Integrated Flywheel Technology, 1983

Topics of discussion included: technology assessment of the integrated flywheel systems, potential of system concepts, identification of critical areas needing development and, to scope and define an appropriate program for coordinated activity

Prototyping a new car semi-active suspension by variational feedback controller

New suspension systems electronically controlled are presented and mounted on board of a real car. The system consists of variable semi-active magneto-rheological dampers that are controlled through an electronic unit that is designed on the basis of a new optimal theoretical control, named VFC-Variational Feedback Controller. The system has been mounted on board of a BMW Series 1 car, and a set of experimental tests have been conducted in real driving conditions. The VFC reveals, because of its design strategy, to be able to enhance simultaneously both the comfort performance as well as the handling capability of the car. Preliminary comparisons with several industrially control methods adopted in the automotive field, among them skyhook and groundhook, show excellent results

Influence of control strategy on measured actuator power consumption in an energy storage flywheel with magnetic bearings

Minimizing power consumption is a key requirement in the system design of an energy storage flywheel.Center for Electromechanic

An optimized tuned mass damper/harvester device

Much work has been conducted on vibration absorbers, such as tuned mass dampers (TMD), where significant energy is extracted from a structure. Traditionally, this energy is dissipated through the devices as heat. In this paper, the concept of recovering some of this energy electrically and reuse it for structural control or health monitoring is investigated. The energy-dissipating damper of a TMD is replaced with an electromagnetic device in order to transform mechanical vibration into electrical energy. That gives the possibility of controlled damping force whilst generating useful electrical energy. Both analytical and experimental results from an adaptive and a semi-active tuned mass damper/harvester are presented. The obtained results suggest that sufficient energy might be harvested for the device to tune itself to optimise vibration suppression

Rotors on Active Magnetic Bearings: Modeling and Control Techniques

In the last decades the deeper and more detailed understanding of rotating machinery dynamic behavior facilitated the study and the design of several devices aiming at friction reduction, vibration damping and control, rotational speed increase and mechanical design optimization. Among these devices a promising technology is represented by active magnetic actuators which found a great spread in rotordynamics and in high precision applications due to (a) the absence of all fatigue and tribology issues motivated by the absence of contact, (b) the small sensitivity to the operating conditions, (c) the wide possibility of tuning even during operation, (d) the predictability of the behavior. This technology can be classified as a typical mechatronic product due to its nature which involves mechanical, electrical and control aspects, merging them in a single system. The attractive potential of active magnetic suspensions motivated a considerable research effort for the past decade focused mostly on electrical actuation subsystem and control strategies. Examples of application areas are: (a) Turbomachinery, (b) Vibration isolation, (c) Machine tools and electric drives, (d) Energy storing flywheels, (e) Instruments in space and physics, (f) Non-contacting suspensions for micro-techniques, (g) Identification and test equipment in rotordynamics. This chapter illustrates the design, the modeling, the experimental tests and validation of all the subsystems of a rotors on a five-axes active magnetic suspension. The mechanical, electrical, electronic and control strategies aspects are explained with a mechatronic approach evaluating all the interactions between them. The main goals of the manuscript are: • Illustrate the design and the modeling phases of a five-axes active magnetic suspension; • Discuss the design steps and the practical implementation of a standard suspension control strategy; • Introduce an off-line technique of electrical centering of the actuators; • Illustrate the design steps and the practical implementation of an online rotor selfcentering control technique. The experimental test rig is a shaft (Weight: 5.3 kg. Length: 0.5 m) supported by two radial and one axial cylindrical active magnetic bearings and powered by an asynchronous high frequency electric motor. The chapter starts on an overview of the most common technologies used to support rotors with a deep analysis of their advantages and drawbacks with respect to active magnetic bearings. Furthermore a discussion on magnetic suspensions state of the art is carried out highlighting the research efforts directions and the goals reached in the last years. In the central sections, a detailed description of each subsystem is performed along with the modeling steps. In particular the rotor is modeled with a FE code while the actuators are considered in a linearized model. The last sections of the chapter are focused on the control strategies design and the experimental tests. An off-line technique of actuators electrical centering is explained and its advantages are described in the control design context. This strategy can be summarized as follows. Knowing that: a) each actuation axis is composed by two electromagnets; b) each electromagnet needs a current closed-loop control; c) the bandwidth of this control is depending on the mechanical airgap, then the technique allows to obtain the same value of the closed-loop bandwidth of the current control of both the electromagnets of the same actuation axis. This approach improves performance and gives more steadiness to the control behavior. The decentralized approach of the control strategy allowing the full suspensions on five axes is illustrated from the design steps to the practical implementation on the control unit. Furthermore a selfcentering technique is described and implemented on the experimental test rig: this technique uses a mobile notch filter synchronous with the rotational speed and allows the rotor to spin around its mass center. The actuators are not forced to counteract the unbalance excitation avoiding saturations. Finally, the experimental tests are carried out on the rotor to validate the suspension control, the off-line electrical centering and the selfcentering technique. The numerical and experimental results are superimposed and compared to prove the effectiveness of the modeling approach

Advanced Integrated Power and Attitude Control System (IPACS) study

Integrated Power and Attitude Control System (IPACS) studies performed over a decade ago established the feasibility of simultaneously satisfying the demands of energy storage and attitude control through the use of rotating flywheels. It was demonstrated that, for a wide spectrum of applications, such a system possessed many advantages over contemporary energy storage and attitude control approaches. More recent technology advances in composite material rotors, magnetic suspension systems, and power control electronics have triggered new optimism regarding the applicability and merits of this concept. This study is undertaken to define an advanced IPACS and to evaluate its merits for a space station application. System and component designs are developed to establish the performance of this concept and system trade studies conducted to examine the viability of this approach relative to conventional candidate systems. It is clearly demonstrated that an advanced IPACS concept is not only feasible, but also offers substantial savings in mass and life-cycle cost for the space station mission

Design and implementation of hybrid vehicle using control of DC electric motor

The electric motors and its control technology are key components of hybrid electric vehicles (HEVs). Control of the electric motor is a fundamental issue for traction application in electric vehicles and HEVs. This paper presents the design, development and implementation of a hybrid vehicle using both an electric motor and petrol engine to increase efficiency and decrease carbon footprint. Initially, a prototype of a HEV is designed and the performance values are calculated, before a control system is developed and implemented to control the DC motor speed using a microcontroller as the vehicle’s electronic control unit along with simple proportional integral derivative (PID) control using speed as a feedback mechanism. The prototype made incorporated voltage, current, speed and torque sensors for feedback resulting in a closed loop control system which successfully matched the speed input of a user-controlled pedal sensor. A user interface was developed to show the driver of the vehicle key variables such as the revolutions per minute (RPM) of the motor, the speed of the vehicle along with the current being drawn, and the voltage applied to the motor with overall power. To output a variable voltage from the Arduino, a digital output was used with pulse width modulation (PWM) capabilities in order to provide a variable DC voltage to the speed controller

Adaptive deformable mirror : based on electromagnetic actuators

Refractive index variations in the earth's atmosphere cause wavefront aberrations and limit thereby the resolution in ground-based telescopes. With Adaptive Optics (AO) the temporally and spatially varying wavefront distortions can be corrected in real time. Most implementations in a ground based telescope include a WaveFront Sensor, a Deformable Mirror and a real time wavefront control system. The largest optical telescopes built today have a ~ 1 Om primary mirror. Telescopes with more collecting area and higher resolution are desired. ELTs are currently designed with apertures up to 42m. For these telescopes serious challenges for all parts of the AO system exist. This thesis addresses the challenges for the DM. An 8m class telescope on a representative astronomical site is the starting point. The atmosphere is characterized by the spatial and temporal spectra of Kolmogorov turbulence and the frozen flow assumption. The wavefront fitting error, caused by a limited number of actuators and the temporal error, caused by a limited control bandwidth, are the most important for the DM design. It is shown that ~5000 actuators and 200Hz closed loop bandwidth form a balanced choice between the errors and correct an 8m wavefront in the visible to nearly diffraction limited. An actuator stroke of ~5.6J.!m and ~0.36J.!m inter actuator stroke is thereby needed. Together with the nm's resolution, low power dissipation, no hysteresis and drift, these form the main DM requirements. The design, realization and tests of a new DM that meets these requirements and is extendable and scalable in mechanics, electronics and control to suit further Extremely Large Telescopes (ELTs) is presented. In the DM a few layers are distinguished: a continuous mirror facesheet, the actuator grid and the base frame. In the underlying layer - the actuator grid - low voltage electromagnetic push-pull actuators are located. Identical actuator modules, each with 61 actuators, hexagonally arranged on a 6mm pitch can be placed adjacent to form large grids. The base frame provides a stable and stiff reference. A thin facesheet is needed for low actuator forces and power dissipation, whereby its lower limit is set by the facesheets inter actuator deflection determined by gravity or wind pressure. For both scaling laws for force and dissipation are derived. Minimum power dissipation is achieved when beryllium is used for the mirror facesheet. Pyrex facesheets with 100J.!m thickness are chosen as a good practical, alternative in the prototype development. Struts (00.1 x 8mm) connect the facesheet to the actuators and ensure a smooth surface over the imposed heights and allow relative lateral movement of the facesheet and the actuator grid. Measurements show 3nm RMS surface unflattness from the glued attachment. The stiffness of the actuators form the out-of-plane constraints for the mirror facesheet and determine the mirrors first resonance frequency. and is chosen such that the resonance frequency is high enough to allow the high control bandwidth but not higher that needed to avoid excessive power dissipation and fix points in the surface in case of failure. The electromagnetic variable reluctance actuators designed, are efficient, have low moving mass and have suitable stiffness. Other advantages are the low costs, low driving voltages and negligible hysteresis and drift. The actuators consist of a closed magnetic circuit in which a PM provides static magnetic force on a ferromagnetic core that is suspended in a membrane. This attraction force is increased of decreased by a current through a coil. The actuators are free from mechanical hysteresis, friction and play and therefore have a high positioning resolution with high reproducibility. The actuator modules are build in layers to reduces the number of parts and the complexity of assembly and to improve the uniformity in properties. Dedicated communication and driver electronics are designed. FPGA implemented PWM based voltage drivers are chosen because of their high efficiency and capability to be implemented in large numbers with only a few electronic components. A multidrop LVDS based serial communication is chosen for its low power consumption, high bandwidth and consequently low latency, low communication overhead and extensive possibilities for customization. A flat-cable connects up to 32 electronics modules to a custom communications bridge, which translates the ethernet packages from the control PC into LVDS. Two DMs prototypes were successfully assembled: a 050mm DM with 61 actuators and a 0l50mm DM with 427 actuators. In the second prototype modularity is shown by the assembly of seven identical grids on a common base. The dynamic performance of each actuator is measured, including its dedicated driver and communication. All actuators were found to be functional, indicating that the manufacturing and assembly process is reliable. A nonlinear mathematical model of the actuator was derived describing both its static and dynamic behavior based on equations from the magnetic, mechanic and electric domains. The actuator model was linearized, leading to expressions for the actuator transfer function and properties such as motor constant, coil inductance, actuator stiffness and resonance frequency. From frequency response function measurements these properties showed slight deviations from the values derived from the model, but the statistical spread for the properties was small, stressing the reliability of the manufacturing and assembly process. The mean actuator stiffness and resonance frequency were 0.47kN/m and 1.8kHz respectively, which is close to their design values of 500N/m and 1.9kHz. The time domain response of an actuator to a 4Hz sine voltage was used to determine hysteresis and semi-static nonlinear response of the actuator. This showed the first to be negligible and the second to remain below 5% for ±10J.!m stroke. Measurements showed that in the expected operating range, the total power dissipation is dominated by indirect losses in FPGAs. The static DM performance is validated using interferometric measurements. The measured influence matrix is used to shape the mirror facesheet into the first 28 Zernike modes, which includes the piston term that represents the best flat mirror. The total RMS error is ~25nm for all modes. The dynamic behavior of the DM is validated by measurements. A laser vibrometer is used to measure the displacement of the mirror facesheet, while the actuators are driven by zero-mean, bandlimited, white noise voltage sequence. Using the MOESP system identification algorithm, high-order black-box models are identified with VAF values around 95%. The first resonance frequency identified is 725Hz, and lower than the 974Hz expected from the analytical model. This is attributed to the variations in actuator properties, such as actuator stiffness. The power dissipation in each actuator of the 050mm mirror to correct a typical Von Karmann turbulence spectrum is ~ 1.5m W

Inertial storage for satellites

A new system is being developed that performs satellite attitude control, attitude reference, and energy storage utilizing inertia wheels. The baseline approach consists of two counter rotating flywheels suspended in specially designed magnetic bearings, spin axis motor/generators, and a control system. The control system regulates the magnetic bearings and spin axis motor/generators and interacts with other satellite subsystems (photovoltaic array, star trackers, Sun sensors, magnetic torquers, etc.) to perform the three functions. Existing satellites utilize separate subsystems to perform attitude control, provide attitude reference, and store energy. These functions are currently performed using reaction or momentum wheels, gyros, batteries, and devices that provide an absolute reference (Sun sensors and star trackers). A Combined Attitude, Reference, and Energy Storage (CARES) system based on high energy density inertial energy storage wheels (flywheels) has potential advantages over existing technologies. Even when used only for energy storage, this system offers the potential for substantial improvements in life, energy efficiency, and weight over existing battery technologies. Utilizing this same device for both attitude control and attitude reference would result in significant additional savings in overall satellite weight and complexity

An Assessment of Integrated Flywheel System Technology

The current state of the technology in flywheel storage systems and ancillary components, the technology in light of future requirements, and technology development needs to rectify these shortfalls were identified. Technology efforts conducted in Europe and in the United States were reviewed. Results of developments in composite material rotors, magnetic suspension systems, motor/generators and electronics, and system dynamics and control were presented. The technology issues for the various disciplines and technology enhancement scenarios are discussed. A summary of the workshop, and conclusions and recommendations are presented