Testing Next-Generation Inverters for Vehicle Traction Applications
Dynamometer Overview:
Presentation Outline NCREPT Overview
Dynamometer
Overview
Subsystems
Driving Schedules
NCREPT’s Mission & FocusBackground:
NCREPT was formed in 2005 as a result of the 2003 Northeast Blackout and began investigating advanced power electronic solutions for the grid and transportation applications.
Research Focus:
Design and test advanced, solid-state solutions applicable to:
Control technologies with a focus on grid reliability (e.g., Fault Current Limiter) Power interface applications that allow diversification of power sources to the grid (e.g.,
Smart Green Power Node) Transportation (automotive, aerospace, traction) and other extreme-temperature
power electronics applications “under the hood” (e.g., SiC Battery Charger, SiC Inverter) Energy exploration and geo-thermal applications (down-hole electronics)
Associated Centers GRid-connected Advanced Power Electronics Systems (GRAPES)
http://grapes.uark.edu/
Power Optimization of Electro-Thermal Systems (POETS)
https://poets-erc.org/
Cybersecurity Center for Secure Evolvable Energy Delivery Systems (SEEDS)
https://seedscenter.uark.edu/
Prototype Test & Evaluation Facility 7000 square foot building
$5 million facility
Cost-effective facility for businesses, national labs, and universities
Pay-Per-Use Structure
First user arrived in Feb. 2009
IEEE 1547 and UL 1741 standards testing
Expanding to approximately 14000 square feet
NCREPT Control Room
NCREPT Bay Area
NCREPT One-line Configuration
Examples of Previous Testing
Research Successes R&D 100 (2009)SiC Power Modules (actual photos)
Collaboration with APEI, Rohm, Sandia Built and tested R&D 100 Award Winner (2009)
MMC Baseplate
DBA Power Board
LTCC Driver Boards
Research Successes R&D 100 (2014)SiC-Based Battery Charger
Collaboration with APEI, TRI, ORNL, CREE, ARPA-E 10x Increase in Power Density! R&D 100 Award Winner (2014)
Research Successes R&D 100 (2016)SiC-Based Traction Drive
Collaboration with APEI, TRINA, NREL, GaN Systems 55 kW Operation; 140°C Ambient; 105°C Coolant R&D 100 Award Winner (2016)
Dyno One-line Configuration
SPARE
Utility Input
12.47kV – 480V
UM1MDSC32 480VMSB1
HP1
Building Load
F1MDSC16
F4MDSC32
480V
F8MDSC32
MV3150 VCP-W500 13.8kV
13.8kV
480V
MV2
HP2
750 kVAVVVF
EUT3 EUT4
MV1
F2MDSC16
F3MDSC32
F7MDSC08
F5MDSC20
F6MDSC20
F9MDSC32
F10MDSC32
F11MDSC32
F18MDSC32
F12MDSC32
F13MDSC32
F14MDSC32
F17MDSC32
F16MDSC32
F15MDSC32
MV2150 VCP-W500
MV1150 VCP-W500
MV5150 VCP-W500
MV4150 VCP-W500
MV6150 VCP-W500
MV7150 VCP-W500
MV8150 VCP-W500
MV9150 VCP-W500
MV10150 VCP-W500
MV12150 VCP-W500
MV11150 VCP-W500
SPARE
MV14
REGEN2
2 MVA
REGEN3
2 MVA
REGEN1
2 MVA
A
B
A
B
A
B
A
B
A
B
A
B
A
B
A
B
Auxiliary source
T1 T2 T3
T6
VVVF-DS
MV13150 VCP-W500
T4T5
Torq
ue
Tr
an
sdu
cer
Dynamometer Overview
Logical Teststand Diagram
Dynamometer Thermal Additions Thermal
Additions 10-ton Chiller
Heat Exchanger
105°C cooling loop
Thermal Chamber -75°C to 175°C
600L Capacity
National Instruments DAQ
Dynamometer Frame and Couplers
Centralized Control and Data Acquisition Remote Control
ABB Drive (Modbus TCP)
700kW Supply (Modbus TCP)
SiC Drive (CANbus)
Data Acquisition
National Instruments Hardware
Voltage Sensors
Current Sensors
Temperature Sensors
Cooling Loop
Flowrate
Torque/Speed Transducers
Yokogawa Power Analyzer
Internal Controller Parameters
ABB/Unit Under Test
Automated Test Sequences
Driving Schedules Provide a realistic driving profile that simulates road
driving conditions in different environments
User has a choice of driving schedules and specifies the vehicle model to calculate the torque required for the vehicle to achieve the requested speed
Dynamic models of various vehicles
Modeling of external elements e.g. headwinds, grade, road conditions
Modeling of Vehicle Dynamics
Equation describing the forces that act on the vehicle body is the basis for most vehicle simulation programs:
Input variables the user can easily edit:
𝐹 = 𝑚𝑔𝐶𝑟𝑟 +1
2𝜌𝐶𝐷𝐴𝑣
2 +𝑚𝑎 +𝑚𝑔𝑠𝑖𝑛 𝜃
Force required to overcome rolling resistance
Drag force that must be overcome to reach the requested speed from the driving cycle
Mass inertia of vehicle
Force required to propel vehicle on non-zero grade
m Mass of vehicle
Crr Coefficient of rolling resistance
CD Aerodynamic drag coefficient
A Frontal surface area of the vehicle
v Vehicle velocity (obtained from driving schedule)
a Vehicle acceleration (obtained from driving schedule)
θ Angle of road incline
Simscape Driveline Modeling
Driving Schedules and Torques Torque/Speeds at motor shafts calculated using vehicle models using Simscape Driveline™
Compared with discontinued Advisor (NREL) software [reduced time-step]
- Matlab Program- NREL’s Advisor
To
rqu
e (N
m)
Driving Schedules and Torques OPAL-RT system is used to generate dynamic, fast changing torque and speed
values based on the EPA driving schedule selected.
The speed and torque commands from the simulator are sent to the LABVIEW interface using Modbus TCP
Spee
d [
rpm
]
Simulated Torque Values from Simscape/OPAL-RT Actual Testing Results showing Torques and Speeds from Dyno
THANK YOU
Questions?