Active temperature control of electric drivetrains for efficiency increase

Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. Th...
Ausführliche Beschreibung

Gespeichert in:

Autor*in:	Wahl, Alexander [verfasserIn] Wellmann, Christoph [verfasserIn] Monissen, Christian [verfasserIn] Andert, Jakob [verfasserIn]

Format:	E-Artikel
Sprache:	Englisch

Erschienen:	2023

Schlagwörter:	Thermal control Thermal field weakening Powertrain efficiency Electric motor

Übergeordnetes Werk:	Enthalten in: Applied energy - Amsterdam [u.a.] : Elsevier Science, 1975, 338
Übergeordnetes Werk:	volume:338

DOI / URN:	10.1016/j.apenergy.2023.120887

Katalog-ID:	ELV009451722

Internformat


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100	1		\|a Wahl, Alexander \|e verfasserin \|0 (orcid)0000-0003-2600-7000 \|4 aut
245	1	0	\|a Active temperature control of electric drivetrains for efficiency increase
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520			\|a Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved.
650		4	\|a Thermal control
650		4	\|a Thermal field weakening
650		4	\|a Powertrain efficiency
650		4	\|a Electric motor
700	1		\|a Wellmann, Christoph \|e verfasserin \|0 (orcid)0000-0002-5791-8336 \|4 aut
700	1		\|a Monissen, Christian \|e verfasserin \|4 aut
700	1		\|a Andert, Jakob \|e verfasserin \|0 (orcid)0000-0002-6754-1907 \|4 aut
773	0	8	\|i Enthalten in \|t Applied energy \|d Amsterdam [u.a.] : Elsevier Science, 1975 \|g 338 \|h Online-Ressource \|w (DE-627)320406709 \|w (DE-600)2000772-3 \|w (DE-576)256140251 \|x 1872-9118 \|7 nnns
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936	b	k	\|a 52.50 \|j Energietechnik: Allgemeines
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publishDate	2023
allfields	10.1016/j.apenergy.2023.120887 doi (DE-627)ELV009451722 (ELSEVIER)S0306-2619(23)00251-9 DE-627 ger DE-627 rda eng 620 DE-600 52.50 bkl Wahl, Alexander verfasserin (orcid)0000-0003-2600-7000 aut Active temperature control of electric drivetrains for efficiency increase 2023 nicht spezifiziert zzz rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved. Thermal control Thermal field weakening Powertrain efficiency Electric motor Wellmann, Christoph verfasserin (orcid)0000-0002-5791-8336 aut Monissen, Christian verfasserin aut Andert, Jakob verfasserin (orcid)0000-0002-6754-1907 aut Enthalten in Applied energy Amsterdam [u.a.] : Elsevier Science, 1975 338 Online-Ressource (DE-627)320406709 (DE-600)2000772-3 (DE-576)256140251 1872-9118 nnns volume:338 GBV_USEFLAG_U SYSFLAG_U GBV_ELV GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_105 GBV_ILN_110 GBV_ILN_150 GBV_ILN_151 GBV_ILN_187 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_370 GBV_ILN_602 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2004 GBV_ILN_2005 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2034 GBV_ILN_2044 GBV_ILN_2048 GBV_ILN_2049 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2088 GBV_ILN_2106 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2112 GBV_ILN_2122 GBV_ILN_2129 GBV_ILN_2143 GBV_ILN_2152 GBV_ILN_2153 GBV_ILN_2190 GBV_ILN_2232 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4242 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4334 GBV_ILN_4338 GBV_ILN_4393 GBV_ILN_4700 52.50 Energietechnik: Allgemeines AR 338
spelling	10.1016/j.apenergy.2023.120887 doi (DE-627)ELV009451722 (ELSEVIER)S0306-2619(23)00251-9 DE-627 ger DE-627 rda eng 620 DE-600 52.50 bkl Wahl, Alexander verfasserin (orcid)0000-0003-2600-7000 aut Active temperature control of electric drivetrains for efficiency increase 2023 nicht spezifiziert zzz rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved. Thermal control Thermal field weakening Powertrain efficiency Electric motor Wellmann, Christoph verfasserin (orcid)0000-0002-5791-8336 aut Monissen, Christian verfasserin aut Andert, Jakob verfasserin (orcid)0000-0002-6754-1907 aut Enthalten in Applied energy Amsterdam [u.a.] : Elsevier Science, 1975 338 Online-Ressource (DE-627)320406709 (DE-600)2000772-3 (DE-576)256140251 1872-9118 nnns volume:338 GBV_USEFLAG_U SYSFLAG_U GBV_ELV GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_105 GBV_ILN_110 GBV_ILN_150 GBV_ILN_151 GBV_ILN_187 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_370 GBV_ILN_602 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2004 GBV_ILN_2005 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2034 GBV_ILN_2044 GBV_ILN_2048 GBV_ILN_2049 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2088 GBV_ILN_2106 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2112 GBV_ILN_2122 GBV_ILN_2129 GBV_ILN_2143 GBV_ILN_2152 GBV_ILN_2153 GBV_ILN_2190 GBV_ILN_2232 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4242 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4334 GBV_ILN_4338 GBV_ILN_4393 GBV_ILN_4700 52.50 Energietechnik: Allgemeines AR 338
allfields_unstemmed	10.1016/j.apenergy.2023.120887 doi (DE-627)ELV009451722 (ELSEVIER)S0306-2619(23)00251-9 DE-627 ger DE-627 rda eng 620 DE-600 52.50 bkl Wahl, Alexander verfasserin (orcid)0000-0003-2600-7000 aut Active temperature control of electric drivetrains for efficiency increase 2023 nicht spezifiziert zzz rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved. Thermal control Thermal field weakening Powertrain efficiency Electric motor Wellmann, Christoph verfasserin (orcid)0000-0002-5791-8336 aut Monissen, Christian verfasserin aut Andert, Jakob verfasserin (orcid)0000-0002-6754-1907 aut Enthalten in Applied energy Amsterdam [u.a.] : Elsevier Science, 1975 338 Online-Ressource (DE-627)320406709 (DE-600)2000772-3 (DE-576)256140251 1872-9118 nnns volume:338 GBV_USEFLAG_U SYSFLAG_U GBV_ELV GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_105 GBV_ILN_110 GBV_ILN_150 GBV_ILN_151 GBV_ILN_187 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_370 GBV_ILN_602 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2004 GBV_ILN_2005 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2034 GBV_ILN_2044 GBV_ILN_2048 GBV_ILN_2049 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2088 GBV_ILN_2106 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2112 GBV_ILN_2122 GBV_ILN_2129 GBV_ILN_2143 GBV_ILN_2152 GBV_ILN_2153 GBV_ILN_2190 GBV_ILN_2232 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4242 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4334 GBV_ILN_4338 GBV_ILN_4393 GBV_ILN_4700 52.50 Energietechnik: Allgemeines AR 338
allfieldsGer	10.1016/j.apenergy.2023.120887 doi (DE-627)ELV009451722 (ELSEVIER)S0306-2619(23)00251-9 DE-627 ger DE-627 rda eng 620 DE-600 52.50 bkl Wahl, Alexander verfasserin (orcid)0000-0003-2600-7000 aut Active temperature control of electric drivetrains for efficiency increase 2023 nicht spezifiziert zzz rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved. Thermal control Thermal field weakening Powertrain efficiency Electric motor Wellmann, Christoph verfasserin (orcid)0000-0002-5791-8336 aut Monissen, Christian verfasserin aut Andert, Jakob verfasserin (orcid)0000-0002-6754-1907 aut Enthalten in Applied energy Amsterdam [u.a.] : Elsevier Science, 1975 338 Online-Ressource (DE-627)320406709 (DE-600)2000772-3 (DE-576)256140251 1872-9118 nnns volume:338 GBV_USEFLAG_U SYSFLAG_U GBV_ELV GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_105 GBV_ILN_110 GBV_ILN_150 GBV_ILN_151 GBV_ILN_187 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_370 GBV_ILN_602 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2004 GBV_ILN_2005 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2034 GBV_ILN_2044 GBV_ILN_2048 GBV_ILN_2049 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2088 GBV_ILN_2106 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2112 GBV_ILN_2122 GBV_ILN_2129 GBV_ILN_2143 GBV_ILN_2152 GBV_ILN_2153 GBV_ILN_2190 GBV_ILN_2232 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4242 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4334 GBV_ILN_4338 GBV_ILN_4393 GBV_ILN_4700 52.50 Energietechnik: Allgemeines AR 338
allfieldsSound	10.1016/j.apenergy.2023.120887 doi (DE-627)ELV009451722 (ELSEVIER)S0306-2619(23)00251-9 DE-627 ger DE-627 rda eng 620 DE-600 52.50 bkl Wahl, Alexander verfasserin (orcid)0000-0003-2600-7000 aut Active temperature control of electric drivetrains for efficiency increase 2023 nicht spezifiziert zzz rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved. Thermal control Thermal field weakening Powertrain efficiency Electric motor Wellmann, Christoph verfasserin (orcid)0000-0002-5791-8336 aut Monissen, Christian verfasserin aut Andert, Jakob verfasserin (orcid)0000-0002-6754-1907 aut Enthalten in Applied energy Amsterdam [u.a.] : Elsevier Science, 1975 338 Online-Ressource (DE-627)320406709 (DE-600)2000772-3 (DE-576)256140251 1872-9118 nnns volume:338 GBV_USEFLAG_U SYSFLAG_U GBV_ELV GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_105 GBV_ILN_110 GBV_ILN_150 GBV_ILN_151 GBV_ILN_187 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_370 GBV_ILN_602 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2004 GBV_ILN_2005 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2034 GBV_ILN_2044 GBV_ILN_2048 GBV_ILN_2049 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2088 GBV_ILN_2106 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2112 GBV_ILN_2122 GBV_ILN_2129 GBV_ILN_2143 GBV_ILN_2152 GBV_ILN_2153 GBV_ILN_2190 GBV_ILN_2232 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4242 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4334 GBV_ILN_4338 GBV_ILN_4393 GBV_ILN_4700 52.50 Energietechnik: Allgemeines AR 338
language	English
source	Enthalten in Applied energy 338 volume:338
sourceStr	Enthalten in Applied energy 338 volume:338
format_phy_str_mv	Article
bklname	Energietechnik: Allgemeines
institution	findex.gbv.de
topic_facet	Thermal control Thermal field weakening Powertrain efficiency Electric motor
dewey-raw	620
isfreeaccess_bool	false
container_title	Applied energy
authorswithroles_txt_mv	Wahl, Alexander @@aut@@ Wellmann, Christoph @@aut@@ Monissen, Christian @@aut@@ Andert, Jakob @@aut@@
publishDateDaySort_date	2023-01-01T00:00:00Z
hierarchy_top_id	320406709
dewey-sort	3620
id	ELV009451722
language_de	englisch
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author	Wahl, Alexander
spellingShingle	Wahl, Alexander ddc 620 bkl 52.50 misc Thermal control misc Thermal field weakening misc Powertrain efficiency misc Electric motor Active temperature control of electric drivetrains for efficiency increase
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topic_title	620 DE-600 52.50 bkl Active temperature control of electric drivetrains for efficiency increase Thermal control Thermal field weakening Powertrain efficiency Electric motor
topic	ddc 620 bkl 52.50 misc Thermal control misc Thermal field weakening misc Powertrain efficiency misc Electric motor
topic_unstemmed	ddc 620 bkl 52.50 misc Thermal control misc Thermal field weakening misc Powertrain efficiency misc Electric motor
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title	Active temperature control of electric drivetrains for efficiency increase
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title_full	Active temperature control of electric drivetrains for efficiency increase
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title_sort	active temperature control of electric drivetrains for efficiency increase
title_auth	Active temperature control of electric drivetrains for efficiency increase
abstract	Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved.
abstractGer	Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved.
abstract_unstemmed	Electric vehicle sales have accelerated in recent years due to a wider customer acceptance. However, the still limited driving range continues to be a barrier to purchase for many customers. To improve the driving range, it is particularly important to further reduce all losses in the powertrain. This applies in particular to the temperature-dependent motor and inverter losses. In this context, this paper presents a high-fidelity motor model based on MotorCAD and ANSYS Maxwell, which is thermally controlled using an economic Model Predictive Control (MPC) approach to reduce the temperature dependent losses. A detailed explanation of the high-fidelity motor model is given, followed by a system-level validation including the thermal system model. The setup is used to simulate three different cycles, namely a highway drive, a rural road drive, and a long urban drive. A comparison between the MPC, which actively controls the rotor, winding and the inverter junction temperature, and a rule-based strategy is used to analyse the motor-level losses in detail. While the total MPC savings system level are up to 2.86% at 35 °C ambient temperature, 0.82% of this is saved due to increased temperatures of the motor caused by reduced cooling while driving first highway and then into the city. For a pure highway cycle the motor savings increase up to 1.12%. One major outcome, which is enabled by the detailed modelling approach, is that the majority of those motor savings are originating from reduced ac-copper losses at elevated temperatures. The reason was found to be a lower magnet flux density and a higher winding resistance which both lead to less eddy current losses in the winding. Moreover, the inverter losses were reduced by cooling the inverter prior to acceleration from standstill. By using the NTC behaviour of the IGBTs in low current region, temperature-dependent savings of up to 0.56% were achieved.
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title_short	Active temperature control of electric drivetrains for efficiency increase
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author2	Wellmann, Christoph Monissen, Christian Andert, Jakob
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up_date	2024-07-06T23:12:25.308Z
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Active temperature control of electric drivetrains for efficiency increase

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