Recent concerns about environmental pollution and escalating energy consumption accompanied by the advancements in battery technology have initiated the electrification of the transportation sector. With the universal resurgence of Electric Vehicles (EVs) the adverse impact of the EV charging loads on the operating parameters of the power system has been noticed. The detrimental impact of EV charging station loads on the electricity distribution network cannot be neglected. The high charging loads of the fast charging stations results in increased peak load demand, reduced reserve margins, voltage instability, and reliability problems. Further, the penalty paid by the utility for the degrading performance of the power system cannot be neglected. This work aims to investigate the impact of the EV charging station loads on the voltage stability, power losses, reliability indices, as well as economic losses of the distribution network. The entire analysis is performed on the IEEE 33 bus test system representing a standard radial distribution network for six different cases of EV charging station placement. It is observed that the system can withstand placement of fast charging stations at the strong buses up to a certain level, but the placement of fast charging stations at the weak buses of the system hampers the smooth operation of the power system. Further, a strategy for the placement of the EV charging stations on the distribution network is proposed based on a novel Voltage stability, Reliability, and Power loss (VRP) index. The results obtained indicate the efficacy of the VRP index.

It is now evident that the value of endowing rotating machines with the capability to produce transverse forces in addition to their normal torque-producing function can be extremely high. The bridge configured winding is a cost-saving connection scheme for electrical machines to exploit transverse magnetic forces on the rotors. The winding scheme retains the machine's three-phase terminals such that ordinary motor inverters can be employed for the normal torque-producing function while providing separate terminals for transverse force action. This paper describes the practical implementation of such a winding connection in a conventional electric machine and demonstrates that controllable transverse forces can be produced.

In this work, we presented in detail the design procedure of the front double A-arm push rod suspension system for a formula student race car. The type of suspension systems used generally are reviewed. The CAD models of the components in the suspension system are made using SolidWorks^® and the Finite element analysis of the components is done using ANSYS^® Workbench. Both kinematic and dynamic analysis of the designed suspension system is performed. The results of vibration or ride analysis and roll steer analysis are also presented for the designed suspension system. The method for spring design is elucidated. This work emphasizes the method for designing and analyzing the suspension system for a race car in various aspects.

Ride is considered to be one of the criteria for evaluating the performance of a vehicle. However, the evaluation of ride quality of a car varies from person to person. There are many mathematical models which are used to study vehicle ride dynamics. The development of electronics, sensors and actuators has enabled the use of control systems to enhance the ride quality of a vehicle.This work deals with some of the commonly used ride models viz. Quarter Car model, 2 Degree of Freedom (DoF) Half Car Model and 4 DoF Half Car Model. A complete analysis of these models from a designer's perspective, e.g., variation of suspension stiffness, damping coefficient etc. is being presented. The response of these models to random excitation is being studied. The above mentioned models are based on the rigid body assumption. They do not incorporate a tire model which takes into account the stiffness and damping properties of the tire. The Flexible Ring Tire model is being incorporated into the 4 DoF Half Car model and effect of tire flexibility on vehicle ride is being analyzed. A flexible 2 DoF model, which models the chassis as an Euler beam on springs is also analyzed and a comparison with the rigid 2 DoF model is being done. Semi-active suspensions enable the variation of suspension properties to improve vehicle ride quality. These kinds of systems are becoming popular with high end cars. A simulation of MR dampers (semi-active suspension) using Bouc-Wen Model has been incorporated into the quarter car model using PID controller.

Bearingless switched reluctance motors (BSRMs) have both magnetic bearing as well as conventional motor characteristics which make them suitable for diverse industrial applications. This study proposes a design methodology for a BSRM in order to calculate the appropriate geometrical dimensions essential for realising a minimum levitation force at every orientation of rotor. It is based on the stator–rotor overlap angle and helps in reducing the complexities associated with the self‐bearing operation of a switched reluctance motor (SRM). Different from a conventional SRM, the motor under study deploys a special single set parallel winding scheme for simultaneous production of torque as well as radial force. An analytical model incorporating this single set winding is developed for calculating the torque and the radial force. The proposed bearingless design is verified by developing a two‐dimensional finite‐element model of a 12/8 SRM in ANSYS Maxwell.

This paper addresses the specific load capacity of radial-flux radial magnetic bearings and provides some insight into what values are achievable and how these values depend on various parameters such as air-gap thickness, allowable temperature rise in the coils, certain heat-transfer coefficients, and certain de-rating factors associated with the distribution of the bearing load in time and space. We define the specific load capacity of a radial magnetic bearing as the ratio of the largest sustainable root-mean-square radial force to the total self-weight of all parts necessary for the electromagnetic function of the bearing. We show that it is possible to push the limit of the specific load capacity of naturally cooled bearings up to around 35:1 with present-day materials, for a wide range of practical bearing sizes. This figure is still very small compared with the capacity of mechanical bearings.