https://orcid.org/0000-0003-1742-5526Stand-alone PV system in this example comprises seven operating modes.
These modes are selected based on DC bus voltage, solar irradiance and state of charge of the battery.
DC bus voltage level, solar irradiance and the battery state of charge are used to decide the suitable operating mode.
Mode-0 - Start mode (Default simulation starting mode)
Mode-1 - PV in output voltage control, battery fully charged and isolated
Mode-2 - PV in maximum power point, battery is charging
Mode-3 - PV in maximum power point, battery is discharging
Mode-4 - Night mode, PV shutdown, battery is discharging
Mode-5 - Total system shutdown
Mode-6 - PV in maximum power point, battery is charging, load is disconnected
A MATLAB® live script to design the overall standalone PV system.
Simulink® to design/simulate the control logic for the system.
Simscape™ to simulate the power circuit.
Stateflow™ to implement the supervisory control logic.
To track the maximum power point (MPP) of solar PV, We can choose between two maximum power point tracking (MPPT) techniques:
INCREMENTAL CONDUCTANCE (IC)
PERTURBATION AND OBSERVATION( P&O)
Click here to download the simulink Model:
https://drive.google.com/file/d/1vp0e...
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Sunday, 8 August 2021
Sunday, 1 August 2021
Design & Simulation of Solar PV System with MPPT Using Boost Converter
This example shows the Design of a Boost Converter for controlling the power output of a solar PV system and helps you to:
1) Determine how the panels should be arranged in terms of the number of series-connected strings and the number of panels per string to achieve the required power rating.
2) Implement the MPPT algorithm using boost converter & Operate the solar PVsystem in the voltage control mode.
3) Select a suitable proportional gain, and phase-lead time constant for the PI controller
We can choose between two maximum power point tracking (MPPT) techniques:
INCREMENTAL CONDUCTANCE (IC)
PERTURBATION AND OBSERVATION( P&O)
PERTURBATION AND OBSERVATION( P&O)
Two MPPT techniques are implemented using the variant subsystem.
Set the variant variable MPPT to 0 to choose the perturbation and observation MPPT method.
Set the variable MPPT to 1 to choose the incremental conductance method.
Click here to download the File:
https://drive.google.com/file/d/18jxlcpsSJbIeURdfBnsRe0pL_KsBrFKi/view?usp=sharing
Monday, 26 July 2021
Modeling and Testing an NR RF Receiver with LTE Interference Using 5G & ...
The example shows how to characterize the impact of radio frequency (RF) impairments in the RF reception of a new radio (NR) waveform when coexisting with a long-term evolution (LTE) interference. The baseband waveforms are generated using 5G Toolbox™ and LTE Toolbox™, and the RF receiver is modeled using RF Blockset™.
This example demonstrates how to model and test the reception of an NR waveform when coexisting with an LTE waveform.
https://drive.google.com/file/d/1mHcRLXXKVChdHNk-p2NRoQHOxWWtKf85/view?usp=sharing
Sunday, 25 July 2021
Modeling and Testing an NR RF Transmitter Using Matlab 5G Toolbox
Modeling and Testing an NR RF Transmitter Using Matlab 5G Toolbox
This example shows how to characterize the impact of RF impairments such as IQ imbalance, phase noise, and PA nonlinearities in the performance of an NR RF transmitter. To evaluate the performance, the example considers these measurements:
Error vector magnitude (EVM): vector difference at a given time between the ideal (transmitted) signal and the measured (received) signal.
Adjacent channel leakage ratio (ACLR): measure of the amount of power leaking into adjacent channels and is defined as the ratio of the filtered mean power centered on the assigned channel frequency to the filtered mean power centered on an adjacent channel frequency.
Occupied bandwidth: bandwidth that contains 99% of the total integrated power of the signal, centered on the assigned channel frequency.
Channel power: filtered mean power centered on the assigned channel frequency.
Complementary cumulative distribution function (CCDF): probability of a signal's instantaneous power to be a level specified above its average power.
The model works on a subframe by subframe basis. For each subframe, the workflow consists of these steps:
Generate the baseband waveform using 5G Toolbox functions.
Upconvert the generated waveform to the passband frequency and apply RF filtering and amplification using RF Blockset.
Downconvert the transmitted waveform to baseband frequency.
Calculate the ACLR/ACPR, occupied bandwidth, channel power, and CCDF using the Spectrum Analyzer block.
Demodulate the waveform at the receiver to measure EVM This example demonstrates how to model and test an NR RF transmitter in Simulink. The RF transmitter consists of an IQ modulator, a bandpass filter and amplifiers. To evaluate the performance, the Simulink model considers ACLR and EVM measurements. The example highlights the effect of HPA nonlinearities on the performance of the RF Transmitter. We can explore the impact of altering other impairments as well. For example:
- Increase I/Q imbalance by using the I/Q gain mismatch (dB) and I/Q phase mismatch (Deg) parameters on the IQ Modulator tab of the RF Transmitter block.
- Increase the phase noise by using Phase noise offset (Hz) and Phase noise level (dBc/Hz) parameters on the IQ Modulator tab of the RF Transmitter block.
Additionally, you can check the occupied bandwidth, the channel power, and the CCDF measurements by using the Spectrum Analyzer block.
If you change the carrier frequency or the values in the Waveform Parameters block, you may need to update the parameters of the RF Transmitter components as these parameters have been selected to work for the default configuration of the example. For instance, a change in the carrier frequency requires revising the bandwidth of the filter.
If you select a bandwidth wider than 20MHz, you may need to update the Impulse response duration and Phase noise frequency offset (Hz) parameters of the IQ Modulator block. The phase noise offset determines the lower limit of the impulse response duration.
If the phase noise frequency offset resolution is too high for a given impulse response duration, a warning message appears, specifying the minimum duration suitable for the required resolution.
Wednesday, 14 July 2021
Design & Simulation of Thermal Management System of Electric Vehicle us...
Electric Vehicle Thermal Management: This example models the thermal management system of a battery electric vehicle.This model has three scenarios set up. The drive cycle scenario simulates driving conditions in 30 degC weather with air conditioning on. The vehicle speed is based on the NEDC followed by 30 min of high speed to push the battery heat load. The cool down scenario simulates a stationary vehicle in 40 degC weather with air conditioning on. Finally, the cold weather scenario simulates driving conditions in -10 degC weather, which requires the battery heater and PTC heater to warm up the batteries and cabin, respectively.
The output scope shows the vehicle speed, heat dissipation, cabin temperature, component temperatures, and control commands for the drive cycle scenario. At the beginning, the coolant loop is in serial mode. After about 1100 s, it switches to parallel mode and the chiller is used to keep the batteries below 35 degC.
Click here to download the Simulink File:
https://drive.google.com/file/d/19U-hGWgid6MBJbVJCWRtjuCS00BHmLi_/view?usp=sharing
https://drive.google.com/file/d/19U-hGWgid6MBJbVJCWRtjuCS00BHmLi_/view?usp=sharing
This example models the thermal management system of a battery electric vehicle. The system consists of two coolant loops, a refrigeration loop, and a cabin HVAC loop. The thermal load are the batteries, powertrain, and cabin.
The two coolant loops can be joined together in serial mode or kept separate in parallel mode using the 4-way valve. In cold weather, the coolant loops are in serial mode so that heat from the motor warms the batteries. If necessary, a heater can provide additional heat. In warm weather, the coolant loops remain in serial mode and both the batteries and the powertrain are cooled by the radiator. In hot weather, the coolant loop switches to parallel mode and separates. One loop cools the powertrain using the radiator. The other cools the batteries using the chiller in the refrigeration loop.
The refrigeration loop consists of a compressor, a condenser, a liquid receiver, two expansion valves, a chiller, and an evaporator. The chiller is used to cool the coolant in hot weather when the radiator alone is insufficient. The evaporator is used to cool the vehicle cabin when air conditioning is turned on. The compressor is controlled such that the condenser can dissipate the heat absorbed by either or both the chiller and the evaporator.
The HVAC loop consists of a blower, an evaporator, a PTC heater, and the vehicle cabin. The PTC heater provides heating in cold weather; the evaporator provides air conditioning in hot weather. The blower is controlled to maintain the specified cabin temperature setpoint.
This model has three scenarios set up. The drive cycle scenario simulates driving conditions in 30 degC weather with air conditioning on. The vehicle speed is based on the NEDC followed by 30 min of high speed to push the battery heat load. The cool down scenario simulates a stationary vehicle in 40 degC weather with air conditioning on. Finally, the cold weather scenario simulates driving conditions in -10 degC weather, which requires the battery heater and PTC heater to warm up the batteries and cabin, respectively.
Model
Scenario Subsystem
This subsystem sets up the environment conditions and inputs to the system for the selected scenario. The battery current demand and powertrain heat load are a function of the vehicle speed based on tabulated data.
Controls Subsystem
This subsystem consists of all of the controllers for the pumps, compressor, fan, blower, and valves in the thermal management system.
Parallel-Serial Mode Valve Subsystem
The 4-way valve in this subsystem controls whether the coolant loop operates in parallel or serial mode. When ports A and D are connected and ports C and B are connected, it is in parallel mode. The two coolant loops are separated with their own coolant tanks and pumps.
When ports A and B are connected and ports C and D are connected, it is in serial mode. The two coolant loops are merged and the two pumps are synchronized to provide the same flow rate.
Motor Pump Subsystem
This pump drives the coolant loop that cools the charger, motor, and inverter.
Charger Subsystem
This subsystem models a coolant jacket around the charger, which is represented by a heat flow rate source and a thermal mass.
Motor Subsystem
This subsystem models a coolant jacket around the motor, which is represented by a heat flow rate source and a thermal mass.
Inverter Subsystem
This subsystem models a coolant jacket around the inverter, which is represented by a heat flow rate source and a thermal mass.
Radiator Subsystem
The radiator is a rectangular tube-and-fin type heat exchanger that dissipates coolant heat to the air. The air flow is driven by the vehicle speed and the fan located behind the condenser.
Radiator Bypass Valve Subsystem
In cold weather, the radiator is bypassed so that heat from the powertrain can be used to warm up the batteries. This is controlled by the the 3-way valve that either sends coolant to the radiator or bypasses the radiator.
Battery Pump Subsystem
This pump drives the coolant loop that cools the batteries and the DC-DC converter.
Chiller Subsystem
The chiller is assumed to be a shell-and-tube type heat exchanger that lets the refrigerant absorb heat from the coolant.
Chiller Bypass Valve Subsystem
The chiller operates in an on-off manner depending on the battery temperature. This is controlled by the the 3-way valve that either sends coolant to the chiller or bypasses the chiller.
Heater Subsystem
The battery heater is modeled as a heat flow rate source and a thermal mass. It is turned on in cold weather to bring the battery temperature above 5 degC.
DCDC Subsystem
This subsystem models a coolant jacket around the DC-DC converter, which is represented by a heat flow rate source and a thermal mass.
Battery Subsystem
The batteries are modeled as four separate packs surrounded by a coolant jacket. The battery packs generate voltage and heat based on the current demand. The coolant is assumed to flow in narrow channels around the battery packs.
Pack 1 Subsystem
Each battery pack is modeled as a stack of lithium-ion cells coupled with a thermal model. Heat is generated based on the power losses in the cells.
Compressor Subsystem
The compressor drives the flow in the refrigerant loop. It is controlled to maintain a pressure of 0.3 MPa in the chiller and the evaporator, which corresponds to a saturation temperature of around 1 degC.
Condenser Subsystem
The condenser is a rectangular tube-and-fin type heat exchanger that dissipates refrigerant heat to the air. The air flow is driven by the vehicle speed and the fan. The liquid receiver provides storage for the refrigerant and permits only subcooled liquid to flow into the expansion valves.
Chiller Expansion Valve Subsystem
This expansion valve meters refrigerant flow to the chiller to maintain a nominal superheat.
Evaporator Expansion Valve Subsystem
This expansion valve meters refrigerant flow to the evaporator to maintain a nominal superheat.
Evaporator Subsystem
The evaporator is a rectangular tube-and-fin type heat exchanger that lets the refrigerant absorb heat from the air. It also dehumidifies the air when the air is humid.
Blower Subsystem
The blower drives the air flow in the HVAC loop. It is controlled to maintain the cabin temperature setpoint. The source of air can come from the environment or from recirculated cabin air.
Recirculation Flap Subsystem
The recirculation flap is modeled as two restrictions operating in the opposite manner to let either environment air or cabin air to the blower.
PTC Subsystem
The PTC heater is modeled as a heat flow rate source and a thermal mass. It is turned on in cold weather to provide heating to the vehicle cabin.
Cabin Subsystem
The vehicle cabin is modeled as a large volume of moist air. Each occupant in the vehicle is a source of heat, moisture, and CO2.
Cabin Heat Transfer Subsystem
This subsystem models the thermal resistances between the cabin interior and the external environment.
Simulation Results from Scopes
The following scope shows the vehicle speed, heat dissipation, cabin temperature, component temperatures, and control commands for the drive cycle scenario. At the beginning, the coolant loop is in serial mode. After about 1100 s, it switches to parallel mode and the chiller is used to keep the batteries below 35 degC.
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