This application claims priority to and the benefit of European Patent Application No. 22181610.1, filed Jun. 28, 2022, the entire content of which is incorporated herein by reference.
The present disclosure is concerned with EMI filters for use in a power train and particularly active EMI filters for EMI reduction in e.g. motor drive systems.
The presence of power converters and particularly power converters that use high frequency switching, in a power drive or distribution system, gives rise to conducted electromagnetic interference (EMI). EMI noise is typically attenuated using passive EMI filters which are low-pass filters comprising e.g. an inductor and capacitor circuit. The capacitor may be coupled to earth to act as a shunt or path for leakage current. Safety constraints, however, limit the amount of current that may be shunted and so the range of suitable capacitor sizes is limited. Also, limiting the capacitance of the filter to minimise leakage current results in the need for the inductor part of the filter to be large to provide the required LC value for the required noise reduction. Higher value inductors are larger in size and add to the overall weight, size and cost of the filter. While passive EMI filters are simple and reliable, they can, therefore, be bulky and heavy. Power converters and distribution systems are being used in an increasing number of applications including in the automotive and in the aerospace industries. In these fields, the constraints in terms of size and weight are strict and the passive EMI filter designs contribute negatively to meeting those constraints. There is a need for high power density solutions in EMI noise management.
To address the issues with passive EMI filters, active EMI filters have been developed in which the conducted noise current is cancelled by the action of the active circuit. An active EMI filter generates a noise cancellation signal. Active EMI filters are able to attenuate noise at low frequencies. Combined with a passive filter for handling just the high frequency noise, this can lead to a lighter and smaller solution. Various active EMI filters are known: some detect noise voltage and generate an injection current, others detect noise current; some use a feedforward control and others use feedback control. The existing active EMI filters, however, require additional components such as transformers or large capacitors, adding to the overall size, weight and cost. The active filters can also suffer magnetic saturation that degrades filter performance. On the other hand, active filter solutions can use only capacitor coupling which has advantages in terms of small size, making them attractive for applications where available space is limited e.g. in aircraft.
Whilst current EMI filter solutions work well, there is a need for an improved active EMI filter design.
According to the present disclosure, there is provided an active electromagnetic interference filter comprising an adjustable shunt impedance circuit, the adjustable shunt impedance circuit comprising a noise sensing branch that senses input noise and provides a noise voltage representative of the sensed noise, and an operational amplifier stage configured to generate, at an injection branch, an injection current based on the noise voltage.
The adjustable shunt impedance circuit may comprise two or more op-amp stages including a shaping stage and a decoupling stage and, optionally, a boosting stage.
A lightning protection switch may also be provided.
Examples of the active EMI filter of this disclosure will now be described with reference to the drawings. It should be noted that variations are possible within the scope of the claims.
A typical power train will first be described, with reference to
The drive train drives a load e.g. a motor 1 from a DC source 2. Power electronics 3 convert the power from the source using a system of switches (not shown) and control the power to be provided to the motor 1. EMI filters 4, 5 are typically provided at the input end and the output side of the power electronics 3 to filter differential mode and common mode EMI (noise) generated by the system. This is well known and will not be described in further detail.
One solution for the EMI filter is a passive EMI filter which may have a topology as shown in
An active filter, as seen in
The present disclosure provides a design for the active impedance 10 using a feedback compensation method with voltage sensing and current injection. This enables the shunt impedance of any kind of EMI filter to be modified to fit within noise emission limits as well as safety standards, whilst being lightweight and compact.
The Figure shows a known line impedance stabilisation network (LISN) stage 20 and an active impedance stage 30 which, in
The active impedance 10, 30 can be implemented in two or more stages depending on the desired impedance amplification ratio.
The three stage implementation will now be described in more detail, by way of example only, with reference to
Or, if the boosting stage 16, 16″ is present:
Because the injection branch (here represented as Zc) has a capacitive characteristic, it degrades the stability of the op-amp circuit, whereas, as mentioned above, the impedance shaping stage needs to generate a stable impedance along the whole frequency range. The inclusion of a decoupling stage 14″ decouples the injection branch, and thus the effect of this over the stability of the shaping stage 12″ and, where present, the boosting stage 16″ and thus can significantly improve the stability of the filter reaching good behaviour up to higher frequencies. The boosting stage 16″ is an amplification stage, in the form of a non-inverting op-amp, that can be included when required to amplify the impedance, within the frequency range, and, therefore, increase the range of possible impedances Z. This stage can, however, be omitted.
Thus, as seen from the equation above, the resultant shunt impedance Z of the active EMI filter is defined by the impedance characteristics of the injection branch and the sensing branch multiplied by a gain element defined by the ratio of the feedback impedance and the sensing impedance and, if the boosting stage 16″ is present, also the boosting stage gain. If a boosting stage 16″ is included between the impedance shaping stage 12″ and the decoupling stage 14″, the shunt impedance can be magnified whilst maintaining the frequency performance. A gain term multiplying the feedback and input impedance ratio appears.
The AEF of this design, represented as 30 in
When designing EMI filters, it is often necessary to ensure that the shunt capacitance has a minimum value to guarantee the safety standard limitation of current flowing to ground, typically based on lightning conduction requirements. The filter design of this disclosure, as described above, can be adapted to ensure this minimum capacitance of the active shunt impedance by incorporating a normally closed switch 50, shown in
The active filter design of the disclosure can achieve noise attenuation that is comparable with or better than known passive EMI filters for a significantly smaller size and weight design. There is a high degree of flexibility in shaping the shunt impedance and so safety criteria can be met over a range of frequencies. The overall EMI filter of the disclosure has good efficiency which can have the effect of reducing the contribution required from any cooling system.
Number | Date | Country | Kind |
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EP22181610.1 | Jun 2022 | EP | regional |