No description available.

This report summarizes the thesis study carried out at Scania CV AB. The study presents design optimization of an interior permanent magnetic (IPM) synchronous machine. A parameterised Matlab tool was developed in order to serve the optimization routine. In this routine, multiple IPM geometries are dynamically generated and analyzed using the finite element method (FEM) software Flux 2D. Using the Secant method, algorithms to estimate the optimum current and control angle throughout the speed range both below and above base speed, were developed and integrated with the Matlab tool to perform design optimization towards the drive cycle. The genetic algorithm available in the Matlab’s global optimization toolbox has been utilised for the multi-objective optimization setup. / Denna rapport sammanfattar examensarbetet som genomförts på Scania CV AB. Studien presenterar en designoptimering av en permanentmagnetiserad (IPM) synkronmaskin. Ett parametriserat Matlab-verktyg för optimeringar utvecklades for att dynamiskt generera geometrier för att utföra simuleringar med hjälp av FEM-programvara (Flux2D®). Med hjälp av Sekant-metoden utvecklades och integrerades algoritmer för att estimera den optimala strömmen och styrvinkeln i hela varvtalssområdet, både under basvarvtal och i fältförsvagningsområdet. Med hjälp av Matlab-verktyget kunde sedan designoptimering för en given k¨orcykel utföras. Den genetiska algoritmen som finns tillgänglig i Matlabs globala optimeringsverktygslåda har använts för det multi-objektiva optimeringsprogrammet.

This thesis advances the state of the art in modeling electric machines in electro-magnetic transient simulation programs, particularly in real-time digital simulators. A new tool, developed in this thesis, expands the application of real-time digital simulators to closed-loop testing of protection relays designed to protect synchronous machines during internal faults. To evaluate the inductances of synchronous machines, a winding function approach was developed in this thesis which is capable of taking into account both the actual distribution of windings and the shape of the pole-arc. Factors such as MMF drop in the iron and effects of slots are compensated by evaluating the effective permeance function of the machine using experimentally measured values of d-, q- and 0- axis inductances. In this winding function approach, the effects of magnetic saturation are also included by considering the actual distribution of magneto-motive force in each loading condition of the machine. The inductances of an experimental machine are evaluated using this approach and validated using the finite-element method and laboratory measurements. This thesis also proposes an embedded phase-domain approach for time-domain simulation of the machine model in electromagnetic transients programs. The approach significantly improves the numerical stability of the simulations. Special numerical techniques are introduced, which speed up the execution of the algorithm as needed for real-time simulation. The machine model is validated in healthy and faulted conditions using simulations and laboratory experiments. Effects of damper grid representation on simulating turn-to-turn faults are investigated. The capability of this new real-time synchronous machine model in closed-loop testing of synchronous machines ground- faults protection relays is clearly demonstrated.

This thesis advances the state of the art in modeling electric machines in electro-magnetic transient simulation programs, particularly in real-time digital simulators. A new tool, developed in this thesis, expands the application of real-time digital simulators to closed-loop testing of protection relays designed to protect synchronous machines during internal faults. To evaluate the inductances of synchronous machines, a winding function approach was developed in this thesis which is capable of taking into account both the actual distribution of windings and the shape of the pole-arc. Factors such as MMF drop in the iron and effects of slots are compensated by evaluating the effective permeance function of the machine using experimentally measured values of d-, q- and 0- axis inductances. In this winding function approach, the effects of magnetic saturation are also included by considering the actual distribution of magneto-motive force in each loading condition of the machine. The inductances of an experimental machine are evaluated using this approach and validated using the finite-element method and laboratory measurements. This thesis also proposes an embedded phase-domain approach for time-domain simulation of the machine model in electromagnetic transients programs. The approach significantly improves the numerical stability of the simulations. Special numerical techniques are introduced, which speed up the execution of the algorithm as needed for real-time simulation. The machine model is validated in healthy and faulted conditions using simulations and laboratory experiments. Effects of damper grid representation on simulating turn-to-turn faults are investigated. The capability of this new real-time synchronous machine model in closed-loop testing of synchronous machines ground- faults protection relays is clearly demonstrated.

The electromagnetic machines like the dc, induction, synchronous motor/generator and the transformer have an energy flow framework that is similar. All these machines deal with electrical energy in the electrical domain that is interfaced with the magnetic domain. Except for the transformer, the other machines also have one more energy interface i.e. with the mechanical domain. In all these machines, the magnetic domain acts as the silent energy manager. The electrical and the mechanical domain energies will have to pass through the magnetic domain and appropriately get routed. In recognition of the commonality of this pattern of energy flow, this thesis proposes a generalised model of a multiphase electromagnetic device wherein the dc machine, induction machine, synchronous machine and the transformers are special cases of the proposed generalised model. This is derived using bond graphs that is based on the underlining principle of Energy Flow rooted in the concept of Conservation of Energy. A model is a set of mathematical equations representing a physical system. A model is as good as a modeller understanding of the physical system and the underlying approximation he makes while writing down the equations describing the models behaviour to the stimulus. A modelling language tool, which can cut down the approximations made by using the power of identified analogous characteristics across the physical domain, can help make a model more close to real life situation. Bond Graph is such a modelling language which is powerful enough to model the non-linear, multi-disciplinary, hybrid continuous-discrete phenomena encountered in a real life physical system. Bond graphs as a modelling tool was introduced by Professor H.Paynter at Massachusetts Institute of Technology in 1959. The Bond Graph methodology is based on consideration of energy flows between the ports of the components of an engineering system. Bond Graph methodology enables one to develop a graphical model that is consistent with the first principle of energy conservation without having the need to start with establishing and reformulating equations. The derivation of a mathematical model from the graphical description is automated by software tools. As a consequence, a modeller using this methodology can focus on modelling of the physical system. In the graphical representation of bond graph the vertices of a bond graph denote subsystems, system components or elements, while the edges, called power bonds, represent energy flows between them. The nodes of a bond graph have power ports where energy can enter or exit. Bond graph models are developed in a hierarchical top-down or bottom-up approach by using component models or elements from model libraries. An electromagnetic machine is a black box having an assemblage of windings in iron resulting in a combination of input/output ports on shaft and electrical terminals. Abstraction of an machine model by a modeller matching the vision of the observer above is an ideal goal. Bond graph methodology is an appropriate tool for trying to reach this goal as it is based on object oriented modelling techniques. There have been few attempts to model electric machine in bond graph earlier. A well established DC motor bond graph has been widely used in all bond graph literature. But AC rotating machine being a higher order nonlinear system poses a tougher challenge. Here too, there have been few attempts in modelling AC machines. It is observed that majority of AC machine bond graph models have been built up from their mathematical models. But as the bond graph modelling technique is based on the unifying theory of energy exchange, better insight into the system is achievable if the model is conceptualised from its physical structure. This thesis starts from the basic theory of energy port to conceptualise the generalised model from physical correspondence. In this thesis a Rotating Electrical Machine is studied as a physical system. The energy ports inside this physical system is identified. When a physical system receives the energy through its energy port in one energy cycle, it processes this energy in one of the three ways. The received energy is converted into useful work or it is dissipated or stored. The storage can further be classified into two ways, either as kinetic energy or as potential energy. For a rotating electric machine the input-output port for energy exchange are either in electrical or mechanical domain depending on the class of the machine. The magnetic domain across all class of electromagnetic device acts as the energy manager. In order to capture the features of the energy jumping across the air gap in a rotating electrical machine, wherein the magnetic fields from spatially distributed windings of the stator and rotor interplay, an Axis Rotator (AR) element -a mathematical commutator, is introduced in this thesis as a new bond graph element. In a multiphase device, the energy from the various phases and spatial axes are transferred through the axis rotator element. The Axis Rotator is a critical element which helps distinguish between the various classes of electromagnetic devices. The defining features of the Axis Rotator helps in deriving the various special electromagnetic devices (such as the dc machine, induction machine, synchronous machine and the transformer) from the generalised model. The Axis Rotator exists in the magnetic domain. It naturally inherits the characteristics of the magnetic domain. The Axis Rotator as a bond graph element is complex. In a specific case of 3φ Induction Motor an alternative bond graph model with all integral elements is developed. By one to one correspondence with the AR bond graph model, the inner component of ’AR’ can be identified. Another advantage of using this model is that saturable and non-saturable magnetic permeance can be separated out, a useful feature in the nonlinear model discussed next. One of the most distinguishing features of the magnetic domain is the existence of Magnetic Hysteresis. Magnetic Hysteresis is a well understood and studied subject. But this physical process is wilfully ignored by the modelling community at large. The main reason for this is the difficulty of modelling a nonlinear phenomena. The bond graph modelling naturally allows the inclusion of such non-idealities within its framework. This thesis proposes the generalised model along with the inclusion of magnetic non-linearities and non-idealities into the model of the system. This inherent strength of bond graph model flows from the fact that the models in bond graph are developed from the first principles of energy conversation and the mathematical equations are derived later from the evolved graph. The tools that are available for bond graph simulation are not adequate for power electronics systems. The existing tools do not address space vectors and frame transformations. As a consequence it is difficult to simulate the electromagnetic device models developed in this thesis. The need for a bond graph tool to address vectors and frame transformations, a common occurrence in electric machines dynamic model study was acutely felt. This necessitated a support for handling complex data class from the underlying mathematical engine of the software. MATLAB/Simulink is the commonly available mathematical tool which has a support for complex variables. Therefore during the course of this research work a new software tool box was developed which meets the need of electromagnetic machines in particular and other engineering domains in general. For developing the new bond graph simulation software, the language extender approach was chosen, as it combines the capabilities of existing popular mathematical engine with its tested graphical frontend and the flexibility of combining different modelling technique like bond graph, block diagram, equations etc. It also ensures portability as they are compiled by interpreted language compiler of the mathematical engine and are thus independent of the computer operating system. C-MEX S-function methodology was used to develop the software as it has access to lower level functions and methods of the underlying mathematical engine. This helps in speeding up the software execution time alongwith the flexibility in defining new complex elements like the Nonlinear Axis Rotator. In conclusion, this thesis makes the following contributions: (i) The Axis rotator concept to handle space vectors and frame transformations, (ii) generalised model of the electromagnetic device, (iii) introduction of the saturation and hysteresis non-linearity in the magnetic domain, (iv) development of the bond graph toolbox to handle vector and frame transformations.

<p>Emission regulations and global policies to tackle climate change have forced industries and businesses to take measures to curb their impact on the environment. According to the United Nations Environment Program 2022 report on emissions [1], the transportation sector contributes to one-quarter of all energy-related CO2 emissions, and it is set to double by 2050. A recent report [2] suggests that off-road vehicles and equipment account for three-quarters of particulate matter and one-quarter of the nitrogen oxides emitted from mobile transportation sources in the US. The major challenge in decarbonizing or electrifying off-road machines is that they come in a wide range of sizes, weights, and functions, creating barriers to bringing down costs through economies of scale. Fluid power systems which are ubiquitous in these machines have been electrified in a compact and efficient manner to break even the costs of electrification. </p> <p>In off-road applications, where actuation systems heavily depend on hydraulics, there is a high demand for novel systems based on electric prime movers that can enable zero-carbon emission vehicles. An appropriate combination of electric prime movers and hydraulic machines commonly known as electrohydraulic units (EHUs) can help leverage the benefits of both these technologies. The integration of these two technologies in a single casing shaftless EHU can further maximize compactness and reduce cost. However, to achieve such an integrated EHU there is no standard procedure or recommended guidelines for equipment manufacturers owing to the interdisciplinary nature of the problem. </p> <p>This study proposes a generic design methodology to design electrohydraulic units (EHUs). As a starting point, a survey study was undertaken to compare different combinations of electric and hydraulic machines when designing an EHU. The different combinations were investigated for different operating drive cycles for their performance as well as other factors such as power-to-weight, cost, and the possibility of variable displacement. An axial piston machine (APM) was selected as a hydraulic machine (HM) to be integrated with a permanent magnet synchronous motor (PMSM) as the electric machine. </p> <p>The design methodology is demonstrated for an integrated electrohydraulic architecture with the APM housed inside the core of the PMSM. Such an architecture not only makes the overall integration much more compact but also allows for better thermal management of the EM. In such an architecture, the EM governs the overall power density of the integration and the total mass of the integration owing to inherent torque density differences. An EM design optimization is adopted for a predefined HM architecture to design the proposed EHU integration. The design optimization is used to quantify the effect of key EHU design specifications on the EM size and performance. EHU specifications such as sizing torque, operating voltage, aspect ratio, cooling efficacy, number of poles, and power-to-weight ratio have been studied to draw generic trends. These generic trends in the design specifications are used to outline clear guidelines on the impact of each of the EHU specifications for future EHU designers.</p> <p>Using the generic design trends, the design methodology is extended to size the EHU based on typical operating demands using the HM variable displacement, EM overload capability, and the EM flux weakening operation. These sizing studies allow the designers to size the EHU for the specific drive cycle operating demands and avoid oversizing the EHU. The EM flux weakening mode of operation allows the EM to be sized for a peak power level lower than the corner power of operation. The EM overload operation allows a reduction in the sustainable sizing torque lower than that of the maximum torque demand. The variable displacement in the HM can be used for improving overall EHU efficiency when selecting a low voltage or using a compact EM as well as to reduce the EM sizing torque. Two operation algorithms are proposed to define the EHU operation using variable displacement. Additionally, the sizing of a single EHU for multiple applications is also demonstrated. Such multi-utility EHU sizing can promote mass production and improve the rate of electrification in off-road machines.</p> <p>Finally, a prototype-tested EHU design based on the sizing study is demonstrated and the design considerations in such a design process are discussed. The prototype of the integrated EHU with a fixed displacement APM was able to reach the full capability of the reference APM. Thermal considerations are made on the EM sizing, to ensure the reliability of the designed EHU.  A novel self-sustained EHU architecture using the HM working fluid as a cooling fluid for the EM was designed. This was achieved by proposing a three-port valveplate design to divert part of the delivery stroke to cool the EM. A lumped parameter HM model was used to optimize this third port for an EHU prototype.</p>

A significant challenge with permanent magnet synchronous motors (PMSMs) is thermal management. Thermal stress can lead to irreversible damage to components, and to enable efficient cooling, a thermal model is needed. In this thesis paper, methods for estimating the hot spot temperature of the windings in PMSMs used in heavy-duty EVs are investigated. The methods include black-box models and lumped parameter thermal network-based models. The results reveal that the implemented models are not sufficient for achieving the desired accuracy, and indicate that more parts of the windings need to be considered.

This thesis describes properties of windings of electric rotating machines and their insulation systems. There are winding and insulation low voltage machines tests listed with their procedures and criteria. Further it deals with coordination methodology and the last part contains execution and results assessment of tests conducted on stator samples.

[ES] En los últimos años, la industria de la automoción ha hecho un gran esfuerzo para producir sistemas de propulsión más eficientes y menos contaminantes sin menguar su rendimiento. Las nuevas regulaciones impuestas por las autoridades han empujado a la industria hacia la electrificación de los sistemas de propulsión mientras que las tecnologías desarrolladas para el sistema de propulsión convencional, basado en motores de combustión interna alternativos (MCIA), ya no son suficientes. El modelado numérico ha demostrado ser una herramienta indispensable para el diseño, desarrollo y optimización de sistemas de gestión térmica en trenes motrices electrificados, ahorrando costes y reduciendo el tiempo de desarrollo. La gestión térmica en los MCIA siempre ha sido importante para mejorar el consumo, las emisiones y la seguridad. Sin embargo, es todavía más importante en los sistemas de propulsión híbridos, a causa de la complejidad del sistema y al funcionamiento intermitente del MCIA. Además, los trenes motrices electrificados tienen varias fuentes de calor (es decir, MCIA, batería, máquina eléctrica) con diferentes requisitos de funcionamiento térmico. El objetivo principal de este trabajo ha sido desarrollar modelos térmicos para estudiar la mejora de los sistemas de gestión térmica en sistemas de propulsión electrificados (es decir, vehículo híbrido), estudiando y cuantificando la influencia de diferentes estrategias en el rendimiento, la seguridad y la eficiencia de los vehículos. La metodología desarrollada en este trabajo consistió tanto en la realización de experimentos como en el desarrollo de modelos numéricos. De hecho, se llevó a cabo una extensa campaña experimental para validar los diferentes modelos del tren motriz electrificado. Los datos obtenidos de las campañas experimentales sirvieron para calibrar y validar los modelos así como para corroborar los resultados obtenidos por los estudios numéricos. En primer lugar, se estudiaron las diferentes estrategias de gestión térmica de manera independiente para cada componente del tren motriz. Para el MCIA se estudió el uso de nanofluidos, el aislamiento del colector y puertos de escape, así como el cambio de volumen de sus circuitos hidráulicos. De igual forma, se evaluó el impacto de diferentes estrategias para la mejora térmica de las baterías. Además, el modelo de máquina eléctrica se utilizó para desarrollar pruebas experimentales que emulaban el daño térmico producido en ciclos reales de conducción. En segundo lugar, los modelos de tren motriz se integraron utilizando un estándar de co-simulación para evaluar el impacto de un sistema de gestión térmica integrado. Finalmente, se implementó un nuevo control del sistema de gestión de energía para evaluar el impacto de considerar el estado térmico del MCIA al momento de decidir la distribución de potencia del vehículo híbrido. Los resultados han demostrado que el uso de nanofluidos tiene un impacto muy limitado tanto en el MCIA como en el comportamiento térmico de la batería. Además, también mostraron que al reducir el volumen de refrigerante en un 45 %, la reducción en el tiempo de calentamiento del MCIA y el consumo de combustible en comparación con el caso baso fue del 7 % y del 0.4 %, respectivamente. Además, para condiciones de frio (7ºC), el impacto fue todavía mayor, obteniendo una reducción del tiempo de calentamiento y del consumo de combustible del 13 % y del 0.5 % respectivamente. Por otro lado, los resultados concluyeron que durante el calentamiento del MCIA, el sistema integrado de gestión térmica mejoró el consumo de energía en un 1.74 % y un 3 % para condiciones de calor (20ºC) y frío (-20ºC), respectivamente. Esto se debe al hecho que el sistema de gestión térmica integrado permite evitar la caída de temperatura del MCIA cuando el sistema de propulsión está en manera eléctrica pura. / [CA] En els últims anys, la indústria de l'automoció ha fet un gran esforç per a produir sistemes de propulsió més eficients i menys contaminants sense minvar el seu rendiment. Les noves regulacions imposades per les autoritats han espentat a la indústria cap a l'electrificació dels sistemes de propulsió mentre que les tecnologies desenvolupades per al sistema de propulsió convencional, basat en motors de combustió interna alternatius (MCIA), ja no són suficients. El modelatge numèric ha demostrat ser una eina indispensable per al disseny, desenvolupament i optimització de sistemes de gestió tèrmica en trens motrius electrificats, estalviant costos i reduint el temps de desenvolupament. La gestió tèrmica en els MCIA sempre ha sigut important per a millorar el consum, les emissions i la seguretat. No obstant això, és encara més important en els sistemes de propulsió híbrids, a causa de la complexitat del sistema i al funcionament intermitent del MCIA. A més, els trens motrius electrificats tenen diverses fonts de calor (és a dir, MCIA, bateria, màquina elèctrica) amb diferents requisits de funcionament tèrmic. L'objectiu principal d'aquest treball va ser desenvolupar models tèrmics per a estudiar la millora dels sistemes de gestió tèrmica en sistemes de propulsió electrificats (és a dir, vehicle híbrid), estudiant i quantificant la influència de diferents estratègies en el rendiment, la seguretat i l'eficiència dels vehicles. La metodologia desenvolupada en aquest treball va consistir tant en la realització d'experiments com en el desenvolupament de models numèrics. De fet, es va dur a terme una extensa campanya experimental per a validar els diferents models del tren motriu electrificat. Les dades obtingudes de les campanyes experimentals van servir per a calibrar i validar els models així com per a corroborar els resultats obtinguts pels estudis numèrics. En primer lloc, es van estudiar les diferents estratègies de gestió tèrmica de manera independent per a cada component del tren motriu. Per al MCIA es va estudiar l'us de nanofluids, l'aïllament del col·lector i ports d'eixida així com el canvi de volum dels seus circuits hidràulics. D'igual forma, es va avaluar l'impacte de diferents estratègies per a la millora tèrmica de les bateries. A més, el model de màquina elèctrica es va utilitzar per a desenvolupar proves experimentals que emulaven el mal tèrmic produït en cicles reals de conducció. En segon lloc, els models de tren motriu es van integrar utilitzant un estàndard de co-simulació per a avaluar l'impacte d'un sistema de gestió tèrmica integrat. Finalment, es va implementar un nou control del sistema de gestió d'energia per a avaluar l'impacte de considerar l'estat tèrmic del MCIA al moment de decidir la distribució de potència del vehicle híbrid. Els resultats han demostrat que l'us de nanofluids té un impacte molt limitat tant en el MCIA com en el comportament tèrmic de la bateria. A més, també van mostrar que en reduir el volum de refrigerant en un 45 %, la reducció en el temps de calfament del MCIA i el consum de combustible en comparació amb el cas base va ser del 7 % i del 0.4 %, respectivament. A més, per a condicions de fred (-7ºC), l'impacte va ser encara major, obtenint una reducció del temps de calfament i del consum de combustible del 13 % i del 0.5 % respectivament. D'altra banda, els resultats van concloure que durant el calfament del MCIA, el sistema integrat de gestió tèrmica va millorar el consum d'energia en un 1.74 % i un 3 % per a condicions de calor (20ºC) i fred (-20ºC), respectivament. Això es deu al fet que el sistema de gestió tèrmica integrat permet evitar la caiguda de temperatura del MCIA quan el sistema de propulsió està en manera elèctrica pura. / [EN] In recent years, the automotive industry has made a great effort to produce more efficient and less polluting propulsion systems without diminishing their performance. The new regulations imposed by the authorities have pushed the industry towards the electrification of powertrains while, technologies developed for the conventional propulsion system based on alternative internal combustion engines (ICEs), are no longer sufficient. Numerical modeling has proven to be an indispensable tool for the design, development and optimization of thermal management systems in electrified powertrains, saving costs and reducing development time. Thermal management in ICEs has always been important for improving consumption, emissions and safety. However, it is even more important in hybrid powertrains, due to the complexity of the system and the intermittent operation of the ICE. In addition, electrified powertrains have various heat sources (i.e., ICE, battery, Electric machine) with different thermal operating requirements. The main objective of this work was to develop thermal models to study the improvement of thermal management systems in electrified powertrains (i.e., hybrid electric vehicle), shedding light and quantifying the influence of different strategies on performance, safety and efficiency of the vehicles. The methodology developed in this paper consisted both in carrying out experiments and in developing numerical models. In fact, an extensive experimental campaign was carried out to validate the various models of the electrified powertrain. The data obtained from the experimental campaigns served to calibrate and validate the models as well as to corroborate the results obtained by the numerical studies. Firstly, the different thermal management strategies were studied independently for each component of the powertrain. For the ICE, the use of nanofluids, insulation of exhaust manifold and ports as well as the volume change of its hydraulic circuits were studied. Similarly, the impact of different strategies for the thermal improvement of batteries was evaluated. Furthermore, the electric machine model was used for developing experimental tests which emulated the thermal damage produced in real driving cycles. Secondly, the powertrain models were integrated using a co-simulation standard to assess the impact of an integrated thermal management system. Finally, a new control energy management system was implemented to assess the impact of considering the ICE thermal state when deciding the power split of the hybrid vehicle. The results have shown that the use of nanofluids has a very limited impact on both the ICE and the battery's thermal behaviour. In addition, they also showed that by reducing the volume of coolant by 45 %, the reduction in ICE warm up time and fuel consumption compared to the base case were 7 % and 0.4 %, respectively. In addition, for cold conditions (-7ºC), the impact was even greater, obtaining a reduction in warm up time and fuel consumption of 13 % and 0.5 % respectively. On the other hand, the results concluded that during the warming of ICE, the integrated thermal management system improved energy consumption by 1.74 % and 3 % for warm (20ºC) and cold (-20ºC) conditions, respectively. This is because the integrated TMS makes it possible to prevent the ICE temperature drop when the powertrain is in pure electric mode. Finally, significant gains during Worldwide harmonized Light vehicles Test Cycles (WLTC) and Real Driving Emissions (RDE) cycles were observed when the ICE thermal state was chosen when deciding the power distribution. / The author would like to sincerely acknowledge the founding support pro- vided by Conselleria de Innovación, Universidades, Ciencia y Sociedad Digital in the framework of the Ayuda Predoctoral GVA. (ACIF/2020/234). Additionally the author would also acknowledge the support provided by Renault S.A.S. / Dreif Bennany, A. (2023). Development of Integrated Models for Thermal Management in Hybrid Vehicles [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/194060