This thesis focuses on utilizing the persistent voltage vector injections by finite control set model predictive control (FCSMPC) to enable simultaneous estimations of both position and parameters in order to realize robust sensorless interior permanent magnet synchronous machine (IPMSM) drives valid at the entire operating region including no-load standstill without any additional signal injection and switchover. The system (here, IPMSM) needs to meet certain observability conditions to identify the parameters and position. Moreover, each combination of the parameters and/or position involves different observability requirements which cannot be accomplished at every operating point. In particular, meeting the observability for parameters and position at no-load standstill is more challenging. This is overcome by generating persistent excitation in the system with high-frequency signal injection. The FCSMPC scheme inherently features the persistent excitation with voltage vector injection and hence no additional signal injection is required. Moreover, the persistent excitation always exists for FCSMPC except at the standstill where the control applies the null vectors when the reference currents are zero. However, introducing a small negative d axis current at the standstill would be sufficient to overcome this situation.The parameter estimations are investigated at first in this thesis. The observability is analyzed for the combinations of two, three and four parameters and experimentally validated by online identification based on recursive least square (RLS) based adaptive observer. The worst case operating points concerning observability are identified and experimentally proved that the online identification of all the parameter combinations could be accomplished with persistent excitation by FCMPC. Moreover, the effect of estimation error in one parameter on the other known as parameter coupling is reduced with the proposed decoupling technique. The persistent voltage vector injections by FCSMPC help to meet the observability conditions for estimating the position, especially at low speeds. However, the arbitrary nature of the switching ripples and absence of PWM modulator void the possibility of applying the standard demodulation based techniques for FCSMPC. Consequently, a nonlinear optimization based observer is proposed to estimate both the position and speed, and experimentally validated from standstill to maximum speed. Furthermore, a compensator is also proposed that prevents converging to saddle and symmetrical ( ambiguity) solutions. The robustness analysis of the proposed nonlinear optimization based observer shows that estimating the position without co-estimating the speed is more robust and the main influencing parameters on the accuracy of the position estimation are d and q inductances. Subsequently, the proposed nonlinear optimization based observer is extended to simultaneously estimate the position, d and q inductances. The experimental results show the substantial improvements in response time, and reduction in both steady and transient state position errors. In summary, this thesis presents the significance of persistent voltage vector injections in estimating both parameter and position, and also shows that nonlinear optimization based technique is an ideal candidate for robust sensorless FCSMPC. / Thesis / Doctor of Philosophy (PhD)

No

With the growing need to meet aggressive emissions targets in the aerospace industry in the coming decades, the electrification of propulsion systems has become an area of great research and commercial interest. In order to achieve full electrification of larger commercial aircraft, it is critical to improve power and energy densities of components within the propulsion system. The power densities of electric motors are steadily rising to meet this requirement. Among the various motor designs available, the high-speed radial flux permanent magnet motor is presented as an architecture capable of achieving high efficiencies and power densities. Increasing power densities, however, poses challenges for the thermal management system as higher losses need to be dissipated from a relatively small machine package. One of the failure modes specific to permanent magnet motors is the demagnetization of the magnets in the rotor at higher temperatures which leads to a loss in performance. Therefore it is critical that the thermal management system of the rotor must effectively dissipate the losses generated in the magnets and other components within the rotor. This thesis discusses the mechanical and thermal design of a 150 kW high-speed radial flux surface mounted permanent magnet motor for aerospace propulsion applications. The thesis first introduces the current landscape of aerospace electrification, focusing specifically on electric and hybrid propulsion architectures, currently available electric motors for aerospace propulsion, and ongoing aircraft electrification projects. A review is then provided of the current state-of-the-art in rotor cooling designs for high-speed speed radial flux motors for traction applications before introducing the design of the motor proposed in this thesis. The discussion of the mechanical design provides a high level overview of the design, manufacturing, and assembly of the stator and rotating assemblies while the thermal design provides a brief overview of the stator cooling design and a deep dive on the rotor cooling design. Computational Fluid Dynamics (CFD) is used along with the Taguchi method for robust design to optimize the rotor cooling design for minimizing the magnet temperatures. Analysis for the optimized rotor cooling discussed is provided before providing recommendations for future work. / Thesis / Master of Applied Science (MASc)

I denna rapport undersöks motorn ZM10 genom att göra en livscykelanalys, även kallad LCA. Analysen görs för att företaget ZPARQ AB ska kunna få en bild av vilken miljöpåverkan deras motor har vid tillverkning. I rapporten är energiåtgång och koldioxidutsläpp det som undersöks. Motorn som är en eldriven OEM-motor med komponenter som tillverkas i framförallt Kina används för marin framfart och är tillverkad för fiskebåtar samt mindre segelbåtar. Det är en motor som till skillnad från sina konkurrenter är just eldriven och i och med det, är den mycket lättare än de fossildrivna konkurrerande båtmotorerna. För att göra livscykelanalysen undersöks en full beställning som företaget ZPARQ AB ämnat att göra. En beställning ser i dagsläget ut att bli på 100 beställda motorer och för att göra analysen används två standarder, ISO 14040 och ISO 14044. Dessa hjälper till att förklara hur man går tillväga för att göra livscykelanalysen men också för hur man levererar resultatet. De fyra huvudkategorierna i en livscykelanalys, mål och omfattning; inventeringsanalys; miljöpåverkan; rapportering, undersöks för att kunna få en helhetsbild av analysen. Genom att göra en strukturerad analys av målet och omfattningen kan man senare gå vidare med inventeringsanalys. Inventeringsanalysen visar på vad det är för olika komponenter, dess material och tillverkningsprocessen av dessa material. Även transporterna för komponenterna från det att de tillverkas till att de hamnar på företagets lager i Älta. Efter att den iterativa processen som är inventeringsanalysen har gjorts, fortsätter man med en miljöpåverkansbedömning, även kallad LCIA. Den visar att tillverkningen av materialet är det som står till grund för den största delen av miljöpåverkan i form av använd energi i (ca 80 300 MJ) samt av koldioxidutsläpp (6 100 kg CO2). Det materialet med mest energi- och koldioxidutsläpp visar sig vara aluminium. Under tillverkningsprocessen står aluminiumet för det största utsläppet i båda kategorierna. Transporten bidrar förhållandevis lite till miljöpåverkan med transporter för de flesta komponenter från Asien till Sverige. Inom standarden ISO 14044 kan man redovisa möjliga förbättringar som kan göras, i detta fall undersöks skillnaden med att använda delvis återvunnet aluminium. Det påvisar minskningar i utsläppen med cirka 18 procent mindre energiåtgång och 17 procent mindre kg CO2 på de 100 motorer som undersöks. Resultatet av analysen är svår att jämföra med annat då den endast sträcker sig från tillverkning av material och komponenter till företagets lagerhållning. I andra analyser undersöker man hela produktens livscykel från “vagga till grav”, denna analys handlar också, till skillnad från andra, om en prototyp. Avslutningsvis rekommenderas det att fortsätta arbetet genom att göra en fullskalig livscykelanalys efter produktens prototypfas är klar, från just vagga till grav för att kunna ge företaget siffror på vad det finns för miljöpåverkan i hela livscykeln. Även att fortsätta arbetet genom att använda programvaror och/eller databaser för att kunna undersöka vad för typer av utsläpp koldioxidutsläppet består av, rekommenderas. / In this report, the ZM10 engine is examined through a life cycle analysis (LCA). This analysis is conducted to provide ZPARQ AB with an understanding of the environmental impact of their engine during manufacturing. The report primarily investigates energy consumption and carbon dioxide emissions. The ZM10, an electric OEM engine manufactured primarily in China, is used for marine propulsion in fishing boats and smaller sailboats. Unlike its fossil-fueled counterparts, this electric engine is significantly lighter. To perform the life cycle analysis, a full order that ZPARQ AB intends to place is examined, currently comprising 100 engines. The analysis adheres to two standards, ISO 14040 and ISO 14044, which guide the methodology of the LCA and the presentation of results. The four main categories of the life cycle analysis—objectives and scope, inventory analysis, environmental impact, and reporting—are explored to provide a comprehensive overview. The analysis begins with a structured examination of the goal and scope, which is followed by an inventory analysis. This analysis details the various components, their materials, and their manufacturing processes. It also includes the transportation of the components from their production sites to the company’s warehouse in Älta. After completing the inventory analysis, the environmental impact assessment (LCIA) is conducted. The LCIA reveals that material manufacturing, particularly of aluminum, constitutes the largest portion of environmental impact, accounting for approximately 80,300 MJ of energy use and 6,100 kg of CO2 emissions. Aluminum manufacturing is the largest contributor to emissions in both categories, while transportation from Asia to Sweden contributes relatively little to the overall environmental impact. Within the framework of ISO 14044, potential improvements are assessed, including the use of partially recycled aluminum. This change could reduce energy consumption and CO2 emissions by approximately 18 percent and 17 percent, respectively, across the 100 engines analyzed. The results of this analysis are challenging to compare with others since it only extends from the manufacture of materials and components to the company’s warehousing. Unlike other analyses that examine the entire life cycle from "cradle to grave," this study focuses on a prototype. In conclusion, it is recommended that ZPARQ AB continue this work by conducting a full-scale life cycle analysis post-prototype phase, covering the entire life cycle "from cradle to grave," to provide comprehensive environmental impact figures. It is also advised to continue utilizing software and/or databases to further investigate the specific types of emissions comprising the CO2 emissions.

An increase emphasis has been placed on the automotive industry to develop advanced technology vehicles which meet increasing strict government regulations and standards for emissions and fuel economy while maintaining the safety, performance, and consumer appeal of the vehicle. In response to these requirements, hybrid and electric vehicle technologies have become more complex as the necessity for vehicles with an overall better environmental impact. Modern engineers must understand the current methods used to analyze and evaluate risk with the new hybrid technologies to ensure the continued customer satisfaction and safety while meeting new government and agency standards. The primary goal of this work is to maintain consistent definitions, standards, and protocols for risk analysis using design failure modes and effects analysis. Throughout the entire automotive sector there exist standards for risk analysis and methods for analysis, however these models can be difficult to relate to the atmosphere under which educational competitions occur. The motor system case study within this work aims to allow the process for DFMEA to be simple and easily implemented and understood when it is appropriate to start. After defining the model, an electric motor system for hybrid vehicle is analyzed for mechanical and inverter system risks. The end result being a 32% reduction in motor system risk due to recommended actions for mitigating top motor systems risks for future motor system design and implementation, all to meet customer requirements. This work aims to provide an additional tool that when implemented will accelerate the next generation of automotive engineers. / Master of Science

Safety, performance and driving comforts are given high importance while developing modern day cars. All-Wheel Drive vehicles are exactly designed to fulfill such requirements. In modern times, human concern towards depleting fossil fuels and cognizance of ecological issues have led to new innovations in the field of Automotive engineering. One such outcome of the above process is the birth of electrical hybrid vehicles. The product under investigation is a combination of all wheel drive and hybrid system. A superior fuel economy can be achieved using hybrid system and optimized vehicle dynamic forces are accomplished by torque vectoring action which in turn provides All-Wheel Drive capabilities. Heat generation is inevitable whenever there is a conversion of energy from one form into another. In this master thesis investigation, a thermal simulation model for the product is built using 1D simulation tool AMESim and validation is done against the vehicle driving test data. AMESim tool was chosen for its proven track record related to vehicle thermal management. The vehicle CAN data are handled in MATLAB. In a nutshell, Simulation model accounts for heat generation sources, oil flow paths, power loss modeling and heat transfer phenomena. The final simulation model should be able to predict the transient temperature evolution in the rear drive when the speed and torque of motor is supplied as input. This simulation model can efficiently predict temperature patterns at various locations such as casing, motor inner parts as well as coolant at different places. Various driving cases were tried as input including harsh (high torque, low speed) ones. Simulation models like this helps Engineers in trying out new cooling strategies. Flow path optimization, flow rate, convection area, coolant pump controlling etc are the few variables worth mentioning in this regard.

<p>The purpose of this project is to get a fully functional, automatic steering system and a variable breaking system with an emergency breaking function to an off road vehicle. This off road vehicle is supposed to work as an aid in military situations. A team of two, Sebastian Attervall and Nichlas Gustafsson, got an order from Jonas Nyårds and the PreeRunners Project to construct a steering system that could manoeuvre an off road vehicle without any human involvement. To make this possible the vehicle would be guided by onboard sensors, cameras and computers. The team where also assigned to construct an automatic breaking system, there also no human would be involved. The breaking system should as well contain an emergency stop function to prevent any accidents. The team has solved the problems assigned by using theories by David G. Ullman. The system that was eventually chosen was a steering system containing a 48V, 250W DC motor. A planetary gear where chosen to increase the torque from the engine. To translate the torque from the planetary gear to the steering bar a chain with chainwheel where chosen, this because the chain and chainwheel could withstand the immense forces acting on the chain. Between the planetary gear and the chainwheel a skid clutch is placed to prevent destruction on the planetary gear due to overload. The whole steering system is monitored by two rotary encoders, one placed on the engine and one placed on the steering bar. The breaking system eventually chosen where a system build on the existing drum brakes, placed in the front. To make the system independent from any human interference a system containing a linear motor, an electromagnet and a spring where chosen. The system works by letting the spring act on the wire from the existing drum breaks. The spring is always compressed so a force will always act on the wire when the system is at rest. By compressing the spring further the force acting on the wire will decrease and by compressing it enough the breaks will be released. The force compressing the spring will come from the linear motor. And to make the system failsafe in case of an emergency an electromagnet will be placed between the linear motor and the spring. When the power is cut to the electromagnet the compressed spring will be released and the drum breaks will break. The breaking system as well will be supervised by encoders and in this case linear encoders.</p> / <p>Syftet med detta projekt är att få ett fungerande automatiskt styrsystem och en variabel broms med nödbromsfunktion till en fyrhjuling som ska bli ett hjälpmedel i militära situationer. En projektgrupp bestående av Sebastian Attervall och Nichlas Gustafsson fick i uppgift av beställare Jonas Nygårds att ta fram ett system som ska kunna manövrera en fyrhjuling utan att en människa är inblandad. På detta vis ska den fungera helt automatiskt med hjälp av sensorer, kameror och datorer. Projektgruppen fick även i uppgift att ta fram en broms som ska kunna fungera utan inblandning av en människa. Den ska även kunna fungera som en nödbroms om systemet skulle strejka. Projektgruppen har löst de uppgifter som de har blivit tilldelade med hjälp av David G. Ullmans konstruktionsmetodik. Det system som tillslut valdes åt styrenheten blev ett system där momentet som vrider styrstången skapas med hjälp av en DC motor på 48 V och 250 W. Efter motorn sätts en planetväxel för att öka momentet. Som överföring av momentet från planetväxeln till styrstången används kedjedrift, detta på grund av att kedjan klarar av att ta upp de krafter som uppstår. En slirkoppling finns även med mellan planetväxeln och kedjedriften för att inte motorn och planetväxeln ska ta stryk vid överbelastning. Hela detta system övervakas med rotationsgivare vid motorn och styrstången så att inget fel uppstår. Konstruktionen för bromsen blev tillslut en lösning där de befintliga trumbromsarna på framhjulen används. För att bromsen ska kunna fungera utan inblandning av en människa har projektgruppen valt ett system bestående av ett linjärt ställdon, en elektromagnet och en fjäder. Systemet fungerar på så sätt att fjädern trycks ihop och en kraft uppstår. Denna kraft kommer att spänna bromsvajern så trumbromsen låser sig. Men för att inte trumbromsen ska ligga i hela tiden valde projektgruppen att använda sig av ett ställdon för att trycka ihop fjädern ytterligare så att vajern slaknar och bromskraften försvinner. För att nödbromsfunktionen ska fungera sattes en elektromagnet mellan ställdonet och fjädern. Om fyrhjulingen skulle bli strömlös släpper elektromagneten och fjädern drar åt bromsvajern. Även detta system kommer att övervakas av givare och i detta fall av en linjärgivare.</p>

The purpose of this project is to get a fully functional, automatic steering system and a variable breaking system with an emergency breaking function to an off road vehicle. This off road vehicle is supposed to work as an aid in military situations. A team of two, Sebastian Attervall and Nichlas Gustafsson, got an order from Jonas Nyårds and the PreeRunners Project to construct a steering system that could manoeuvre an off road vehicle without any human involvement. To make this possible the vehicle would be guided by onboard sensors, cameras and computers. The team where also assigned to construct an automatic breaking system, there also no human would be involved. The breaking system should as well contain an emergency stop function to prevent any accidents. The team has solved the problems assigned by using theories by David G. Ullman. The system that was eventually chosen was a steering system containing a 48V, 250W DC motor. A planetary gear where chosen to increase the torque from the engine. To translate the torque from the planetary gear to the steering bar a chain with chainwheel where chosen, this because the chain and chainwheel could withstand the immense forces acting on the chain. Between the planetary gear and the chainwheel a skid clutch is placed to prevent destruction on the planetary gear due to overload. The whole steering system is monitored by two rotary encoders, one placed on the engine and one placed on the steering bar. The breaking system eventually chosen where a system build on the existing drum brakes, placed in the front. To make the system independent from any human interference a system containing a linear motor, an electromagnet and a spring where chosen. The system works by letting the spring act on the wire from the existing drum breaks. The spring is always compressed so a force will always act on the wire when the system is at rest. By compressing the spring further the force acting on the wire will decrease and by compressing it enough the breaks will be released. The force compressing the spring will come from the linear motor. And to make the system failsafe in case of an emergency an electromagnet will be placed between the linear motor and the spring. When the power is cut to the electromagnet the compressed spring will be released and the drum breaks will break. The breaking system as well will be supervised by encoders and in this case linear encoders. / Syftet med detta projekt är att få ett fungerande automatiskt styrsystem och en variabel broms med nödbromsfunktion till en fyrhjuling som ska bli ett hjälpmedel i militära situationer. En projektgrupp bestående av Sebastian Attervall och Nichlas Gustafsson fick i uppgift av beställare Jonas Nygårds att ta fram ett system som ska kunna manövrera en fyrhjuling utan att en människa är inblandad. På detta vis ska den fungera helt automatiskt med hjälp av sensorer, kameror och datorer. Projektgruppen fick även i uppgift att ta fram en broms som ska kunna fungera utan inblandning av en människa. Den ska även kunna fungera som en nödbroms om systemet skulle strejka. Projektgruppen har löst de uppgifter som de har blivit tilldelade med hjälp av David G. Ullmans konstruktionsmetodik. Det system som tillslut valdes åt styrenheten blev ett system där momentet som vrider styrstången skapas med hjälp av en DC motor på 48 V och 250 W. Efter motorn sätts en planetväxel för att öka momentet. Som överföring av momentet från planetväxeln till styrstången används kedjedrift, detta på grund av att kedjan klarar av att ta upp de krafter som uppstår. En slirkoppling finns även med mellan planetväxeln och kedjedriften för att inte motorn och planetväxeln ska ta stryk vid överbelastning. Hela detta system övervakas med rotationsgivare vid motorn och styrstången så att inget fel uppstår. Konstruktionen för bromsen blev tillslut en lösning där de befintliga trumbromsarna på framhjulen används. För att bromsen ska kunna fungera utan inblandning av en människa har projektgruppen valt ett system bestående av ett linjärt ställdon, en elektromagnet och en fjäder. Systemet fungerar på så sätt att fjädern trycks ihop och en kraft uppstår. Denna kraft kommer att spänna bromsvajern så trumbromsen låser sig. Men för att inte trumbromsen ska ligga i hela tiden valde projektgruppen att använda sig av ett ställdon för att trycka ihop fjädern ytterligare så att vajern slaknar och bromskraften försvinner. För att nödbromsfunktionen ska fungera sattes en elektromagnet mellan ställdonet och fjädern. Om fyrhjulingen skulle bli strömlös släpper elektromagneten och fjädern drar åt bromsvajern. Även detta system kommer att övervakas av givare och i detta fall av en linjärgivare.

Baigiamajame magistro darbe apžvelgiamos sklandytuvų motorizavimo tendencijos, būdai bei reikiama teorinė medžiaga. Nagrinėjamas papildomas pasipriešinimo padidėjimas dėl motorizavimo elektros varikliu, tiriamos būsimos motorizuoto sklandytuvo LAK-12 tiesiaeigio skridimo bei kilimo charakteristikos. Darbo gale pateikiami gauti rezultatai bei suformuluojamos išvados. / The theses provides an overview of the engine types used for motorizing gliders, tendency and theoretical material. Additional drag due to engine and propeller blades were studied as well as straight and level flight and climb performance. The results and conclusions are given at the end.

Since a superconductor has no resistance below a certain temperature and can therefore save a large amount of energy dissipated, it is a 'green' material by saving energy loss and hence reducing carbon emissions. Recently the massive manufacture of high-temperature superconducting (HTS) materials has enabled superconductivity to become a preferred candidate to help generation and transportation of cleaner energy. One of the most promising applications of superconductors is Superconducting Magnetic Energy Storage (SMES) systems, which are becoming the enabling engine for improving the capacity, efficiency, and reliability of the electric system. SMES systems store energy in the magnetic field created by the flow of direct current in a superconducting coil. SMES systems have many advantages compared to other energy storage systems: high cyclic efficiency, fast response time, deep discharge and recharge ability, and a good balance between power density and energy density. Based on these advantages, SMES systems will play an indispensable role in improving power qualities, integrating renewable energy sources and energizing transportation systems. This thesis describes an intensive study of superconducting pancake coils wound using second-generation(2G) HTS materials and their application in SMES systems. The specific contribution of this thesis includes an innovative design of the SMES system, an easily calculated, but theoretically advanced numerical model to analyse the system, extensive experiments to validate the design and model, and a complete demonstration experiment of the prototype SMES system. This thesis begins with literature review which includes the introduction of the background theory of superconductivity and development of SMES systems. Following the literature review is the theoretical work. A prototype SMES system design, which provides the maximum stored energy for a particular length of conductors, has been investigated. Furthermore, a new numerical model, which can predict all necessary operation parameters, including the critical current and AC losses of the system, is presented. This model has been extended to analyse superconducting coils in different situations as well. To validate the theoretical design and model, several superconducting coils, which are essential parts of the prototype SMES system, together with an experimental measurement set-up have been built. The coils have been energized to test their energy storage capability. The operation parameters including the critical current and AC losses have been measured. The results are consistent with the theoretical predictions. Finally the control system is developed and studied. A power electronics control circuit of the prototype SMES system has been designed and simulated. This control circuit can energize or discharge the SMES system dynamically and robustly. During a voltage sag compensation experiment, this SMES prototype monitored the power system and successfully compensated the voltage sag when required. By investigating the process of building a complete system from the initial design to the final experiment, the concept of a prototype SMES system using newly available 2G HTS tapes was validated. This prototype SMES system is the first step towards the implementation of future indsutrial SMES systems with bigger capacities, and the knowledge obtained through this research provides a comprehensive overview of the design of complete SMES systems.