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EV and HEV
Hongwei Gao Yimin Gao Mehrdad Ehsani
0-7803-7091 IEEE
-0/01/$10@2001 571
(25mph), the braking force is almost constant. This speed-
braking force characteristic well matches that of the electric
motor.
Fig.5 shows the distribution of braking energy along with
the vehicle speed. It indicates that about 85% of recoverable
braking energy is distributed in the speed range of higher than
15km/h (9.4mph). This fact implies that at very low speed, the
energy recovery efficiency is not a concern for the electric
braking system. At high speed, the electric motor should
produce the required braking torque with high energy recovery
efficiency. In fact, all the urban driving cycles share the same
braking power (force) and energy distribution characteristics
as mentioned above. Table 1 lists some key numbers for
typical urban driving cycles.
Braking force on the front wheels, kN, w.CONTROL STRATEGY OF SRM DRIVEFOR REGENERATIVE
BRAKING
Fig.2 Braking forces on the front and rear wheels along
2 0.5
During regenerative braking, the electric motor should be n
"0 10 20 30 40 50 60 70 80 90 100
able to provide the required braking torque at any speed
with high energy recovery efficiency. This implies that the Vehicle speed, km/h
operating characteristics of the electric motor should match Fig.4.Brakingpower and braking force along with vehicle speed in FTP75
uhan dnving cycle
the braking force, power, and energy requirement of the
vehicle. The maximum braking power at different vehicle
speed and the braking energy distribution along with
vehicle speed are two most important characteristics for Max. speed 8 6 . 4 M h (54mph)
studying the regenerative braking. The maximum braking V,: 1 5 M h (9.4mph)
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Table 1.Key parameters in typical urban dnving cycles
V,(refer to Fig. 5), 15 25 45 16 IO Fig. 6 Regenerative braking of SRh4 below base speed
(mph) (9.4) (15.6) (28) (10) (6.25)
I I I I I I I
While the vehicle is braking at high speed, the SRM drive Rotor Position(Mechanica1 Degree)
system should be able to provide the desired braking torque
with high energy-recovery efficiency.
The variation of SRM phase inductance along with the
rotor position is shown in Fig. 6. In order to achieve
regenerative braking, the SRM phase should be excited
while the phase inductance is decreasing as rotor position.
Below the base speed, since the absolute value of the back- Rotor Position(Mechanica1 Degree)
emf is lower than that of the dc-bus voltage, the phase Fig. 7 Variation of the regenerative braking torque with that of phase current
current can be regulated through hysteresis or PWM amplitude below base speed
control. Hence, the braking torque can be adjusted from
zero to the rated torque of the SRM by fixing the &on and
&off at the aligned position and the end of the negative
inductance slope and adjustingthe phase current amplitude
fkom zero to the rated value via hysteresis or PWM control.
The waveforms of the phase voltage, current and torque
during hysteresis control are shown in Fig. 6. The key issue
of this control strategy is how to determine the phase
current amplitude according to the required regenerative
braking torque.
As shown in Fig. 7, below the base speed, if 0-on and
t o f f are fuced at aligned position and the end of the 2d I 1 I I I
0 50 100 IS0 200 250 300 350 400
negative inductance slope, respectively, the average SRh4
Average Braking Torque(NM)
braking torque has a one-to-one relation with the phase Fig. 8 Phase current amplitude derived from the ANN according to the
current amplitude. This one-to-one relation between the required regenerative braking torque
braking torque and phase current amplitude is memorized
with a feedforward artificial neural network (ANN-I). This The variations of SRM phase voltage, current, and torque
ANN has 3 layers, with one input (the required along with the rotor position during regenerative braking
regenerative braking torque) on the input layer, 5 neurons above the base speed are shown in Fig. 9. Above the base
on the hidden layer, and one output (the required phase speed, if the absolute value of the back-emf is higher than that
current amplitude) on the output layer. This ANN is trained of the dc-bus voltage, the phase current can still increase even
with back propagation learning algorithm. The data used to when the phase is turned off. Therefore, the hysteresis or
train this ANN is obtained from extensive numerical PWM logic can not regulate the phase current. In this case, the
simulation on a 3-phase, 300v, 22.5KW, 500rpm(base phase current, hence the regenerative braking torque, can be
speed) SRM. The required phase current amplitude can be controlled by fixing 8-on at the aligned position and adjusting
derived from this ANN according to the required the 0-off from the aligned position toward the end of the
regenerative braking torque. The result is shown in Fig. 8. negative inductance slope. In this case the energy recovery
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efficiency is expected to be hlgher because the iron loss of
the SRM and switching loss of the inverter due to the phase
voltage exertion associated with hysteresis or PWM control
do not exist.
As shown in Fig. 10, above the base speed, at a certain
dc-bus voltage and rotor speed, the phase current, hence the Rotor Position(Mechan1cal Degree)
braking torque, monotonically increases as )-off. The
mapping from the vector ( v , w, T) to &off is
characterized with a 4-layer feedforward artificial neural
network (ANN-HI), Where v, w, T represents dc-bus
voltage, rotor speed, and the regenerative braking torque,
respectively. This ANN has 3 inputs (v, w, and T) on the 0 10 100 110 2"O ?ID
Rotor Position(Mechanica1Degree)
1w 111) IW
input layer, 6 neurons one the first hidden layer, 6 neurons Fig. 1 0 Variation of the phase current and regenerative braking torque with
on the second hidden layer, and one output (O-ofl) on the that of Koff above base speed (dc-bus=30Ov, m2500rpm)
output layer. The ANN is trained with back propagation
algorithm using the data obtained from numerical
simulation on the same SRM. At 300v dc-bus voltage but
different rotor speed, the )-off derived from the ANN
according to the required braking torque is shown in Fig.
11.
Above the base speed, the phase current may still
increase even though the phase has been turned off because
of the huge back-emf. Hence, the maximum )-off should
be limited to prevent the phase current from exceeding the
rated value. Therefore, the maximum brakmg torque at
certain dc-bus voltage and rotor speed is limited by this 0 20 40 60 So 100 I20 140 160 180 200
Average Braking Torque(NM)
maximum )-off limitation. In order to find the maximum Fig. 1 1 &off derived from the ANN at various speed and braking torque (dc-
braking torque available at a certain dc-bus voltage and bus=300v)
rotor speed, the mapping from the vector (v, w) to the
maximum braking torque available at (v, w) is memorized I I I
with a 3-layer, feedforward artificial neural network (ANN-
11). This ANN has two inputs on the input layer (v, w), 10
neurons on the hidden layer, one output (maximum braking
torque available at (v, a))on the output layer. This ANN is
also trained with back propagation algorithm using data
obtained from numerical simulation. The maximum
braking torque available at 300v dc-bus voltage and
different rotor speed derived using ANN is shown in Fig.
I
12. ImO
I
lyxl
I
2mO m
The overall control strategy of the SRM drive for Rotor Speed(Rpm)
generating the required regenerative braking torque is Fig. 12 Maximum braking torque available at different rotor speed (dc-
bus=300v)
depicted in Fig. 13.
Phase Inductance Profile
According to the control strategy presented above, the
maximum braking torque and braking power available at
different rotor speed is calculated and shown in Fig. 14. It can
Phase Voltage during Regenerative be seen from Fig. 4 and Fig. 14 that the presented control
Braking above Base Speed strategy can satisfy the braking torque and braking power
requirement of the vehicle.
Phase Current during Regenerative According to the presented control strategy, the energy
Braking above Base Speed recovery efficiency of the SRM drive above the base speed is
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S R M drive shows the validity of the proposed control strategy
Read the cmml SRM specd hom Ihc speed =<or 1 and value of the SRM drive as the power source of the EV and
c
HEV from energy recoveq point of view.
VI REFERENCE
V CONCLUSION
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