Converter Operation Mode:
This section will discuss a comprehensive discussion regarding the modes of operation of the boost type converter, and the effect on overall converter performance as well.
There are two fundamentally different operating modes for the converter. The first operating mode is, continuous-conduction mode (CCM), where the energy in the inductor flows continuously during the operation of the converter. The increase of the stored energy in the inductor during the ON time of the switch is equal to the energy discharged into the output during the OFF time of the switch, which ensuring the steady-state operation of the converter. At the end of the discharge interval, residual energy remains in the inductor. During the next ON interval of the switch, energy builds from that residual level to that required by the load for the next switching cycle. In the other operation mode, discontinuous-conduction
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Consequently, the peak current is higher in the diode in DCM, then the peak current also will be higher in the inductor and in the switch as well. With higher peaks and equal or a shorter conduction time as a rule of thumb in this operation mode. It can assume that for the same components, the RMS losses will be greater in a DCM converter than in an equivalent CCM converter. The switching duty cycle of the converter in DCM operation is dependent not only on the input and output voltages but on the inductor value and the load current as well. In addition, in DCM operation, the current fall time (to zero) is usually different than (1 – D) x Ts. To find the switching duty cycle in DCM, have to find the fall time first and that is required to discharge the inductor by taking the peak current during the ON time and dividing it by the current rate of decay during the OFF
Muller, S., Prowse, D. L., & Soper, M. E. (2012, September 25). CompTIA A+ Cert Guide: Power Supplies and System Cooling | Foundation Topics | Pearson IT Certification. Retrieved March 20, 2014, from http://www.pearsonitcertification.com/articles/article.aspx?p=1945640
To discuss the power output, first the cycles of the engine itself needs to be mentioned.
...the shock waves created by a shift, which acts as a brake, slowing the turbo and requiring it to be spooled up again. We lose boost pressure but keep our turbo speed this way.
One of the most commonly used ways to give a vehicle more horsepower these days is forced induction. There are normally 3 different methods of forced induction, nitrous, turbochargers and superchargers. Although this essay will only consist of superchargers and turbochargers. The problem people face when choosing which equipment to install on their car is what is better, turbocharging or supercharging? Both turbochargers and superchargers have pros and cons, and both of them share quite a few similarities. Choosing a forced induction system can be something that makes or breaks your street car, or weekend warrior. Pending what the budget is, what the power levels desired are, and even the type of car it is going into. Many variables come into play with front-wheel drive, rear-wheel drive, and all-wheel drive vehicles. It is entirely up to the driver or builder in order to determine the best route to take, or possibly the worst route to end at. Covering the pros and cons is a good way to help make an educated decision on what
There are many differences between Turbos and Blowers. The first is the power curve. Superchargers build boost as rpm increases in a linear fashion, because they are belt driven from the engine crankshaft. This means that the supercharger is always on and achieves its maximum potential at higher rpm's. The faster the engine is going, the faster the supercharger is turning. T...
For the second electronics project, my partner and I worked together to program an Arduino to light up and dim an LED with a switch, and then by using different frequencies of light to change the brightness of the LED. We also set up three switches to control the amount of red, green, and blue in the LED and use it to make different colors. We first set up a single light circuit that similar to that of the first project. We then added a switch to the breadboard that would allow us to turn on and off the LED. We then removed the switch and added a potentiometer. This allows us to change the brightness of the LED by turning the potentiometer. The next task was to add a photoresistor that would take in light and change the LED brightness according
· B-phase transformer (EMTU-TT01) · Feedback electronic wattmeter · Multi-range moving-iron ammeter · Instrument voltage transformer THEORY AND INTRODUCTION ----------------------- Transformers are used all over the world to step-up and step-down electricity. The transformer is one of the most commonly used electrical devices. The reason the transformer is so popular is because they range in size from 240V to well over 240kV, stepping -up and stepping-down electricity all over the world.
The diesel engines combustion process is a little different than the typical gasoline engine. A couple main things that diesel engines have that gasoline engines do not are, carburetors and spark plugs. Unlike a gasoline engine, air is first allowed into the cylinder rather than a fuel and air mixture. Once the air is compressed it creates a source of heat, then a mist of fuel is injected to start the combustion process which then creates the energy. Since diesel engines do not have spark plugs they are able to take in larger amount of fuel, this obviously means there will be more power and will guarantee better efficiency. Another thing that is very important is that diesel tends to be a better lubricant than gasoline, being that it is a better lubricant there will be less friction which will generally increase the life of the engine (Woodford). Diesel engines operate at slower speeds than gasoline engines, therefore diesel engines tend to have longer lifespans than gasoline
?In a series hybrid, the internal combustion engine drives a generator that charges the batteries, whic...
The number of Electrical and electronic devices running on electricity are increasing at a rapid rate. At the same time the amount of electricity utilized by these devices is also increasing at high rate due to increased complexity in applications which are to be executed, thus overall electric utilization is increasing. Further wastage and over utilization became a concern making power efficiency of a device even more essential. Thus amount of power needed to run an application or execute a command becomes one of the main constraint of the device's efficiency. This is the area which is to be focused because of growing operational costs on servers. In this report we will discuss in brief about various techniques used for power management and our topic of interest along with their merits and demerits. We recommend some of the solutions for existing problems.
All useful generators of electricity come in two basic forms, alternating current and direct current. Direct current (dc) comes from generators that do not change in polarity, always producing a positive charge. In alternating current (ac) the polarity of the terminals is always changing from positive to negative. Thus you are left with alternating current flow. There are different ways of measuring and generating alternating and direct current.
Hybrid vehicles first came on the seen to create super efficient cars to combat rising fuel costs and offer more environmentally friendly alternatives to traditional combustion vehicles. The hybrid vehicle concept is that there are two motors at work, one is traditionally a gasoline engine paired with a small battery powered electric motor. Each manufacturer’s hybrid power-train varies, but the main benefits gained from the addition of an electric motor and battery pack, is that the electric motor adds free power from the battery pack in the car to aid in acceleration and
Most people today fill up their car with different qualities of petrol, because that's what the average car takes. They don't usually consider an alternative for the petrol that they load into their cars. Although petrol is widely used, it is not the only source for a car to get its power from; diesel and electricity are alternatives to the general petrol used by most cars. Although different from each other, diesel and electricity are alternatives to the average gasoline received at a gas station. Diesel is a more concentrated type of fuel that is usually used by big automobiles because they require a lot of power in a little amount of time. Electricity is a method that uses the power of batteries to produce a low horsepower but, nevertheless fast automobile. Electric cars are generally created to be soundless and environment friendly. The purpose of this paper is to classify and educate the reader of the different types of fuel available for an automobile to use: petrol, diesel, and electricity. The general petrol, used by most people, is usually the only type of fuel accepted on the average car in the United States today.
A silicon-controlled rectifier or semiconductor-controlled rectifier is a four-layer solid state current controlling device. It has three junctions, labeled J1, J2 and J3 and three terminals. The anode terminal of an SCR is connected to the P-Type material of a PNPN structure, and the cathode terminal is connected to the N-Type layer, while the gate of the Silicon Control Rectifier SCR is connected to the P-Type material nearest to the cathode.
The converter uses two different types of catalysts, a reduction catalyst and an oxidization catalyst. The reduction catalyst It uses platinum and rhodium to help reduce the nitrogen oxide emissions. When such molecules