Abstract – Now a day’s Brushless DC motor ( BLDC ) and DC motors are being used in most of the Electrical Vehicle. Switched Reluctance Motor (SRM) may become best alternative to BLDS and DC motor in this area because of its constant power output capability, good thermal management and fault tolerance capability. Furthermore SRM having advantages of low weight, high efficiency, small size, low cost and high torque at low speed. The novel simulation approach is used in this paper to analyse the performance of the in-wheel SRM with two separate models of the SRM system and vehicle system. Passive loading scheme is presented to simulate in-wheel SRM drive for an electric vehicle with two separate models of SRM system and vehicle system. Presented scheme can be use for analyse performance of any electric motor as an in-wheel electric motor for an electric vehicle.
Index Terms-- Electric vehicle, In-wheel SRM, MATLAB, Simulation, SRM, Switched Reluctance Motor.
I. I NTRODUCTION
In context of electric drive switched reluctance motor shows significant advantages. Because of its simple mechanical construction, low manufacturing cost, efficiency, torque-speed characteristics, and very low maintenance make it natural choice for integration in to electrical vehicle. To study the exact behaviour of the in-wheel SRM drive it’s required to have a combine mathematical model of SRM and v
ehicle. The vehicle model with passive loading scheme presented in this paper can be used for analyse performance of any electrical motor model as an in-wheel electric motor vehicle.
groupby优化千万级别表II. S WITCHED R ELUCTANCE M OTOR
The basic operating principle of the SRM is quite simple; as current is passes through one of the stator winding, torque is generated by the tendency of the rotor to align with the excited stator pole. The direction of torque generated is a function of Jignesh Makwana is a research scholar in the Department of Electrical Engineering, Indian Institute of Technology, Roorkee, Uttranchal 247667, INDIA (e-mail: jigneshamakwana@yahoo).
Pramod Agarwal is with the Department of Electrical Engineering, Indian Institute of Technology, Roorkee, Uttranchal 247667, INDIA (e-mail: in).
S.P. Srivastava is with Indian Institute of Technology Roorkee, INDIA (e-mail: in).
978-1-4673-0136-7/11/$26.00 ©2011 IEEE rotor position with respect to energized phase, and is independent of direction of current flow through phase winding. Continues torque can be produced by intelligently synchronizing each phase’s excitation with the rotor position.
By varying number of phases, number of stator poles and number of rotor poles many SRM geometry can be realized. Generally, increasing the number of SRM phase reduces the torque ripple, but at the expense of requiring more electronics devices. A 6 stator pole and 4 rotor pole 3 phase SRM is used Fig. 1. 6/4 SRM with (a) Starting reference position (b) 30 (mech) degree rotation
Position of rotor shown in Fig. 1(a) is considered as a reference starting position of rotor for the 3 phase SRM model of MATLAB simulink environment. At this starting position phase-A should de-energize and phase-B should energize for next 30 degree (mechanical) to rotate the SRM anti-clockwise direction. So rotor rotates 30 degree from their reference position as shown in Fig. 1(b). At this instant phase-B should de-energized and phase C should energized for next 30 degree to continue rotation of the rotor in the same direction. Likewise each phase should energize for 30 degree in a sequence to ensure the rotation of the rotor in proper direction. It means each phase should remain energize for 30 degree (120 degree electrical).
The instantaneous voltage across the terminals of a single phase of a switched reluctance motor winding is related to the flux linked in the winding by Faraday’s law,
(1)
Where, v is the terminal voltage, i is the phase current, R m is the motor resistance, and Ψ is the flux linked by the winding. Flux linkage is depends on current and rotor position.
Some important references for the SRM are [9]-[11].
Novel Simulation Approach to Analyses the Performance of In-Wheel SRM for an Electrical
Vehicle
Jignesh A. Makwana, Pramod Agarwal, Member, IEEE and S.P. Srivastava
(a) (b)
Several nonlinear analytical models of the SR in [12]-[14] which aid to develop nonlinear for the SRM. Application and design of the Vehicle is highlighted in literature [15][16].
III. P OWER E LECTRONIC C ONVE Different converter topology may be use phase of the SRM but most common is t phase asymmetric converter. There are num topology is published in the literature to redu switches per phase and reduce the cost of co circuit. But for the simplicity and to get simulation of in-wheel SRM drive the asym
Fig. 2. Asymmetric converter
IV. C URRENT C ONTROL M ETH
There are several methods to control the the position of the SRM. Torque of the SRM by current control method or torque contr method is used in this simulation in which b turned off and on accordi
ng whether the
through the winding is greater or less th
current by mean of hysteresis current contro any close loop speed controller is required w is involved in the control process of the Human being can set the reference speed in current to achieve the desired speed and function of sensing the speed, comparing according to the speed error to set the refere
all accomplished by the human being.
V. S YSTEM S IMULATION OF SRM SRM system assuming having a precise p system is simulated as shown in Fig.3. SRM used to realize the 6/4 pole, three phase, Position sensing system is simulated to ha
RM are presented r simulink model e SRM in Electric ERTER
e to energize the
two switched per mber of converter uce the number of onverter and firing full flexibility in mmetric convertor HOD torque-speed and
can be controlled rol method. First both the switches
current flowing han the reference oller. There is no while human being electric vehicle. term of reference torque. It means g the speed and
ence speed; these D RIVE
position feedback M generic model is 100 Volt motor.
ave flexibility to control both the advance angle and t controller is used to regulate the p bridge converter shown in Fig. 2 i Fig. 3. System simulation of SRM Drive
VI. S YSTEM S IMULATIO The mathematical model of ele equally sized wheels, moving forwa longitudinal axis is developed in thi the vehicle is shown in Fig. 4 and it in vertically balanced condition perpendicular to the horizontal plane
A vehicle parameters are as follows:‘m’ is a mass of the vehicle in (kg) =‘a’ is a horizontal distance of CG fro ‘b’ is a horizontal distance of CG fro ‘h’ is a height of CG from the ground ‘A’ is a front area in (m 2
) = 1.2 ‘C d ’ is a drag co-efficient = 0.4
‘V x ’ is a longitudinal velocity of the ‘ρ’ is a mass density of air in (Kg/m ‘F d ’ is an aerodynamic drag force in ‘F xF ’ is a longitudinal force applied a ‘F xR ’ is a longitudinal force applied a ‘r’ is a radius of the wheel in (m) = 0
The model of the vehicle output th the vehicle with the input longitud front and rear wheel. Assuming the longitudinal force at the rear wheel with the velocity V x is,
Simply,
Where aerodynamic drag force,
the dwell angle. Hysteresis hase current. Asymmetric s simulated to supply the ON OF V EHICLE
ectrical vehicle with two
ard or backward along its is paper. The geometry of t is assumed that vehicle is thus wheels are always e. = 200 om front axis in (m) = 1.4 om rear axis in (m) = 1.6 d in (m) = 0.5
vehicle in (m/s) 3) = 1.2 (N) at the front wheel in (N) at the rear wheel in (N) 0.279 he longitudinal velocity of dinal force applied to the rear wheel drive required l to accelerate the vehicle (2)
(3)
Fig. 4. Geometry of the vehicle having two equally sizes
From the (3) and (4) dynamic model of the simulated in the MATLAB simulink environ Fig. 5 and Fig. 6.
国内精品源码下载平台丶VII. I N -WHEEL SRM D RIVE
SRM system simulink model and electric model both is two different simulink mode exact behaviour of the in-wheel SRM driv have a complete mathematical model of the the exact model of the vehicle or to h mathematical model of SRM and vehi simulation approach is used in this pape performance of the in-wheel SRM with two of the SRM system and vehicle system. scheme is presented to simulate in-wheel S electric vehicle with two separate models of vehicle system. Presented scheme can be performance of any electric motor as an motor for an electric vehicle.
In the vehicle system model torque requ quantity to output the instantaneous velocity seem like torque should be output quantity system to input the vehicle system model. B system model output the torque developed of did not have any feedback effect and c measurement purpose only. In contrary the input quantity for the SRM system model w to study the performance of the SRM motor w or load proportional to the speed. So it’s not described SRM system model with the separa To solve the problem passive loading schem motors is proposed first time in this paper system model with the separate vehicle mode Passive loading scheme is divided in two p vehicle system model is used. Constant torqu input to the vehicle model to get the steady vehicle. Table 1 shows the steady state speed vehicle for an applied constant torque.
s wheel (4) vehicle system is nment as shown in E
vehicle simulink
els. To study the e it’s required to SRM loaded with have a combine icle. The novel r to analyse the o separate models Passive loading SRM drive for an SRM system and use for analyse in-wheel electric uired is an input y of the vehicle. It y from the SRM But actually SRM f the motor which can be used for load torque is an which can be used with constant load possible to load a ate vehicle model. me to load electric r to load a SRM el. parts. In first part ue is applied as an state speed of the d achieved by the Fig. 5. System simulation of vehicle
Fig.6. Subsystem: Vehicle model
TABLE I
S TEADY STATE SPEED OF THE VEHICLE FOR A
Sr.
No.
Torque
(N-m) Steady State Vehicle Speed
(Km/h)
1 5 18
2 10 25
3 15 31
4 20 36
5 25 40
6 30 44
7 35 47
8 40 51
9 50
57 10 60 62 11 70 67 12 80 72 13 90 76 14 100
80
Table 1 is used as a torque sp vehicle in the form of lookup tabl
model in second part as shown in imposed on the SRM is not a consta speed of the SRM as shown in Fig that the SRM is mounted in rear wh
combine body of the SRM and v lumped cylindrical shape body ha weight of the vehicle and radius s wheel. The inertia of the lumped inertia of the SRM generic model o
the measured torque developed of t input of the vehicle system whic AN APPLIED CONSTANT TORQUE d Steady State Wheel Speed( RPM) 171
241 292 342 382 418 450 483 540 592 639 683 725 764
eed characteristics of the
le to load a SRM system n Fig 3. Thus load torque ant but it depends upon the 7. Furthermore to realize
heel of the vehicle system, vehicle is consider as the aving weight same as a same as the radius of the cylinder is considered as
of the SRM system. Now the SRM is applied to the h output velocity of the
vehicle and wheel speed in rpm. Thus only the torque
VIII. S IMULATION R ESULT
Simulation results for the in-wheel SRM electric vehicle system proposed in this paper are as shown below. Its shows that speed of the SRM and that of the vehicle is almost same at any instant and thu
s validate the proposed method to simulate the in-wheel SRM electric vehicle system.
Fig.8 shows the torque developed by the motor and speed of the vehicle with minimum dwell angle and no advance angle. This is not a practical mode of operation because it’s always required to commutate the phase in advance to prevent the negative torque development during de-fluxing period. Result shows that torque developed is not smooth and large amount of torque ripple is there. Vehicle can achieve steady state speed of around 51.24 km/h in 40 sec in this mode. The motor speed is 480.5 rpm and wheel speed is 487.4 rpm at the speed of 51.24 km/h and even at any instant motor speed and speed of the wheel is almost equal, which validate that simulated system is behaves like electric vehicle with SRM mounted in Fig. 8. Vehicle torque & speed with min dwell angle and no advance angle
Fig.9 shows the torque developed by the motor and speed of the vehicle with minimum dwell angle and with maximum advance angle. The torque ripples are somewhat less with advance angle and it’s also increase the average torque and
speed of the motor. Vehicle achieves steady state speed of 60 Fig. 10 shows the maximum dwell angle mode. The torque ripple is much less in this mode of operation but it reduces the efficiency of the motor. Average torque is increase with increase in dwell angle. Vehicle achieves steady state speed of Its shows the production of excessive torque ripple in the operation of SRM which is undesirable especially for electric vehicles where smooth acceleration is a key feature of the performance to provide great comfort to the person. Torque ripple of the SRM can be reduced to a huge content with the increase dwell angle but not without the compromise with the efficiency of the drive which is also highly undesirable for a battery powered vehicles. Both the mechanical design and IX. C ONCLUSION
Result shows that proposed method can be used to analyses Its shows SRM can be used in electric vehicle with two modes of operations: maximum efficiency mode or maximum torque mode according to requirement and can be switched over easily from one mode to other.
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X. B IOGRAPHIES
Jignesh Makwana received the B.E and M.E degrees
in Electrical Engineering from the Birla Vishvakarma
Mahavidhyalaya, v.v.nagar, gujarat, India, and L.D.
Engineering College, ahemadabad, gujarat, India in
2004 and 2006 respectively. He was a lecturer with the
C.U. Shah college of engineering and technology from
2006 to 2008 and joined the R.K College of
engineering and technology in 2008. Currently he is a
research scholar in Electrical Department of Indian Institute of Technology, Roorkee, India.
Pramod Agarwal received the B.E., M.E., and Ph.D
degrees in Electrical Engineering from the University
of Roorkee, India, in 1983, 1985 and 1995,
respectively. He joined the erstwhile University of
Roorkee, India in 1985 as Lecturer. He was a
Postdoctoral Fellow with the Ecole de technologie
superior, University of Quebec, Montreal, Canada. He is currently a Professor with the Department of Electrical Engineering, Indian Institute of Technology, Roorkee, India. He has developed a number of educational units for laboratory experimentation. His fields of specialization are electrical machines,
power electronics, microprocessor and microcomputer controlled ac/dc drives, active power filters, multi-level inverters and high power factor converters.
S. P. Srivastava received the bachelor's and master's degrees in Electrical Technology from I.T. Banarus Hindu University, Varanasi, India in 1976, 1979 respectively and the Ph. D degree in Electrical Engineering from the University of Roorkee, India in 1983. Currently he is with Indian Institute of Technology (IIT) Roorkee, India, where he is a Professor in the Department of Electrical Engineering. His research interests include power apparatus and electric drives.
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