Sascha Stegen

School of Electrical Engineering,

Griffith University, Australia

Electrical Machines and Drives

Motors
Generators
Power Electronics and Drives

Michael Faraday explored the electromagnetic induction

in 1831

Efficiencies up to 90% and only needing

servicing every 100,000kms

http://www.evworks.com.au/tech/?section=motors

When a current flows through a conductor coil

in a magnetic field, the induced magnetic force
produces torque. This force is perpendicular to
the wire and the magnetic field, with:
F= I L B

Speed dependent on voltage

Torque = force x lever arm

Torque= ILB(W/2)sin x 2 = ILBWsin

With the coil area: A=length L x width W

=> Torque = IBA sin

Source: AC, Brushless, Switched Reluctance Motor Comparisons James R. Hendershot, Magna Physics Corporation

http://www.galco.com/comp/dc_motor.htm

Much of the impetus for the development of

brushless DC motors came from the computer
peripheral and aerospace industries, where high
performance coupled with reliability and low
maintenance are essential.
In principle, there is no difference between a
brushless DC motor and the self-synchronous
permanent magnet motor.
The brushless DC motor is essentially an inside out
electronically commutated DC motor, and can
therefore be controlled in the same way as a
conventional DC motor.

In the synchronous motor, the stator windings are exactly the

same as in the induction motor, so when connected to the 3phase supply, a rotating magnetic weld is produced.

But instead of having a cylindrical rotor with a cage winding, the

synchronous motor has a rotor with either a DC excited winding
(supplied via sliprings), or permanent magnets, designed to
cause the rotor to lock-on or synchronise with the rotating
magnetic field produced by the stator.

Once the rotor is synchronised, it will run at exactly the same

speed as the rotating field despite load variation, so under
constant-frequency operation the speed will remain constant as
long as the supply frequency is stable.

http://commons.wikimedia.org/w/index.php?title=User:CPI_BalNpp&
action=edit&redlink=1

The initial success of the

inverter-fed induction
motor drive was due to the
fact that a standard
induction motor was much
cheaper than a comparable
DC motor,
And this saving
compensated for the
relatively high cost of the
inverter compared with the
thyristor AC converter.

Inverter-fed induction
motor with inverter
mounted directly onto
motor.

Rotors for Synchronous Machines (three phase).

Permanent magnets are used on the rotor instead of a

wound weld, typically in 2-pole and 4-pole surfacemounted versions.

Permanent Magnetics in Electric Machines

Source: AC, Brushless, Switched Reluctance Motor Comparisons James R. Hendershot, Magna Physics Corporation



High locked rotor current

Low starting moment

The number of pole pairs can be calculated as

follows:




  60




One pole pair is necessary for one 360 step

(positive and negative half of the sine wave),
so the number of poles are:


N


60


   M

If parasitic effects =0 (current temperature

rise, friction losses.), then:

  

Pull-up torque

http://www.westernintech.com/kb/SinglePhase_Electric_Motor_Performance_Characteristics

Motor Rating:
Continuous-duty electric motors are rated by Power, RPM, and service factor. Maximum motor
power is limited by the highest temperature at which components in the motor can continue to
function.
Any electrical energy which does not do mechanical work gets converted into heat in the motor
The service factor defines the load at which the motor is stabilised at its maximum operating
temperature. When the (load) = (rated power x service factor), the net heat gain/loss is zero.
Starting:
At start-up, the motor will apply its highest torque, locked-rotor torque (also called breakaway
torque, or starting torque). The motor can draw 600% of its nominal current at this point, and
will quickly overheat if operated for more than a few seconds if the load does not turn.
As the rotor begins to turn, torque output decreases. Torque will decrease to the pull-up torque
limit. This is the lowest torque the motor will apply while below near-synchronous speed, and
is critical in determining if a motor will operate satisfactorily.

Normal Operation
When a motor is operating at its rated horsepower and RPM, it is
applying full-load torque, and the current is full-load amps. It is the
nature of electric motors that, as long as the applied load is less than
full-load torque, the motor will operate a near-synchronous speed
draw less than full-load amps.
When operating at near synchronous speeds, motors exhibit very
good performance because, up to the breakdown torque, they will
respond to changing loads by drawing more or less current as
required to maintain a near constant operating speed. However, if the
applied load exceeds breakdown torque, the motor speed will fall off
dramatically and, if the load is not immediately reduced, the motor
will stall.

Star connection:

Delta connection:

  3    

  3  

  

   

Reactive power:

  3   


Apparent power:   3     

 

Vpe = phase-element voltage

Ipe = phase-element current

http://www.rchobby-net.de/optimum/optimum.htm

http://www.becks24.de/cgi-bin/hdub/YaBB.pl?num=1234390242

If the star connection reaches a torque of 75% to 80% at full load

speed, then the motor can be connected in Delta mode.
In Delta configuration the phase voltage increases by 173%, as also the
phase does. The line current increases three times its value in star
connection, as does the electric power.
During the transition period from star to delta, the motor must be free
running with little deceleration. Due to the electromagnetic field inside
the turning rotor, the motor generates a voltage of its own, which
randomly add to or subtract from the applied line voltage. This is called
transient current. These changeover transients appear normally just for
a few milliseconds and cause voltage surges and spikes.

1 Direct start
2 Star-Delta-Start
3 Softstart

1 Direct start
2 Star-Delta-Start
3 Softstart

How to regulate speed and/or torque

mechanically?

Universal motor

DC or AC voltage

Up to 1kW

Laminated polepieces

http://www.daviddarling.info/encyclopedia/D/AE_drill.html

Source: AC, Brushless, Switched Reluctance Motor Comparisons James R. Hendershot, Magna Physics Corporation

POWER RANGE FOR MOTORS AND DRIVES

Continuous power rating for various types of motor

 Power range for various types of drive

Financially (lifetime of electrical motor)

Approximately 97% electrical energy costs
3% material costs including maintenance

Energy (lifetime of electrical motor)

Between 90 and 99.5% (Pel->Pmech)

OLD:
In 1998 the European commission CEMEP
defined three efficiency classes
EFF3 = Motor with low efficiency
EFF2 = Motor with medium efficiency
EFF1 = Motor with highest efficiency

In 2009 a worldwide norm for energy classes for

asynchron machines 0.75 kW to 375 kW was
developed (EN 60034-30:2009).
IE1 = Standard efficiency grade
(compareable EFF2 >90%, since June 2011 just limited
allowed)
IE2 = High efficiency grade (compareable EFF1 >94%)
IE3 = Premium efficiency grade
IE4 = Super Premium efficiency grade (> 97%)

Basically every motor with permanent

magnets can be used as a generator.
DC motors
AC motors with permanent magnets

Or: applying an electro magnetic field on the

rotor and inducing AC voltage into the cage
windings.

www.physik3d.de, by Arthur Kronenberger 2007

Motor comparison

http://xorl.wordpress.com/2011/03/05/the-basics-of-4-stroke-internal-combustion-engines/

Motor comparison

http://xorl.wordpress.com/2011/03/05/the-basics-of-4-stroke-internalcombustion-engines/

Motor comparison

http://www.afdc.energy.gov/afdc/vehicles/propane_what_is.html

Motor comparisons

Petrol

- 15% - 20%

Also depending on Fuel:

Petrol (91-99 RON (research octane rating)

LPG (Liquefied Petroleum Gas) Low energy rating (102-108 RON)

Diesel
Hybrid
Electric
As energy supply/storage:

Batteries
Solar cells
Hydrogen cells
Ultra capacitor

up to 30%
- 15% - 97%
up to or even over 97%

http://www.bennettclayton.com.au/?page_id=64



P. Schavemaker and L. V. D. Sluis, Electrical Power

System Essentials, Wiley, 2009
J. L. Kirtley, Electric Power Principles, Wiley,
2010,
T. Wildi, Electrical Machines, Drives, and Power
Systems, Fourth Edition, Prentice Hall, 2000
Austin Hughes, Electric Motors and Drives Fundamentals, Types and Applications, Elsevier
www.wikipedia.de
http://www.patchn.com
C. C. Chan, The state of the art of electric, hybrid
vehicles, and Fuel Cell Vehicles, Proc. IEEE, 2010
http://www.moeller.net