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    9 views5 pages

    Patterson 1990

    Uploaded by

    Mohamed Khairy
    fgfggvvbbgh rg ffhh hhtth

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    of 5
    ELECTRICAL SYSTEM DESIGN FOR A SOLAR POWERED VEHICLE. Dean J Patterson Northern Territory University, Darwin, Australia ABSTRACT ‘Two separate clectrical system designs for a vehicle built for a race aeross Australia in November 1987, are described. Description of a thied system for 1 second race in November 1990 is also included. The design of motors, motor controllers, DC-DC converters, and maximum power point trackers (MPPTs) ‘under a specialised set of criteria is discussed. L INTRODUCTION Fig 1 The "Desert Rose” In November of 1987 a race for solar powered cars was held in Australia, across the continent from North to South, a distance of 3000 km, The "Desert Rose’, Fig 1, performed creditably. A second race is planned for November 1990, and design for the next Vehicle i substantially complete Designing an electrical system for such a vehicle ‘offers some interesting challenges in the use of power clectronic systems. The primary design criterion is that of maximum achievable average efficiency, and a secondary issue is that of minimum weight. ‘CH2873.8)90/0000.0618 $1.00 © 1990 IEEE. The average efficiency is the result of integration of system component efficiency characteristics over a range of patterns of power use, which must take into account known road gradients and surfaces, predicted ‘meteorological conditions, and race strategies The estimated vehicle power requirements, for what appear to be achievable design parameters for the 1990 race, are shown in Fig 2. A constant retarding force for rolling loss, due principally to hysteretic loss in the tie walls, is assumed, and the aerodynamic loss shown results from an aerodynamic force which. for clean Now, is assumed to be proportional to speed squared. Fig 2 Estimated vehicle power use, Cd 13, All up ‘weight 260 kg, level ground, From Fig 2 it can be scen that if rolling loss is assumed linearly proportional to all up weight, then, at an average speed of 60 km/, there exists a trade- off between weight and power of around 0,9 \alts/hg, Hence, if inthe system design the available power can be increased by 0.9 watt, then it is feasonable todo so if the weight penalty is less than a Kilogram, ‘The total mechanical power requirements shown in Fig 3 result from adding potential energy calculations to the data of Fig 2 one. ‘Speed (ep) Fig 3 Total mechanical power requirements on a range of road gradients. ‘The power available depends on a number of predictable and unpredictable factors. However, for a photovoltaic array of size specified by the race rules (oughly equivalent to 8 square metres), the cost of cells isa major determinant For the 1987 race am average electrical power of 850 watts was assumed, whereas for the 1990 race a figure of 1200 watts is assumed, Conversion elfcieney of electrical power input to mechanical power at the rear wheel of better than {80% is achievable. INITIAL DESIGN CONSIDERATIONS tis clear that some form of storage is necessary, and Silver-Zine batteries are the clear eboie in terms of energy density, (watthours/kilogram). From ‘manufacturers’ data, optimising energy density leads to a battery with a relatively small number of high capacity cells, and hence a lower battery voltage. Design of clectric motors for high efficiency, however, generally leads to higher voltage designs, in the case of DC motors for example, simply to minimise the loss due to voltage drop across the brushes. Further, commercially available induction motors and permanent magnet synchronous motors generally require in the order of hundreds of volts. ‘These facts, together with the fact thatthe operating voltage of Ag-Ze cells varies by a factor of two from lowest usable voltage to voltage on charge, lead 0 the use of a DC-DC converter to match the load to the battery, and to stabilize the supply for ease of control. The cost of DC-DC conversion (averaging 2.5%) i paid for in ube extra capacity carried for a given weight on Fig 4 Induction motor system (ast meer Fig 5 DC motor system Figs 4 and 5 show two designs which were completed for the 1987 race and tested. They were designed with a maximum of compatibility and shared sub-systems, and either could have been used at any time, although the second was actually used throughout the race. Fig 6 shows the design for the 1990 race. III SUBSYSTEM DESIGN @DCDC converters A. study of expected gradients, expected race speeds, and speed strategies, in conjunction with the information of Fig 3 enables dimensioning of the DC- DC converter system. In 1987 this led to a modular system with three units, each of capacity 600 wats hich could be operated either in parallel to dive the DC motor, (Fig 5) or in series to drive the induction ‘motor (Fig 4). [ao ete” ex [pie rer [Pesta || ae eee] me nr Fig 6 Synchronous motor system ‘The units used a standard push pull transformer ‘coupled square wave topology operating at 30 kHz. Efciency peaked at 97% and was greater than 95% for most of the load range. The losses were Principally in the leakage inductance of the transformer secondary. The fact thatthe losses were primarily from leakage inductance had some interesting implications for system management, ruling out the use of the available pulse width regulation to control the DC motor directly, for evample. ‘The design, particularly of the transformer, has ‘been extensively reworked for the new system [1] and eificiencies consistently above 97% are being measured, 152 7m 19/9/08 Wg Fig 7 Initial tests of solar panels produced by four

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