ABSTRACT:
Fuel
cells are considered as one of the most prominent sources of green energy in
future. However, the potential efficiency of fuel cell will he untapped unless
an efficient method can be used to Convert the fuel cell low voltage to high voltage
grid or user load. Many topologies have been proposed for such applications.
However, most of them consider the fuel cell as an voltage source instead of a
current source. In this paper, an isolated current-fed full bridge boost
converter is proposed as the front end of the fuel cell system, which is more
compatible with the fuel cell particularities. Small signal analysis is applied
to the compiler and current control method is used. Simulation and experiment results
are shown to ,verify the analysis.
SOFTWARE: MATLAB/SIMULINK
CIRCUIT DIAGRAM:
Fig.
1. (a) Conventional full bridge current-fed convener; (b) Proposed full
bridge
current·fed boost converter
EXPECTED SIMULATION RESULTS:
Fig. 2. Main wavefonns of the proposed
converter (simulated)
Fig.
3. Main waveforms of the proposed converter when Vg = 5V. IL
= 6A
(experiment)
Fig.
4. Output voltage and inductor current with PI voltage control (simulated)
Fig. 5. Output voltage and inductor current
with current control (simulated)
Fig.
6. Output voltage and inductor current with current control during load
changing (experiment)
CONCLUSION:
In order to speed
up the market acceptance of EVs/HEVs, the capital cost in charging
infrastructure needs to lower as much as possible. This paper has presented an
improved asymmetric half-bridge converter-fed SRM drive to provide both driving
and on-board DC and AC charging functions so that the reliance on off-board
charging stations is reduced. The main
contributions of this paper are: (i) it combines the split converter topology
with central tapped SRM windings to improve the system reliability. (ii) the
developed control strategy enables the vehicle to be charged by both DC and AC
power subject to availability of power sources. (iii) the battery energy
balance strategy is developed to handle unequal SoC scenarios. Even through a
voltage imbalance of up to 20% in the battery occurs, the impact on the driving
performance is rather limited. (iv) the state-of-charge of the batteries is
coordinated by the hysteresis control to optimize the battery performance; the
THD of the grid-side current is 3.7% with a lower switching frequency. It needs to point out that this is a
proof-of-concept study based on a 150 W SRM and low-voltage power for
simulation and experiments. In the further work, the test facility will be
scaled up to 50 kW.
REFERENCES:
[1] B. K. Bose, “Global
energy scenario and impact of power electronics in 21st Century,” IEEE
Trans. Ind. Electron., vol. 60, no. 7, pp. 2638- 2651, Jul. 2013.
[2] J. de Santiago, H. Bernhoff, B. Ekergård, S. Eriksson, S.
Ferhatovic, R. Waters, and M. Leijon, “Electrical motor drivelines in
commercial all-electric vehicles: a review,” IEEE Trans. Veh. Technol.,
vol. 61, no. 2, pp. 475-484, Feb. 2012.
[3] A. Chiba, K. Kiyota, N. Hoshi, M. Takemoto, S. Ogasawara,
“Development of a rare-earth-free SR motor with high torque density for hybrid
vehicles,” IEEE Trans. Energy Convers., vol. 30, no. 1, pp.175-182, Mar.
2015.
[4] K. Kiyota, and A. Chiba, “Design of switched reluctance
motor competitive to 60-Kw IPMSM in third-generation hybrid electric vehicle,” IEEE
Trans. Ind. Appl., vol. 48, no. 6, pp. 2303-2309, Nov./Dec. 2012.
[5]
S. E. Schulz, and K. M. Rahman, “High-performance digital PI current regulator
for EV switched reluctance motor drives,” IEEE Trans. Ind. Appl., vol.
39, no. 4, pp. 1118-1126, Jul./Aug. 2003.
