffic (V1 + V2 )
congestion. Vcm =
In the PDS under study, three CM current paths are identified. 2
The first one, said loop 1, involves the inverter legs, the
parasitic capacitance of the inverter through the heat sink, the where V1 and V2 are, respectively, the voltages measured at
heat sink ground connection, the LISN ground connection, the the measurement terminals of the dual LISN.
LISN branches and the power lines between LISN and inverter. The CM voltage measured at LISN is then processed off line
The second loop, said loop 2, involves the inverter legs, the by a FFT algorithm, implemented in MATLAB®, in order to
power lines towards the motor, the motor parasitic capacitance obtain the CM EMI emission frequency spectrum.
through ground, the motor ground connection, the heat sink As for simulation analysis, the same FFT algorithm is applied
ground connection and the parasitic capacitance of the inverter to the simulated time domain waveforms obtained by PSpice
through the heat sink. software.
The last loop, said loop 3, is formed by the LISN ground As said before, the EMI emissions are evaluated up to 10 MHz
connection, the LISN branches, the power lines between LISN because the drive HF model validation is done up to such
and inverter, the inverter connecting wires, the power lines frequency.
towards the motor, the motor parasitic capacitance through the The agreement between measured and simulated results shows
ground and the motor ground connection. the suitability of the proposed HF model to predict CM
The CM currents have been measured and compared with the propagation phenomena in HV DC supplied induction motor
simulated ones. drives.

650
Fig.6. Picture of the experimental rig.

Inverter

Loop 3
Dual Induction
motor
LISN

Loop 1 Loop 2

1.5 1.5 1.5


Measured Measured Measured
1 1
Current [A]

1
Current [A]

Current [A]

0.5 0.5 0.5

0 0 0

-0.5 -0.5 -0.5


0 0.5 1 1.5 2 0 0.5 1 1.5 2 0 0.5 1 1.5 2
Time [s] x 10
-5
Time [s] -5
x 10 Time [s] x 10
-5

1.5
Simulated
Current [A]

Current [A]

Current [A]

0.5

-0.5

7.5 8 8.5 9 9.5


Time [s]
-5
x 10
Time [s] Time [s]
Fig.7.CM internal currents loops and time domain measured and simulated waveforms.

V. CONCLUSION The drive system internal CM current routes are individuated


and characterized in terms of frequency content.
A method for evaluating and predicting the CM EMI The CM emissions towards the DC power mains are also
propagation in a HV DC supplied induction motor drive is assessed by employing a HV dual DC LISN designed and built
proposed in this paper. on purpose.

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[2]. Ehsani, M.; Yimin Gao; Miller, J.M, “Hybrid electric vehicles: architecture
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– 728.
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[3]. Nanda, G.; Kar, N.C, “A Survey and Comparison of Characteristics of
Vcm simulated Motor Drives Used in Electric Vehicles”, Canadian Conference on
100 Electrical and Computer Engineering, CCECE 2006, May 2006 pp. 811 –
814.
[4]. Nilsson, D., Sannino, A., “Efficiency analysis of low- and medium-voltage
dc distribution systems”, Power Engineering Society General Meeting
10-1 2004, Vol.2, pp. 2315 – 2321.
Vcm [V]

[5]. Salomonsson, D., Sannino, A., “Load modelling for steady-state and
transient analysis of low-voltage DC systems”, IET Electr.Power Appl.,
10-2
2007,1,(5), pp.690-696.
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