osu research program in mechatronic · pdf fileosu research program in mechatronic systems ......

1

OSU Research Program In Mechatronic Systems

Ali KeyhaniMechatronics LaboratoryDept. of Electrical EngineeringThe Ohio State University

2

AcknowledgementPh.D. Students

Nanda MarwaliWenzhe LuMin DaiJin-woo Jung

3

OutlineGraduate Program in MechatronicsNew Initiative Fuel cell energy conversion systemsBy Wire CarsUndergoing research

4

Mechanical

EngineeringElectrical

Engineering

ComputerEngineering

Energy Systems

Power Electronics

Electric machines

Control of Variable-Speed Drives

Embedded DSP and Microcontroller Systems

Electric Vehicles

Hybrid-Electric Vehicles

Energy Storage Systems

AutomotiveElectronicSystems

PowertrainSystems

Smart Structures

Electro-MechanicalActuators

System Modeling,Identification and

Diagnosis

Electro-Hydraulic Actuators

Mec

hatr

onic

s

ab

cVdc

+

-

Vt1

+

-

Vt2

T1

T2

T3

T4

T5

T6

M

5Active suspensioncontrol

Thermal managementsystem control

Electric motor drive controlin hybrid electric car

IC Engine control

Power steering andtraction control

Adaptive comfortcontrol :heat,ventilatiion,air condition

Active noise cancellation

Mechatronics in Automotive Mechatronics in Automotive Systems Systems Embedded DSP/microcontrollersEmbedded DSP/microcontrollers

6

DSP board

Power Converter & Drive Circuit

Electric motor

Cur

rent

s

Vol

tage

s

Spee

d

Feed

back

sign

als m

easu

rem

ents

DSP System for Control of Electric Motor DrivesDSP System for Control of Electric Motor Drives

7

What is a fuel cell?A fuel cell is an electrochemical energy conversion device that converts hydrogen and oxygen into electricity and heatPotential to truly revolutionize power generation by virtue of their inherently clean, efficient, and reliable service

8

How does a fuel cell work?Produce power electrochemically by simultaneously passing a hydrogen-rich gas over an anode and air over a cathode. By introducing an electrolyte in between the two, an exchange of electrical charges occurs -- ions. Hydrogen reacts with oxygen, causes one or the other stream to become charged, or ionized. The flow of ions through the electrolyte induces an electric current in an external circuit or load.

9

How does a fuel cell work?

10

Our role in fuel cell applications-Energy Conversions for

Distributed generationWith or without utility interfacing

Power supplies for critical loadsAutomotive

Zero-emission vehiclesManpower Training and Research

11

Typical System Requirements

Output power capacity, nominal and overloadOutput voltage and frequency

Steady state and transientRobustness to load disturbances

ProtectionsUtility interaction and parallel operationEfficiencyEMIAutomotive Requirements: Cost, Volume, and Weight

12

FC Energy Conversion System Development Issues (1)

System configuration and auxiliary source

Fuel Cell

DC/DCconverter

DC/DCconverter

DC/ACinverter

Controller

Measurement/control

Load

Battery

DC Bus

13

FC Energy Conversion System Development Issues (2)Fuel cell modeling

The electrochemical process can be modeled for simulation or FC simulator development purpose.An example of a V-I curve of a PEM FC model

PEM Output Voltage vs. Current for Different Fuel Flow Rates

0

10

20

30

40

50

60

70

0.0 10.0 20.0 30.0 40.0 50.0

Output Current (A)

Out

put V

olta

ge (V

)

100% Flow75% Flow50% Flow25% Flow

14


Internal power flow controlDC/DC converter operated in parallelPower flows

FC load and auxiliary sourceFC and auxiliary source load

Load sharing with transient requirements

15


DC/AC conversion3-ph or single phaseVoltage regulation (steady state)THDTransient responseOverload protectionRobustness to various disturbances

16


Utility interfacingLoad sharing issuePossible solutions

Master/slaveDroop method

Line impedance issuesCommunication with the FC and the closed-loop performance

17

FC Energy Conversion System Development Issues (6)Specifications of a 5kW system as an example

Manufacturing cost: <US$40/kWPackage size: convenient shape, volume < 88.5dm3

Package weight: < 15kgOutput capacity (nominal) : 5kW@displacement factor 0.7Output capacity (overload): 10kW overload for 1 minute (5kW from FC, 5kW from battery)@d.f. 0.7

18


Current limit: 110% of max. overload conditionOutput voltage: single phase 120V/240V nominalOutput frequency: 60Hz±0.1HzOutput harmonic quality: THD < 5%Output voltage regulation quality: within ±6% over the full allowed line voltage and temperature range, from no load to full load

19


FC source: 22-41VDC, 29VDC nom., 275A maxMax. input current ripple: 3% rms of rated currentBattery auxiliary power: 48VDC +10% -20% with nominal rating of 500 Wh, 5kW peak for 1 min.Overall energy efficiency: > 94% for resistive loadProtection: Overcurrent, overvoltage, short circuitEMI: Per FCC 18 Class A

20


Grid interaction: NoneCommunication interface: RS232Environment: indoor and outdoor in domestic appl.Storage temperature: -20 ~ 85°COperating ambient temperature: 0~40 °CEnclosure type: NEMA 1Cooling: Air cooled

21

Undergoing Research (1)

Single 3-ph inverter control systemLow steady state errorLow harmonics (THD)Fast transientRobustness to load disturbances

Parallel operation of two 3-ph invertersLoad sharing with phase angle droop techniquePassive load only

22

Undergoing Research (2)

Parallel operation of two 3-ph invertersWith utility interfacingTestbed under construction

DC/DC converters and internal power flow controlFC simulator and closed-loop system analysis

23

OSU Research Test Bed

L o a d2 4 0 VM a i n

A B C D

E

C i r c u i tB r e a k e r

M 1

C o n t a c t orM 2


M 2

2 0 8 V M a i n

L o a d2 4 0 VM a i n

A B C D

E

C o n t a c t orM 4


M 4

C i r c u it

B r e a k er

L 1

C i r c u it

B r e a k er

L 2

C o n t a c t orL 1

C o n t a c t orL 2

M e a s u r e m e n t s :A : 2 C , 2 V ; A ? 2 C , 2 V ;B : 1 C , 1 V ; B ? 1 C , 1 V ;C : 2 C , 2 V ; C ? 2 C , 2 V ;D : 3 C , 3 V ; D ? 3 C , 3 V ;E : 3 C , 3 V ; E ? 3 C , 3 V ;

T o t a l : 2 2 C + 2 2 V = 4 4 C h a n n e l s

U n i t1

U n i t2


M 3

24

Power Converters supplying power in a Stand-alone mode or feeding it back to the utility mains

2. Five Different Configurations for DES

Utility Mains

Microturbine

Fuel Cell

Power Converter

Transformer

Loads(Linear/Nonlinear)

ControllerPWM

3 φ AC240/480 V

50 or 60 Hz

ControllerPWM

V, I, f

Sensors

Sensors

V, I, f

DistributedControlCenter

Communications

Communications

25

Control of a Boost Inverter Using Z-source for Fuel Cell Systems Z-source Inverter Configuration

• Z-source Inverter:a DC source, a diode, L-C impedance, a DC/AC inverter, L/C filter, and a loadDiode: to prevent a reverse current that can damage the fuel cell

FuelCell(Vin)

S1 S3 S5

S4 S6 S2

3-phaseload

L1

L2

C2C1

Cf

Lf

D

Z-source

Fig. 1 Total system configuration with Z-source inverter.

26

Circuit analysis of Z-source Inverter

• Two Operation Modes:Non-shoot-through switching mode: basic space vectors (V0, V1, V2, V3, V4, V5, V6, V7)Shoot-through switching mode: both switches in a leg are simultaneously turned-on

(a) In the shoot-through zero vectors (b) In the non-shoot-through switching vectors.

Fig. 2 Equivalent circuit of Z-source inverter.

27

Entire Control-loop Structure

Fig. 3 Total control system block diagram.

where, DSMC is the discrete-time sliding mode controller, PI is the discrete-time proportional-integral controller, SVPWM is a three-phase space vector pulse width modulation, Icmd,,qd is the current command signal, I*

iqd is the limited current command, V*

iqd is the voltage command, and Vi is the true inverter output voltage.

5

28

By-Wire CarsApplication of Embedded Systems to Brake-By-WireApplication of Embedded Systems to Steer-By-Wire

29

By-Wire CarsReplacing a car’s hydraulic system with wires, microcontrollers (DSP’s) and computersUsing electric motors (PM, IM, SRM) for actuatorsNo hydraulic backup to the electronic systemHaving been used successfully for several years in aircraft

30

Goal of By-Wire CarsThe goal of “by-wire” is to make the average driver as skilled as a professional test course driver in bringing the vehicle back to a safe and stable condition from an unsafe one.

32

AdvantagesBasic functionality without complex mechanical or hydraulic partsBetter safety, stability, and handlingBetter fuel economyCost reduction by easier construction and package

33

ChallengesHow drivers will react to the wires, computers, and microcontrollers (DSP’s)No industry-wide standard for by-wire systemCooperation of by-wire partsElectric power storage and supply

34

Brake-By-WireBrake-by-wire does everything:

BrakingABS – Antilock brake systemBrake power assistingVehicle stability enhancement controlParking brake controlTunable pedal feeling

36

Application of Embedded System to Brake-By-Wire

Plug-in modules for Brake-By-Wire

37


EMB: Electromechanical Brake ActuatorsBBWM: Brake-By-Wire Manager

38


System structure

DSP based Controller

Motor Gear and Screw

Caliper

Force Sensor

TV FclFd

Position Sensor

39


Electromechanically actuated disk brake by ITT Automotive

40


Control of brake-by-wire systemFour-quadrant operation of servo-motorDesired clamping force responseTorque ripple minimizationElimination of rotor position sensorElimination of clamping force sensorFail-safe operation

41

Steer-By-WireNot just electrically assisted power steeringSteer-by-wire comes in two flavors:

Front steerRear wheels

Cars with steer-by-wire may not even have a driver’s wheel

42

Only wires may relay signals from a car’s steering wheel to its front wheels in a front steer-by-wire system. And an electrically actuated motor, not a mechanical link with the steering wheel, turns the front wheel.

Application of Embedded System to Steer-By-Wire

43

Application of Embedded System to Steer-By-Wire

Rear steer-by-wire tightens the turning radius and increases vehicle stability.With rear steer-by-wire, the rear wheels don’t just follow the lead of front wheels. In contrast, they turn in the opposite direction to the front wheels during tight turns, providing any size car with the agility of a small car.

44

Research @ OSUSensorless control of induction motor using variable frequency models for propulsionSensorless control of induction motor for power steering and steer-by-wireFour-quadrant sensorless control of switched reluctance motor for brake-by-wire system

45

Research @ OSUSensorless torque control of IM

46

Research @ OSUAdaptive sliding mode observer for IM

47

Research @ OSUExperimental setup

48

Hardware in the loop TestBedHardware in the loop TestBed

Windows 95/NT program written in C++Object oriented design

ControllerObject

CircuitsObject

TimerObject

ScopeObjects

OtherGUI Objects

User Interface Object

WaveformAnalyzer

Liebert's TMS320C50Evaluation Board

-Executes DSP nativecodes- Communicates withsimulator program on PC

-Runs simulation programincluding : a. Circuit simulations b. FPGA Timings c. User Interface-Controls the simulation timing

Host PC

DSP board for Native CodeImplementation

49

Research @ OSUExperimental setup

50

Research @ OSUSliding mode observer based controller for SRM (switched reluctance motor)

I

I

DSP basedController

DSP basedController SRMSRM

SRMmodelSRMmodel

ObserverObserver

V

+_

θ ω

51

Research @ OSUClamping force control for brake-by-wire

Four-quadrant operationForce control and torque ripple minimizationSensorless operation (no rotor position sensors)

SRMSRMDSP basedController

DSP basedController

PowerInverterPower

Inverter BrakeBrake

V,I T,θFFcmd

θ, ωObserverObserver

52

Research @ OSUExperimental setup for brake-by-wire

53

Research @ OSUExperimental setup for brake-by-wire

54

ConclusionsTough Economic ConditionsSupport form Industry has gone down Currently, We have three NSF GrantsWe are teaming up with National Fuel Cell Research Center in California for new initiative in “ Design, Modeling and Control of Fuel Cells” An Industry-University NSF Proposal.We appreciate your support.

osu research program in mechatronic · pdf fileosu research program in mechatronic systems ......

Documents