Vanner is a Technology Leader in Power Management
- Electrical System Design and Integration for OEM Partners
- Broad Range of AC Inverter Technology (300W 7200W)
- Battery Equalization
- Unique Electrical System Analysis Technology
- Traditional DC Conversion for multiple voltage systems (12V / 24V / 42V)
- High Voltage Hybrid DC Conversion (330V / 600V)
- 100% On-Time Delivery to “A” list OEMs
- ISO / TS Registered
Patents, patent numbers and issue dates:
- Alexander Topology Resonance Energy Conversion and Inversion Circuit Utilizing a Series Capacitance Multivoltage Resonance Section – 6,483,731 – 11/19/2002
- Battery Monitor - 5,394,089 – 2/28/1995
- Combination Static/Dynamic Inverter – 5,373,196 – 12/13/1994
- Determining Battery Impedance – 6,765,388 – 7/20/2004
- Dual Feedback Loop DC-to-AC Converter – 5,077,652 – 12/31/1991
- Heat Sink for Electronic Equipment – D483,019 – 12/02/2003
- High-Frequency DC-DC Converter Control – 7,379,309 – 5/27/2008
- High-Frequency Power Transformer – 7,123,123 – 10/17/2006
- Improved Field Excitation for an Alternator – 7,106,030 – 9/12/2006
- Lossless Gate Driver Circuit – 6,570,416 – 05/27/2003
- Power Management System for Vehicles – 7,057,376 – 6/6/2006
- System for Cooling Environmentally Sealed Enclosures – 7,418,995 – 9/2/2008
- Vehicle Starting Assist System – 7,806,095 – 10/5/2010
White Papers and Technical Articles
This paper describes an OEM product – an isolated DC-DC converter – that is becoming popular on hybrid buses. This converter has 9kW output power and CAN-bus communication that allows complete integration in the electrical system of a bus. It is completely soft-switched and a cost-effective design: at least 10% lower than a comparable phase-shift topology converter. The converter replaces an alternator. This replacement provides significant cost reduction over the life of the bus. Also reliability of 24VDC system of the bus increases because the converter provides clean power unlike an alternator.
This paper describes an original topology for a stepdown DC-DC converter. This converter is a resonant converter with zero voltage switching and zero current switching. Regulation of the converter is done by PWM and variable frequency; this provides good regulation, from no load to full load. A prototype was built for an output power of 4kW, an input voltage range of 280VDC to 440VDC, and an output voltage of 14VDC. The prototype converter has an efficiency of 92-94%, is cost effective, and a good fit for high power and high current applications. The authors suggest that the presented topology is a better alternative to a typical phase-shift topology, with an additional advantage of being bi-directional.
MOSFET and IGBT gate control is achieved by charging and discharging the input capacitance of the device. When we use a relatively simple charge and discharge circuit all of the energy received by the capacitor is dissipated in the passive and active components of the circuit. This may be acceptable when the value of the capacitance is low, e.g. 2 nF – 5 nF, maximum value of charge and discharge current does not exceed 4 A . When a conventional driver is used, the power dissipation in the driver is approximately 1 W or higher, with a commutation frequency 1MHz [4,5,6]….
High Frequency Step-Up DC-DC Converter with High Efficiency for High Power Application and the Principle of Its Control
The paper presents the control strategy for an isolated, stepup, high frequency, DC-DC converter with a high efficiency (approximately 94%), low idle losses (2-4 W), and low cost. All active circuit components work in ZCS and/or ZVS. The principal circuit is a resonant topology, with no energy recirculation, where control is done by varying commutation frequency from idle to 25-30% load, and by soft-switched PWM at higher loads. This converter was designed as part of an inverter/charger that has been implemented in two prototypes with nominal output powers of 2.2kW and 6kW. The latter has a weak DC- link.
The increasing need for electrical power on vehicles has been apparent for decades, for everything from creature comforts (powerful sound systems), electrification of engine accessories, and other electrical equipment (power tools, IT tools, or “hotel loads”). For work trucks the need is to power electrical tools such as scene lights, cutting or drilling equipment, or more vocationally specific devices such as pipe welders or insulation testers. This is commonly provided by a generator at the 5-10kW level, or by an inverter at lower power levels. Both of the current solutions have drawbacks. There are auxiliary power systems available to add to the basic vehicle system, but these “add ons” become more and more difficult to implement as vehicles have become more integrated and more standard equipment to meet regulatory requirements has occupied the limited space available on the vehicle. The power demands are really limited because of the availability of electrical power, for example hydraulic systems could also be replaced by electrical power systems for silent operation in a residential environment, if sufficient electrical power were readily available.
My battery is dead, so what is wrong with my electrical system?
A question no one likes to face. Modern electrical systems are becoming more and more
sophisticated. It used to be that a voltmeter was all you needed to trouble shoot when your
battery was dead. Now it seems like you need a degree in communications theory and $50,000
worth of equipment.
As electrical loads are added to the system, particularly “parasitic” loads (those not required to
move the vehicle), dead batteries are more and more of an issue. At the same time, expectations
for reliability are rising: and everyone is looking for “solutions” to the problem.
The good news is there is a light at the end of the tunnel. But first, let’s review where we are
currently with battery power…