Efficiency Analysis Converter Matlab

International Journal on Science and Technology (IJSAT)

Nandkishor Jatav1, Ms. Kumari Ashwini2

1M.Tech Student, Dept. Of Electrical Engineering, RCERT, Jaipur, Rajasthan, India 2Assistant Professor, Dept. Of Electrical Engineering, RCERT, Jaipur, Rajasthan, India

Abstract

Photovoltaic (PV) standalone technologies are becoming increasingly important in both rural and urban areas for applications such as PV solar panels and battery charging. Regarding consequences for the environmental and depletion of fossil fuels, there is a growing tendency toward the usage of renewable energy to the greatest extent possible. In this research paper, the DC-AC inverter is focused. Inverters serve an important part in modern power systems, their performance is required for the use of electrical energy for a variety of domestic and industrial applications. Thus, proposed a single phase inverter that employs pulse with modulation (PWM), the usage of PWM makes it more efficient and superior to ordinary inverters. This research discusses an essential Boost Converter circuit established in MATLAB/Simulink using a continuous DC supply voltage. However, studies are also conducted between the converter directly connect to the PV system and the converter connected using the MPPT (Maximum Power Point Tracking) technique. The MPPT, which is applicable to various methods, can improve the efficiency of panels, including the use of perturb and observe (P&O) method. According to the results, the proposed Boost Converter and inverter-based solar panel accurately simulate module behavior under various situations for simulating the output of a PV system, with an average power conversion overall system efficiency of approx 90-97%, resulting in a significant increase in efficiency.

Keywords: Solar PV System, Boost Converter, Inverter, PWM, MPPT, P&O Method etc.

1. Introduction

Renewable energy sources acquire their supply of energy from the clean and continuous supply of energy in the world around them. Such sources include solar, hydro-power, bio-energy, geothermal etc .

Renewable energy sources considered for 22% of total world energy production in 2012. Renewable energy sources, when replaced by fossil fuels, substantially decrease greenhouse gas emissions. International Journal on Science and Technology (IJSAT)

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Renewable energies should be sustainable because they derive organically from the current sources of energy in the atmosphere. Renewable energy must be endless and supply environmental offerings and amenities to be considered renewable energy. For example, the production of bio-fuel should not increase net atmospheric carbon dioxide (CO2), have an adverse impact on the supply of food or deplete biodiversity.

Nonetheless, widely implemented of renewable energy faces a number of challenges, including irregularity caused by weather related fluctuation, the complexities of energy storage, initial capital outlays, and seamless integration into existing electricity systems. It is worth noting, however, that the inexorable march of technological advancement, combined with an increasing public awareness of environmental imperatives, has resulted in significant progress in the global proliferation of renewable energy sources.

Solar energy has several significant advantages, making it an environmentally friendly alternative to traditional energy sources. It stands out from fossil fuels in that it does not emit CO2, which is a key cause to global warming. This feature is consistent with the desire to limit environmental damage.

Furthermore, developments in energy storage technology enable efficient battery storage, improving the stability of solar energy systems and alleviating worries about intermittent availability . Single phase DC-AC inverter are used in a wide variety of applications where load voltage, frequency, or both must be controlled. Single phase induction motors of various designation demand a DC-AC inverter for controlling their torque and speed characteristics. Inverter transform DC into AC power for any sort of system [3, 4].

The most common type of PV array is an inductive connection of multiple panels to provide a higher DC link voltage for main power using a DC-AC inverter. The output voltage wave-forms of ideally inverter ought to be sinusoidal in character, but the wave-forms of suitable inverters are non-sinusoidal. [2, 5-7].

The resonance inverters are thought to reduce electrical losses caused by switch ON and switch OFF while both the current and voltage wave-forms include values greater than zero . An inverter is a device that converts a DC into a sinusoidal alternating current output. An inverter must be built to meet the expectations of an energy home while being efficient during periods of low demand.

The inverters efficiency is greatly dependent on its topology, switching device and frequency . In this paper, maximum power point tracking algorithms are important for maximizing energy from photovoltaic systems as they consistently match the operating voltage of solar arrays to the peak power point. The advanced MPPT method uses the P&O technique with established variance for standard current in identifying the overall maximum power point (MPP) .

2. System Overview

The PV array is made up of interconnected PV modules that create DC power when exposed to sunlight. In a photovoltaic system with an MPPT based DC-AC inverter, a DC-DC converter is utilized to convert the PV arrays fluctuating DC voltage to a stable DC voltage appropriate for the inverter. This algorithm continuously adjusts the operating point of the DC-DC converter and ensures that the PV panel is working at its MPP under a variety of conditions. The MPPT algorithm controls the DC-DC converter to maximize the greatest power stored in the PV array under different solar irradiation and temperature conditions.

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Considering this, the MPPT based DC-AC inverter system is intended to maximize power extraction, voltage management and power conversion. Fig. 1 shows the connection between the solar PV panel to the DC-DC Boost Converter and the DC-AC inverter.

Fig. 1. Solar PV module connect of DC-DC Boost Converter and the DC-AC inverter

3. Basis Topology Of Dc-Dc Boost Converter

In Fig. 2, the topology of a schematic of the DC-DC Boost converter is shown. For numerous situation where a DC voltage need to be increased without first converting it to AC, Boost Converter offer a flexible way to step up DC voltages. Step-up converter known as "Boost Converter" apply an inductor as an energy store device to supplement the DC input source with extra energy to sustain the output.

Modes Of Operation:-

1. Switch (S) is ON and diode (D) is reverse-biased. 2. Switch (S) is OFF and diode (D) is forward-biased. Mode I: The switch turns ON, and the diode is reverse-biased. Consequently, the switch permits current to pass through it. All of the current will return to the DC input source via the closed circuit, which

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includes the switch and inductor (L). The circuit diagram for Boost Converter switch is ON shown in Fig. 3.

Fig. 3. Boost Converter Circuit Switch Is On

Mode II: D is forward-biased, while the S is OFF. As a result, switch at diode allows current to flow through it, while S prevents current flow. The circuit diagram for Boost Converter switch is OFF shown in Fig. 4.

Fig. 4. Boost Converter Circuit Switch Is Off

The diode enters a forward-biased state when the inductor polarity reverses during the release of energy stored inside it . Thus, it permits current to flow in the direction of the load. Some parameter values for the boost converter are given in Table-I.

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An inverter is an electrostatic device that controls the conversion of direct current (DC) to alternating current (AC). An inverter is a type of electrical power that converts into another type but does not produce any electricity. It consists of several main components, including transistors and metal oxide semiconductor field effect transistor (MOSFET). This device collects the solar panel's output power and then functions as an inverter, converting DC to AC power. An overview of this inverter is shown in Fig.

5.

5. L-C Filter

An L-C filter is a type of electrical filter that filters a signal's frequency components using an inductor and a capacitor (C). These filters are typically used to pass or block specific frequencies, depending on how the circuit is configured. Table II shows several parameter values for the L-C filter. The fundamental advantage of L-C filters is their ability to filter signals without causing considerable loss or distortion in the appropriate frequency range, making them suitable for applications such as power supplies, communication systems, and audio processing. As can be seen in the circuit diagram of the L- C filter in Fig. 6.

6. Modeling Of Solar Pv System

TABLE III: Key Parameters of SunPower SPR-240-WHT-U

Deployment In Out-Of-Position Situations

D. Bendjaballah1, A. Bouchoucha1, M. L. Sahli1,2* and J-C. Gelin2

Abstract

Side-impact collisions represent the second greatest cause of fatality in motor vehicle accidents. Side-impact airbags have been installed in recent model year vehicle due to its effectiveness in reducing passengers’ injuries and fatality rates. In meeting these requirements, simulations of folding and deploying airbags are very useful and are widely used. The paper presents a simulation method for the deploying airbags using three materials in different working conditions. Finite element analysis is primarily used to evaluate this concept. In these simulations, the gas flow is described by the conservation laws of mass, momentum, and energy. The numerical results indicate that the FE method in this paper is capable of capturing airbag deploying process accurately.

Keywords: Airbag simulations, Out-of-position, Crash, Modeling, Out-of-position

Background

The passive safety of cars has become a very high prior- ity issue for the automotive industry. Today, there are not only one or two airbags in a car; certain models have ten times more than that. With the increasing usage of airbags, the number of accidents where the airbag itself can cause an injury to the occupant also increases

(Augenstein Et Al. 2003; Gabauer And Gabler 2010;

Audrey et al. 2011). As is well known, safety belts are also now devices designed to provide protection to the users of vehicles during crash events, minimizing the loads necessary to adapt their movement to the move- ment of the car (Freesmeier and Butler 1999; Schmitt et al. 1997). In general, the seat belt is designed to restrain the occupant in the vehicle and prevent the

Occupant From Having Harsh Contacts With Interior

surfaces of the vehicles. The airbag acts to cushion any impact with vehicle structure and has positive internal pressure, which can exert distributed restraining forces over the head and face. As a safety component of auto- mobile, an airbag decreases occupants’ injury likelihood effectively in case of an accident (Ruff et al. 2007). These safety elements can reduce the death rates on the roads, and its protection effects have been widely approved (Crandall et al. 2001; Teru and Ishikawa 2003). With computational tools such as finite element methods designed for dynamic contact problems, crashworthiness simulations can now be used with reliable accuracy to evaluate occupant protection in various collision condi- tions with safety metric/parameters such as acceleration, head injury criteria, intrusion distance, intrusion vel- ocity, and neck forces (neck injury risk or whiplash).

Thus, new types of airbag products are being developed to handle different collision scenarios.

Become Standard Equipment On Most New Passenger

vehicles (Braver and Kyrychenko 2004; Teng et al. 2007; Yoganandan et al. 2007). The airbag cushion is com- posed of a woven fabric which is rapidly inflated during a car crash. The airbag dissipates the passenger’s kinetic energy thereby reducing injury through biaxial stretching of the fabric bag and escaping gas through vents. There- fore, the performance of the airbag is greatly influenced by the mechanical properties of the fabric. Generally, air bags are designed to deploy in a crash that is equivalent to a vehicle crashing into a solid wall at 8 to 14 mph.

Air bags most often deploy when a vehicle collides with another vehicle or with a solid object like a tree. There are various types of airbags: frontal, side-impact, and curtain airbags. In general, the passenger side airbags are usually larger than the driver airbags (see Fig. 1).

Besançon, France

© The Author(s). 2017 Open Access This article is distributed under the terms of the Creative Commons Attribution 4.0 International License (http://creativecommons.org/licenses/by/4.0/), which permits unrestricted use, distribution, and reproduction in any medium, provided you give appropriate credit to the original author(s) and the source, provide a link to the Creative Commons license, and indicate if changes were made.

Bendjaballah et al. International Journal of Mechanical

Doi 10.1186/S40712-016-0070-2

Extensive studies have shown that the airbag deploy- ment in load cases consists of two occupant loading phases: a punch-out effect where the airbag bursts out of its container with the airbag and airbag module cover accelerating towards the occupant and a second loading phase during which the airbag is taking on its deployed shape and volume (membrane-loading effect). Bankdak et al. (2002) developed an experimental airbag test system to study airbag-occupant interactions during close proximity deployment. The results provided insight for simulating the effect of inflation energy and mass flow on target response. Bedard et al. (2002) found that while left-side (driver-side) impacts accounted for only 13.5% of all crashes, the fatality rate among these

Crashes Was 68.3% In Comparison To Front Impact

(48.3%), right-side impact (31.3%), and rear impact (38.4%). These studies underscore the importance of oc- cupant safety during side-impact collisions. In the last years, the current market requested to reduce the time and cost airbag development. In order to achieve this result, virtual simulations play an important role since they allow to minimize the number of experimental tests (Pei et al. 2013; Cao et al. 2014). Several simulation models of airbag were established (Wang et al. 2007). It is feasible to optimize the parameters of airbag deploy- ment using simulation technology. Experimental and numerical studies have quantified injury risks to close- proximity occupants from deploying side airbags. These studies have focused on the prevention of the most ad- verse effects of airbag deployment (Duma et al. 2003).

Other studies have proposed airbag characteristics to minimize particular biomechanical responses (Haland and Pipkorn 1996). In a more recent study, Marklund and Nilsson (2003) compared deformation patterns with experimental data as well as the computational costs associated with three different airbag deployment simu- lation methods; they concluded that the SPH method is relatively inexpensive and produces incremental deform- ation patterns that compare most closely to the experi- mental results. The process of inflation of an airbag is one of the determining factors in saving lives. The duration from the initial impact of the crash to the full inflation of an airbag is about 40 ms, and during this time, the airbag goes from being in a folded state to a fully inflated state, with a high internal pressure. After achieving this state, the airbag begins to deflate, thus providing a nice cushion for the body impacting it.

Ideally, the person in the crash should come into contact with the airbag at this time. In the present study, a large volume passenger side airbag model is developed to handle different collision scenarios. The main aim is evaluate the performance of deploying of passenger side airbag using finite element methods (FEM).

Materials

The tensile specimens were made in different airbags (P: Peugeot, R: Renault, and VW: Volkswagen) with a length of 200 mm long and a width of 40 mm. Table 1 shows the mechanical properties of the airbag.

Tensile Tests

To determine the mechanical properties of the material of airbag used in the test pieces, tensile tests were performed on Lloyd EZ20 universal testing machine in Constantine. These tests were conducted using rect- angular samples. The axial force and axial displacement acquired during a test are converted into stress and the strain in order to be used for the fabric material model.

The continuous recording of the stress-strain data was performed during both the load and unload phases. A minimum of five samples were made in order to check the repeatability of the measurements. All the data was collected by using a PC-based data acquisition system and analyzed by commercial software. The picture frame test device that is made for this study is shown in Fig. 2.

Fig. 1 a Frontal and side airbags. b Oblique view of facet occupant model in sitting posture following airbag deployment (Lim et al. 2014)

0.150

Bendjaballah et al. International Journal of Mechanical and Materials Engineering (2017) 12:12

Page 2 Of 9

Figure 3 shows the stress-strain relationship of the airbag sample under axial tensile loads. The results are showing a linear increase in extension with the increas- ing stresses. This is an expected output and it confirms with the theoretical behavior of a sample subjected to tensile stress. The rupture strain values for different airbags (R/P/VW) were 0.322, 0.441, and 0.472, respect- ively. The measured elastic parameters (i.e., Young’s modulus E and initial yield strength) and Poisson’s ratio are summarized in Table 2. The tensile tests of the woven fabrics can show differences on mechanical prop- erties because woven fabrics can resist in-plane shear loads once the yarn lock-up angle has been reached. The differences of material property on material direction can affect the shape of fully deployed bag (see Fig. 3b).

Theoretical Background

Numerical simulations of airbags use very complex and techniques such as an orthotropic model to identify the mechanical behaviors during the airbag inflation and the fluid mechanics (gas flow) to describe the inflator gas flow (pressure gradient) and improve the representation of the pressures within the airbag. To model the airbag as an orthotropic model, three material constants have to be provided. Assuming a plane stress condition, the

Ð1Þ

where σ is the normal stress and τ is the shear stress, the subscript refers to the principal material directions, i.e., the fill and warp directions. Also, ε and γ are the strain components. The material elastic constants Qij are

Ð2Þ

where E1 and E2 are the Young’s modulus in the fill and wrap directions and G12 is the shear modulus of the fabric material. νij is the Poisson ratio of the material.

The gas exerts a pressure load on the airbag causing it to expand. This expansion puts the airbag under tensile stress lowering the expansion rate. In this study, heat conduction and heat transfer is not taken into account.

Fig. 2 A photograph of Lloyd EZ20 universal testing Fig. 3 Stress versus strain using Lloyd EZ20 machine for a three different airbags at 0° and 90° and b VW airbag test specimens at

Different Angles

Table 2 Physical and mechanical properties of the airbag

Page 3 Of 9

In the deployment of an airbag, an inflator supplies high velocity gas into an airbag causing it to expand rapidly. The gas inside the airbag is assumed to be ideal, to be of constant entropy, and to satisfy the equation of state:

Ð3Þ

Here p, ρ, and e are respectively the pressure, density, and specific internal energy, and γ is the ratio of the heat capacities of the gas. The gas flow is described by the conservation laws for mass, momentum, and energy that

Ð4Þ

here, V is a volume, A is the boundary of this volume,

N Is The Normal Vector Along The Surface A, And U

denotes the velocity vector in the volume. Applying Bernoulli’s equation in the case of an ideal gas with

Ð5Þ

Here, the subscript ex denotes quantities at the throat of the tube. Furthermore u, p, and ρ denote the quan- tities inside that part of the tube that is supplying mass.

Materials And Boundary Conditions

The airbag system mainly consists of three parts: the airbag itself, the inflator unit, and the crash sensor or diagnostic unit. Thus, to study the behavior of the airbag using FE simulations, we need to have an FE model of the airbag in the folded position. A FE model of the airbag was used to simulate the test condition as shown in Fig. 5. LS-DYNA® material model FABRIC (MAT_34) is used to simulate the airbag material. It is a variation of the layered orthotropic material model. Additionally, in the LS-DYNA® material model, fabric leakage can be accounted for. However, for this CAB material, the leak- age is almost negligible and therefore no leakage is specified. The mechanical properties can be determined from the physical test. Typical material properties for airbag fabrics are taken as given in Chawla et al. (2004a) (Table 3). These properties are used to simulate inflation process of airbag (see Table 1). The car dashboard is modeled as the rectangular thin plate using a MAT_RI-

Gid Material, And The Degrees Of Freedom Are Con-

strained in all the directions. The similar properties of thermoplastic polymer are assigned for contact purposes. The porosity of the fabric is assumed zero. The nitro- gen gas is taken for inflating the airbag. Properties of nitrogen gas and initial bag conditions are shown in Table 4. The example on which we perform the study is a typical passenger side airbag. The geometric de- tails have been measured from a commercially avail- able airbag. The initial state of the airbag is a closed rectangular whose sides are to be finished to 482 × 635 mm2 and is shown in Fig. 4.

Table 3 Material properties of airbag and rigid plate used in FE

–

Table 4 Initial values used for FE simulation of the swelling of

3.33 × 10−4

Fig. 4 The initial airbag geometry in the form of a rectangular Bendjaballah et al. International Journal of Mechanical and Materials Engineering (2017) 12:12

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