modelling, control, and simulation of electric propulsion...
TRANSCRIPT
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
1. More Electric Drives
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
1. More Electric Drives
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-
1. More Electric Drives
To give a step further to the concept of More Electric Drives
applying Electronic Differential
Power Electronics and Drives Laboratory November, 2006
Wheel
Wheel
Wheel
Wheel
Wheel
Wheel
Wheel
Wheel
Electric
Motors
-3-
1. More Electric Drives
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.
Power Electronics and Drives Laboratory November, 2006 -4-
Main characteristics
1. More Electric Drives
Power Electronics and Drives Laboratory November, 2006 -5-
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.
1. More Electric Drives
Power Electronics and Drives Laboratory November, 2006 -6-
Current Applications, HY-LIGHT
http://www.michelin.fr/popup/UK/site_uk.htm
1. More Electric Drives
Power Electronics and Drives Laboratory November, 2006
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-
1. More Electric Drives
Power Electronics and Drives Laboratory November, 2006
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-
1. More Electric Drives
Power Electronics and Drives Laboratory November, 2006
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.
1. More Electric Drives
Power Electronics and Drives Laboratory November, 2006
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
2. Electric Vehicle Architecture
Power Electronics and Drives Laboratory November, 2006
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-
2. Electric Vehicle Architecture
-12- Power Electronics and Drives Laboratory November, 2006
FG
M
FG
M
Wheel Wheel
Wheel Wheel
2. Electric Vehicle Architecture
-13- Power Electronics and Drives Laboratory November, 2006
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
-14- Power Electronics and Drives Laboratory November, 2006
DC / DC DC / AC
M1
DC / AC
M2
Source
3. Power Set-Up Architecture
-15- Power Electronics and Drives Laboratory November, 2006
1. Isolated
2. Non-isolated
1. VSI
2. Resonant
3. Soft Switching
Z Inverter
DC / DC DC / AC
M1
DC / AC
M2
Source
3. Power Set-Up Architecture
Power Electronics and Drives Laboratory November, 2006 -16-
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
3. Power Set-Up Architecture
Power Electronics and Drives Laboratory November, 2006 -17-
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
Inverter 1 Inverter 2
Power Management
Policy Electronic Differential
3. Power Set-Up Architecture
Power Electronics and Drives Laboratory November, 2006 -18-
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
Power Electronics and Drives Laboratory November, 2006 -19-
4. Mechanical Model of the EV
Power Electronics and Drives Laboratory November, 2006 -20-
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
4. Mechanical Model of the EV
Power Electronics and Drives Laboratory November, 2006 -21-
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)
4. Mechanical Model of the EV
Power Electronics and Drives Laboratory November, 2006 -22-
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
Power Electronics and Drives Laboratory November, 2006 -23-
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
Power Electronics and Drives Laboratory November, 2006 -24-
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
7. Modelling, Control and Simulation of the DC-AC
Converter
Power Electronics and Drives Laboratory November, 2006 -25-
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
Inverter 1 Inverter 2
7. Modelling, Control and Simulation of the DC-AC
Converter
Power Electronics and Drives Laboratory November, 2006 -26-
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
)
8. Power Policy Development
Power Electronics and Drives Laboratory November, 2006 -27-
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
8. Power Policy Development
Power Electronics and Drives Laboratory November, 2006 -28-
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)
8. Power Policy Development
Power Electronics and Drives Laboratory November, 2006 -29-
Practical implementation in the Test Bed (UMIST, 8kW EV).
DC
DC
FC DC
AC
E-Motor
SC
9. Control of the Induction Machine
Power Electronics and Drives Laboratory November, 2006 -30-
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.
9. Control of the Induction Machine
Power Electronics and Drives Laboratory November, 2006 -31-
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
Power Electronics and Drives Laboratory November, 2006 -32-
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.
10. Multi-motor Synchronization and
Differential Electronic
Power Electronics and Drives Laboratory November, 2006 -33-
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
10. Multi-motor Synchronization and
Differential Electronic
Power Electronics and Drives Laboratory November, 2006 -34-
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
10. Multi-motor Synchronization and
Differential Electronic
Power Electronics and Drives Laboratory November, 2006 -35-
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)
10. Multi-motor Synchronization and
Differential Electronic
Power Electronics and Drives Laboratory November, 2006 -36-
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
11. Conclusions and Possible Future Work
Power Electronics and Drives Laboratory November, 2006 -37-
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.
11. Conclusions and Possible Future Work
Power Electronics and Drives Laboratory November, 2006 -38-
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??
Power Electronics and Drives Laboratory November, 2006 -39-
Francisco J. Perez-Pinal [email protected]
References
Power Electronics and Drives Laboratory November, 2006 -41-
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.