Professional Documents
Culture Documents
Submitted by
ANOOP S
2009-2013
RAJIV GANDHI INSTITUTE OF TECHNOLOGY
KOTTAYAM - 686501
CERTIFICATE
This
is
to
certify
that
the
report
entitled
Seminar guide
Head of Department
Prof. Vijayakumari C K
Dept of Electrical Engineering
Prof. Vijayakumari C K
Dept of Electrical Engineering
ACKNOWLEDGEMENT
to
me
for
finishing
my
seminar
successfully
ANOOP S
ABSTRACT
production
cost,
easily
cooling,
excellent
power-speed
ii
CONTENTS
1. INTRODUCTION
5. CONTROL SCHEMATIC
7. EFFECT OF CURRENT
10
11
10.CONCLUSION
12
11.REFERENCE
13
iii
1. INTRODUCTION
An electric vehicle uses one or more electric motors for propulsion. Three main
types of electric vehicles exist, those that are directly powered from an external power station,
those that are powered by stored electricity originally from an external power source, and those
that are powered by an onboard electrical generator like ic engine or a hydrogen fuel cell.
Environmental and economic considerations are the major reasons for the
development of electric vehicles. Exhaust emissions from the internal combustion engine are the
main source of urban pollution and one of the most important causes of the greenhouse effect.
The pollution problem only gets worse with increasing numbers of automobiles. There is also an
economic factor arising from the poor energy conversion efficiency of the internal combustion
engine. When efficiency is evaluated on the basis of conversion from crude oil to road load at the
wheels, the numbers for electric vehicles are not significantly higher than for internal combustion
engine vehicles (19.64% for electric vehicles, 10.26% for internal combustion engine vehicles).
Moreover, efficient power generation at electric plants together with very high motor and
controller efficiency and advancements in power source technology within the vehicle, battery or
fuel cell, mean that electric vehicles offer huge possibilities for improving overall efficiency.
Braking refers to the deceleration or complete cessation of the translational or
rotary motion of machines or vehicles. In electric braking the electric motors direction of rotation
remains the same as during normal operation, but the electric torque acting on the armature has
an opposite direction. There are several distinct types of electric braking: rheostatic,
regenerative, reverse current, and combined such as regenerative-rheostatic braking.
During braking operation, mechanical (kinetic) energy of electric motors can be
converted to electric energy to generate braking torque. Clearly, it is helpful to that hydraulic
brake systems stop EVs fast and its dynamic performance is better than conventional hydraulic
brake systems. In addition, instead of conventional hydraulic brake systems, electromechanical
systems employing an electric motor that drives the brake caliper through a gear assembly are
also developing. Comparing with the motoring operation of electric motors in EVs, the braking
operation is just the generating operation and it lasts by a short time in EVs. However, the
braking operation of electric motors in EVs occurs frequently. Hence effective braking operation
is important for EVs with high performances.
fault-tolerant
operation,
simple
control,
and
outstanding
torquespeed
characteristics. SRM drives can inherently operate with an extremely long constant-power range.
The torque-speed characteristics of SRM drives match very well with the EV load
characteristics. The SRM drive has high speed operation capability with a wide constant power
region. The motor has high starting torque and high torque-inertia ratio. The rotor structure is
extremely simple without any windings, magnets, commutators or brushes. The fault tolerance of
the motor is also extremely good. Because of its simple construction and low rotor inertia, SRM
has very rapid acceleration and extremely high speed operation. Because of its wide speed range
operation, SRM is particularly suitable for gearless operation in EV propulsion. In addition, the
absence of magnetic sources (i.e., windings or permanent magnets) on the rotor makes SRM
relatively easy to cool
For SRM drives, the phase flux linkage and phase current must satisfy the
equation, given as
Where
linkage, represents the rotor position, i represents the phase current, t represents the time, and
represents the phase resistance.
where Tp denotes the time value of an electrical period, Nph denotes the number of phases, Tphk
denotes the instantaneous torque produced by a phase. The positive torque represents the
motoring torque and the negative torque represents the braking torque.
The average excitation power under braking operation is expressed as
The positive power indicates that the SRM takes in electric power from the DC link and the
negative power indicates that the SRM output electric power to DC link.
The rms value of the phase current is determined as
From the equations it is clear that as the value of TP becomes higher and if the
average excitation power is set at unity then the value of braking torque also rises. And large TC
implies that unity copper loss can bring about larger braking torque.
In this study, the prototype of a four-phase in-wheel SRM drive is simulated to
accomplish the investigation. The rotor position angle is equal to 0 when the stator pole is fully
unaligned with the rotor pole and the rotor position angle is equal to 30 when the stator pole is
completely aligned with the rotor pole.
7. EFFECTS OF CURRENT
Fig. 3(a) and 3(b) illustrates the effects of the current reference on average braking torque,
average braking torque per average excitation power and average braking torque per phase rms
current, which are obtained when the turn on, turn off and motor speeds are varied. From the
graphs it can be observed that
(i) the braking torque becomes large if the current reference increases,
(ii) the braking torque per excitation power increases if the current
reference
10
The fig 5(a) and 5(b) shows the variations of average braking torque, average
braking torque per average excitation power and average braking torque per phase rms current
with change in turn on angle. From the graphs we can make the following conclusions
(i) the average braking torque becomes small if the turn-on angle increases
(ii) variation in turn on angle does not have a noticeable effect on the braking
torque per excitation power
(iii) the braking torque per rms current decreases with increase in turn on angle.
Thus we can conclude that a small value of turn on angle helps in maintaining a
good breaking characteristic for an SRM motor drive.
EEE 2009 - 2013
11
10. CONCLUSION
From the investigations carried out so far we are able to conclude that the braking
operation in SRM drives can be controlled by varying the current reference, turn on angle and
turn off angle. The turn on and turn on angles can be adjusted to maximize the breaking torque
whereas the magnitude of breaking torque can be controlled by varying the current reference
using the hysteresis controller. In total a large value of current reference gives better breaking
characteristics and a small value of turn on angle is also needed. Turn off angle does not have a
great role in the breaking operation of SRM drives.
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11. REFERENCES
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