Abstract: The integration of the auxiliary power module (APM) functionality into non-dissipative balancing hardware of a high voltage battery or supercapacitor pack enables a more cost-effective non-dissipative balancing system while maintaining a similar complexity in topologies. The system uses state-space equations and three control problems to balance high-voltage energy storage elements and charge low voltage energy storage elements. Two optimization based controllers are employed to optimize both balancing and charging simultaneously.

Abstract: Various embodiments are described herein for an extended-speed low-ripple torque control of a switched reluctance motor (SRM) using online torque sharing function (TSF). Two operational modes of an online TSF are defined during the commutation: In Mode I, absolute value of rate of change of flux linkage (ARCFL) of incoming phase is higher than outgoing phase; in Mode II, ARCFL of outgoing phase is higher than incoming phase. To compensate the torque error produced by imperfect tracking of phase current, a proportional and integral compensator with torque error is added to the torque reference of outgoing phase in Mode I and incoming phase in Mode II. Therefore, the total torque is determined by the phase with lower ARCFL rather than the phase with higher ARCFL as in conventional TSFs.

Abstract: Various embodiments are described herein for a double-rotor switched reluctance machine with segmented rotors. In one example embodiment, the double-rotor switched reluctance machine comprises an interior rotor, an exterior rotor spaced from the interior rotor and concentrically disposed outside the interior rotor, and at least one stator disposed concentrically with the interior rotor and the exterior rotor. The interior rotor, the exterior rotor and the at least one stator are disposed within one machine set to provide an interior switched reluctance machine and an exterior switched reluctance machine. In the various embodiments described herein, at least one of the interior rotor and the exterior rotor comprises an array of magnetically isolated segments and filler segments. The interior switched reluctance machine and the exterior switched reluctance machine can operate as two motors, two generators, or a motor and a generator simultaneously.

Abstract: A double-rotor switched reluctance machine includes a stator, a first rotor, and a second rotor. The stator and the first rotor operate as a first electric machine and the stator and the second rotor operate as a second electric machine. Each electric machine has an output torque profile that fluctuates periodically between a maximum and a minimum instantaneous torque. The double-rotor switched reluctance machine is configured so that when the first and second electric machines are operated at a common electrical frequency, the first and second maximum instantaneous torques are temporally offset, thereby reducing the overall torque ripple of the switched reluctance machine. Additionally, or alternatively, a double-rotor switched reluctance machine is configured so that the first and second rotors are radially offset from each other to reduce a net radial force imposed on the stator by the operation of the first and second electric machines.

Abstract: Electric generators are described herein. The electric generators include an interior machine formed of an interior rotor and an interior portion of a stator, and an exterior machine substantially concentric to the interior machine. The exterior machine includes: an exterior rotor substantially concentric to the interior rotor, and an exterior portion of the stator. Each of the interior machine and the external machine are driven by an engine to produce a respective current. The described electric generators can be used in diesel electric locomotives.

Abstract: Systems, methods, and devices related to a microgrid system for providing power to a facility. A self-contained power system provides power to a facility using a combination of power storage elements and renewable energy sources. A connection to an external power grid may also be provided. The system optimizes power flow to the facility using power from the storage elements and the renewable energy sources and, if necessary, the external power grid. The optimization process predicts future power usage by the facility using power usage data from a predetermined time window. The optimization process can also take into account predicted energy generation amounts by the renewable energy sources. To optimize economic effects, the optimization process can also determine whether to buy and when to buy power from the external power grid.

Abstract: A powertrain system for a vehicle is provided. The powertrain system includes an internal combustion engine, a first gearset connected to the internal combustion engine, a first electric machine connected to the first gearset, a drivetrain gear for connection to a drivetrain of the vehicle, a second gearset connecting the first gearset to the drivetrain gear, a second electric machine, and at least one dynamic clutch selectively coupling the second electric machine to the first electric machine, the first gearset, and the second gearset. In a first mode of operation, the at least one dynamic clutch couples the second electric machine and the first electric machine. In a second mode of operation, the at least one dynamic clutch couples the second electric machine and the first gearset. In a third mode of operation, the at least one dynamic clutch couples the second electric machine and the second gearset.

Abstract: Various embodiments are described herein for a dual-voltage charging system for electrified vehicles. In one example embodiment, the dual-voltage charging system comprises an integrated active filter auxiliary power module (AFAPM) that applies the integrated AFAPM as an active power filter (APF) to compensate the low frequency harmonics in the high voltage (HV) battery charger when the HV battery is charging, and applies the integrated AFAPM as a low voltage (LV) battery charger auxiliary power module (APM) when the HV battery stops charging and starts to charge the LV battery.

Abstract: An electrified vehicle and method for estimating peak power of a battery system of the electrified vehicle are presented. In one exemplary implementation, the method includes receiving, at a controller of the electrified vehicle, measured current, voltage, and temperature of the battery system and determining, at the controller, operating parameters for the battery system based on the measured current, voltage, and temperature. An initial peak current at a start of a current prediction period for the battery system is determined, at the controller, based on the operating parameters, and an instantaneous peak current of the battery system is determined based on its initial peak current by performing voltage-limited extrapolation of resistances and open-circuit voltage (VLERO) of a battery model for the battery system. The battery system and an electric motor of the electrified vehicle are controlled, by the controller, based on the instantaneous peak current.

Abstract: More accurate and robust battery state estimation (BSE) techniques for a battery system of an electrified vehicle include estimating a current bias or offset generated by a current sensor and then adjusting the measured current to compensate for the estimated current bias. The techniques obtain nominal parameters for a battery model of the battery system based on a measured temperature and an estimated open circuit voltage (OCV). The techniques use these nominal parameters and the corrected measured current to estimate the OCV, a capacity, and an impedance of the battery system. The techniques utilize the OCV to estimate a state of charge (SOC) of the battery system. The techniques also estimate a state of health (SOH) of the battery system based on its estimated capacity and impedance. The techniques then control the electrified vehicle based on the SOC and/or the SOH.

Abstract: An electrified vehicle and method for estimating peak power of a battery system of the electrified vehicle are presented. In one exemplary implementation, the method includes receiving, at a controller of the electrified vehicle, measured current, voltage, and temperature of the battery system and determining, at the controller, operating parameters for the battery system based on the measured current, voltage, and temperature. An initial peak current at a start of a current prediction period for the battery system is determined, at the controller, based on the operating parameters, and an instantaneous peak current of the battery system is determined based on its initial peak current by performing voltage-limited extrapolation of resistances and open-circuit voltage (VLERO) of a battery model for the battery system. The battery system and an electric motor of the electrified vehicle are controlled, by the controller, based on the instantaneous peak current.

Abstract: A double-rotor switched reluctance machine includes a stator, a first rotor, and a second rotor. The stator and the first rotor operate as a first electric machine and the stator and the second rotor operate as a second electric machine. Each electric machine has an output torque profile that fluctuates periodically between a maximum and a minimum instantaneous torque. The double-rotor switched reluctance machine is configured so that when the first and second electric machines are operated at a common electrical frequency, the first and second maximum instantaneous torques are temporally offset, thereby reducing the overall torque ripple of the switched reluctance machine. Additionally, or alternatively, a double-rotor switched reluctance machine is configured so that the first and second rotors are radially offset from each other to reduce a net radial force imposed on the stator by the operation of the first and second electric machines.

Abstract: A switched reluctance machine designed for high-speed high-power operation. The switched reluctance machine has a rotor having a plurality of radially extending rotor poles, an interpolar filler positioned between the rotor poles, a stator having a plurality of stator poles extending radially inwardly from the inner surface of a machine frame, a stator winding positioned about each stator pole, wherein the stator wire has a rectangular cross-sectional profile, an axial cooling system, an end turn cooling system, and a cooling jacket positioned radially about the machine frame, and a power source configured to selectively supply electrical power to the one or more stator windings to induce rotation of the rotor.

Abstract: A hybrid powertrain for an aircraft may include a drive shaft, the drive shaft, an internal combustion engine to selectably drive the drive shaft, a propeller coupled to the drive shaft and an electric motor having a stator and a rotor and operable to selectably drive the drive shaft. The drive shaft may extend through the electric motor. The rotor may be coupled to the drive shaft to rotate with the drive shaft and the rotor is a flywheel for the internal combustion engine.

Abstract: Various embodiments are described herein for a system and method to eliminate mutual flux effect on rotor position estimation of switched reluctance motor (SRM) drives at rotating shaft conditions without a prior knowledge of mutual flux. Neglecting the magnetic saturation, the operation of conventional self-inductance estimation using phase current slope difference method can be classified into three modes: Mode I, II and III. At positive-current-slope and negative-current-slope sampling point of one phase, the sign of current slope of the other phase changes in Mode I and II, but does not change in Mode III. In one example embodiment, in order to operate the self-inductance estimation in Mode III, a variable-hysteresis-band current control method is proposed for the incoming phase and variable-sampling method is proposed for the outgoing phase.

Abstract: A powertrain system for a vehicle is provided, including an internal combustion engine, a drivetrain gear for connection to a drivetrain of the vehicle, a gearset connecting the internal combustion engine to the drivetrain gear, a first electric machine connected to the gearset, a second electric machine, and at least one dynamic clutch selectively coupling the second electric machine to the drivetrain gear and the gearset. In a compound mode of operation, the at least one dynamic clutch couples the second electric machine and the gearset. In a split mode of operation, the at least one dynamic clutch couples the second electric machine and the drivetrain gear.

Abstract: A vehicle powertrain system including a differential gear set, a planetary gear set coupled to the differential gear set, an engine coupled to the planetary gear set to transfer power between the engine and the planetary gear set, a first electric machine coupled to the planetary gear set via a first clutch and selectively engagable, via actuation of the first clutch, to transfer power between the first electric machine and the planetary gear set, and a second electric machine coupled to the planetary gear set via a second clutch and selectively engagable, via actuation of the second clutch, to transfer power between the second electric machine and the planetary gear set.

Abstract: A hybrid vehicle transmission including a double-rotor electric machine, two planetary gear sets, an input shaft, and an output shaft, where the input shaft, the output shaft, and a first rotor of the double-rotor electric machine are each coupled to a member of the first planetary gear set, the output shaft and a second rotor of the double-rotor electric machine are each coupled to a member of the second planetary gear set, and a member of the second planetary gear set not coupled to the output shaft or the second rotor is selectively coupled to the first rotor via a first torque transfer device, and selectively coupled to a transmission housing via a second torque transfer device.

Abstract: A method for controlling a switched reluctance motor, the method comprising: receiving a reference torque Te ref; receiving an indication of a present rotor position ? for the switched reluctance motor; determining at least one of: a reference current ie—ref(k?1) for a (k?1)th phase, a reference current ie—ref(k) for a (k)th phase, and a reference current ie—ref(k+1) for a (k+1)th phase; and outputting the determined at least one reference current to a current controller operatively coupled to the switched reluctance motor, wherein the determined at least one reference current is based on an objective function comprising the squares of phase current and derivatives of current reference.

Abstract: Various embodiments are described herein for an extended-speed low-ripple torque control of a switched reluctance motor (SRM) using online torque sharing function (TSF). Two operational modes of an online TSF are defined during the commutation: In Mode I, absolute value of rate of change of flux linkage (ARCFL) of incoming phase is higher than outgoing phase; in Mode II, ARCFL of outgoing phase is higher than incoming phase. To compensate the torque error produced by imperfect tracking of phase current, a proportional and integral compensator with torque error is added to the torque reference of outgoing phase in Mode I and incoming phase in Mode II. Therefore, the total torque is determined by the phase with lower ARCFL rather than the phase with higher ARCFL as in conventional TSFs.