Electric Drives - Science topic

A hybrid energy source-based BLDC (Brushless DC) motor drive can be an efficient solution for electric vehicle applications. In this type of system, multiple energy sources are used to power the BLDC motor, which provides better efficiency and performance.

The most common hybrid energy source-based BLDC motor drives use a combination of a battery and an ultracapacitor as energy sources. The battery provides a stable and continuous power supply to the motor, while the ultracapacitor provides short bursts of high-power energy. This combination allows the motor to achieve better acceleration, regenerative braking, and overall efficiency.

The control system of the hybrid energy source-based BLDC motor drive is crucial to achieving optimal performance. The system must be able to monitor and manage the energy flow between the battery and ultracapacitor, as well as control the speed and torque of the motor.

Overall, a hybrid energy source-based BLDC motor drive is an efficient and reliable solution for electric vehicle applications, providing improved performance and reduced energy consumption.

Hello Nekin Joshua ,

You can find the answer to your question on the Internet by simply typing the phrase "do electric vehicles have radiators" into the Google search field. One of the most important EV components that needs to have its temperature regulated is the battery. If the battery overheats, it can catch fire or explode. Most EV batteries are liquid cooled with the heat dissipated by a radiator.

Regards,

Tom Cuff

Before answering your valuable question, please let me ask:

The differences between them are greats. They only car that I have now is an electric one. I will not repeat these differences between the two norms of cars that are already known by our honorable colleagues. But, I want to point to another point. These cars are not suitable for petroleum countries where the petrol price is very cheap. My government does not actually encourage them for some reasons that there is no need to be mentioned here. To prove that, the electric stations are mainly only in the capital of Jordan, Amman. If you go to other cities, you will find only zero or one station that can serve two cars at most.!!

For instance, I went to Irbid and wait in the queue for more than 6 hours; otherwise, I should upload my car in the car winch! Anyhow, I will not repeat that black experiment. My beloved car is only for Amman.

My government can solve the problem in few seconds by issuing the following decision: every gas station must have also two electric stations for serving at least two cars simultaneously.

Image' source

Aditya Raj Hi. You may find the following work helpful (it discusses the thermal modeling of a thin-film CZTSSe solar cell in COMSOL and takes various heat sources into consideration including SRH nonradiative recombination, Joule heating and the conductive heat flux magnitude):

Best

Dear James Marson,

Thanks for the positive assessment of this discussion on the development of autonomous motor vehicle technology in the potential synergy of development with electromobility. Thanks for your comment. I agree with your view on this topic.

Regards,

Dariusz Prokopowicz

Hello, if possible, please explain more about this. Thank you

Dear Reema Ahmad,

Thank you for your response. I agree with you. You added some very interesting information to our discussion. I also believe that the importance of artificial intelligence is growing in the implementation of this technology in various applications, in various fields, branches and sectors of the economy and in the improvement of research works. Thank you very much for proposing an article on this important issue artificial intelligence.

Greetings, Have a nice day,

Dariusz Prokopowicz

Good question, follow

Comparative study on Japan n Korea... In recent years, the development and market participation of major makers of next-generation eco-green vehicles has been accelerating. Consumer interest has also increased. Consumer characteristics, consumption type, characteristics of next-generation eco-friendly vehicles, and government policies on next eco-green vehicles. In Korea, there was no significant difference by gender, age, monthly average income, and consumer type. However, there was no significant difference in purchase intention by gender, age, and monthly income, Respectively. In the case of Japan, there was no significant difference by gender, age, monthly income, and consumer type. In Korea, on the other hand, images such as brand, color, and design have positive effects on eco-friendly vehicles. In the case of Japan, image and stability have a positive effect on consumers' purchasing behavior. Therefore, it is important for Japanese consumers to consider not only the image of purchasing an eco-friendly vehicles, but also the safety of the vehicles body, appear. In the case of Korea, the socio-environmental value-seeking type has a significant relationship with the purchasing intention. In the case of socio-environmental value-seeking type, the government's support policy such as carbon dioxide tax, direct support from the national or local governments, gasoline tax, Carbon tax and fuel related tax relief showed positive effects. In the case of Japan, the price-seeking type and the socio-environmental value-seeking type were found to have a significant relationship with the purchasing intention. Both the price-seeking type and the socio-environmental value-seeking type showed that the carbon dioxide tax, Direct support, gasoline tax, gasoline tax, and carbon tax, etc. have positive effects... Yim, K. H., & Chong, M. Y. (2017). A Study on the Influence of Consumer Type on the Choice of Next-Generation Eco-Friendly Vehicle and Consumer Purchase Intention-Comparative Study on Japan and Korea. Journal of digital convergence, 15(11), 133-146.

DC motors of series excitation really have the highest torque, it is not for nothing that these types of motors were previously used in propulsion systems on ships. The only drawback of these types of motors is the "runaway" mode due to the low load on the shaft.

There are many interesting and clever single and three phase inverter circuits available on the web. However, be careful when designing the algorithm used to charge your battery. It depends on the battery technology. Li-ion needs constant current charge up to some limiting voltage then constant voltage charge beyond that. Whatever your simulated battery does if you exceed these constraints a real one might explode and/or catch fire. That is not desirable . . .

I wish Tesla adopts nanoflowcell technology .

Were you able to simulate the inter turn short circuit fault using the suggested models? Did u use Simulink for simulations?

In fact , the simplified EKF reduced state dimention( in dq frame) is used for only speed estimation, and without rotor position estimation .... the resons resides mainly in the abc/dq cordinate transformation.... .

Elsewhere, you can read carfully this research paper.

best regards,

The ST kit seems to be comparable to the MCLV (or maybe the MCHV - I didn't check the details).

An advantage of the dsPIC based designs: these microcontrollers are less complex, thus somewhat easier to master.

But when it comes to the more advanced algorithms (Park transformation, Clarke transformation, FOC and alike): while being not so easy to understand, they need no modifications; just parameterization.

I know the Microchip documentation quite well, which is exhaustive. (In 2007 I had a hands-on workshop on the MC*.) But I assume ST's documentation doesn't fall behind that. So understanding the code is not too difficult when using the applicable documentation. (The setup of the STM32 is another issue!)

Overall: the least painful way to enter the field of electric drive technology.

Two points:

- The inner diameter of the coil has to be larger than the outer diameter of the magnets in order to let the battery-magnets-assembly move freely.

- The polarizations of the magnets have to be directed in opposite directions.

If you would just like to amaze your students by a simple setup which produces (rotary) movement you can avoid the tedious task of winding a long coil: Just take an AA-battery, one magnet, a short chipboard screw (made from steel) and a short piece of flex wire. Put the magnet on the head of the screw, connect the upward pointing tip of the screw to the negative pol at the bottom of the vertical battery. Due to the magnet, the screw and the magnet will hang from the bottom of the battery. Connect the wire to the positive battery pole, and touch the side of the magnet with the other end of the wire. Magnet and screw will start to rotate fast.

Dear Jayakrishnan,

Did you found any answers to your questions on Research gate ? I'm also working on a IM control under high speed operation, and I can't manage to find the right equations to simulate the field weakening bloc. Any help Please ?

The attached datasheet of the LT8301 (Vin = 2.7 .. 42 V) gives a lot of information about applications. Drawback: You will need a transformer. The LT8301 is available from RS Components, for example.

He needs encouragement from you. His future is bright, so do not worry about whatever he designs now. Encourage him by providing him with children scientific books, videos, etc. He will soon learn to design better things.

There are a lot of interesting books about the topic you are interested in. You can find the information you are looking for in the next books:

1. Abad, G., Lopez, J., Rodriguez, M., Marroyo, L., & Iwanski, G. (2011). Doubly fed induction machine: modeling and control for wind energy generation (Vol. 85). John Wiley & Sons;

2. Wu, B., Lang, Y., Zargari, N., & Kouro, S. (2011). Power conversion and control of wind energy systems. John Wiley & Sons;

3. Hughes, A., & Drury, B. (2013). Electric motors and drives: fundamentals, types, and applications. Newnes.

Good Luck!

Thanks Guillaume Verez for your interest. The system volume or mass was same, i.e. constant, for both the conditions of the motor, i.e. single rotor or double rotor modes, as tested in my experiment. Therefore, this may be cancelled out in comparing torque output calculation, as mentioned in my paper.  

Dear Colleagues,

Good Day,

 Dear

but it can't find the table of PostGlover company that you sent in NEMA standard.

Thanks your favor.

Dear Mohamed Tawfiky,

I suggest to you links and attached files in topics, i hope that in formation can be help you to solve your problem.

- Recent Advances in Sliding Modes: From Control to Intelligent ...

- AETA 2016: Recent Advances in Electrical Engineering and Related ...

- Transactions on Engineering Technologies: Special Volume of the ...

- AC Electric Motors Control: Advanced Design Techniques and Applications

Best regards

following ways can be adopted in order to reduce the DC capacitor size:

1) using both capacitor and active filters as done by red devil company who won the Google little box challenge.

2) enhancing the switching frequency of the semiconductor devices, some semiconductor devices have more limitation in switching frequency.

3) using proper switching strategies such as SVM, PWM and any intuitive technique.

The reason is the zero voltage vector that stops the stator flux vector variation. As it also stops the change of the flux variation its use does not help getting the flux back to hysteresis band.

On the contrary, zero voltage vector in motor operation decreases the torque. Naturally a non-zero voltage vector can also be selected to decrease the torque, but not using zero voltage vector increases unnecessarily the switching frequency as the torque derivative is higher with non-zero vectors. However, near zero speed and especially with reversing of the rotation direction the zero voltage vector alone does not allow rapid enough torque response and non-zero vector has to be used.

Thus clearly for torque you have three main alternatives to choose a voltage vector: clockwise, zero and counterclockwise ones. This is usually indicated by numbers 1, 0 and -1 in the optimum selection tables that with the flux bit to increase/decrease flux will select the correct vector from the seven possible voltage vectors of a 2-level inverter.

Perhaps, you can also have a look at the following example:

Please, some advices in the link below...

To apply any algorithm to maximize the performance of any process, first of all we should have a mathematical model (or a function representing the performance) which take the decision/optimization variables (or the variables that controlling the performance, in your case speed) and output a scalar which quantify the performance. 

In your cases, you have to have a mathematical model (white box or black box model) of the speed as a function of the optimization variables. These optimization variables will be varied by BAT algorithm. 

Thanks!

Multiphase machines have been recognized in the last few years like an attractive alternative to conventional three-phase ones. This is due to their usefulness in a niche of applications where the reduction in the total power per phase and, mainly, the high overall system reliability and the ability of using the multiphase machine in faulty conditions are required. Electric vehicle and railway traction, all-electric ships, more-electric aircraft or wind power generation systems are examples of up-to-date real applications using multiphase machines, most of them taking advantage of the ability of continuing the operation in faulty conditions. Between the available multiphase machines, symmetrical five-phase induction machines are probably one of the most frequently considered multiphase machines in recent research. However, other multiphase machines have also been used in the last few years due to the development of more powerful microprocessors. This chapter analyzes the behavior of generic n-phase machines (being n any odd number higher than 3) in faulty operation (considering the most common faulty operation, i.e. the open-phase fault). The obtained results will be then particularized to the 5-phase case, where some simulation and experimental results will be presented to show the behavior of the entire system in healthy and faulty conditions. The chapter will be organized as follows: First, the different faults in a multiphase machine are analyzed. Fault conditions are detailed and explained, and the interest of a multiphase machine in the management of faults is stated. The effect of the open-phase fault operation in the machine model is then studied. A generic n-phase machine is considered, being n any odd number greater than three. The analysis is afterwards particularized to the 5-phase machine, where the open-phase fault condition is managed using different control methods and the obtained results are compared. Finally, the conclusions are presented in the last section of the chapter.

Dear Karol,

We teach students when writing conclusions to start by summarising their main findings which have already been presented. This could be considered as descriptive writing. However it provides a suitable platform for more critical/discursive writing. There are different things you could do afterwards:

There is no simple equation for this problem. Interpreting IPC as "Institute for Printed Circuits" they should have rules-of-thumb - being on the "safe side".

Once working on a related issue I found a DIN (German Industry Standard) and there may also exist an ISO about current carrying capabilites of PCB tracks. They listed 'considerations', but no values.

Why so? Because the "ambient" (read like "rest of the board") greatly influences each and every track - due to heat dissipation via solid (but not homogeneous) matter.

The "standard approach" at this point is "try and measure". (That is, if you have no prior experience.)

Perhaps it has something to do with ZCD. means synchronization.

in addition to the ansewer of Viswanath Devan, I think that adaptive HOSM controllers is a new yaw in the direction of chattering elemination  ·you can see actual papers about this approche.

I hope I understood the question correctly. Let me know if I did not.

The control algorithm of  the power electronics of the variable speed drive may estimates the voltage phasors from the voltage measurement. Some very well and some less well.

The three voltage phasors and the frequency of the three phase voltage can accurately, reliably and fast be estimated from a normal voltage measurement with relatively modest hardware. There is a small Finnish company MX Eletrix that produces power quality monitoring kWh-meters and they use a three phase implementation of the method described in    

Koponen, Pekka; Seesvuori, R.; Böstman, R.. 1996. Adding power quality monitoring to a smart kWh meter. Power Engineering Journal, vol. 10, 4, pp. 159 - 163.

The meters are used for permanent power quality monitoring in distribution networks and customer interfaces. They internally have "real time" estimates of the voltage phasors. There is no phase shift but there is some latency both in estimation and communication. The main source of latency is now the internal and external communication of the meter. So far 100 ms (or longer) reading interval and about 1 s estimation time constant are used. Due to sparse sampling high frequency noise is aliased, which to some extent limits the possibilities to make the estimation of the voltage phasors faster. Sparse sampling rate is chosen so that all harmonic noise is filtered out and does not affect the estimation of voltage phasors and frequency. But now power electronics seem to be increasingly designed to produce interharmonic noise instead of harmoonic noise, just because there is still a gap in the interharmonics EMC requirements. The interharmonics actually cause more EMC problems than the same amount of harmonics.

 Nowadays it is easy to use a much higher sampling rate and other approaches that rather completely remove the limitation I mentioned above. So we can go practically as fast as it is theoretically possible  when taking into account the properties of the process noise in the voltage and the measurement noise due to the measurement hardware and the accurcy requirement for the voltage phasors. Thus latencies of the order of about 100 ms are possible to reach. Going faster requires compromising something.

Methods capable to similar performance are in some  power electroni interfaces, but relatively lousy methods are also still applied in commercial power electronics.

Now I work with other topics and the above information is rather old. But I suppose the theoretical limitations remain the same. Communicatition may still  be the main source  of latency or cost, if the measurement and estimation methods  are good.

hi, see this paper, perhaps it can help you:

it is  given in many example.

If you are using discrete System then use discrete pll (take a precaution in your modelling )  .

When a thyristor turns on the voltage across it become zero. But when you apply negative voltage across it, it goes into reverse biasing mode. The outer junctions J1 and J3 become reverse biased mode.... current falls abrupty and device gets turned off. you can verify this using simulation.

See the attached design .A DC-DC converter is designed with hysteresis control. This control technique provides better dynamic response compared with PWM technique.

As far as I know no one tried to do this job  which is mainly of academic interest. The basic PFC theory for switching converters  you could find in an excellent article of C.K. Tse "Circuit theory of power factor correction in switching converters".

A recent article here: http://iret.co.in/Docs/IJETEE/Volume%2010/Issue3/1.%20Direct%20Torque%20Control%20of%20Induction%20Motor%20with%20Fuzzy%20Controller%20A%20Review.pdf - covered needs I had recently. It may be helpful to you.

Cheers,

Is it a permanent magnet machine or you are talking about the electromagnetic forces?

Sir,

I'm wondering about the PI tuning in Matlab as if now,?

Flywheel is used to store and release rotational energy, by applying torque to it increasing its rotational speed the energy is stored. By applying torque to the load, decreasing its rotational speed flywheel releases stored energy. For example in case of reciprocating engines torque is intermittent, here a flywheel helps in load equalization by storing and releasing the energy.

Dear Mr. Mohammad Naser Hashemnia,

You may also consider the various losses (mechanical & electrical) occurring during the operation of the motor.

Also you said about the variation of the load on the motor, please refer the following:

We can see from below that the power curves for a D.C. motor with respect to both speed and torque are quadratics.

1) P(w) = -(Ts/Wn)*W^2+Ts*W

2) P(T) = -(Wn.Ts)*T^2+Wn*T

From these equations, we again find that maximum output power occurs at [T] = ½Ts, and [W] = ½Wn respectively.

I think this will prove helpful for you!

Refer Induction machine by Alger.

When rotor terminals are open, the stator is connected to three phase supply- the transformer induced voltage on open circuit rotor voltage is inevitable at standstill condition. When rotor is also being rotated then at any slip the rotor voltage as well as rotor frequency both may either decrease to sE2 and sf or increase to (2-s)E2 and (2-s) f depending on direction of rotation. Consider a case of slip ring induction motor running as a motor with one rotor phase open. This is causing George's phenomenon forcing the machine to run at slip of 0.5, in such cases the voltage on rotor terminal will be higher than nominal case. A very high voltage will appear on the open phase of rotor terminal if certain other faults on stator terminals are also present.

Thanks David, for your response.

The power rating of the converter is about 1.5kW and I am using IGBT switches for regulating the inductor current. I am actually using this converter to interface an ultracapacitor of 16V,100F to a DC link of 48V. I want the high frequency part of the step change in load to flow from the ultracapacitor and steady state part from the battery connected in the DC link. In the simulation model I tried to design, I cannot replicate the required current (which is changing with time) in the output side of the converter. The conventional technique of peak current control doesn't seem to be working here as this technique controls the inductor current on the input side.

I have however tried the same peak current control method on a buck converter and it seems to be working fine as the inductor is in the output side.

One solution, I have come up with is to use an intermediate capacitor where I can boost the voltage to 60V from the ultracapacitor and use the voltage control loop for the boost converter and then use a buck converter to supply the required current to the DC link using peak current control. By this method is unfeasible economically and has higher losses. So, I need a technique where I can use a boost converter as a current replicator.

Dear Abhinav,

normally then you have thyristor-technology then you use nominal voltage and nominal current . In IGBT-technology then you use nominal voltage of DC voltage link and nominal (input or output) current. This is aimed also for paralleling (as scaling) of converters.

Regards Christian

Try with your own programming of the PSO algorithm.

Or download the PSOT toolbox which supports the matlab. The example programs written are self explanatory so that u can learn & customize for your problem.