The dissertation thesis deals with the synthesis and design of active frequency filters using current (CC) and voltage (VC) conveyors, or current active elements CMI (Current Mirror and Inverter), MCMI (Multi-output CMI) and PCA (Programmable Current Amplifier). As introduction, these active elements are described as suitable for the design of the circuits working in the voltage-, current,- ,and mixed-mode, or in pure current-mode speaking about the current active elements. The new frequency filter structures presented in this thesis using the above mentioned active elements were designed by the generalized autonomous circuit method, transformation cells and signal flow-graph theory. The generalized autonomous circuit method is based on full admittance network to which generalized active elements are connected. The described admittance networks can be used for other active elements. The next method is based on the transformation cells that subsequently are used for the design of synthetic elements with higher-order imittance. Original conditions for the design of such blocks are given that lead to maximal simplicity of the final structure with minimal number of passive and active elements. For effective usage of another method utilizing signal flow-graphs, new reduced graphs of chosen active elements are given. Their usage leads to direct function blocks synthesis with required properties. The functionality and behavior of chosen circuit solutions have been verified by analyses in simulation programs. The active elements were simulated by the universal current conveyor (UCC) or universal voltage conveyors (UVC) that were designed at the FEEC, BUT in cooperation with AMI Semiconductor Design Centre Brno with the CMOS 0.35 m technology. These active elements have been also used for the realization of chosen filter structures. The experimental measurements were performed in the in the frequency range 10 KHz to 100 MHz.

Disertační práce se zabývá simulací elektronických obvodů. Popisuje metodu kapacitorové substituce (CSM) pro převod elektronických obvodů na elektrické obvody, jež mohou být následně řešeny pomocí numerických metod, zejména Moderní metodou Taylorovy řady (MTSM). Tato metoda se odlišuje automatickým výběrem řádu, půlením kroku v případě potřeby a rozsáhlou oblastí stability podle zvoleného řádu. V rámci disertační práce bylo autorem disertace vytvořeno specializované programové vybavení pro řešení obyčejných diferenciálních rovnic pomocí MTSM, s mnoha vylepšeními v algoritmech (v porovnání s TKSL/386). Tyto algoritmy zahrnují zjednodušování obecných výrazů na polynomy, paralelizaci nezávislou na integrační metodě atp. Tento software běží na linuxovém serveru, který komunikuje pomocí protokolu TCP/IP. Toto vybavení bylo úspěšně použito pro simulaci VLSI obvodů, jejichž řešení pomocí CSM bylo značně rychlejší a spotřebovávalo méně paměti než state-of-the-art SPICE.

In the process of designing an electric power supply system for an aircraft, parameters like low weight and low losses are important. Reliability, robustness and low cost are other important factors. In the Saab Gripen aircraft, the design of the primary power supply of the electric flight control system was updated by exchanging a switching transistor regulator to a magnetic amplifier (magamp). By introducing a magamp design, weight was saved and a more reliable power supply system at a lower cost was achieved. In this particular case, with the power supply of the electric flight control system in the Saab Gripen fighter, advantage could be taken of a specific permanent magnet generator (PM-generator). The frequency of the generator offered the perfect conditions for a magamp controller. A key parameter in designing magnetic amplifiers (magamps) is low losses. New amorphous alloys offer new possibilities of the technique in designing magnetic amplifiers, because of their extremely low losses. The core losses are evaluated by studying the equations and diagrams specifying the power losses. The core losses are evaluated and compared with the copper losses in the process of optimizing low weight and low losses. For this an engineering tool is developed and demonstrated. Evaluations of the hysteresis characteristics for the magnetic alloys, as well as modeling and simulation of the core losses, are presented in this work. The modeling of the core losses includes hysteresis losses, eddy current losses and excess losses as well as copper losses. The losses are studied dynamically during realistic operational conditions. The model can be used for any generic analysis of hysteresis in magnetic circuits. Applications of magnetic amplifiers in aircrafts have been demonstrated to be a feasible alternative / QC 20101103

Recently, a lot of research work has been dedicated toward enhancing performance, reliability and integrity of distributed energy resources that are integrated into distribution networks. The problem of islanding detection and islanding prevention (i.e. anti-islanding) has stimulated a lot of research due to its role in severely compromising the safety of working personnel and resulting in equipment damages. Various Islanding Detection Methods (IDMs) have been developed within the last ten years in anticipation of the tremendous increase in the penetration of Distributed Generation (DG) in distribution system. This work proposes new IDMs that rely on transient and distributed behaviors to improve integrity and performance of DGs while maintaining multi-DG islanding detection capability. In this thesis, the following questions have been addressed: How to utilize the transient behavior arising from an islanding condition to improve detectability and robust performance of IDMs in a distributive manner? How to reduce the negative stability impact of the well-known Sandia Frequency Shift (SFS) IDM while maintaining its islanding detection capability? How to incorporate the perturbations provided by each of DGs in such a way that the negative interference of different IDMs is minimized without the need of any type of communication among the different DGs? It is shown that the proposed techniques are local, scalable and robust against different loading conditions and topology changes. Also, the proposed techniques can successfully distinguish an islanding condition from other disturbances that may occur in power system networks. This work improves the efficiency, reliability and safety of integrated DGs, which presents a necessary advance toward making electric power grids a smart grid.

No description available.

This research introduces a high-performance electric taxiing system (ETS) as a modern solution to improve the on-ground operations of today’s aircraft, which are conventionally powered through the main engines. The presented ETS is propelled by electric motors, integrated into the main landing gear of a state-of-the-art midsize commercial aircraft, and powered by an additional not quantified electrical energy storage system. The proposed system can therefore operate autonomously from any aircraft-internal power source, i.e. Auxiliary Power Unit or equivalent. The main objective of this work is to assess the energy consumption of the introduced ETS while considering energy recuperation due to regenerative braking. The ETS powertrain is sized to match modern conventional taxi performances that were seen in 36 self-recorded takeoff- and landing taxi driving profiles. A custom ETS simulation model was developed and simulated across all available driving profiles to confirm the desired powertrain performance and to predict the system’s energy consumption. For the purpose of enhancing the validity of these energy consumption predictions, a suitable motor controller is then designed by the use of MATLAB Simulink. An easy-to-implement switch loss model was created to predict the ETS motor controller efficiency map. Finally, the former energy consumption predictions were revised for the implementation of the motor controller and an estimated traction motor efficiency map. The results exhibit that the revised ETS simulation model was capable of refining the energy consumption. It was found that the ETS will consume up to 9.89 kWh on average if the full potential of the traction motors energy recuperation capabilities are being used. The simulation outcomes further demonstrate that regenerative braking offers great potential in ETS applications since more than 14 % of required traction energy could be regenerated to yield the above mentioned average energy consumption. / Thesis / Master of Applied Science (MASc)

Rapidly growing Inverter- Based Resources (IBR) have different fault properties compared to Synchronous Generators (SG). Therefore, it is necessary to study the fault behavior of systems that contain different types of IBR and compare it to the conventional system responses in order to understand what steps should be taken to adapt conventional protection settings for new types of sources. For a two bus model, it is found out that sequence profiles in a system with one IBR are different from those observed in conventional system. Thermal and electrical limitations of the power electronics reduce the fault current from the IBR significantly, driving negative sequence current to small values compared to conventional sources. This is true for all studied types of IBR. Moreover, if IBR is connected to the grid through one line only, during Three Phase Fault (3hp) it is possible to lose synchronism with grid due to erroneous estimation of the grid angle through the Phase-Locked Loop (PLL). Verification of the obtained results is made through comparison to the Fault Recordings taken from the protection relays placed at substations. It is shown that for some faults simulation results can predict the behavior of symmetrical components in the network whereas for others they do not. To explain the latter behavior modifications to the sequence networks are proposed. / Snabbt växande inverterbaserade resurser (IBR) har olika felinmatningsegenskaper jämfört med synkrongeneratorer (SG). Därför är det nödvändigt att studera felbeteende hos system som innehåller olika typer av IBR och jämför det med konventionella källor för att kunna förstå vilka steg som ska göras för att anpassa konventionella skyddsinställningar för nya typer av källor. Under litteraturöversikten introduktion till det fast jordade systemet och dess speciella fall med isolerad transformatorjordning är klar. Kort introduktion till den studerade IBR och typer av simulerade fel görs också. För en tvåbussmodell har det visat sig att sekvensprofiler i ett system med en IBR skiljer sig från de som observerats i konventionella system. Termisk och elektrisk begränsningar i kraftelektroniska komponenter minskar felströmmen från IBR avsevärt och driver negativ sekvensström till små värden jämfört med konventionella källor. Detta gäller för alla studerade typer av IBR. Dessutom, om IBR är ansluten till nätet endast genom en linje, är det möjligt under trefasfel (3hp) att tappa synkronisering med nätet på grund av felaktig uppskattning av fasvinkeln genom styrsystemets faslåst slinga (PLL). Verifiering av de erhållna resultaten görs genom jämförelse med Fel Inspelningar från reläet placerade på transformatorstationer. Det visas att för vissa fel simuleringsresultat kan förutsäga symmetriska komponenters beteende i nätverket medan andra inte gör det. För att förklara de senare beteendena föreslås modifieringar i sekvensnätverket.

Model predictive control is a popular research focus in electric motor control as it allows designers to specify optimization goals and exhibits fast transient response. Availability of faster and more affordable computers makes it possible to implement these algorithms in real-time. Real-time implementation is not without challenges however as these algorithms exhibit high computational complexity. Field-programmable gate arrays are a potential solution to the high computational requirements. However, they can be time-consuming to develop for. In this thesis, we present a methodology that reduces the size and development time of field-programmable gate array based fixed-point model predictive motor controllers using automated numerical analysis, optimization and code generation. The methods can be applied to other domains where model predictive control is used. Here, we demonstrate the benefits of our methodology by using it to build a motor controller at various sampling rates for an interior permanent magnet synchronous motor, tested in simulation at up to 125 kHz. Performance is then evaluated on a physical test bench with sampling rates up to 35 kHz, limited by the inverter. Our results show that the low latency achievable in our design allows for the exclusion of delay compensation common in other implementations and that automated reduction of numerical precision can allow the controller design to be compacted. / Thesis / Master of Applied Science (MASc)

[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

<p dir="ltr">The short lifespan of capacitors in power electronics converters is a significant challenge. These capacitors, often electrolytic, are vital for voltage smoothing and frequency filtering. However, their susceptibility to heat, ripple current, and aging can lead to premature faults. This can cause issues like output voltage instability and short circuits, ultimately resulting in catastrophic failure and system shutdown. Capacitors are responsible for 30% of power electronics failures.</p><p dir="ltr">To tackle this challenge, scientists, researchers, and engineers are exploring various approaches detailed in technical literature. These include exploring alternative capacitor technologies, implementing active and passive cooling solutions, and developing advanced monitoring techniques to predict and prevent failures. However, these solutions often come with drawbacks such as increased complexity, reduced efficiency, or higher upfront costs. Additionally, research in material science is ongoing to develop corrosion-resistant capacitors, but such devices are not readily available.</p><p dir="ltr">This dissertation presents a capacitorless solution for dc-dc and dc-ac converters. The proposed solution involves harnessing parasitic elements and integrating them as intrinsic components in power converter technology. This approach holds the promise of enhancing power electronics reliability ratings, thereby facilitating breakthroughs in electric vehicles, compact power processing units, and renewable energy systems. The central scientific premise of this proposal is that the capacitance requirement in a power converter can be met by deliberately augmenting parasitic components.</p><p dir="ltr">Our research hypothesis that incorporating high dielectric material-based thin-films, fabricated using nanotechnology, into planar magnetics will enable the development of a family of capacitorless electronic converters that do not rely on discrete capacitors. This innovative approach represents a departure from the traditional power converter schemes employed in industry.</p><p dir="ltr">The first family of converters introduces a novel capacitorless solid-state power filter (SSPF) for single-phase dc-ac converters. The proposed configuration, comprising a planar transformer and an H-bridge converter operating at high frequency, generates sinusoidal ac voltage without relying on capacitors. Another innovative dc-ac inverter design is the twelve step six-level inverter, which does not incorporate capacitors in its structure.</p><p dir="ltr">The second family of capacitorless topologies consists of non-isolated dc-dc converters, namely the buck converter and the buck-boost converter. These converters utilize alternative materials with high dielectric constants, such as calcium copper titanate (CCTO), to intentionally enhance specific parasitic components, notably inter capacitance. This innovative approach reduces reliance on external discrete capacitors and facilitates the development of highly reliable converters.</p><p dir="ltr">The study also includes detailed discussions on the necessary design specifications for these parasitic capacitors. Furthermore, comprehensive finite element analysis solutions and detailed circuit models are provided. A design example is presented to demonstrate the practical application of the proposed concept in electric vehicle (EV) low voltage side dc-dc power converters used to supply EVs low voltage loads.</p>