Active Damping of Drive Train Oscillations for an Electrically Driven Vehicle

Amann, N.; Böcker, Joachim; Prenner, F.

doi:10.1109/tmech.2004.839036

Cited by 123 publications

(75 citation statements)

References 4 publications

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“…These oscillations should be avoided because they can cause high mechanical stress [12]. The rise time can be decreased by reducing the boost valve mass flow at the beginning of the boosting process or by retarding the ignition angle during the torque rise.…”

Section: Turbo Lag Compensationmentioning

confidence: 99%

Intake Manifold Boosting of Turbocharged Spark-Ignited Engines

et al. 2013

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Downsizing and turbocharging is a widely used approach to reduce the fuel consumption of spark ignited engines while retaining the maximum power output. However, a substantial loss in drivability must be expected due to the occurrence of the so-called turbo lag. The turbo lag results from the additional inertia that the turbocharger adds to the system. Supplying air by an additional valve, the boost valve, to the intake manifold can be used to overcome the turbo lag. This turbo lag compensation method is referred to as intake manifold boosting. The aims of this study are to show the effectiveness of intake manifold boosting on a turbocharged spark-ignited engine and to show that intake manifold boosting can be used as an enabler of strong downsizing. Guidelines for the dimensioning of the boost valve are given and a control strategy is presented. The trade-off between additional fuel consumption and the consumption of pressurized air during the turbo lag compensation is discussed. For a load step at 2000 rpm the rise time can be reduced from 2.8 s to 124 ms, requiring 11.8 g of pressurized air. The transient performance is verified experimentally by means of load steps at various engine speeds to various engine loads.

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Section: Turbo Lag Compensationmentioning

confidence: 99%

Intake Manifold Boosting of Turbocharged Spark-Ignited Engines

et al. 2013

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“…Therefore, the characteristic polynomial Q(s) of the closed-loop system is needed. Considering the mechanical part as a two-inertia model (2) and the delay of the inner current control loop approximated as a first-order time-delay with time constant T C , the characteristic polynomial of the closed-loop Q(s) is given by (4), where the internal damping d T is neglected [15].…”

Section: B Pi-based State Space Speed Controlmentioning

confidence: 99%

“…This finite stiffness can lead to unwanted torsional oscillations and can stress both the mechanical and electrical components of the drive system. These problems occur for example in electric vehicles [2], rolling mill [3], or windmill [4] applications. For high dynamic speed control of drive systems with elastic coupling, the non-ideal behavior has to be considered in the control synthesis.…”

Section: Introductionmentioning

confidence: 99%

Comparative study of conventional PI-control, PI-based state space control and model based predictive control for drive systems with elastic coupling

Thomsen

Hoffmann

Fuchs

2010

2010 IEEE Energy Conversion Congress and Exposition

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Three different control methods for the speed control of drive systems with elastically coupled loads are presented and compared. In drive applications where the load is connected to the driving motor with a drive shaft that has a finite stiffness, unwanted mechanical dynamics can occur. These unwanted dynamics can stress both mechanical and electrical drive components. Further, the shaft torsion, if neglected in the control synthesis, can dramatically reduce the achievable control performance. To overcome these challenges, the design, analysis, and a comparative study of three speed control methods for a drive system with resonant loads are carried out. The control methods considered are: a conventional PI-control, a PI-based state space control, and a model based predictive control. To ensure a suitable basis for their comparison, the three different speed control methods are designed with equal bandwidths and verified with the same test setup. Further, all speed control methods presented use only drive side speed measurement to control the drive speed.

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“…The authors in [3] explain how an additional torque is generated by the main drive in a complex drive system to dampen unwanted oscillations. Usually this is the cheapest option and should be preferred, whenever a torque controller is present, the torque control rise time is small enough and the user has access to change the controller structure and parameters.…”

Section: Introductionmentioning

confidence: 99%

Multi frequency wideband active damping device for compensation of torsional vibration

Stubbe¹,

Ell²,

Turschner³

et al. 2024

RE&PQJ

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Abstract. In this paper a device for wideband, multi frequency active vibration cancellation for rotating drive trains is presented. It can be installed subsequently into problematic drive trains (e.g. wind turbines, combined heat and power stations …) and can be individually fit to the constructive limits given by the existing system. A formula to calculate the mechanical properties of the actuator is derived. Furthermore we present a new electrical design with improved performance and better control possibilities. Based on the new design we show a method for an easy but nevertheless robust control mechanism of the actuator using an asymmetric three phase current system. Finally we present a functional demonstration of the new control algorithm in simulation and give a brief outlook on upcoming research activities.

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Active Damping of Drive Train Oscillations for an Electrically Driven Vehicle

Cited by 123 publications

References 4 publications

Intake Manifold Boosting of Turbocharged Spark-Ignited Engines

Intake Manifold Boosting of Turbocharged Spark-Ignited Engines

Comparative study of conventional PI-control, PI-based state space control and model based predictive control for drive systems with elastic coupling

Multi frequency wideband active damping device for compensation of torsional vibration

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