Abstract
An all-electric driveline based on a double wound flywheel, connected in series between main energy storage and a wheel motor, is presented. The flywheel works as a power buffer, allowing the battery to deliver optimized power. It also separates electrically the system in two sides, with the battery connected to the low voltage side and the wheel motor connected to the high voltage side. This paper presents the implementation and control of the AC/DC/AC converter, used to connect the flywheel high voltage windings to the wheel motor. The converter general operation and the adopted control strategy are discussed. The implementation of the AC/DC/AC converter has been described from a practical perspective. Results from experimental tests performed in the full-system prototype are presented. The prototype system is running with satisfactory stability during acceleration mode. Good efficiency and unity power factor could be achieved, based on vector control and space vector modulation.
Highlights
Extensive research has been recently done on Electric Vehicles (EVs) [1, 2]
The propulsion system in development at Uppsala University is based upon a double wound flywheel energy storage device [6]
This paper presents the implementation and control of the AC/DC/AC converter to link the flywheel high voltage side to the wheel motor
Summary
Extensive research has been recently done on Electric Vehicles (EVs) [1, 2]. The development of an efficient and robust propulsion system is essential to the feasibility of EVs [3]. An AC/DC/AC converter is used to connect the flywheel high voltage side to the wheel motor. This paper presents the implementation and control of the AC/DC/AC converter to link the flywheel high voltage side to the wheel motor. It is a bidirectional converter, only the acceleration mode is studied in the present paper. A forced-commutated three-phase controlled rectifier is required to obtain a desired voltage in the DC-link for different flywheel speeds and different wheel motor loads [9]. The implementation of the inverter control requires the feedback signals of the line currents and rotor position instantaneous values, as shown Figure 4.
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