modelling, control, and simulation of electric propulsion...

Modelling, Control, and Simulation of Electric

Propulsion Systems with Electronic Differential

and Induction Machines

Francisco J. Perez-Pinal

Advisor: Dr. Ciro Nunez Grainger Power Electronics and Motor Drives Laboratory

Electric Power and Power Electronics Center

Illinois Institute of Technology

http://power.iit.edu/

Outline

1. More Electric Drives

2. Electric Vehicle Architecture

3. Power Set-up Architecture

4. Mechanical Model of EV

5. Size of the FC or Batteries

6. Modelling, Control and Simulation of the DC-DC

Converter

-i- Power Electronics and Drives Laboratory November, 2006

Outline

7. Modelling, Control and Simulation of the DC-AC

Converter

8. Power Policy Development

9. Control of the Induction Machine

10. Multi-motor Synchronization and Elect. Differential

11. Conclusions and Possible Future Work

-ii- Power Electronics and Drives Laboratory November, 2006


More Electric Drives

Airplanes Home

Appliances

Ships

Cars

Power Electronics and Drives Laboratory November, 2006 -1-

http://www.aiaa.org/aerospace/images

/articleimages/pdf/AA_Sept05_FAL.p

df

http://zjmore.en.alibaba.com/group/50

227999/Washing_Machines.html

http://www.buildingindustryhawaii.co

m/deepfreeze/bi034/electric_ship.asp


Where is the concept of More Electric Drives applied in

Vehicles?

Power Electronics and Drives Laboratory November, 2006

ABS

Braking

Anti-rollover

You know more than me..

But…almost all the traction uses..

Mechanical Transmission

Mechanical Differential

Hybrid & EV

-2-


To give a step further to the concept of More Electric Drives

applying Electronic Differential


Wheel

Wheel

Wheel

Wheel

Wheel

Wheel

Wheel

Wheel

Electric

Motors

-3-


1. With ED, there is not a mechanical link between the drive

wheels.

2. The power is applied to each wheel separately by the speed

controller.

3. In a turn, the speed controller will apply less power to the

inner wheel.

4. ED simulates a differential lock while front wheels are driving

straights.


Main characteristics



Current Applications

http://www.electrictractor.com/html/qu

estions.shtml Department of Vehicle Engineering, Mingchi University of Technology,

Taiwan, http://www.veh.mit.edu.tw/b3_eng.htm

Personal Mobility, Toyota.

www.toyota.com

Electronic Differential Lock,

ww.audi.com

University of Strathclyde, Scotland

University of Tokyo.

University of Padova.



Current Applications, HY-LIGHT

http://www.michelin.fr/popup/UK/site_uk.htm



a) Possible Advantages of the Electronic Differential from the

Mechanical Perspective

1. Direct control of Torque and Speed during cornering and

slipping.

2. Increase of stability during cornering.

b) Possible Advantages of the Electronic Differential from the

Power Electronic perspective

1. Increase of Efficiency in the power stage due to reduction

of power electronics ratings.

2. Increase of Flexibility, due to a possible on-fly change of

gearbox relationship.

-7-



c) Advantages for the User

1. Increase of safety.

2. Reduction in mass.

3. Increase of energy efficiency.

Limitations of Electronic Differential (ED)

1. Increase of Control Loops.

2. Increase of Computational Effort.

3. Slip problem.

-8-



Electronic Differential (ED) different of E-diff developed by Ferrari

-9-

E-Diff consists of three main subsystems:

- a high-pressure hydraulic system, shared with the F1 gearbox;

- a control system consisting of valve, sensors and electronic

control unit;

- a mechanical unit housed in the left side of the gearbox.



Electronic Differential (ED) different of E-diff developed by Ferrari

-10-

Torque is continuously distributed between the wheels via two sets

of friction discs (one for each driveshaft) controlled by a hydraulic

actuator. The amount of torque actually transmitted to the driven

wheels depends on driving conditions (accelerator pedal angle,

steering angle, yaw acceleration, individual wheel rotation speed)

http://www.ferrari.com http://www.ferrari.com



GB M GB M

D

FG

M

FG

M

FG

M

M

M

M

M

C = Clutch, D = Differential, FG= Fixed Engine, GB =Gearbox, M= Electric Motor

Wheel

Wheel Wheel

Wheel

D

Wheel Wheel

Wheel Wheel

Wheel

Wheel

Wheel

Wheel

Wheel

Wheel

Wheel Wheel

Wheel

Wheel

Wheel

Wheel

Wheel

Wheel

D

-11-


-12- Power Electronics and Drives Laboratory November, 2006

FG

M

FG

M

Wheel Wheel

Wheel Wheel



Steps to design an EV

1) To determine the relationship between the mechanical

torque and the power electronic stage including the electric

motor [1-3].

2) To determine the maximum electric power needed for

the power stage, in this step it must be considered the kind

of motor to be applied and power losses. The kind of motor

is generally chosen in terms of the base speed, maximum

mechanical speed, power losses, and control topology [1-3].

3) The third step is to determine the DC- bus voltage and

the step-up of the main source, fuel cell (FC), batteries (B)

and /or super-capacitors (SC) [7-9].

3. Power Set-Up Architecture


DC / DC DC / AC

M1

DC / AC

M2

Source



1. Isolated

2. Non-isolated

1. VSI

2. Resonant

3. Soft Switching

Z Inverter

DC / DC DC / AC

M1

DC / AC

M2

Source



Z

Z Z

M2

A B

B´

C

C

a

a´

b

b´

c

c´A

L1

L2

CmV V

outin A B

Z

Z Z

M1

Interleaved Boost

Inverter 1 Inverter 2

SC

Fuel Cell



L1

L2

CmV

in A B

Interleaved Boost

Fuel Cell V

SC

Z

Z Z

M2

A B

B´

C

C

a

a´

b

b´

c

c´A´

out

Z

Z Z

M1


Power Management

Policy Electronic Differential



In order to design each part, it is necessary to find the

mechanical-electric characteristic of the EV.

FG= Fixed Gear, GB =Gearbox, M = Electric Motor

Wheel

WhellWheel

Wheel

WhellWheel

FG

M

M

FG

Controller

AC drive

AC drive FC

SC

DC

drive

4. Mechanical Model of the EV




Parameters of the Design.

CD= 0.5 (Open convertible)

Vb = 1750 rpm

g = 9.8 m/s2.

fr = 0.03

Pa = 1.202 kg/m3.

Af = 2 m.

Mv= 250 kg.

ta= 20 sec.

r = 0.2794m.

N= 0.9.

df=0.5



Simulation Results, One motor

-3,000 -2,000 -1,000 0,000 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000

10,000

0 100 200 300 400 500 600 700 800

Time (s)

Pow

er (

W)



Simulation Results, Two motors

-2,000

-1,000 0,000

1,000

2,000

3,000 4,000

5,000

6,000

7,000 8,000

9,000

10,000

0 100 200 300 400 500 600 700 800

Time (s)

Pow

er (

W)

5. Size of the FC or Batteries


Requirements

Vin= 72 V

Vinmin=60V

21

2scE CVolt

SC= 4 F

2

2

21

2

EVEV

EE mVel C

Volt

SC in terms of the maximum vehicle speed and DC-link

voltage

V

SC

6. Modelling, Control and Simulation of the

DC-DC Converter


Requirements

The main requirements to perform by DC-DC converter are listed to

follow:

1. To be able to work in the full range of input and output voltage.

2. To have a high efficiency above 90% in the full range of load.

3. To have a single controller.

L1

L2

CmV

in A B

Interleaved Boost

Fuel Cell


Converter


Requirements

The main requirements to needed by the inverter are listed to

follow:

1. To support the peak power during load transients.

2. Small size and low power losses.

Z

Z Z

M2

A B

B´

C

C

a

a´

b

b´

c

c´A´

out

Z

Z Z

M1



Converter


Simulation Results

0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2-400

-300

-200

-100

0

100

200

300

400

Time (sec)

Vll(V

olts

)



Requirements

Proposed Methods

Voltage Control.

1. Average Current.

2. Hybrid.

The main requirements to perform by the power management policy are

listed to follow:

Require capacitor to have enough stored energy to PROVIDE any

acceleration that is demanded.

1. Require capacitor to be able to “ACCEPT” any regenerated energy

that is produced.

2. SC have to charge as fast as possible without exceeding maximum

current from regenerative breaking, and to discharge most of its stored

energy during acceleration.

Power Management

Policy



Simulation Results, SIMULINK

0 50 100 150 200 250 300 350 400-350

-300

-250

-200

-150

-100

-50

0

50

100

150

Time (sec)

SC cu

rrent

(A)

0 50 100 150 200 250 300 350 400 -50

0

50

100

150

200

250

300

350

400

Time (sec)

Wou

t (r

ad

/se

c)

0 50 100 150 200 250 300 350 400-2

-1

0

1

2

3

4

5

6x 10

4

Time (sec)

Powe

r mec

(W)

0 50 100 150 200 250 300 350 4000

5

10

15

20

25

30

35

40

45

Time (sec)

DC-D

C cu

rent (

A)



Practical implementation in the Test Bed (UMIST, 8kW EV).

DC

DC

FC DC

AC

E-Motor

SC



Requirements

The main requirements to achieve by the controller of the IM

are listed to follow:

1. An accurate control of Speed.

2. It must be able to work during field weakening region.

3. Robust to external perturbations.



Simulation Results, SIMULINK

0 1 2 3 4 5 6 7 8 9 10-200

-150

-100

-50

0

50

100

150

200

Time (sec)

Speed (

rad/s

ec)

wref

wout

0 1 2 3 4 5 6 7 8 9 10-20

-15

-10

-5

0

5

10

15

20

Time (sec)

Sta

tor

Curr

et

(A)

0 1 2 3 4 5 6 7 8 9 10-400

-300

-200

-100

0

100

200

300

400

Time (sec)

Vll (

Volts)

0 1 2 3 4 5 6 7 8 9 10-4

-2

0

2

4

6

8

Time (sec)

Torq

ue (

Nm

)

10. Multi-motor Synchronization and

Electronic Differential


Requirements

Synchronization

Strategy

Speed

ReferenceDifferential

Gain

Steering

Angle

AC Drive

AC Drive

M1

M2

w1

w2

The main requirements to perform by the

synchronization policy and Electronic

Differential are listed to follow:

1. To achieve same speed during straight

line.

2. In a turn, the speed controller will apply

less power to the inner wheel.

3. To be able to reject load changes during

all the driving conditions.


Differential Electronic


Simulation Results, straight line

0 1 2 3 4 5 6 7 8 9 10-50

0

50

100

150

200

Time (sec)

Speed (

rad/s

ec)

wref

wm1

wm2

0 1 2 3 4 5 6 7 8 9 10-1

0

1

2

3

4

5

6

7

8

Time (sec)

Torq

ue (

Nm

)

Tref

Tm1

Tm2




Simulation Results, straight line with load changes, 3

times rated load.

0 1 2 3 4 5 6 7 8 9 10175

176

177

178

179

180

181

182

183

184

185

Time (sec)

Speed (

rad/s

ec)

-TL1

-TL2

0 1 2 3 4 5 6 7 8 9 10-1

0

1

2

3

4

5

6

7

8

Time (sec)

Tor

que

(Nm

)

-TL1

-TL2




Simulation Results

1.5 2 2.5 3 3.5 4-5

-4

-3

-2

-1

0

1

2

3

4

5

Time (sec)

Sta

tor

Cur

rent

(A)

1.5 2 2.5 3 3.5 4-400

-300

-200

-100

0

100

200

300

400

Time (sec)

Vll(

Volts)




Simulation Results, different speed with load changes

0 1 2 3 4 5 6 7 8 9 100

20

40

60

80

100

120

140

160

180

200

Time(sec)

Speed (

rad/s

ec)

0 1 2 3 4 5 6 7 8 9 10-1

0

1

2

3

4

5

6

7

8

Time (sec)

Torq

ue (

Nm

)

-TL1-TL2



The following tasks are:

1. To conclude the full set of simulations running an ECE driving Cycle.

2. To calculate the overall efficiency of the Drive.

3. To evaluate the system during slip.

4. To validate the proposed simulations in a test bed, Dspace.

5. To validate the proposed simulations in a test bed, DSP.

6. To add non linear programming for optimum work of SC policy.



AC

Source

Boost Stage

(Self

Controlled)

Inverter

320

V

AC

Motor 1

DC Load

Motor 1

Dynamome

ter

AC

Motor 2

DC Load

Motor 2

Dynamome

ter

DSpace

Acquisitio

n Board

Transducer

s

Board

Controller

Board

DSpace

AC Main

supply

IM controller,

Synchronization

Action.

Chopper

1

Chopper

2

Transducer

s

Board

PC

Acquisition

Board

Driving Cycle

Pattern

1 kW

1 kW

-1

0

1

-20 180 380 580 780 980 1180

Tiempo (s)

Po

ten

cia

(kW

)

Inverter

From Power

Electronics

Board

Questions??


Francisco J. Perez-Pinal [email protected]

References


1. “Modern Electric, Hybrid Electric, and Fuel Cell Vehicles: Fundamentals, theory and design”,

Mehrdad Ehsani, Yimin Gao, Sebastien E. Gay, Ali Emadi,CRC press 2004,

2. “Propulsion systems for hybrid vehicles”, John M. Miller IEE 2004.

3. “Handbook of Automotive Power Electronics and Motor Drives”, Edited by Ali Emadi, CRC

Press 2005.

4. Tutorial Notes Modern Automotive Systems: Power Electronics and Motor Drive Opportunities

and Challenges, Ali Emadi, IEEE, International Electric Machines and Drives Conference, (IEMDC

2005), Laredo Texas, USA May 15-18.

5. Stehen W., Khwaja M., Ehsani M., “” Effect on Vehicle Performance fo Extending the Constant

Power Region on Electric Drive Motors”, SAE, International Congress and Exposition, Detroit

Michigan, March 1-4, 1999.

6. Husail I. Islam Mo., “Design, Modelling and Simulation of an Electric Vehicle System”, SAE,

International Congress and Exposition, Detroit Michigan, March 1-4, 1999.

7. Ehsani M., Rahman K., Toliyat H. , “Propulsion System Design of Electric and Hybrid Vehicles”,

IEEE Transactions on Industrial Electronics, Vol. 44 No. 1 February 1997.

8. Ehsani M., Rahman K., Butler K., “An investigation of Electric Motor Drive Characteristics for EV

and HEV Propulsion Systems”, 2000 Future Transportation Technology Conference, Costa Mesa

California, August 21-23, 2000.

9. Rahman K., Butler K., Ehsani M., “Effect of Extended-Speed, Constant-Power Operation of

Electric Drives on the Design and Performance of EV-HEV Propulsion System” , 2000 Future

Transportation Technology Conference, Costa Mesa California, August 21-23, 2000

10. Course Notes “Electric Vehicle Systems” Dr. N. Schofield, The University of Manchester UK,

2005.

modelling, control, and simulation of electric propulsion...

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