EE-618

REPORT ON HYBRID ELECTRIC VEHICLE

DRIVES

SUBMITTED BY:

ALSHIFA ISRAIL

16EEHM031

HV AND INSULATION SYSTEM

S.NO. 08
The electric motor drive converts the stiff DC battery voltage to a DC (for DC motor) or an AC (for AC
motor) voltage with a root mean square (RMS) value and frequency that can be adjusted according
to the control command. The driver input command is translated into a torque command for the
motor drive. The motor drive then delivers power at the desired voltage and frequency to the
motor, which in turn delivers the desired torque and speed for propulsion.

ELECTRIC DRIVE COMPONENTS:

A motor drive consists of a power electronic converter and the associated controller. The power
electronic converter is made of solid-state devices and handles the flow of bulk power from the
source to the motor input terminals. The controller processes the command input and the feedback
information to generate the switching signals for the power converter semiconductor switches.

FIGURE 1: BLOCK DIAGRAM OF A MOTOR DRIVE

POWER CONVERTER: The power converter can be a DC drive supplying a DC motor or an AC

drive supplying an AC motor. A power converter is made of high-power fast-acting
semiconductor devices, such as bipolar junction transistor (BJT), metal oxide semiconductor
field effect transistor (MOSFET), insulated gate bipolar transistor (IGBT), silicon-controlled
rectifier or thyristor (SCR), gate turn-off SCR (GTO).
 Figure 2: DC-DC and DC-AC converter functions

DRIVE CONTROLLER: The drive controller is a local controller within the vehicle control
system. The vehicle controller sends torque commands to the drive controller, which
attempts to deliver the desired request using its internal control algorithm. The drive
controller manages and processes the information of the system to control the flow of
power into the drivetrain.

DC drives: The DC drives for EV and HEV applications are the DC-DC converters, such as DC-
choppers, resonant converters, or push-pull converters. The simplicity of the two-quadrant
chopper and the torque-speed characteristics of the separately excited DC motor will be utilized
to present the interaction of a power electronic motor drive and the vehicle load.

Figure3: DC MOTOR DRIVE (a) POWER FLOW IN DRIVE, (b) DRIVE CIRCUIT
The two-quadrant DC chopper allows bidirectional current and power flow with unidirectional
voltage supply. The schematic of a two-quadrant chopper is shown in Figure. The motor current
0 is inductive current and, therefore, cannot change instantaneously. The transistor 1 and
diode 1combined make the bidirectional current switch1 . Similarly, switch 2 is made of
transistor 2 and diode 2.

In Quadrant I operation, turning on 1 allows current and power to flow from the battery to the
motor. Motor terminal voltage 0 and current 0 are greater than or equal to zero. 2 is required
to remain continuously off in Quadrant I operation and, hence, 2 =0. When 1 turns off 2
turns on, because 0 is continuous. Quadrant I operation takes place during the acceleration
and constant velocity cruising of a vehicle. The chopper operating modes toggle between
switching states 1 and 2 in this quadrant.

OPEN LOOP DRIVE: From a systems perspective, the two-quadrant chopper drives the DC motor
that delivers power to the transmission and wheels for vehicle propulsion. Input to the system
comes from the driver of the vehicle through the acceleration pedal and the brake pedal.
Acceleration and constant speed cruising are controlled by 1 in Quadrant I operation, while
braking is controlled by 2 in Quadrant II operation. In a simplified vehicle control strategy, the
slope of the acceleration pedal dictates the desired vehicle motion, and the angle of the pedal is
proportionately used to set the duty ratio 1 for 1 . Similarly, the slope of the brake pedal
expresses the amount of braking desired, and the angle of the brake pedal is proportionately
used to set the duty ratio 2 for2 . The two pedals must not be depressed simultaneously.

FIGURE 4: OPEN LOOP DRIVE

 The KVL around the motor armature circuit loop is

Averaging both sides yields

The average armature circuit can be represented by the circuit in Figure below.

The average armature voltage in I Quadrant is

The average torque equation is

Substituting the average current in Equation yields the following:

The average torque-speed characteristic of a separately excited DC motor driven by a two-quadrant
chopper in the CCM given by Equation 7.6 is shown qualitatively in Figure 7.18. The effect of
increasing the duty-ratio 1 in the acceleration mode is to shift the no-load speed and the rest of the
characteristics vertically upwards in the first quadrant.

FIGURE 5: TORQUE-SPEED CHARACTERISTICS OF THE CHOPPER-FED DC DRIVE.

Regenerative Power:

Power is regenerated into the energy source only during part of the cycle, when current flows into
the battery from the motor, as shown in Figure. When transistor 2 is on, power is only being
dissipated in the switch and contact resistances. When 2 is off and diode 1is conducting, the
current termed (t) is flowing into the battery. Therefore, the instantaneous regenerative power
is (t)= (t). The average regenerative power
For the two-quadrant chopper, the amount of regeneration per cycle is a function of the duty ratio
2 .

AC DRIVES:.

Induction motor drives:

1) Constant Volts/Hertz Control:

FIGURE 6: CONSTANT VOLT/HERTZ CONTROL OF INDUCTION MOTOR

For traction application, the torquespeed characteristic of an induction motor can be varied by
simultaneously controlling the voltage and frequency, which is known as constant volt/hertz control.
When motor speed is beyond its rated speed, the voltage reaches its rated value and cannot be
increased with the frequency. In this case, the voltage is fixed to its rated value and the frequency
continuously increases with the motor speed. The motor goes into the field weakening operation.
The slip s is fixed to its rated value corresponding to the rated frequency, and the slip speed sl
increases linearly with motor speed. This control approach results in constant power operation.
 2) Power Electronics Control:

As EV and HEV propulsion, an induction motor drive is usually fed with a DC source (battery, fuel cell,
etc.), which has approximately constant. terminal voltage. Thus, a variable frequency and variable
voltage DC/AC inverter is needed to feed the induction motor. The general DC/AC inverter is
constituted by power electronic switches and power diodes. The commonly used topology of a
DC/AC inverter is shown in Figure.

FIGURE 7: DC/AC PWM INVERTER TOPOLOGY

3) Field Orientation Control: The constant volt/hertz control of the induction motor is more
suitably applied to motors that operate with a relatively slow speed regulation. However,
this approach shows poor response to frequent and fast speed varying, and also results in
poor operation efficiency due to the poor power factor. Field orientation control (FOC) or
vector control technology has been successfully developed.

FIGURE 8: GENERAL BLOCK DIAGRAM OF FIELD CONTROL FOR INDUCTION MOTOR

Permanent Magnet Brush Less Dc Motor :

In vehicle traction application, the torque produced is required to follow the torque desired by the
driver and commanded through the accelerator and brake pedals. Thus, torque control is the basic
requirement. Figure 9 shows a block diagram of a torque control scheme for a BLDC motor drive.
The desired current I* is derived from the commanded torque T* through a torque controller. The
current controller and commutation sequencer receive the desired current I* position information
from the position sensors,and perhaps the current feedback through current transducers, and then
produces gating signals. These gating signals are sent to the three-phase inverter (power converter)
to produce the phase current desired by the BLDC machine.

FIGURE 9: BLOCK DIAGRAM OF TORQUE CONTROL OF BLDC

Switched Reluctance Motor: The switched reluctance motor (SRM) drive is considered to be an
attractive candidate for variable speed motor drives due to its low cost, rugged structure, reliable
converter topology, high efficiency over a wide speed range, and simplicity in control. These drives
are suitable for EVs, electric traction applications, automotive applications, aircraft starter/generator
systems, mining drives, washing machines, door actuators, etc.

FIGURE 10: SRM drive system