Torque ripple reduction of switched reluctance motor using direct instantaneous torque control and adaptive turn‐on technique for electric vehicle applications

Abstract

Direct Instantaneous Torque Control (DITC) with an adaptive turn‐on angle technique is presented in this paper to improve the torque ripple of the Switched Reluctance Motor (SRM) for Electric Vehicle applications. Torque ripple suppression is achieved by employing two operating modes during the commutation interval. First, both the outgoing and incoming phase states are modified to track the required torque during the incoming phase's minimum inductance area. As soon as the incoming phase leaves its minimum inductance zone, the outgoing phase is demagnetised, and only the incoming phase state is modified for torque tracking. In addition, a closed‐loop regulator is used to dynamically control the turn‐on angle that drives the incoming current to reach its first peak at the instant of switching between the two operation modes when the rotor and stator poles initiate overlap, thus increasing the motor's efficiency. Simulation results showed that the proposed control method has superior advantages over the traditional DITC and Average Torque Controller. Furthermore, the simulation results were verified experimentally using a four‐phase 4kW, 8/6 SRM prototype.

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“…Torque control methods can be divided into direct and indirect categories according to the type of feedback state variable used. Direct torque control requires torque regulation based on feedback from the direct torque estimate, while the indirect method relies on feedback from the phase current [39]. The indirect instantaneous torque control method is classified as the current profiling and TSF methods [40].…”

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“…As presented in Figure A1 and Table A2, the number of turns of the secondary winding and the cross-sectional area increase while some air gaps are introduced into the core to prevent core saturation. When the specified C-O duty cycle is applied to the TPY CT connected to the resistive burden, the excitation current i e can be calculated by Equation (8), where L e is replaced by L e ' . In this case, the fringing factor F f is obtained by using the Schwarz-Christoffel conformal transformation [39].…”

“…For instance, electrical vehicles (EVs) and EV charging stations are diffusing in the world, especially in Western Europe, America, and China, on account of less carbon emissions and lower fossil fuel consumption [7]. In general, some different kinds of power electronics, such as bridge rectifiers (AC-DC converters), are used in wired and wireless charging stations [8][9][10][11][12]. However, due to triggering failure and asymmetric conduction of switches, charging stations may generate bias current in power lines [13].…”