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In this paper, the direct torque control (DTC) for a three-level five-phase inverter-fed five-phase induction motor is proposed to improve the low-speed performance. The classical DTC scheme (DTC-I) is modified in order to minimize the demagnetization effect during a low-speed operation. According to the modification, the voltage vector space plane is divided into 20 sectors, each of sector 18°. For odd number of sectors, ${{\pm 36^\circ }}$ displaced intermediate voltage vectors, and for even number of sectors, ${{\pm 36^\circ }}$ displaced main voltage vectors are selected instead of classic ${{\pm 72^\circ }}$ displaced voltage vectors. The zero voltage vectors are omitted in the proposed DTC scheme (DTC-II) for the low-speed operation. The DTC-II scheme reduces the demagnetization effect during a low-speed region at the cost of increase in the torque ripple due to avoiding zero voltage vectors. As the speed ramps up, the ${{\pm 72^\circ }}$ displaced voltage vectors are selected through a seven-level torque comparator and are divided into ten sectors. Therefore, in the medium and the higher speed region, the torque ripple is reduced by using the seven-level torque comparator. Simulation and experimental results are presented in order to validate the DTC-II method. [ABSTRACT FROM PUBLISHER]

This paper proposes two direct torque control (DTC) strategies to reduce the common-mode voltage (CMV) in the five-phase induction motor driven by three-level five-phase inverter. In each technique, 31 voltage vectors consisting of 30 nonzero voltage vectors, and a zero voltage vector are selected out of available 243 voltage vectors. The selection of these voltage vectors are based on their capabilities of reducing the CMV, eliminating the x–y stator flux and maintaining the torque ripple under control. The ten large, ten small, and a zero voltage vector are same in both schemes, however only difference in designing the control strategy for the two schemes is the utilization of different ten medium voltage vectors. First proposal (DTC-I) reduces the CMV to $3V_{{\rm{dc}}}\,/ 10$ and second proposal (DTC-II) reduces to $V_{{\rm{dc}}}\,/ 10$. These schemes are compared with DTC technique of five-phase induction motor fed by two-level five-phase inverter in order to judge the capabilities of proposed schemes in context of reducing the CMV. The simulation and experimental results validate the proposed DTC techniques. [ABSTRACT FROM AUTHOR]

In a switching-table-based direct torque control method (ST-DTC), the torque ripple reduces with increasing number of levels of the torque comparator. The number of levels is decided by the availability of the number of voltage vectors according to the topology of the inverter. This paper proposes the seven-level torque comparator to reduce the torque ripple in the DTC-controlled five-phase induction motor fed by the three-level five-phase inverter. In the five-phase induction motor, an elimination of x − y stator flux is inevitable otherwise the stator phase current will be distorted. In order to eliminate the x − y stator flux, the virtual voltage vectors are formed. Experimental results are presented to validate the proposed DTC method. [ABSTRACT FROM PUBLISHER]

If the common-mode voltage in the induction motor drive is not eliminated, it may cause failure of motor bearings and malfunctioning of the electrical equipment associated with the drive. This article proposes the modified direct torque control technique to control the induction motor fed by three-level inverter, commonly called a neutral-point-clamped inverter. The selective voltage vectors in three-level inverter determine elimination of the common-mode voltage. The classic three-level direct torque control based on selection of 6-full, 6-half, and 2-zero voltage vectors out of available 27 is modified so that the 6-intermediate voltage vectors and a zero voltage vector are employed. A comparative investigation with another three-level direct torque control method which reduces both common-mode voltage and torque ripple is also carried out. These methods are compared with classic two-level direct torque control method in context of common-mode voltage, torque ripple, current total harmonic distortion (THD) and DC-link utilization. The simulation and experimental results validate the proposed common-mode voltage elimination and common-mode voltage reduction direct torque control techniques. [ABSTRACT FROM PUBLISHER]

This paper presents a Direct Torque Control (DTC) strategy for the five-phase induction motor driven by a three-level five-phase inverter in order to improve the performance of the five-phase induction motor. In the proposed DTC technique, only 22 voltage vectors out of 243 available voltage vectors in a three-level five-phase inverter are selected and are divided in 10 sectors each with a width of 36°. The four different DTC combinations (DTC-I, II, III and IV) for a three-level five-phase induction motor drive are investigated for improving the performance of five-phase induction motor. All four of the DTC strategies utilize a combination of the same large and zero voltage vectors, but with different medium voltage vectors. Out of these four techniques, DTC-II gives the best performance when compared to the others. This DTC-II technique is analyzed in detail for improvements in the performance of five-phase induction motor in terms of torque ripple, x-y stator flux and Total Harmonics Distortion (THD) of the stator phase current when compared to its two-level counterparts. To verify the effectiveness of the proposed three-level five-phase DTC control strategy, a DSP based experimental system is build. Simulation and experimental results are provided in order to validate the proposed DTC technique. [ABSTRACT FROM AUTHOR]

This work deals with the development of a multifunctional power electronic converter (PEC) utilizing dual power sources (grid and solar photovoltaic (PV)) for charging phenomenon of plug-in electric vehicles (PEVs). The developed configuration accomplished all modes of vehicles (charging, propulsion (PP) and regenerative braking (RB)). In standstill condition of vehicle, the battery is either charged by grid or simultaneously by both grid and solar PV system. In running mode, the battery can also be charged through RB operation by utilizing kinetic energy of vehicle wheels. The proposed converter operates as an isolated SEPIC in plug-in charging (PIC) mode and as a non-isolated SEPIC in solar PV charging mode. Further, in PP and RB modes, operation of the proposed PEC as a conventional boost converter and conventional buck converter, respectively. Both the simulation and experimental validations for all modes of the proposed converter have been presented. [ABSTRACT FROM AUTHOR]