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This paper analyzes the timetable impact on the energy consumption of a subway line. In most timetable studies, simplified models are used and can lead to misestimation of the braking energy and thus the energy transfer between braking vehicles and accelerating vehicles. In this paper, specific attention is paid to the models of the vehicles, the traction power substation, and the rail supply network to enable an accurate estimation of the energy consumption. The energetic macroscopic representation formalism is used to organize the models of the subsystems so they have the right interactions. The developed model is validated by experimental tests on a real subway line. The error on the global energy consumption is lower than 2.2%. The model is then employed to examine the influence of the vehicle time interval on energy consumption. A 10-second adjustment in this time interval can result in a substantial 22% decrease in energy consumption for the analyzed real subway line.

Modular Multilevel Converter (MMC) is an established technology for HVDC or Multi-Terminal DC (MTDC) systems, due to its advantages over classical Voltage Source Converters (VSCs) such as two or three level VSCs. To achieve a full control of all state variables, it is essential to implement energy-based method in which a cascade control loop is employed to regulate all state variables including ac and differential currents, and stored energy within MMC arms. In addition to normal operation control, dc Fault Ride Through (DC-FRT) capability of the MMC is a crucial and challenging control issue especially for overhead line HVDC system where non-permanent dc fault occurrence is statistically more probable. Furthermore, the main problematic technical obstacle to develop HVDC/MTDC grids is the lack of mature dc fault protection. Since conventional control in normal operation cannot be employed in case of dc fault, an efficient control strategy is indispensable. The principal objectives of the novel control methodology are to (i) obtain DC-FRT capability, (ii) decay short circuit current to zero, (iii) secure the MMC through leg and arm energy balancing, (iv) support ac grid as a Static Synchronous Compensator (STATCOM) and (v) resume normal operation after dc fault clearance. The simulation results verify the validity of proposed control strategy to fulfill the abovementioned objectives in dc fault operation of the hybrid MMC.

This paper presents the modelling of the DC-DC Multilevel Modular Converter (DC-DC MMC) with half-bridge Sub-Modules (SM) and the control based on the inversion of its model. The DC-DC MMC structure presents many advantages such as its modularity, the absence of capacitors on the high DC bus voltage and a very low switching frequency due to the large number of SMs. This topology also preserves the intrinsic disadvantages of the MMC as the complexity of modelling and controlling due to the large number of semiconductors and state variables to control. The control of this converter cannot be symmetrical due to the interconnection of the two parts by an internal AC grid. The control strategy of one part of the DC-DC MMC uses the conventional control scheme with currents controls and stored energy control. The second one uses the energy control and produces the waveform of the three-phase internal AC bus voltage linking the two parts of the converter. The explicit control for the generation of internal AC voltages guarantees the correct operation of the converter even in a critical DC voltage dip on one or the other DC buses. Thus, it avoids the need of a DC circuit breaker or the use of full bridge MMC sub-modules. The validity of the proposed control is verified by simulation using Matlab-Simulink.

The M2DC exploits the interleaving between the three legs of an MMC to realize a promising uninsulated DC/DC converter to interconnect HVDC grids. This paper details a current and energies decoupled model of the M2DC. The major idea proposed in this paper is focused on the full energy control generating optimal current references to minimize the internal currents magnitude. The energy sum and difference models are fully detailled. Both current and energy control loops are based on the model inversion principle in order to control all the state variables. The proposed control is based a dynamic control developed with the model inversion principle associated on an optimization of the current magnitude deduced from a quasi static analysis. All dynamics of the system are then explicitly controlled, which guarantee a good dynamic behavior during the transient. Therefore, current and energy controls are presented in details. Simulation results show the dynamic behavior of the converter for various operating points.

High cost, no-ideal driving range and charge time limit electric vehicle market share. Facing these challenges, an integrated motor drive/battery charger system has been proposed by Valeo. A further advancement, based on this system, is present in this paper; for the first time, the integration of traction, charging and air-compressor supply modes is proposed and tested by real-time experimentation. This integrated system is expected to increase the vehicle component compactness and power, therefore potentially reduce the cost and battery charging time. An overall and unique control scheme is detailed to achieve the three main operating modes: traction, charging and air-compressor supply modes. The real-time experimentation results show the system feasibility.

Simulation is a valuable tool to evaluate energy consumptions and design of railway systems. The system limitations have an important influence on the system behavior and must be taken into account in the simulation. Especially, the electro-mechanical limitations have an impact on the kinematical behavior. However, such limitations are often neglected in classical studies. This paper deals with the development of an adaptive electro-kinematical simulation to adapt the kinematical behavior according to the system’s limitations. A flexible simulation tool is obtained by taking into account electrical, mechanical, and kinematical limitations. This tool is experimentally validated on a real railway track. It is then used to study solutions to increase the transport capacity of a subway system, even when limitations occur.

The Modular Multilevel Converter (MMC) is a power electronic structure used for high voltage adjustable speed drives applications as well as power transmission applications and high-voltage direct current (HVDC). MMC structure presents many advantages such as modularity, the absence of a high voltage DC bus and very low switching frequency. It presents also some disadvantages such as modeling complexity and control due to the large number of semiconductors to control. The objectives of this paper are to present the methodology to design a laboratory MMC converter and its control system. This methodology is based on an intensive used of real-time simulation, to develop and test the control algorithm is proposed. This MMC prototype must be as realistic as possible to a full scale MMC, with a large number of SM (i.e. 640kV on the DC side, a rated power of 1GW and 400 sub-modules). A control hardware integrating distributed processors (one for each arm) and a master control is presented. The protocols to validate sub-modules, arms and the converter are explained.

Multi-train systems are complex to study due to the size of the system and its specificities. To tackle these difficulties, this paper develops a reduced-scale power Hardware-In-the-Loop (HIL) simulation dedicated to subway lines emulations. Energetic Macroscopic Representation (EMR) is used to organize the HIL simulation. A first mono-train HIL simulation is developed and validated by experimental results. The HIL simulation is then extended to a two-train study to analyze the different power flows between subsystems.

The modular multilevel converter (MMC) is be- coming a promising converter technology for HVDC transmission systems. Contrary to the conventional two- or three-level VSC-HVDC links, no capacitors are connected directly on the dc bus in an MMC-HVDC link. Therefore, in such an HVDC link, the dc bus voltage may be much more volatile than in a conventional VSC-HVDC link. In this paper, a connection between the dc bus voltage level and the stored energy inside the MMC is proposed in order to greatly improve the dynamic behavior in case of transients. EMT simulation results illustrate this interesting property on an HVDC link study case.

Simulation is a valuable way to develop cleaner transportation systems. Nevertheless, the complexity of this kind of system conducts to complex models, especially to take into account non-linear aspects of traction power substations (TPS). This paper proposes thus different TPS models based on the Energetic Macroscopic Representation. An appropriate model is deduced from comparisons between the different models to realize energetic studies. It is finally applied to the simulation of a simple subway line, which is experimentally validated.

Modular multilevel Converters(MMCs) may contain numerous insulated-gate bipolar transistors. The modeling of such converters for electromagnetic transient-type (EMT-type) simulations is complex. Detailed models used in MMC-HVDC simulations may require very large computing times. Simplified and averaged models have been proposed in the past to overcome this problem. In this paper, existing averaged and simplified models are improved in order to increase their range of applications. The models are compared and analyzed for different transient events on an MMC-HVDC system.

This paper aims to compare different models and simulation approaches for an energetic simulation of an automatic subway. For this purpose, several models are carried out from a dynamic model which is validated by comparison with experimental measurements. Furthermore, two different simulation approaches are compared: backward and forward approaches. A simplified model is obtained and allows the reduction of the simulation time by 96 compared to the dynamic model by keeping an accuracy of more than 99 %.

Today, industry has not fully embraced the matrix converter solution. One important reason is its high control complexity. It is therefore relevant to propose a simpler but efficient modulation scheme, similar as three phase VSI modulators with the well-known symmetrical carrier-based ones. The modulation presented in this paper is equivalent to a particular Space Vector Modulation (SVM) and takes into account harmonics and unbalanced input voltages, with the same maximum voltage transfer ratio (86%). The aim of this work is to propose a simple and general pulse-width-modulation method using carrier-based modulator for an easier matrix converter control. Furthermore, a simple duty cycle calculation method is used, based on a virtual matrix converter. Finally, simulations and experimentations are presented to validate this simple, original and efficient modulation concept equivalent to matrix converter SVM.

Modern controlled electric drive applications, such as lifts, port rubber tyred gantry cranes, and tooling machines, are characterized by high ratio of the peak to average power. Moreover, such applications have a need for braking at rated power. In ordinary drives, the braking energy, which represents 30%–40% of the consumed energy, is dissipated on a brake resistor. Apart from this “energetic” issue, the mains interruption, the input current quality, and the mains peak power are additional issues to be addressed. A novel ultracapacitor-based controlled regenerative electric drive with peak power-smoothing function is presented in this paper. The ultracapacitor with an interconnection dc–dc converter is used to store and recover the braking energy. In addition, the dc–dc converter controls and smooths the rectifier input power. In comparison to state-of-the-art solutions, the new solution has better performance regarding size, cost, and efficiency. The presented solution is theoretically analyzed and experimentally verified. The results are presented and discussed.

Most of modern controlled electric drive applications, such as lifts, cranes, and tooling machines, are characterized by a high ratio of the peak to average power. In addition, such applications have high demand for braking at the full rated power. In ordinary drives, the braking energy, which represents 30%–50% of the consumed energy, is dissipated on a brake resistor. Apart from this “energetic” issue, power supply interruption and the input current quality are two additional issues to be solved. A novel regenerative controlled electric drive based on an ultracapacitor as energy storage is presented in this paper. The ultracapacitor with an interface dc–dc converter is used to store and recover the braking energy. In addition, the dc–dc converter controls the rectifier current and reduces the drive input current total-harmonic- distortion factor down to 30%. Moreover, the dc bus voltage is boosted and controlled to be constant and ripple free regardless of the load and the mains voltage variation. In comparison to state-of-the-art solutions, the new solution has better performance regarding size, cost, and efficiency. The presented solution is theoretically analyzed and experimentally verified. The results are presented and discussed.

Two issues are still a great challenge in design and application of advanced controlled electric drives, namely recovery of the braking energy and ride-through capability of the drive system. Apart from the ordinary solutions, such as back to back and matrix converters, an approach based on the ordinary diode front-end drive converter equipped with an energy storage element is used in some applications, such as traction and lift drives. This approach becomes in the focus recently with rapid development of electrochemical double layer capacitors (EDLC), so-called ultra-capacitors. To achieve the system flexibility and better efficiency, the ultra-capacitor is connected to the drive via a dc-dc converter. The converter is controlled in such a way to fulfil the control objective; control of the dc bus voltage, the ultra-capacitor state of the charge and peak power filtering. In this paper, we have presented modelling and control aspects of the regenerative controlled electric drive using the ultracapacitor as energy storage and emergency power supply device. The presented model and control scheme have been verified by Matlab/Simulink simulation. The presented concept was experimentally verified on a 5.5kW prototype. The results are presented and discussed in this paper.

A novel three-phase diode boost rectifier is proposed in this paper. The core of the proposed topology is a power conversion device (the loss-free transformer (LFT)) with two terminals; an input and one output. The input is parallel-connected with the dc bus capacitor, while the output is connected between the rectifier plus rail and the dc bus plus rail. The LFT is controlled in such a way to control the rectifier current and boost the dc bus voltage. In contrast to the ordinary boost rectifiers, the switches of new boost rectifier are rated on a fraction of the dc bus voltage and a fraction of the input current. It makes this topology very compact and efficient. Power rating, size and losses depend strongly on ratio between the dc bus voltage and rectifier voltage (boosting factor). For example, if the boosting factor is low, below 1.5, the power converter efficiency could be 98 to 99%. The proposed boost rectifier has been analyzed and experimentally verified on 5.5kW prototype. The results are presented and discussed.

Two issues are still a great challenge in design and application of advanced controlled electric drives: 1) recovery of the braking energy, and 2) ride-through capability of the drive system. Apart from ordinary solutions, such as back to back and matrix converters, the ordinary drive converter equipped with an energy storage element is used in specific applications such as traction and lift drives. This approach became in the focus recently with rapid development of electrochemical double layer capacitors (EDLC), so-called ultra-capacitors. The ultracapacitor is an electro-chemical capacitor having energy density much greater than that of standard electrolytic capacitors. Additionally, the ultra-capacitor power density is much higher than that of the existing electro-chemical batteries. In this paper, a regenerative controlled electric drive having extended ridethrough capability is discussed. Basic principle has been extensively analysed, including detailed analysis of all operational modes. A bi-directional three-level dc-dc converter has been considered as the interface power converter. The ultracapacitor design guide line is given. A control algorithm that allows control of the dc bus voltage and the ultra-capacitor voltage and current has been presented and briefly analysed. Regenerative controlled drive system has been tested and the results presented and discussed.

In this paper, a new Energy Storage System (ESS) is developed for an innovative subway without supply rail between two stations. The ESS is composed of a supercapacitor bank and a braking resistor. An inversion-based control of the ESS is deduced from the Energetic Macroscopic Representation of the entire system. This control scheme requires a distribution crite-rion in order to allow the energy to be shared between the supercapacitors and the braking resistor. Different cases are evaluated via a Hardware-In-the-Loop simulation using a re-duced power ESS. The suggested control enables the energy recovery to be maximal and secure the supercapacitor in real time for different track configurations.

Electrochemical double-layer capacitors, which are well known as ultracapacitors, have intensively been used in power conversion applications such as controlled electric drives, active filters, power conditioners, and uninterruptible power supplies. The ultracapacitor is employed as the energy storage device that can be fully charged/discharged within a few seconds. To achieve better flexibility and efficiency, the ultracapacitor is connected to the power conversion system via an interfacing dc–dc power converter. Various topologies are used as the dc–dc power converter: nonisolated two-level single-phase or multiphase interleaved converters and many varieties of isolated soft-switched dc–dc converters. A three-level nonisolated dc–dc converter as a candidate for ultracapacitor applications is proposed and analyzed in this paper. The topology is theoretically analyzed, and design guidelines are given. The modeling and control aspects are discussed. A 5.5-kW prototype was designed, and the proposed topology was experimentally verified on a general-purpose controlled electric drive. Experimental results are presented and discussed.

An innovative subway without supply rail is presented. This article deals with the sizing of the required onboard energy between two stations in the worst case. The influence of the system limitations on this sizing is studied. It shows the importance of the system limitations to design the energy storage subsystem.

Efficiency of high-power uninterruptible power supplies (UPSs) is a fundamental criterion regarding the permanent use of such a device. A state of the art on soft switching over constraint of UPS application has been made. The principle of auxiliary resonant commutated pole using autotransformer has been identified as the most interesting way to increase efficiency or switching frequency. Its application for multilevel converters has been studied. A simplified resonant pole has been proposed for a three-level rectifier used as power factor corrector. The design criteria have been discussed. A single phase of a 200-kVA three-level rectifier has been realized and qualified in switching mode. To assess the gain of this principle, the switching losses have been measured on the prototype in both hard and soft switching. The switching losses have been divided by two.

An innovative subway has been proposed using supercapacitors as the main energy source. Different steps have been defined in order to check the performance of this new supply system on a real subway. In this paper, a reduced-scale Hardware-In-the-Loop simulation is presented for initial experimental vali-dations on a reduced power experimental set-up. Special attention is paid to reproducing torque, acceleration and jerk limitations of the real system.

This paper presents a model of a whole polymer electrolyte fuel cell system including the stack, an air compressor, a cooling system and a power converter. This model allows its integration in a complete hybrid electric vehicle simulation. The level of detail of the model is chosen to enable control rules design, ancillaries sizing and study of the interaction between the components of the vehicle. This model is formalized with Energetic Macroscopic Representation (EMR), thus organized in a unified multi-domain graphical description. Experimental results are compared to simulations for validation of the model accuracy.

An innovative subway has been proposed using supercapacitors as energy source. In this paper are presented, different possibilities to reduce on-board stored energy in order to downsize the on-board energy storage subsystem. Special attention is paid to the influence of a feeding rail extension or a downward slope at the beginning of the interstation on the on-board stored energy. A map is built to facilitate the selection of the solution which leads to reduce the on-board energy.

A storage supercapacitor subsystem is studied for insertion in a series hybrid electric vehicle. This subsystem is composed of a supercapacitor bank and a braking resistor used when the supercapacitor voltage is at its maximum value. Generally, when the maximum voltage is reached by supercapacitor, a voltage drop occurs because of the current cancellation in the series resistance of the supercapacitor. Thus the stored energy is reduced compared to the maximum value that could be reached. To overcome this drawback, new control strategies are proposed by acting on the braking resistor. Energetic Macroscopic Representation (EMR) is used to organize the numerous blocks required for modelling and control. Experiment results are provided and highlight the increase of energy storage.

Abstract — Certain difficulties arise when attempting to model a clutch in a powertrain transmission due to its non-linear behav-iour. Two different states have to be taken into account: the first being when the clutch is locked and the second being when the clutch is slipping. In this paper, a clutch model is developed using Energetic Macroscopic Representation (EMR), which is in turn used in the modelling of complete Hybrid Electric Vehicles (HEVs). Two different models are used and a specific condition defining the commutation between both models with respect to the physical energy flow is proposed. A Petri net is employed to activate one of the models depending on the clutch state (locked or slipping). This model allows us to implement without difficulty a simulation of the clutch with a relatively short computation time.

AC machines supplied in parallel by a common voltage source inverter are sometimes used in industrial drives and railway traction applications. This reduction of power and control electronics leads to a reduction of cost, weight and dimensions that is very useful for on-board systems. But this common supply imposes common voltages to all machines and the possibilities of independent behavior are reduced. In this paper a graphical modeling is suggested to model such parallel drives for a railway application. A weighted control is then systematically deduced from this modeling and different possibilities of control are highlighted. Experimental results are provided to compare two of the deduced controls.

The control of a wind energy conversion system can be decomposed in two parts: a local control depending on the power structure and a global control (strategy) deduced from global considerations. The local part ensures an efficient energy management of each component of the system. The local control structure can be deduced from the Energetic Macroscopic Representation, which is a graphical description of the system according to action and reaction principle. Using inversion rules, the deduced control structure is composed of a maximum of control operations and measurements. The global control part is independent of the power structure. This strategy part leads to achieve power objectives (active and reactive power targets) and system constraints (machine efficiency and DC bus limitation). Several strategies can be defined for the same system. These control decomposition is applied to a wind generation system composed of a permanent magnet synchronous generator and two three-phase converters. Simulation results are provided for a 600 kW wind energy conversion system.

A fault tolerant AC-AC converter capable of supplying a three-phase induction machine from the grid with an unitary power factor has been proposed. With one faulted converter leg, two of the remaining five legs are connected to the grid, two legs are connected to the machine and a common leg is shared by the grid and the machine. The previously developed control strategy required a too great computation time for practical implementation. In this paper, a new control strategy is suggested for this power converter. It enables an easier control implementation. Experimental results are provided.

Les techniques multiniveaux constituent une solution intéressante pour la montée en puissance des convertisseurs statiques d’énergie électrique. Dès que la tension continue d’alimentation dépasse quelques kilovolts, il est nécessaire d’associer des interrupteurs, des cellules de commutation ou des convertisseurs. Mais une multitude d’architectures sont alors susceptibles de répondre à une application donnée, selon la nature, série et/ou parallèle des connexions, le nombre de modules associés, et le nombre de niveaux des tensions qu’ils délivrent. La sélection est donc particulièrement délicate. L’objectif de cet article est de guider le concepteur dans son choix, c’est-à-dire de lui donner tous les outils nécessaires au dimensionnement et donc à la comparaison des structures. Une démarche analytique est proposée, qui met en évidence les conséquences du choix de telle ou telle association sur le dimensionnement des éléments réactifs et celui des semi-conducteurs, pour un cahier des charges donné.

The control of a wind energy conversion system can be decomposed in two parts: a local control depending on the power structure and a global control (strategy) deduced from global considerations. The local part ensures an efficient energy management of each component of the system. The local control structure can be deduced from the Energetic Macroscopic Representation, which is a graphical description of the system according to action and reaction principle. Using inversion rules, the deduced control structure is composed of a maximum of control operations and measurements. The global control part is independent of the power structure. This strategy part leads to achieve power objectives (active and reactive power targets) and system constraints (machine efficiency and DC bus limitation). Several strategies can be defined for the same system. These control decomposition is applied to a wind generation system composed of a permanent magnet synchronous generator and two three-phase converters. Simulation results are provided for a 600 kW wind energy conversion system.

A generic and simple control method is suggested for any multi-leg voltage-source-converter. A specific coding yields an inversion table allowing a fast practical implementation. Phase-to-phase voltage references have to be defined for such a table. This original control strategy is validated by experimental results for 2-leg, 3-leg, 4-leg and 5-leg structures supplying balanced and unbalanced multi-phase loads.

The Modular Multi-Level DC-DC Converter (M2DC) is an attractive non-isolated DC-DC converter topology for HVDC grid. In order to carry out MTDC grid stability studies, the development of reduce order models of converters is necessary. This article first presents the M2DC converter. Then, the reduce order model will be developed in the second part. The development of the control of this model will be carried out in the third part. Atlast, the comparison of the reduce order model and its control with the average arm model will be performed in the later section of the paper.

The Modular Multilevel DC Converter is an attractive non-isolated topology to interconnect High Voltage DC Links. This paper presents the interaction among control, component design and efficiency of this converter. The impact of the two degrees of freedom on the design and the efficiency is analyzed.

The MMC is the solution today to connect HVDC grids to the current HVAC grid. This paper proposes to evaluate the impact of Zero Sequence Voltage Injection variants, which until now, have not been extensively studied. Such techniques can involve, for example, a reduction of the SM capacitor value, the number of SM requirement and converter losses. The paper presents MMC current model, control and highlights the implication of the zero-sequence voltage. Grid current control structure with the introduction of the zero-sequence voltage is presented in different techniques. These modulation schemes are compared through two main quantities in MMC, the energy requirement defining the SM capacitance value and the power losses.

In conventional electric railway transportation systems supplied in DC, regenerative braking energy cannot be generally sent back to the electric power grid due to the non-reversible diode rectifiers used in traction power substations. However, a DC substation could be made reversible by connecting an inverter in parallel with the existing rectifier, hence allowing the energy recovery. This paper presents the development of a simulation program to quantify the braking energy that could be recovered with the addition of this power electronics device.

The use of DC transmission is particularly advantageous for long-distance transmission and interconnection of asynchronous AC networks. Several converter topologies can be used for HVDC. Multilevel Modular Converters (MMCs) are the most favored given their technological advantages over other converters topologies. Due to their industrial maturity, they have become essential for all AC / DC conversion. So far, they have always been studied with a voltage source on DC side. However, when the converter is equipped with DC breaker, a series inductor is associated to limit current variations. This has consequences in terms of modeling and control determination. This article aims to propose a modification of the control law in order to take into account this inductor. To facilitate the control organization, the Energetic Macroscopic Representation (EMR) is used.

Charging a battery packs is a critical point for electric vehicles (EVs). The customer is seeking for fast charging. However, the current level has a negative impact on the battery pack lifetime. This paper aims to study through simulation results the self-heating of a battery pack used in an EV as a function of the charging current. Energetic Macroscopic Representation (EMR) is used to organize the control of current and voltage of battery pack while coupling electrical and thermal domains. The study shows that the self-heating of an EV pack can be sizeable even under the EV manufacturer charging current limits. This is why EV manufacturers are advising customers to reduce the occurrence of fast charges.

DC/DC converters are necessary in HVDC networks to adapt different voltage levels, different configurations or to participate in power flow control. This paper focuses on a recent DC/DC converter topology, called Modular Multilevel DC Converter (M2DC), which uses direct DC/DC connection without galvanic separations. A general analysis of the topology is firstly discussed. Afterwards a decoupled mathematical model, reducing the control complexity is proposed. To improve converter’s performances and limit AC constraints on each leg, parameters adjust and inductor sizing are explored. Finally, simulation results are presented to validate the proposed decoupled model and the control. The impact of optimized parameters are shown on AC components values.

Modular multilevel converters (MMCs) offer several advantages, such as high scalability and power quality, which are convenient for high-voltage DC transmission systems. The MMC structure contains high number of sub-modules (SMs) per phase that imposes high requirements on the control system. Therefore, it can be implemented in two control levels: the control of the switches that includes the balance of hundreds of voltage on the elementary SMs, the higher level control whose aim is to control the currents, power and energy in the system. This paper focusses on the latter control, which reveals interesting challenges in the management of the MMC stored energy. To illustrate this, the present paper proposes an overview of the different ways of controling the MMC energy. The impact of these energy based control strategies are verifierd by EMTPRV time domain simulation and their comparison highlights that the chosen control may have large influence on the MMC dynamics, MMC losses and exchange of the energy between MMC and DC link.

A simulation tool is developed to study the energetic behavior of a subway system composed of several vehicles and Traction Power Substations (TPS). Such systems are complex to study due to the numerous subsystems in interactions. As an intermediary step, only two subways and one TPS, which are connected with a DC energy rail, are considered. Energetic Macroscopic Representation (EMR) is used to organize models and controls. An appropriate quasi-static model of the whole multi-train system is thus obtained. Simulation results analysis are provided.

Hardware-In-the-Loop (HIL) simulation of a simplified subway line is developed for experimental validation of subway line simulator. Energetic Macroscopic Representation (EMR) is used to organize models and controls. A subway supplied by a Traction Power Substation (TPS) through a DC energy rail is studied. The HIL simulation is based on the current control of an inductor, which reproduces the same behavior than the subway. A flexible and quasi-static model of the whole system is used and experimental results are provided.

Reduction of energy consumption in subway lines is necessary to promote cleaner intelligent transportation systems in urban city centers. Many technologies can be considered to achieve this goal, such as energy storage system (ESS) and/or Reversible Traction Power Substation (RTPS). Nevertheless, the complexity of such systems requires an accurate energetic simulation tool to evaluate the effectiveness of these solutions. This paper proposes thus a new simulation tool based on Energetic Macroscopic Representation (EMR), which allows an accurate estimation of energy consumption. Vehicles and Traction Power Substation (TPS) models are developed. Finally, a simple subway line is simulated under two conditions: with a classical power supply system using TPS, and with an innovative supply system using RTPS.

The modular multilevel converter (MMC) is the most promising solution to connect HVDC grids to an HVAC one. The installation of new equipment in the HVDC transmission systems requires an economic study where the power losses play an important role. Since the MMC is composed of a high number of semiconductors elements, the losses estimation becomes complex. This paper proposes a simulation-based method for the losses estimation that combines the MMC averaged and instantaneous model in a modular way. The method brings the possibility to compare performances for different modules technologies as well as different high and low level control techniques. The losses characteristics within the MMC are also discussed. The passive losses are taken into account for the first time.

This paper presents an innovative Low Losses Modulation of the Matrix Converter. Its principle is to minimize the cumulated switched voltage in each cell by increasing and decreasing progressively the output potential of each matrix cell. This modulation can be applied to all conversion matrices previously proposed for the matrix converter modulation and can be easily implemented with a triangular carrier based modulator adapted for matrix converter cells. The proposed modulation involves the use of all vectors present in the matrix converter space vector approach, including the 6 rotating vectors. Simulations verify the losses decreasing, but also reveal a significant reduction of the output voltages THD, and a very slightly increasing of the input currents THD.

Modular Multilevel Converters (MMC) are becoming increasingly popular with the development of HVDC connection and, in the future, Multi Terminal DC grid. A lot of publications have been published about this topology these last years since it was first proposed. Many of them deal with converter control methods, other address the method of estimating losses. Usually, the proposed losses estimation techniques are associated to simple control methods For VSC (Voltage Sources Converters) topology, the losses minimization is based on the limitation of the RMS currents values. This hypothesis is usually extended to the control of MMC, by limiting the differential currents to their DC component, without really being checked.

Modular Multilevel Converters (MMC) are becoming increasingly popular with the development of HVDC connection and, in the future, Multi Terminal DC grid. A lot of publications have been published about this topology these last years since it was first proposed. Few of them are addressing explicitly the two different roles that are held by this converter in a HVDC link: controlling the power or controlling the DC voltage level. Most of the time, the DC-bus voltage is supposed to be constant. In an HVDC link, this corresponds to the substation which controls the power. This paper addresses the cases when the voltage is regulated by the converter and presents the different ways of voltage control.

Modular Multilevel Converters are becoming increasingly popular with the development of HVDC connection and, in the future, Multi Terminal DC grid. A lot of publications have been published about this topology these last years since it was first proposed. Few of them are addressing explicitly the 2 different roles that are held by this converter in a HVDC link: controlling the power or controlling the DC voltage level. Moreover, for a given function, different ways of controlling this converter may be considered. This paper proposes an overview of the different solutions for controlling the MMC and proposes a methodology to synthesize the control architecture.

This article presents a new Linear Voltage Stabilization System (LVSS) specially meant for µ-hybrid vehicles using the Stop-Start function. The LVSS stabilizes the battery voltage mainly during the start-up of the ICE limiting the load current using parallels MOSFETs working in linear mode [1]. The Energetic Macroscopic Representation (EMR) is used to model the system and to design its control system. The main advantages of the LVSS are the low price, small volume and the fact of avoiding EMC perturbation. The concept is validated testing the prototype in a real car.

The aim of this paper is to propose an Energetic Macroscopic Representation (EMR) of the dynamic model of a traction power substation based on 6-pulse diode rectifier. This model is validated by comparing the wave forms with PSIM© software. Furthermore, it is applied to the energetic simulation of a subway line by combining the substation model with supply rail and vehicle models. This last part allows a good representation and comprehension of the real system.

This article presents a new Linear Voltage Stabilization System (LVSS) specially meant for µ-hybrid vehicles using the “Stop & Start” function. The LVSS stabilize the battery voltage mainly during the start-up of the Internal Combustion Engine (ICE) limiting the load current using parallels MOSFETs working in linear mode [1]. The mains advantages are its small volume, avoid of EMC perturbations and specially its low price allowing Stop & Start vehicles to be more accessible to the market. The concept is validated testing the prototype in a real car.

This article presents a Linear Current Limiter (LCL) specially meant for ì hybrid vehicles using the Stop-Start function. The LCL limits the current mainly during the start-up of the Internal Combustion Engine (ICE) in order to maintain the battery voltage stable. Its main advantages is the low price and the fact of avoiding EMC perturbation since it is composed of MOSFETs working in linear mode [1]. The concept is validated limiting the charging current of a capacitor by simulation and comparing with experimental results.

This paper aims to study the influence of different system limitations on the energy consumption and the running time estimation of an automatic subway. These limitations take into account the maximal values of jerk, acceleration, torque and velocity. From a validated vehicle model and a Reference Velocity Generator (RVG), the impacts of these limitations are estimated. The main limitations are highlighted by simulations depending on the study objective. Some mechanical constraints can thus be neglected depending on the study.

This papers deals with the Modular Multilevel Converter (MMC). This structure is a real breakthrough which allows transmitting huge amount of power in DC link. In the last ten years, lots of papers have been written but most of them study some intuitive control algorithms. This paper proposes a formal analysis of MMC model which leads to the design of a control algorithm thanks to the inversion of the model. The Energetic Macroscopic Representation is used for achieving this goal. All the states variables are controlled to manage the energy of the system, avoid some instable operational points and determine clearly all the dynamics of the different loops of the system.

The aim of this paper is to compare different models of an automatic subway in order to determine the most appropriate of them for the evaluation of the energy consumption of different studied cases (normal mode and fault-modes). Several simplified models are then deduced from a reference dynamical model and are compared in term of accuracy and computation time. A quasi-static model with an equivalent single wheel is obtained and allows the reduction of the computation cycle by 708 compared to the dynamical model by keeping accuracy on the energy consumption of more than 99.3 % for a normal operating mode. By contrast, this model is not able to simulate correctly the system in fault-modes. This case requires a more complex model taking into account all the drives. Energetic Macroscopic Representation (EMR) is used to organize the different models.

Three-phase variable speed drives supplied from single-phase mains are briefly analyzed and a novel diode boost rectifier is proposed in this paper. The core of the proposed topology is a multi-switch dc-dc converter with two terminals; an input and one output. The input is parallel-connected with the dc bus capacitor, while the output is connected between the rectifier plus rail and the dc bus plus rail. The converter controls the rectifier current and the dc bus voltage. The rectifier current is controlled constant or pseudo-constant in order to reduce the input current total harmonic distortion (THD). The dc bus voltage is boosted above the mains peak voltage. In contrast to the ordinary single-switch boost rectifiers, the switches of the new boost rectifier are rated on a fraction of the dc bus voltage and a fraction of the input current. It makes this topology compact and efficient. Power rating, size and losses depend on ratio the dc bus voltage to rectifier voltage (boosting factor). For example, if the boosting factor is low, the efficiency could be 98 to 99%. The proposed boost rectifier has been analyzed and experimentally verified on a 4 kW prototype. The results are presented and discussed.

This paper aims to compare a forward and backward simulation of the power propulsion system of an automatic subway. In the forward approach the control of the system is required. In the backward approach, no control is required but a derivative relationship has to be computed. Both simulations are compared in terms of accuracy of dynamical performances, maximal values of different variables and energy consumption and specifically when limitations occur.

This article deals with several models for the estimation of electric consumption of an automatic subway. Backward and forward models are simulated. The forward simulation model is deduced from Energetic Macroscopic Representation (EMR). Different models are then compared in terms of accuracy and computation.

Matrix (MC) and indirect matrix (IMC) converters are direct three-phase to three-phase power converters providing variable frequency and amplitude control of their output voltage. These converters are compact solutions which can be used on industrial adjustable speed drive applications for induction motors. This paper deals with the comparison of the matrix and indirect matrix converter silicon losses for classical industrial applications with constant RMS current load (similar to a constant motor torque). The indirect matrix converter control is extracted from the matrix converter modulation so as to ensure identical instantaneous modulation. Furthermore, the chosen modulation strategy reduces the IMC losses by allowing zero-current switching on the IMC rectifier stage. This paper presents a new reduced losses modulation adapted for indirect converter based on a modified matrix converter modulation which reduces switching voltage step level during a pulse width modulation period. The losses simulations shows that the power losses peak value is about 20% smaller for the matrix compared to the indirect converter. Hence, the matrix cooling system can be significantly reduced compared to the indirect one. The modified modulation increases the number of gate drivers required from six to twelve in the indirect converter rectifier side in comparison with the classical DPWM modulation, but allows to obtain a 14% decrease of its average losses compared to the classical modulation.

Matrix and two stage matrix converters are direct three-phase to three-phase power converters providing variable frequency and amplitude control of their output voltage. These converters are compact solutions that can be used on industrial adjustable speed drive applications for induction motors. The two stage matrix converter control is extracted from the matrix converter modulation in order to assure the same instantaneous modulation. This paper deals with the comparison of silicon losses for both converters used in classical industrial applications with constant RMS current load, similar to a constant motor torque. Results show that the direct solution is best for efficiency criteria.

A double parallel Hybrid Electric Vehicle (HEV) is studied using Energetic Macroscopic Representation (EMR). This graphical description enables an inversion-based control scheme of this complex HEV. A first energy management is provided.

This paper proposes a novel method to adapt classical matrix converter modulations to the indirect matrix converter one. This method allows splitting the 3x3 instantaneous matrix of the matrix converter into two instantaneous matrixes 3x2 controlling the rectifier and the inverter of the indirect converter. The proposed method is based on a complete analysis of the classical space vector modulations of the matrix converter. This method is validated by Matlab-Simulink® simulations.

This paper presents a methodology to design the control part of a Fuel Cell (FC) stack. Here, the objective is to control the FC voltage. This methodology is based on Energetic Macroscopic Representation (EMR) of the FC and leads to a so-called Maximal Control Structure (MCS). The MCS is a step by step inversion of EMR (inversion model based control structure). The control design process is based on an explicit definition of the problem. In fact, as examples, the tuning inputs, the system objectives or constraints are highlighted to organize the control. Moreover, the MCS shows the places where sensors are necessary and the controller which are requested. Unfortunately, MCS is only a theoretical control structure. Consequently, a realistic structure needs some simplifications that lead to a so-called Practical Control Structure (PCS). The FC model is here presented and experimentally validated. The designed control structure is simulated and results are discussed.

This paper presents power sources models for Hybrid Electric Vehicles (HEV). These models are designed in order to be integrated in a complete HEV simulation. Moreover, the final objective of this simulation is to study two control levels: the local control of each subsystems and the energy management of the entire system. Consequently, a multi-physics control oriented formalism is used: Energetic Macroscopic Representation (EMR).

An innovative subway without supply rail is presented. This article deals with the sizing of the required onboard energy between two stations in the worst case. The influence of the system limitations on this sizing is studied. It shows the importance of the system limitations to design the energy storage subsystem.

The Energetic Macroscopic Representation (EMR) has been developed in 2000 to develop control of systems with several drives. Since 2002 this graphical tool has been introduced to teach drive control in France, then Canada and Switzerland. The University of Lille proposes two drive control units for students in electrical engineering: initiation level and expert level unit. This first paper deals with the content of the initiation level unit and describes the simulation project of an electrical vehicle using EMR.

This paper presents a model of a fuel cellsupercapacitor system which represents the electric power supply device of a Hybrid Electric Vehicle (HEV). The fuel cell and the supercapacitors are coupled with a DC bus and a common cooling system. The first part of this paper deals with the modeling of the elements of the system (fuel cell system (FCS), supercapacitors, power electronics, and temperature regulation system). The second part deals with the design of a control structure which regulates the DC bus voltage, the fuel cell power, and the power source temperature. Simulation and experimental results are provided and analyzed.

Abstract – A Hardware-In-the-Loop (HIL) simulation of a convention vehicle system is developed for experimental validations of clutch modelling. Two different states have to be taken into account: clutch locked and slipping. Two different models are then used and a specific condition defines the commutation between both models with respect to the physical energy flow. Energetic Macroscopic Representation (EMR) is used to organize the numerous blocks required. A Petri net is employed to activate a model according to clutch state (lock and slip). The HIL is based on a controlled IM drive, which imposes the same behaviour of the mechanical powertrain to the clutch. A flexible and dynamical model of the whole system is used and simulation results are provided with regard of the experimental results.

This paper presents a model of a whole polymer electrolyte fuel cell system including the stack, an air compressor, a cooling system and a power electronics converter. This model allows the integration in a model of a complete hybrid electric vehicle. The level of detail of the model is chosen to enable control rules design, ancillaries sizing and study of the interaction between the elements of the vehicle. This model is formalized with Energetic Macroscopic Representation (EMR). Thus the model is organized in a unified multi-domain graphical description. Experimental results are compared to simulations for validation of the model accuracy.

Abstract – The studied storage system is composed of a supercapacitor bank and a brake resistor which acts when supercapacitor is full. Moreover the supercapacitor has a series resistor which influences the energetic efficiency. In this paper, three control strategies are presented for a traction application. Two strategies maximize the charge of supercapacitor to increases efficiency. Energetic Macroscopic Representation (EMR) is used to organize the numerous blocks required for modeling and control. Experiment results are provided.

Abstract – A Hardware-In-the-Loop (HIL) simulation of a wind energy conversion system has been developed using Energetic Macroscopic Representation. Wind, turbine and mechanical power train are emulated by controlled DC drive to impose the dynamical behavior of the actual process on the generator shaft. In this paper, this HIL simulation is extended to two different wind turbines. The first one leads to extract a rated power of 900 kW using fixed blades. The second turbine leads to extract a rated power of 2 MW using adjustable blades. Experimental results are provided on reduced power experimental set-up for both wind turbines.

Abstract – A Hardware-In-the-Loop (HIL) simulation of an electric vehicle traction system is developed for experimental validations of electrical drives. Energetic Macroscopic Representation is used to organize the numerous blocks required. A classical 2-driven-wheels traction is studied with an induction machine. The HIL is based on a controlled DC drive, which imposes the same behavior of the mechanical power train to the induction machine. A flexible and dynamical model of the whole system is used and experimental results are provided.

Abstract – The modeling of a clutch in a powertrain transmission is a sensitive issue because of its non-linear behavior. Two different states have to be taken into account: clutch locked and slipping. Two different models are then used and a specific condition defines the commutation between both models with respect to the physical energy flow. An application to parallel Hybrid Electric Vehicles (HEV) is then presented. Energetic Macroscopic Representation (EMR) is used to organize the numerous blocks required. A Petri net is employed to activate a model according to clutch state (lock and slip).

Abstract – The storage system in this paper is made of supercapacitors. The main goal is to ensure an efficient energy management in a series hybrid vehicle, even if braking resistors are still needed. Design considerations are discussed. In particular the influence of the inductor resistance on the system stability is described. A Maximum Control Structure is then deduced from the Energetic Macroscopic Representation of the storage system. Comparisons between experimentation and simulation are presented in order to highlight the influence of the inductor resistor. Experiments are then carried out on a normal operating cycle.

A multi-machine multi-converter system formalism has been proposed in order to describe systems composed of several electrical machines and converters. The keys of such systems are coupling devices, which have to distribute energy. Control structures have also been suggested according to an inversion principle. The inversions of coupling devices have been made using repartition and weighting criteria. In this paper, systems with several coupling are studied. Several control structures can be found. One of them leads to shift some control blocks and to merge the repartition and weighting blocks. A railway traction system is given as example.

Abstract – The main problem with Hybrid Electric Vehicles (HEV) is the management of batteries. We suggest to replace the batteries by an energy storage system made of supercapacitors on a series HEV with two traction drive. A Maximum Control Structure (MCS) of such an HEV is presented to organize the control of the different subsystems. MCS is based on specific inversion rules of Energetic Macroscopic Representation (EMR). This methodology leads to a global model of the system and its deduced control. Moreover, this enable to identify precisely the maximum control for the chopper associated with the supercapacitors. The simulation of an Extra Urban Driving Cycle (EUDC) is provided.

Afin de réaliser des études de stabilité des réseaux MTDC, le développement de modèles d’ordre réduit des convertisseurs s’avère nécessaire. Cet article présente un modèle réduit du convertisseur DC/DC modulaire multiniveaux (M2DC) : une topologie de convertisseur DC-DC non isolée attrayante pour le réseau HVDC. Cet article présente d’abord le convertisseur M2DC. Dans un second temps, le modèle réduit sera développé. Le développement de la commande de ce modèle sera effectué dans la troisième partie. Enfin, la comparaison du modèle réduit et de son contrôle avec le modèle moyen des bras sera effectuée dans la dernière section de l’article.

Le convertisseur DC-DC Modulaire Multi-niveaux (M2DC) est une topologie attrayante de convertisseur DC-DC non isolée pour les réseaux haute tension à courant continu (HVDC). Cet article présente dans un premier temps, le modèle et la commande du M2DC. Une étude de l’utilisation des degrés de liberté phares est menée dans un second temps pour réaliser une analyse de leurs impacts sur le dimensionnement des éléments du convertisseur tels que les condensateurs de sous modules ainsi que sur les pertes liées aux semi-conducteurs

Cet article présente la modélisation et la commande basée sur l’inversion de ce modèle, du Convertisseur Modulaire Multiniveaux DC-DC (MMC DC-DC) en demi-ponts. La structure DC-DC MMC présente beaucoup d’avantages tels que sa modularité, l’absence de condensateur sur le bus DC haute tension et une fréquence de commutation très faible étant donnée le grand nombre de SM. Elle conserve aussi les inconvénients intrinsèques du MMC comme la complexité de modélisation [2] et de contrôle [3] dû au grand nombre de semi-conducteurs et de variables d’état à contrôler. La stratégie de contrôle utilise le schéma de contrôle classique avec contrôle d'énergie et contrôle de puissance pour une partie du MMC DC-DC. La seconde partie utilise le contrôle d'énergie et génère la forme d’onde de la tension du bus triphasé AC liant les deux parties du convertisseur. Le contrôle explicite de la génération de l’onde de tension AC permet de garantir le bon fonctionnement du convertisseur même en cas de creux de tension DC critique sur l’un ou l’autre des bus DC et ainsi évite la nécessité de disjoncteur DC ou d’utiliser un MMC Full bridge. La validité du contrôle proposé est vérifiée par simulation à l’aide de Matlab-Simulink.

L'utilisation de la transmission DC est particulièrement avantageuse pour la transmission à longue distance et l'interconnexion des réseaux AC asynchrones. Plusieurs topologies de convertisseur peuvent être utilisées pour le HVDC. Les convertisseurs modulaires multiniveaux (MMC) sont les plus favorisés étant donné leurs avantages technologiques par rapport aux autres topologies de convertisseurs. Du fait de leur maturité industrielle, ils se sont imposés maintenant pour tous les convertisseurs AC/DC à transistors de forte puissance. Jusqu'ici, ils ont toujours été étudiés avec une source de tension côté DC. Or, lorsqu'ils sont équipés de DC breaker, on associe une inductance en série pour limiter les variations de courant. Ceci a des conséquences en terme de modélisation puis de détermination de la commande. Cet article a pour objectif de proposer une modification de commande afin de prendre en compte cette inductance.

L’objectif de cet article est d’analyser le fonctionnement d’une nouvelle topologie de convertisseur DC/DC haute tension (DC/DC Modular Multilevel Converter) dédié au transport de l’énergie électrique HVDC (High Voltage Direct Current). Le contrôle du convertisseur est premièrement discuté au travers d’un modèle mathématique découplé. Le modèle proposé permet de réduire la complexité du contrôle du convertisseur. Afin d’améliorer les performances du convertisseur, le dimensionnement du convertisseur est exploré dans un second temps. Enfin, des résultats de simulation illustrent le fonctionnement et les performances du nouveau convertisseur DC/DC basé sur le modèle découplé proposé.

Le Convertisseur Modulaire Multiniveaux (MMC) est une structure d’électronique de puissance utilisée dans des applications de variation de vitesse des machines électrique haute tension mais aussi des applications de transport de l’électricité à très haute tension et courant continu. La structure MMC présente beaucoup d’avantages tels que sa modularité, l’absence de bus DC haute tension et une fréquence de commutation très faible étant donnée le grand nombre de SM. Elle présente aussi des inconvénients comme la complexité de modélisation [2] et de contrôle [3] dû au grand nombre de semi-conducteurs à contrôler. Cet article a pour objectifs de présenter le dimensionnement d’un convertisseur MMC de laboratoire ainsi que son système de contrôle, le plus réaliste possible d’une structure échelle une, avec un grand nombre de SM. Le dimensionnement de ce dernier prendra en compte les contraintes et les caractéristiques son fonctionnement dans un réseau HVDC 640kV 1GW. Une architecture de contrôle, contraintes par le nombre de de sous module, sera présentée. Les protocoles de validation des sous modules, d’un demi-bras puis du convertisseur seront présentés.

Le système étudié dans cet article est un convertisseur Modulaires Multi-Niveaux. Dans une première partie, l’utilisation de la Représentation Energétique Macroscopique (REM) permet de mettre en évidence les couplages importants qui existent au sein de ce système. L’inversion du modèle conduit à une architecture générale de la commande amenant à avoir autant de correcteurs que les variables d’état. Avec la solution proposée, il est possible de contrôler chaque tension de condensateur équivalent. Dans une seconde partie, la méthodologie permettant de déterminer le diagramme PQ du convertisseur MMC est présentée. Quelques points de fonctionnement aux limites de ce diagramme sont validés par simulation. La maitrise des dynamiques ainsi que la connaissance du diagramme PQ sont des étapes nécessaires pour l’intégration de ce type de convertisseur dans un réseau alternatif.

Cet article présente la mise en place d’une commande par hystérésis simple et originale permettant de contrôler un convertisseur en maitrisant indirectement sa fréquence moyenne de commutation. Cette commande est basée sur la connaissance de l’état du convertisseur et la mise en place de règles de choix de commutations simples à mettre en œuvre. Ceci est appliqué à un onduleur triphasé relié au réseau à facteur de puissance unitaire. Les « pertes silicium » obtenues sont similaires à celles produites par les modulations naturelles à fréquence fixe pour une même qualité de courants sur le réseau, avec des familles d’harmoniques moins concentrées. A l’heure où les convertisseurs voient leur fréquence augmenter, cela peut être une voie d’exploration de commandes plus rapides et plus facilement intégrables par utilisation de composants logiques programmables, dont les capacités ne cessent de croitre.

Cet article présente une amélioration des performances d’un convertisseur matriciel par utilisation de degrés de liberté naturellement accessible au niveau de la matrice de conversion. Ces améliorations sont réalisées à partir d’un modulateur simple et synthétique, basé sur l’introduction d’un convertisseur virtuel. On présente tout d’abord une méthode de généralisation de la matrice de conversion obtenue avec une modulation classique. Cette matrice est modifiée afin d’induire la modification de la phase de roue libre. Un choix approprié est effectué et on réalise alors l’étude des pertes silicium du convertisseur. Les performances du convertisseur utilisant la modulation proposée et celle utilisée classiquement dans la littérature sont comparées. La méthodologie de calcul des pertes silicium est présentée ainsi que la validation fonctionnelle de cette nouvelle modulation par des relevés expérimentaux réalisés sur un prototype laboratoire.

L’objectif de cet article est de présenter une nouvelle méthode de contrôle par hystérésis d’un onduleur à Modulation de Largeur d’Impulsion (MLI) triphasé. Avec cette méthode, les inconvénients des stratégies par hystérésis issues de la bibliographie sont dissipés. Pour la stratégie par hystérésis basique dite bang-bang, deux problèmes majeurs sont observables. Le premier concerne des sorties de bande des erreurs pouvant atteindre deux fois la largeur de la bande d’hystérésis. Le second est un déséquilibre du nombre de commutation entre les trois bras du convertisseur. Quant aux stratégies utilisant une transformation des trois courants de phase en (α, β), le problème réside dans des valeurs de Taux de Distorsion Harmonique en courant (THDi) différentes entre les trois courants de ligne. Avec cette nouvelle méthode, tous ces désavantages ne sont plus occasionnés. De plus, la comparaison à même THDi des pertes entre cette nouvelle méthode, la stratégie par hystérésis basique, celle en (α, β) et deux commande MLI en tension par porteuse révèle que notre commande est parmi celle engendrant le moins de pertes

Cet article propose un modulateur simple et synthétique adapté au convertisseur matriciel, basé sur l’introduction d’un convertisseur virtuel. Le but de ce travail est de construire une Modulation de Largeur d’Impulsion (MLI) simple et générale pour le contrôle des convertisseurs matriciel industriel. La solution proposée est équivalente à une modulation vectorielle (SVM) particulière. Cette solution prend en compte les harmoniques et le déséquilibre des tensions d’entrée et permet de générer un ratio en tension maximale identique aux modulations classiques (86%). Cet article présente tout d’abord la méthode de calcul de la modulation moyenne d’un convertisseur virtuel puis la modulation naturelle associée au convertisseur matriciel, l’ensemble étant validé par des relevés expérimentaux.

Le rendement des alimentations sans interruption est un critère de conception essentiel. L’apparition de multiples topologies de conversion multi-niveaux pose la question de leur impact sur le rendement. Cette étude s’intéresse au dimensionnement des convertisseurs d’une alimentation sans interruption, quel que soit le nombre de niveaux de tension. Une méthode d’analyse est décrite, basée sur l’expression des courants circulants dans une topologie multi-niveaux générique. Les résultats permettent de choisir une structure appropriée à la cible de rendement et de prix. Ces résultats dépendent des contraintes de l’application et des composants existants.

Du fait de leur utilisation permanente, le rendement des alimentations sans interruption (ASI) est un critère primordial. D’après les contraintes de cette application, il ressort de la bibliographie que le principe du pôle résonant auxiliaire (ARCP) présente de nombreux avantages. L’utilisation dans ce cadre d’un autotransformateur diminue les pertes auxiliaires, améliore le dimensionnement et simplifie la commande. Un pôle résonant simplifié a été développé à la fois pour le redresseur et pour l’onduleur (à trois niveaux de tensions). Les compromis de dimensionnement sont explicités. Pour valider cette topologie, un prototype d’ASI de 125 kVA a été développé et testé

Cet article présente le fonctionnement des onduleurs Z-source. Ils utilisent un réseau d’impédance pour coupler l’onduleur à la source de tension continue. Ce réseau d’impédance est constitué d’une structure L C hybride croisée. Il permet à l’onduleur d’amplifier la tension de sortie grâce à une commande spécifique, ce qui le rend équivalent à la mise en cascade d’un hacheur survolteur avec un onduleur classique. L’étude du principe de fonctionnement ainsi qu’une comparaison avec une structure classique équivalente montreront les limites de cette structure récemment introduite.

L'invention concerne un système de stabilisation d'une tension d'alimentation d'un réseau électrique de bord d'un véhicule automobile, du type de ceux limitant une variation de tension d'une source de tension alimentant ledit réseau lors de l'activation d'un équipement électrique dudit véhicule relié audit réseau, ledit système comprenant : - une première unité de limitation du courant circulant entre ladite source de tension et ledit équipement, ladite unité étant configurée de sorte à limiter le courant circulant entre la source de tension et l'équipement électrique en fonction d'une variation de tension de la dite source de tension; - une deuxième unité de limitation du courant circulant entre ladite source de tension et ledit équipement, ladite unité étant configurée de sorte à limiter le courant circulant entre la source de tension et l'équipement électrique à un seuil de courant.

L’invention concerne un système de stabilisation d’une tension d’alimentation (Ubat) d’un réseau électrique de bord d’un véhicule automobile, du type de ceux limitant une variation de tension d’une batterie alimentant ledit réseau au moment de l’activation d’un équipement électrique dudit véhicule relié audit réseau, caractérisé en ce qu’il comprend : - une résistance variable en fonction de ladite variation de tension connectée en série avec ladite batterie et ledit équipement ; - une résistance constante en parallèle de ladite résistance variable.

Le procédé selon l’invention est du type de ceux consistant à limiter une variation de tension d’une batterie alimentant le réseau électrique de bord au moment d’un démarrage d’un moteur thermique du véhicule au moyen d’un démarreur 10 électrique relié au réseau. Conformément au procédé de l’invention, un élément résistif présentant une résistance choisie en fonction de la variation de tension parmi un ensemble discret de valeurs prédéterminées (RDSon1, RDSon2, RDSon3, RDSon4) est connecté en série avec la batterie et le démarreur. Selon une autre caractéristique de l’invention, les valeurs prédéterminées (RDSon1, RDSon2, RDSon3, RDSon4) de l’ensemble discret de valeurs prédéterminées sont proportionnelles à un nombre prédéterminé des premiers termes d’une série harmonique (1, 1/2, 1/3 et 1/4).

Le système selon l’invention est du type de ceux limitant une variation de tension d’une batterie alimentant le réseau électrique de bord au moment d’un démarrage d’un moteur thermique du véhicule au moyen d’un démarreur électrique relié au réseau. Conformément à l’invention, il est prévu une résistance variable en fonction de la variation de tension, cette résistance variable étant connectée en série avec la batterie et le démarreur. Selon une autre caractéristique, la résistance variable est contrôlée par une boucle de courant principale en fonction d’une intensité de référence (Iref) générée par une boucle de tension en fonction de la variation de tension par rapport à une tension de référence (Uref). La résistance variable est typiquement formée de plusieurs transistors de puissance en parallèle.

The method involves performing synchronization and phasing steps permitting to implement control voltage vector at frequency and a turning voltage vector defined by exact connection between three input phases (u, v, w) and three output phases (a, b, c) of a speed variator. The control voltage vector is amplified beyond 87 percent of amplitude of input voltages (Vun, Vvn, Vwn) and until reaching amplitude of the turning voltage vector, where the input phases are connected to an alternative voltage source applying the input voltages between the input phases and the output phases. An independent claim is also included for a direct matrix converter type speed variator comprising a control unit for amplifying a control voltage vector.

The invention relates to a control method implemented in a variable speed device of the matrix converter type, comprising: three input phases (u, v, w) connected to an AC voltage source and three output phases (a, b, c) connected to an electrical load, nine two-way current and voltage electronic switches (fau, fav, faw, fbu, fbv, fbw, feu, fev, fcw) intended to be individually controlled in order to connect an output phase to any one of the input phases, the operation of switching the switches of the converter obeying a duty cycle matrix for obtaining an output voltage at the load, said duty cycle matrix including a zero phase, the method including a step of suppressing the zero phase in the duty cycle matrix and a step of positioning a new zero phase in the duty cycle matrix so as to minimize the switching losses and the common-mode voltages

The invention relates to a control method implemented in a matrix converter variable speed drive, comprising: three input phases (u, v, w) connected to an alternating voltage source and three output phases (a, b, c) connected to an electric charge, nine bidirectional current and voltage electronic switches (fau, fav, faw, fbu, fbv, fbw, fcu, fcv, fcw) distributed among three switching cells (A, B, C) and to be individually controlled for connecting an output phase to any of the input phases, wherein the switching between the switches of the converter is contingent upon a real matrix of duty cycles used for obtaining an output voltage towards the charge, the real matrix of duty cycles being determined from a virtual matrix (Mv) of a virtual converter (20) comprising three switching cells (A’, B’, C’), one of the switching cells of the virtual converter being permanently blocked.

methode de modulation permettant d’agir sur les montages NPC pour contrôler l’équilibrage du bus continu et limitater les pertes par commutation de l’onduleur MLI

méthode permettant par action sur la composante homopolaire de minimiser les pertes dans les onduleurs MLI à n bras

Causal Ordering Graph and Energetic Macroscopic Representation are graphical descriptions to model electromechanical systems using integral causality. Inversion rules have been defined in order to deduce control structure step-by-step from these graphical descriptions. These two modeling tools can be used together to develop a two-layer control of system with complex parts. A double-drive paper system is taken as an example. The deduced control yields good performances of tension regulation and velocity tracking.

Some traction systems are composed of machines connected in series or in parallel. The studied system is composed of two DC machines with armature windings connected in series. Three choppers are used: one for the armature windings and one for each field winding. In industrial cases, such drives are controlled with a master slave strategy: only one machine is really controlled. The behaviour of the slave machine is imposed by the master machine. This paper suggests a new control strategy for such drives. Each machine is really controlled in spite of the common armature current. This strategy enables different rota-tion speeds for curves. Experimental results are provided.

L’électronique de puissance est la branche de l’électrotechnique qui traite des modifications de la présentation de l’énergie électrique à l’aide de semiconducteurs fonctionnant en commutation. La parution de la première édition de cet ouvrage, en 1974, a constitué un événement et est considérée comme l’acte de naissance de l’électronique de puissance en tant que discipline à part entière. Depuis, l’électronique de puissance a connu un essor et une évolution considérables. Régulièrement remis à jour au cours des éditions successives, ce livre a servi à la formation de générations d’étudiants. La dixième édition, revue en profondeur, rend compte du rôle croissant joué par cette branche de l'électronique dans la production d'énergies renouvelables. Elle fait le lien entre l'automatique, l'informatique temps réel et l'électronique en présentant par exemple des structures de conversion complexes comme les convertisseurs matriciels et les convertisseurs modulaires multiniveaux.

L'électronique de puissance est la branche de la physique appliquée qui traite de l'utilisation des semi-conducteurs de puissance pour modifier la présentation de l'énergie électrique. Cet ouvrage donne une définition de l'électronique de puissance, de son vocabulaire, de ses méthodes de calcul et de raisonnement. Les principaux types de convertisseurs, redresseurs, gradateurs, hacheurs et onduleurs autonomes, font l'objet d'une étude quantitative, les diverses structures étant comparées et les applications précisées. Régulièrement remis à jour au cours des éditions successives, ce livre reste irremplaçable pour les étudiants (Master et écoles d'ingénieurs) et les praticiens. Cette nouvelle édition tient compte des évolutions en électronique de puissance (composants, structures, commandes) et les exercices de fin de chapitre ont été renouvelés.

Les convertisseurs de l’électronique de puissance, volume 2, est le deuxième ouvrage d’une série de cinq consacrée à l’étude approfondie des convertisseurs. Les quatre premiers traitent du fonctionnement et des caractéristiques des quatre grandes familles de convertisseurs, tandis que le cinquième présente les procédés de commande. Le volume 2 est consacré aux convertisseurs statiques alternatif-alternatif, c’est-à-dire principalement aux convertisseurs directs, sans élément de stockage de l’énergie entre l’entrée et la sortie, et les convertisseurs à commutation naturelle, dont les semi-conducteurs ne nécessitent pas une action spécifique d’extinction. La 1re partie de cet ouvrage traite ainsi des gradateurs, tandis que la 2e partie présente les changeurs directs de fréquence. Cette nouvelle édition inclut deux chapitres inédits sur les gradateurs à commutation forcée et les convertisseurs matriciels. Les Facts (flexible alternative continu transmission systems) sont aussi largement abordés. Un important travail bibliographique a été réalisé : les références, présentées en fin de chaque partie, sont commentées et classées par thème, les publications les plus récentes étant naturellement intégrées.

La représentation énergétique macroscopique (REM) est un formalisme graphique pour la représentation synthétique de systèmes énergétiques multidisciplinaires. La REM conduit à une description fonctionnelle d’un système énergétique. Elle respecte la causalité intégrale du système étudié, ce qui permet d’en déduire de façon systématique une structure de commande. L’objectif de cet article est de présenter les fondements de la REM et de les appliquer sur un exemple : un ascenseur à traction électrique.