Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114911
Jinhua Liang, Haiping Xu, Wei Liu
Advanced CNC machine tool is one of the high-end equipment to promote the innovation and development of manufacturing industry, and electric spindle is the core component of CNC machine tool. Control system is the brain of CNC machine tools, responsible for receiving user instructions, sensor signals, feedback signals, after data processing and logical operation, send control instructions to the executive parts, so the design of the control system play a crucial role. This paper first constructs the hardware platform of two central control units, and designs the hardware circuit of DSP system, then constructs the three-layer software structure, and designs the flow chart of the main program, distributes the interrupt resources, and finally designs the flow chart of interrupt and fault protection subroutine. The experimental test shows that the maximum temperature rise of the enclosure of the electrical spindle prototype is 15.6 °C when the no-load 20000 rpm is stable, and the maximum radial runout is 1.5 um during the static test. The control system designed in this paper can meet the high-performance control requirements of electric spindle, and lay a good foundation for the later research of high precision control and holding technology.
{"title":"Design of Electric Spindle Control System for High-Grade CNC Machine Tools","authors":"Jinhua Liang, Haiping Xu, Wei Liu","doi":"10.1109/ESARS-ITEC57127.2023.10114911","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114911","url":null,"abstract":"Advanced CNC machine tool is one of the high-end equipment to promote the innovation and development of manufacturing industry, and electric spindle is the core component of CNC machine tool. Control system is the brain of CNC machine tools, responsible for receiving user instructions, sensor signals, feedback signals, after data processing and logical operation, send control instructions to the executive parts, so the design of the control system play a crucial role. This paper first constructs the hardware platform of two central control units, and designs the hardware circuit of DSP system, then constructs the three-layer software structure, and designs the flow chart of the main program, distributes the interrupt resources, and finally designs the flow chart of interrupt and fault protection subroutine. The experimental test shows that the maximum temperature rise of the enclosure of the electrical spindle prototype is 15.6 °C when the no-load 20000 rpm is stable, and the maximum radial runout is 1.5 um during the static test. The control system designed in this paper can meet the high-performance control requirements of electric spindle, and lay a good foundation for the later research of high precision control and holding technology.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"12 1","pages":"1-5"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74846594","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114829
Ziwen Wang, S. Karimi, M. Zadeh, Markus Heimdal
This paper focuses on the reliability modelling of a marine hybrid power and propulsion system. In order to ensure the accuracy of the reliability model, its operation profile is introduced by the multi-phase Markov method. The reliability modelling is based on a particular vessel. The reliability after introducing all the operation modes is figured out and compared with the individual reliability of each specific mode. In addition, the survival functions are also obtained by setting the repair rates as zero. The results show that Dynamic Positioning A mode has the lowest reliability while Transit A and ECO A modes have the highest reliability. In addition, different operation modes have different levels of Mean Time To Failure (MTTF). The differences among MTTFs can reach nearly 4000 operation hours, even though the differences in reliability are quite small. This can further influence maintenance strategies, which may not be apparent from the reliability calculation. Therefore, it is necessary to consider operation profiles for reliability modelling in the design and operation planning phase.
{"title":"Reliability Modelling of Marine Hybrid Power and Propulsion System Considering Operation Profile","authors":"Ziwen Wang, S. Karimi, M. Zadeh, Markus Heimdal","doi":"10.1109/ESARS-ITEC57127.2023.10114829","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114829","url":null,"abstract":"This paper focuses on the reliability modelling of a marine hybrid power and propulsion system. In order to ensure the accuracy of the reliability model, its operation profile is introduced by the multi-phase Markov method. The reliability modelling is based on a particular vessel. The reliability after introducing all the operation modes is figured out and compared with the individual reliability of each specific mode. In addition, the survival functions are also obtained by setting the repair rates as zero. The results show that Dynamic Positioning A mode has the lowest reliability while Transit A and ECO A modes have the highest reliability. In addition, different operation modes have different levels of Mean Time To Failure (MTTF). The differences among MTTFs can reach nearly 4000 operation hours, even though the differences in reliability are quite small. This can further influence maintenance strategies, which may not be apparent from the reliability calculation. Therefore, it is necessary to consider operation profiles for reliability modelling in the design and operation planning phase.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"141 1","pages":"1-6"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76278208","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114818
I. Diab, G. C. Mouli, P. Bauer
A typical approach to harvesting the excess braking energy of a railway car has been to use a storage system. However, research momentum has been growing in the direction of integrating smart loads like EV chargers into traction networks, and this can offer a more efficient and economical solution to the harvesting of braking energy. This paper examines the case study of a segment of the Amsterdam metro grid with two 350kW integrated DC opportunity chargers for charging electric buses from the traction grid. Of the charging episodes investigated, none of them broke the minimum line voltage requirements of the grid. They managed to greatly offset any additional line losses that they had caused by a successful recuperation of up to 1212kWh per day, depending on the charging duration. In all four schemes, about 22.8% of the picked-up charging energy of the buses per day came from harvesting otherwise-wasted metro braking energy.
{"title":"Opportunity Charging of Electric Buses Directly from a DC Metro Catenary and Without Storage","authors":"I. Diab, G. C. Mouli, P. Bauer","doi":"10.1109/ESARS-ITEC57127.2023.10114818","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114818","url":null,"abstract":"A typical approach to harvesting the excess braking energy of a railway car has been to use a storage system. However, research momentum has been growing in the direction of integrating smart loads like EV chargers into traction networks, and this can offer a more efficient and economical solution to the harvesting of braking energy. This paper examines the case study of a segment of the Amsterdam metro grid with two 350kW integrated DC opportunity chargers for charging electric buses from the traction grid. Of the charging episodes investigated, none of them broke the minimum line voltage requirements of the grid. They managed to greatly offset any additional line losses that they had caused by a successful recuperation of up to 1212kWh per day, depending on the charging duration. In all four schemes, about 22.8% of the picked-up charging energy of the buses per day came from harvesting otherwise-wasted metro braking energy.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"14 1","pages":"1-6"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73605308","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114902
D. Iannuzzi, B. Fahimi, Ciro Napolitano
To date, the ageing of a lithiumion battery is mainly detected by the reduction in capacity compared to the rated value and by the increase in internal impedance. These effects are considered in the electrical equivalent circuit through the representation of suitable empirical laws for the evaluation of the state of charge and that of the internal impedance. However, less attention has been paid to the analysis of alternate dynamic behavior of the battery voltage to a step variation in its current. This paper deals with the dynamic behavior of aged Lithium Phosphate-iron battery and introduces a novel dynamic ageing index. That is, to evaluate the dynamic voltage response following a discharge pulse at different states of charge and under different temperatures. A voltage undershoot was identified following a discharge step which highlights an inductive behavior at certain states of charge and temperatures. This phenomenon does not appear to be present for all states of charge and temperatures. This is likely stems from changes in internal resistance, polarization, and capacitance. The equivalent circuit has been modified by including a parasitic inductance in parallel with the polarization capacitance. The proposed model has been experimentally validated through a comprehensive set of tests in a climatic chamber.
{"title":"On the dynamic behavior of an aged Lithium-iron phosphate battery","authors":"D. Iannuzzi, B. Fahimi, Ciro Napolitano","doi":"10.1109/ESARS-ITEC57127.2023.10114902","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114902","url":null,"abstract":"To date, the ageing of a lithiumion battery is mainly detected by the reduction in capacity compared to the rated value and by the increase in internal impedance. These effects are considered in the electrical equivalent circuit through the representation of suitable empirical laws for the evaluation of the state of charge and that of the internal impedance. However, less attention has been paid to the analysis of alternate dynamic behavior of the battery voltage to a step variation in its current. This paper deals with the dynamic behavior of aged Lithium Phosphate-iron battery and introduces a novel dynamic ageing index. That is, to evaluate the dynamic voltage response following a discharge pulse at different states of charge and under different temperatures. A voltage undershoot was identified following a discharge step which highlights an inductive behavior at certain states of charge and temperatures. This phenomenon does not appear to be present for all states of charge and temperatures. This is likely stems from changes in internal resistance, polarization, and capacitance. The equivalent circuit has been modified by including a parasitic inductance in parallel with the polarization capacitance. The proposed model has been experimentally validated through a comprehensive set of tests in a climatic chamber.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"22 1","pages":"1-5"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74197580","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114823
Shunsuke Jindo, Kana Matsunaga, K. Kondo
In this paper, running simulation to calculate energy characteristics of battery electric vehicle (BEV), diesel-battery hybrid vehicle (DHV) and fuel cell- battery hybrid vehicle (FCV) are compared under the case of several line profiles. The relations of the load (lines) profiles and the size of the energy source and battery are discussed to reveals the guideline for designing the size of the energy source and battery for BEV, DHV, and FCV respectively.
{"title":"Sizing the Energy Source and Battery for Electrical Driven Railway Vehicles for Non-electrified Lines","authors":"Shunsuke Jindo, Kana Matsunaga, K. Kondo","doi":"10.1109/ESARS-ITEC57127.2023.10114823","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114823","url":null,"abstract":"In this paper, running simulation to calculate energy characteristics of battery electric vehicle (BEV), diesel-battery hybrid vehicle (DHV) and fuel cell- battery hybrid vehicle (FCV) are compared under the case of several line profiles. The relations of the load (lines) profiles and the size of the energy source and battery are discussed to reveals the guideline for designing the size of the energy source and battery for BEV, DHV, and FCV respectively.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"14 5","pages":"1-6"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72474737","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114816
V. Fireteanu
Performances of a set of four electrical machines with the same stator armature and the same diameter and length of the rotor magnetic core are evaluated through finite element step by step in time domain models. The three rotors, the first one of the induction motor, the second of the synchronous motor and generator and the third one of a new hybrid induction-synchronous motor, include or a squirrel cage, or four permanent magnets, or both a squirrel cage and permanent magnets. The comparison of the finite element results related the starting time and starting current, the steady state rated values of the stator current and of the efficiency, situates the new hybrid induction-synchronous motor on the first position.
{"title":"Finite Element Analysis of a Set of Four Electric Machines with the Same Stator Armature and Main Size of the Rotor Magnetic Core","authors":"V. Fireteanu","doi":"10.1109/ESARS-ITEC57127.2023.10114816","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114816","url":null,"abstract":"Performances of a set of four electrical machines with the same stator armature and the same diameter and length of the rotor magnetic core are evaluated through finite element step by step in time domain models. The three rotors, the first one of the induction motor, the second of the synchronous motor and generator and the third one of a new hybrid induction-synchronous motor, include or a squirrel cage, or four permanent magnets, or both a squirrel cage and permanent magnets. The comparison of the finite element results related the starting time and starting current, the steady state rated values of the stator current and of the efficiency, situates the new hybrid induction-synchronous motor on the first position.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"36 1","pages":"1-6"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74162420","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114868
Janine Ebersberger, R. Keuter, B. Ponick, A. Mertens
To reduce greenhouse gas emissions from aviation, the electrification of civil aircraft plays an important role. Since several components have to be optimized individually and with regard to the overall system, this poses a major challenge. The optimization criterion is to minimize the weight of the entire electrical system while fulfilling all safety requirements. In this paper, an optimization methodology is applied to find the best electric power distribution system for an all-electric regional aircraft. The results are compared with the conventional propulsion system of an ATR-72-600 as a reference aircraft. The study varies multiple design parameters such as the current density of a permanent magnet synchronous machine, inverter topology, inverter and converter switching frequency, DC-link voltage, and battery power density and energy density. The results show that the largest weight is contributed by the batteries. The overall weight can be minimized by applying batteries with a high energy density.
{"title":"Power Distribution and Propulsion System for an All-Electric Regional Aircraft","authors":"Janine Ebersberger, R. Keuter, B. Ponick, A. Mertens","doi":"10.1109/ESARS-ITEC57127.2023.10114868","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114868","url":null,"abstract":"To reduce greenhouse gas emissions from aviation, the electrification of civil aircraft plays an important role. Since several components have to be optimized individually and with regard to the overall system, this poses a major challenge. The optimization criterion is to minimize the weight of the entire electrical system while fulfilling all safety requirements. In this paper, an optimization methodology is applied to find the best electric power distribution system for an all-electric regional aircraft. The results are compared with the conventional propulsion system of an ATR-72-600 as a reference aircraft. The study varies multiple design parameters such as the current density of a permanent magnet synchronous machine, inverter topology, inverter and converter switching frequency, DC-link voltage, and battery power density and energy density. The results show that the largest weight is contributed by the batteries. The overall weight can be minimized by applying batteries with a high energy density.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"35 1","pages":"1-7"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87296491","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114890
Emanuele Fedele, D. Iannuzzi, I. Spina
Hybrid tram vehicles with a connection to the overhead line and onboard batteries present many advantages, including effective braking energy recovery, reduced current absorption from the overhead wire, and partial catenary-free operation. For their connection to the vehicle dc bus, the batteries require bulky and heavy dc/dc converters that are sized for the peak power rating of the storage system. This paper presents the experimental validation of a non-conventional battery hybrid propulsion system employing the NPC Multi-Source Inverter. The Multi-Source Inverter provides an additional connection between the battery and the traction motors and can thus be used to partly bypass the dc/dc converter and reduce its power rating. The experiments on a small-scale lab prototype validate the envisioned control of the architecture and attest to its potential of reducing significantly the peak current rating of the dc/dc converter, with expected savings in terms of weight, volume, and power losses.
{"title":"Propulsion System Based on the NPC Multi-Source Inverter for Battery Hybrid Trams: Experimental Validation","authors":"Emanuele Fedele, D. Iannuzzi, I. Spina","doi":"10.1109/ESARS-ITEC57127.2023.10114890","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114890","url":null,"abstract":"Hybrid tram vehicles with a connection to the overhead line and onboard batteries present many advantages, including effective braking energy recovery, reduced current absorption from the overhead wire, and partial catenary-free operation. For their connection to the vehicle dc bus, the batteries require bulky and heavy dc/dc converters that are sized for the peak power rating of the storage system. This paper presents the experimental validation of a non-conventional battery hybrid propulsion system employing the NPC Multi-Source Inverter. The Multi-Source Inverter provides an additional connection between the battery and the traction motors and can thus be used to partly bypass the dc/dc converter and reduce its power rating. The experiments on a small-scale lab prototype validate the envisioned control of the architecture and attest to its potential of reducing significantly the peak current rating of the dc/dc converter, with expected savings in terms of weight, volume, and power losses.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"20 1","pages":"1-6"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86001481","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114901
Apostolos Delizonas, C. Mademlis, E. Tsioumas, D. Papagiannis, N. Jabbour, Tilemaxos Matiakis
Over the years, Lithium-ion (Li-ion) batteries (BT) have been established as the most commonly used battery type in electric vehicles (EV) due to their competitive advantages against other BT types. However, several risks are associated with the Li-ion BTs and therefore major concerns over safety issues are raised. The Battery Management System (BMS) that supervises the BT operation plays a critical role not only for the battery (BT) safety but also for the whole vehicle performance and efficiency. Thus, a set of critical functional safety requirements that intends to maintain the BT system within safe operation boundaries are defined in the ISO 26262 standard. How-ever, the generally formed automotive safety integrity level (ASIL) that comprises all the potential hazardous events with respect to severity, probability, and controllability in accordance with the standard may increase the complexity of the EV-BT system implementation. Therefore, aim of this paper is to provide a novel functional safety architecture that disengages the safety requirements of the hardware with that of the software by simplifying and accelerating the EV's functional safety design. The proposed functional safety architecture utilizes existing BMS technologies of EVs and therefore, it can be applied to almost every automotive BMS and even those that are in operation.
{"title":"Low Complexity and High Safety Architecture of Automotive Li-ion Battery Management Systems in Compliance with the ISO 26262 Standard","authors":"Apostolos Delizonas, C. Mademlis, E. Tsioumas, D. Papagiannis, N. Jabbour, Tilemaxos Matiakis","doi":"10.1109/ESARS-ITEC57127.2023.10114901","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114901","url":null,"abstract":"Over the years, Lithium-ion (Li-ion) batteries (BT) have been established as the most commonly used battery type in electric vehicles (EV) due to their competitive advantages against other BT types. However, several risks are associated with the Li-ion BTs and therefore major concerns over safety issues are raised. The Battery Management System (BMS) that supervises the BT operation plays a critical role not only for the battery (BT) safety but also for the whole vehicle performance and efficiency. Thus, a set of critical functional safety requirements that intends to maintain the BT system within safe operation boundaries are defined in the ISO 26262 standard. How-ever, the generally formed automotive safety integrity level (ASIL) that comprises all the potential hazardous events with respect to severity, probability, and controllability in accordance with the standard may increase the complexity of the EV-BT system implementation. Therefore, aim of this paper is to provide a novel functional safety architecture that disengages the safety requirements of the hardware with that of the software by simplifying and accelerating the EV's functional safety design. The proposed functional safety architecture utilizes existing BMS technologies of EVs and therefore, it can be applied to almost every automotive BMS and even those that are in operation.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"158 1","pages":"1-6"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86049856","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-29DOI: 10.1109/ESARS-ITEC57127.2023.10114856
I. N. Jiya, Pasan Gunawardena, H. Van Khang, N. Kishor, Y. Li
In this paper, a new non-isolated multiport dc-dc converter (MPC) of non-inverting buck-boost configuration is proposed for integrating multiple energy resources in automotive applications. A typical example of such automotive application is an electric vehicle (EV), powered by one or more renewable energy sources (RESs) and consisting of one or more energy storage systems (ESSs), e.g. batteries and supercapacitors. The inputs to the MPC are clustered based on source or storage and integrated using uni- or bi-directional switches, respectively. It is capable of bi-directional operation between the storage cluster and the dc link, allowing for a simultaneous transfer of energy from more than one source of varying voltage levels (irrespective of its' cluster) to the dc link. The proposed MPC is analysed for four inputs, comprising of two per cluster in this paper. As compared to existing MPCs in literature, the proposed converter utilizes a fixed number (two) of inductors and is robust such that it requires only one additional switch to integrate any extra energy storage or source in a respective cluster. Different operating modes of the proposed MIC are numerically verified and validated on OPAL-RT's OP5700 hardware-in-the-loop (HIL) platform.
{"title":"Multiport DC-DC Converter for Integrating Energy Systems in All-Electric Vehicles","authors":"I. N. Jiya, Pasan Gunawardena, H. Van Khang, N. Kishor, Y. Li","doi":"10.1109/ESARS-ITEC57127.2023.10114856","DOIUrl":"https://doi.org/10.1109/ESARS-ITEC57127.2023.10114856","url":null,"abstract":"In this paper, a new non-isolated multiport dc-dc converter (MPC) of non-inverting buck-boost configuration is proposed for integrating multiple energy resources in automotive applications. A typical example of such automotive application is an electric vehicle (EV), powered by one or more renewable energy sources (RESs) and consisting of one or more energy storage systems (ESSs), e.g. batteries and supercapacitors. The inputs to the MPC are clustered based on source or storage and integrated using uni- or bi-directional switches, respectively. It is capable of bi-directional operation between the storage cluster and the dc link, allowing for a simultaneous transfer of energy from more than one source of varying voltage levels (irrespective of its' cluster) to the dc link. The proposed MPC is analysed for four inputs, comprising of two per cluster in this paper. As compared to existing MPCs in literature, the proposed converter utilizes a fixed number (two) of inductors and is robust such that it requires only one additional switch to integrate any extra energy storage or source in a respective cluster. Different operating modes of the proposed MIC are numerically verified and validated on OPAL-RT's OP5700 hardware-in-the-loop (HIL) platform.","PeriodicalId":38493,"journal":{"name":"AUS","volume":"13 1","pages":"1-6"},"PeriodicalIF":0.0,"publicationDate":"2023-03-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87968550","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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