Starter Mode Research Articles

TRACTION ALTERNATOR FOR ELECTRIC DRIVE OF FRONT LOADER CHASSIS

For heavy construction equipment with a hybrid electric transmission, the power center of a group of traction electric drives can be formed by an electric generator and a renewable energy storage device (battery array) with the possibility of their joint operation to provide a surge of current in a group of traction electric drives. The battery array can be used to power a generator in a starter mode when starting a diesel internal combustion engine.
 
 The purpose of the study is to substantiate the choice of the magnetic system of the power generator for the electric transmission and the possibility of a starter mode for an internal combustion engine drive. The study was carried out within the framework of a subsidized project to create mass production of a family of front loaders with a hybrid electric drive in Chuvashia.
 
 Materials and research methods. The studies were carried out by the method of finite element analysis using the Russian software ELCUT (professional version and a set of reference books for domestic electrical and magnetic materials).
 
 Results. The stage of analytical calculation of the active parts of a transmission electric generator for the preliminary design stage is presented. It was carried out for the following conditions: the use of Russian electrical and magnetic materials, the use of common industrial bearings and antifreeze, compatibility with existing technological equipment in the production of traction electric motors, engine mode for performing the starter function. The substantiation of the choice of the magnetic system based on the ratios of magnetic fluxes of different sizes of stator teeth is given. The article is illustrated with diagrams of magnetic and thermal fields for given operational characteristics and properties of a transmission electric generator.
 
 Conclusions. For a given type of drive diesel engines installed on the front loaders, the highest efficiency indicators of the proposed generator magnetic system occur when using a multiplier. The power supply of the generator in the starter mode is provided by the installed array of traction batteries of the front loader without additional step-up converters.

Vector Control-Based Energy Management System for Switched Reluctance Starter/Generators

This paper presents a novel active power control scheme for SRMs that are used as S/G units at MEAs; the proposed method uses a vector-controlled SAF, facilitating the acceleration of the SRM during starter mode and the efficient power control of the SRG at various operational points during generator mode. Moreover, an energy storage unit is incorporated in the SAF, aiming at enhancing the SRM's starting torque production and taking full advantage of the SRG's energy generation capability, through the appropriate phases’ magnetization regulation that is imposed by the developed adaptive SAF vector control. In addition, the proposed scheme provides enhanced FRTC during both modes of operation. The mathematical analysis is verified through MATLAB/Simulink simulations, while the performance of the S/G concept under study is evaluated via real-time CHIL tests, with the use of the dSPACE 1202 (MicroLabBox) platform and the 16-bit dsPIC30F4011 microcontroller.

Performance evaluation of a compact designed electric power system composed of a two‐stroke gasoline engine, generator, and battery for high‐endurance unmanned aerial vehicles

AbstractAn electric power system comprising a two‐stroke gasoline engine integrated with a generator and a battery is designed, and its performance is evaluated on the ground if it can provide constant 6 kW‐scale electric power for UAVs. The reciprocal engine is fabricated to have opposed pistons connected to the crankshaft, which can provide the house to hold the generator at its end, resulting in a compact design. This system integration allows the generated power to be readily manipulated by adjusting the engine rpm. In addition, the generator operates in two modes: a starter mode when starting an engine initially, and then a power unit mode after reaching 4500 engine rpm. In turn, a power supply and starter mode were combined in a single unit. The battery is adopted to momentarily cover insufficient power when a high load is inevitable, and its capacity is tested by applying an 11 kW electric load that the engine‐generator itself cannot cover. Thus, a hybrid electric power plant is formed by incorporating different power sources that can satisfy various load requests up to 11 kW, and it can extend flight endurance by alternating the main power between an engine generator and a battery.

Development of a Starter-Generator for a Turbocharger Engine

The purpose of this article is to develop a Starter-Generator (SG) based on a synchronous electric machine with permanent magnets for spinning the rotor of a turbocharger engine. At the same time, there is a comparative analysis of the parameters of starter-generators with supply voltages of 27 V and 270 V. The analysis has showed that the existing design schemes of the SG are mainly designed for high voltage, due to the complexity of the implementation of the power converter. As a result of a comparative study of starter-generators with supply voltages of 27 V and 270 V, it has been found out that, in order to provide an output voltage of 27 V at a reduced speed, it will be necessary to use a step-up converter. Changing the configuration of the starter-generator to meet the value of 27 V is not possible because increasing the induced voltage in the generator mode will not allow achieving the desired value of the torque in the starter mode. Thermal calculations of the starter-generators at supply voltages of 27 V and 270 V have confirmed the possibility of providing all the necessary operating modes, in which the temperature of the active elements has not exceeded the permissible values. The total weight of the developed starter-generator with a supply voltage of 270 V has been 12 kg, while the total weight of the starter-generator with a supply voltage of 27 V has been no more than 11 kg. Thus, the conducted studies have shown the possibility of creating a starter-generator with supply voltages of 27 V, 270 V and minimum weight and size indicators for use in a turbocharger engine.

Komparasi Efektivitas Tiga Tipe Starter Generator yang Digunakan Pada Engine Pesawat ATR

A starter generator (DC generator) is a DC machine that acts as a motor when starting the engine and will become a DC generator when it reaches a certain speed. The DC Starter Generator will function as a starter mode when the speed is <45% NH and will become a DC generator mode when the speed is >61.5%. There are several types of starter generators on ATR aircraft: 8260-121, 8260-123, and 8260-124. The uses and functions of the three types are the same, but the maintenance schedule intervals are different. Therefore, the purpose of this study was to determine the planned maintenance intervals (brush change, bearing change, and overhaul) and the causes of differences in maintenance intervals for the starter generator. The type of research used is comparative research, where this research compares several parameters related to the planned maintenance of the Starter Generator, which will be operated within 10,000 FH. The results of the treatment intervals obtained are that types 8260-121 and 8260-123 each will require 16 times maintenance, while types 8260-124 only need 8 times maintenance. The difference in the number of treatments being less in the 8260-124 type is due to the modification of the brush. In addition, the type 8260-124 has also used a new technology commutator. Therefore, this type is superior to the other two because it can save operational aircraft costs.

Design and Build Setup Mode Microcontroller-Based in Cars

People want a vehicle that is ready to use without having to wait for long or in the sense that the performance of an activity can run efficiently. With a remote control that can control the vehicle remotely, activities in setup mode will be more efficient. In general, remote control is used in motorized vehicles using Infra-red or Bluetooth communication with communication distance 60meters. So we need LoRa module that has longer beam range. The purpose of research is to design remote control and receiver that can control the vehicle such as opening vehicle door lock, activating the AC, to the starter mode on the car contact with a wider range of sending and receiving information. The results of research indicate that LoRa module has received signal strength value (RSSI) of -65dBm when LOS (line of sight) at distance 10meters and RSSI of -66dBm at non-LOS (non-line of sight) at the same distance. SNR of 9.25dB when LOS and SNR of 6.0dB when non-LOS at distance 10meters. The research results of sending and receiving remote control data have a maximum distance when non-LOS with obstacles 5mm thick glass and 20 cars is 100 meters with a received signal strength of -112dBm. It can be concluded that for non-LOS connectivity between the LoRa SX1278 has an effectiveness distance at 50meters with an RSSI value of -99dBm and an SNR of 0.25dB, for a LOS condition it has an effectiveness at distance 50meters with RSSI value of -96dBm and SNR of 9dB.

The research of the switched reluctance starter-generator in starter mode

Using the previously developed mathematical model, the investigation of the switched reluctance starter-generator in starter mode powered by battery was performed. The calculations of a starter-generator starting processes was performed when changing the moment of inertia, the semiconductor converter capacitor capacitance and the battery resistance. Their influence on the duration and the efficiency of starting processes in the absence of the phase current limit was determined. It is concluded that it is necessary to develop new principles of formation the switched reluctance starter-generator starter modes processes to provide a predetermined starting time, phase currents and minimum energy consumption of the battery.

Study on Segmented-Rotor Switched Reluctance Motors With Different Rotor Pole Numbers for BSG System of Hybrid Electric Vehicles

This paper investigates the design principles and performance optimization for segmented-rotor switched reluctance motors (SRSRMs) with different rotor pole numbers for belt-driven starter generators of hybrid electric vehicles. For the design principles, several constraints are derived for the numbers of stator and rotor poles, the dimensions, and the number of winding turns. Two SRSRMs with 16/10 and 16/14 stator/rotor poles are presented according to these principles. For the performance optimization, the two motors are optimized individually for maximizing the torque. To evaluate the effect of different segmented-rotor numbers, the overall performances of the two SRSRMs are investigated and compared. It is found that the 16/14 SRSRM has higher flux linkage and static torque. The 16/14 SRSRM exhibits higher torque and lower torque ripple at low speed operation, whereas at high speed, the 16/10 SRSRM performs better in terms of torque and power densities. Compared with the 16/14 SRSRM, the 16/10 SRSRM has higher final steady speed under the same startup condition. The 16/10 SRSRM can achieve higher steady speed under starter mode and provide higher generated power under braking mode. Moreover, the 16/10 SRSRM exhibits higher efficiency in the most feasible speed range, especially in high speed range, and it has wider high-efficiency area. Finally, a 16/10 SRSRM is prototyped and tested to validate the simulation results.