Abstract
Switched reluctance machines (SRMs) have received increasing attention for their many potential uses, such as for wind power and electric vehicle (EV) drive systems. The Quasi-Z-source Integrated Multiport Converter (QZIMPC) was recently introduced to improve the reliability of the SRM driver through small capacitance values. It is not possible, however, to simultaneously energize and deenergize two SRM phases in QZIMPC. This phenomenon can significantly increase the commutation period which, in turn, degrades the performance of SRM; in addition, this causes high-voltage ripples on the converter’s capacitors. Two switching algorithms are introduced and applied in this paper, and their performance with SRM is investigated in terms of torque ripple and peak phase current. The algorithms are based on prioritizing the control command in the on-going and off-going phases to fulfill the required load torque, as well as to accelerate the commutation process where possible. This is achieved without the interference of high-level controllers, which include speed controllers and/or torque ripple minimization. Through the simulation results, a comparison between the two switching algorithms is presented to determine their potential to improve the SRM drive system’s performance.
Highlights
Switched reluctance machines (SRMs) are gaining attention for their utility in many applications, including renewable energy systems such as wind, wave and tidal energy systems, and electric vehicle (EV) drive systems [1,2,3,4]
The performance of Quasi-Z-source Integrated Multiport Converter (QZIMPC) was verified in [11]; the results show that high ripples of the capacitors’ voltages and input currents occur when the speed of the SRM is increased
This work presents two switching algorithms intended to improve the performance of SRM driven by QZIMPC
Summary
Switched reluctance machines (SRMs) are gaining attention for their utility in many applications, including renewable energy systems such as wind, wave and tidal energy systems, and electric vehicle (EV) drive systems [1,2,3,4] This is due to their simple structure: both the stator and rotor are formed from salient poles, and neither permanent magnets nor conductors are required on the rotor. Due to the non-linear inductance of SRM phases and the rotational back-induced Electromotive Force (EMF), phase currents do not instantaneously rise or decay [3]. These characteristics are: (1) Variation in inductance with the rotor position at different current values.
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