EEEB283 ELECTRICAL MACHINES AND DRIVES

ELECTRIC TRAINS
GROUP # 6: CP BEM UNITEN 1.
2. 3. 4. 5. 6. 7. WAN ABDUL BARIE BIN WAN MD MARZUKI (CP086367) WEE KIM YONG (CP087169) ZAKARIA BIN ABDUL RAHMAN (CP087180) ZULIHANIS BT ISMAIL (CP086368) WAN MAHRIMI BIN WAN AMBAK (CP087201) AHMAD ARIPIN BIN SAIMAN (CP087200) SHEFIAN BIN MOHD DOM (CP087205)

TABLE OF CONTENTS
Abstract 1.0 1.1 1.2 1.3 1.4 1.5 2.0 2.1 2.2 3.0 5.0 6.0 7.0 8.0 Literature Survey On Electric Vehicle Electric Traction Power Harmonic From Electric Mass Transport Traction Transformer Induction And Permanent Magnet Motors/ Motor Design Reduction In Carbon Foot Print Impact Of Electric Mass Transport The Various Electric Motor Design And Traction Transformer For Various Types Of Electric Trains The Various Energy Storage Technologies Employed In The Existing Electric Trains Case Study Bibliography Appendix A Appendix B Appendix C

PAGES
2 3

8 11 12 21 29

1|Page

Abstract Despite the rapid economic growth of China and India, the United States is by far the worlds largest consumer of oil, accounting for more than 20% of the 87 million barrels per day that are used around the world. Americas dependence on oil has contributed to a suite of economic, security, geopolitical, and environmental problems, and, thus, there is growing worldwide interest in reducing petroleum use. A variety of alternatives to petroleum are under consideration, including biofuels, natural gas, hydrogen, and electricity the decades ahead. Therefore, one of the alternatives is by using electric vehicle. The electric vehicle is not a recent development. In fact, the electric vehicle has been around for over 100 years, and it has an interesting history of development that continues to the present. Even a partial shift from petroleum to electricity as a transportation fuel will have ramifications for the operation and growth of the electric power system.

2|Page

1.0 1.1

LITERATURE SURVEY ON ELECTRIC VEHICLE ELECTRIC TRACTION POWER An electric vehicle (EV), also referred to as an electric drive vehicle, uses one or more

electric motors or traction motors for propulsion. For mass transportation, electric train (Figure 1) are used which is powered by electricity from overhead lines (Figure 2), a third rail (Figure 3) or an on-board energy storage device (Figure 4) (such as a chemical battery or fuel cell) such as trams, light rail, rapid transit, people movers, commuter rail and monorail suspension railways. The distinguishing design features of electric train are the type of electrical power used, either alternating current or direct current, the method for store (batteries, ultra capacitors) or collecting (transmission) electrical power and the means used to mechanically couple the traction motors to the driving wheels (drivers). 1.2 HARMONIC FROM ELECTRIC MASS TRANSPORT An AC electric trains having thyristors or pulsewidth-modulation (PWM)-controlled converters inject harmonic currents into the feeding overhead lines. Harmonic currents in the electric train are one of the biggest concerns. The current harmonics injected from an ac electric train propagate through power-feeding circuits. Being a distributed RLC circuit, the feeding circuit can experience parallel resonance at a specic frequency. The harmonic current is amplied by the resonance, and the amplied harmonic current usually induces various problems, including interference in adjacent communication lines and the railway signaling system, overheating, and vibration at the power capacitors, and erroneous operation at the protective devices. Therefore, the harmonic current ow must be assessed exactly in the designing and planning stage of the electric traction system. 1.3 TRACTION TRANSFORMER A traction transformer is a single transfer point for energy between catenary and motors, and must therefore meet high reliability levels. Traction transformer is a special voltage power transformer, which should be able to endure the acute changes of traction load and the external frequent short. Besides high demands on reliability and performance, traction transformers must 3|Page

also be compact and lightweight and display high efficiency. Generally speaking, traction transformers have the capability to 100% overload. 1.4 INDUCTION AND PERMANENT MAGNET MOTORS (MOTOR DESIGN) Various motor is used to move the train, permanent magnet and induction motor mostly used. The biggest drawback of the induction machine is the always lagging power factor, because the machine is magnetized from the stator, in other words, there is a magnetizing current flowing in the stator winding even at no-load conditions. This means that less torque is available with a given current than for example with a PMSM, or alternatively, more current is required to produce an equal torque, which leads to an inverter with a higher current rating. More detail is in Table 1. T There are 2 types of motor design, AC and DC motor. By the early 1980s, power electronics had progressed to the stage where the 3-phase AC motor (Figure 5) became a serious and more efficient alternative to the DC motor. Details are in Table 2. From a transmission point of view, AC is better than DC because it can be distributed at high voltages over a small size conductor wire, whereas DC needs a large, heavy wire or, on many DC railways, an extra rail. For simply put, simply as AC for long distance and DC for short distance railway. 1.5 REDUCTION IN CARBON FOOT PRINT A carbon footprint is a measure of the impact our activities have on the environment, and in particular climate change. It relates to the amount of greenhouse gases produced in our day-today lives through burning fossil fuels for electricity, heating and transportation etc. Electric Trains have always had no carbon emissions because they are run entirely by internal electric motors. However, the means of generating the electricity used to power these motors was predominately by burning fossil fuels or coal, both of which produce a large amount of carbon emissions. With the emergence of ' clean energy'generation, electrical trains actually run with very low environmental impact. For example, the proposal for the high speed rail line between San Francisco and Los Angeles in California has the potential for zero greenhouse gas emissions, with the 3,350 GWh each year being generated by California' extensive infrastructure of s renewable energy sources. 4|Page

2.0

IMPACT OF ELECTRIC MASS TRANSPORT Mass transportation enables economic activity by connecting people, businesses and

resources. Although transportation contributes to economic productivity it also imposes significant economic costs. Electrical mass transportation cost includes civil (infrastructure), equipment, projects and financing cost. It is varied with design requirement (safety requirement e.g. anti earth-quake, immunity typhoon and high humidity) and geographical location. Table 3 shows some sample new railway project costs as published in the railway trade press. Although we often hear people talking of mass transportation making profit, what they are actually referring to is that the railway takes in more fare revenue than it spends on operating costs. But there are systems that work well and able to provide positive fare box ratio one over 100% such as Seoul Metro (Korea) (Refer Table 4). These systems are successful because of two features - high patronage and management efficiency. Governments, of any variety, may opt to subsidize public transport, for social, environmental or economic reasons. Key motivations are the need to provide transport to people those who cannot afford or are physically or legally incapable of using an automobile, and to reduce congestion, land use and emissions of local air pollution and greenhouse gases. Other motives may be related to promote business and economic growth, or urban renewal in formerly deprived areas of the city. This transportation services may be commercial, but receive greater benefits from the government compared to a normal company. Gases emitted by automobiles have been cited as major contributors to the issues addressed in green initiatives. A single person, 20-mile round trip by car can be replaced using public transportation and result in a net CO2 emissions reduction of 4,800 lbs/year. Using public transportation saves CO2 emissions in more ways than simply travel as public transportation can help to alleviate traffic congestion as well as promote more efficient land use. In order to understand the electric vehicles carbon footprint, two phases must be distinguished: energy production and vehicle use. In the use phase, the electric vehicle does not emit any C02, but it does consume a certain quantity of energy. When using an electric vehicle, 5|Page

neither carbon gases nor pollutants are emitted. In the energy production phase means source of the electricity used to charge them. An electric vehicle that is charged with energy from a clean source, like hydroelectric power, will produce very little pollution, unlike unclean source (coal). Carbon footprint for vehicles is measured by average number of C02 grams emitted per kWh. In France, this C02 content is in the region of 85 g/kWh, which is much less than the European average (of around 400 g/kWh). And for good reason: the electricity produced in France comes predominantly from nuclear power (80%), with the balance coming from waterpowered stations (15%) and from gas or coal (5%), according to the IEA (the International Energy Agency). The situation is different elsewhere in the world where nuclear power and renewable energy are rarer. It hits 850 g/kWh in China and 875 g/kWh as it is produced in the majority by coal-powered stations. Table 5 shows comparison of the pollutants emitted by internal combustion engine vehicles and electric vehicles charged by various energy sources. Notice that carbon monoxide and hydrocarbon emissions are negligible when using electric vehicles, but that the emission of sulfur oxides increases. Also note the increasing emissions of carbon dioxide, nitrogen oxides, and sulfur oxides that occur when using greater proportions of coal and oil derived electricity. 2.1 THE VARIOUS ELECTRIC MOTOR DESIGN AND TRACTION Various type of motor design mainly separated to 2 types, which are AC and DC motor. There are however a number of DC motor choices where series-wound machine is the best machine for use in traction applications primarily; it is due to its torque/speed characteristics being well matched to the demands required for traction application. More details are in Table 6. There are 2 types of AC traction motors, synchronous and induction motor (asynchronous). Synchronous AC motors are also occasionally used, as in the French TGV high speed train. Three-phase cage induction (asynchronous) motors have been utilized for traction over the years, and it was again the advent of power electronic devices within variable-frequency converters that made their use feasible. These motors are mechanically 6|Page

TRANSFORMER FOR VARIOUS TYPES OF ELECTRIC TRAINS

the simplest of the traction machine types with no electrical connections necessary for the rotating field winding. This motor widely used nowadays such as commuter, intercity etc. A new form of traction which has appeared in recent years is the linear motor. The conventional DC motor consists of a fixed part (the stator) and a moving part (the rotor) (Figure 6). Both parts are contained in a case on the train and the rotor is connected to the axle by a pinion/gear arrangement. When the armature turns, the wheel turns. The efficiency of the linear motor is about 60% of the conventional motor but it has the advantage of less moving parts and it does not have the reliance on adhesion of the conventional motor. Many countries had used linear motor in electric such as in Figure 7. Traction Transformers for trains transform the overhead contact line voltage, which ranges mainly from 15 kV or 25 kV to voltages suitable for traction converters (0.7 kV and 1.5 kV). Traction Transformers have rated power from 500 kVA to 10 MVA where EMUs mostly used 1 to 3MVA traction transformers and 3 to 5.5MVA for high sped train. 2.2 THE VARIOUS ENERGY STORAGE TECHNOLOGIES EMPLOYED IN THE

EXISTING ELECTRIC TRAINS A regenerative brake is an energy recovery mechanism which slows a vehicle by converting its kinetic energy into another form, which can be either used immediately or stored until needed. Traction motors provide resistance to the wheels turning, slowing them down. By capturing the energy in these traction motors, engineers were able to build regenerative braking into existing train systems. Figure 8 show energy flow of braking and accelerating electric train. . Basically, there are 2 type of energy storage applied in rolling stocks, stationary (Figure 9) and mobile (Figure 10). For stationary energy storage, electric double-layer capacitor is used. This storage helps stabilization of line voltage due to increase of the minimum line voltage. The energy storage system reduces primary energy consumption without affecting transport capacity and punctuality. For mobile energy storage, NiMH-Traction battery can also be used instead of electric double-layer capacitor. This mobile energy storage can help higher utilization of power supply due to less voltage drop along the overhead contact line. 7|Page

3.0

CASE STUDY

Case information Given a 460V, 25hp, 60Hz, 4 poles, Y-connected wound rotor induction motor has the following impedances in ohms per phase referred to the stator circuit R1=0.641 , R2=0.332 , X1=1.106 , X2=0.464 , XM=26.3

Discussion and Observation Problem 2 (c) (i) : Formulate a wound rotor induction model to plot a base torque-speed curve for slip speed from 1 to 0. Equivalent circuit for respective induction motor depicted in Figure A,

0.641

j1.106 j26.3

j0.464

0.332

Figure A Investigating the torque-speed curve in Figure B using MATLAB software, it is apparent that the rotor circuit resistance has significant impact on speed at which maximum torque occurs. The plots above illustrate five cases, range from low rotor resistance R2 gradually up to the high rotor resistance 5R2. By increasing the rotor resistance, the breakdown torque peak is shifted left to zero speed. Note that this torque peak is much higher than the starting torque available with base rotor resistance, R2. For further reference, the details calculation, curve torque-speed, programming and comparison table was attached in Appendix B.

8|Page

Figure B: Torque-Speed Curve with varying of R2 for Problem 2(c) (i)

Problem 2 (c) (ii) : Determine the rotor resistances of this induction machine to get the starting torque that half and double the based starting torque.

Rotor Resistance, R2 R2 = 0.332 R2 = 0.151 R2 = 1.005

SlipMax, Smax 0.1979 0.0900 0.5992

Mechanical speed, m 1444 1638 721

Torque Start, start 103.81 51.91 207.62

Torque Max, max 229 229 229

Table A: Manual calculation analysis for Problem 2(c) (ii)

Rotor Resistance, R2 R2 = 0.332 R2 = 0.151 R2 = 1.005 Slip Max, Smax 0.2 0.1 0.6 Mechanical speed, m 1440 1620 720 Torque Start, start 106.6 53.54 211.4 Torque Max, max 230.8 230.2 230.8

Table B: MATLAB curve analysis for Problem 2(c) (ii) 9|Page

Figure C: Torque-Speed Curve with varying of torque start for Problem 2(c) (ii) The above plots show the change in slip is attained by changing the value of rotor resistances. As the value of rotor resistance increase, the slope of the motor curve will decrease, shifting the stable operating point for the given load curve to a point with higher slip. Thus the speed control is achieved in the rotor resistance control. As we know, slip is proportional to rotor resistance and pullout torque is proportional to slip. Thus, high torque is produced while starting. In induction motor, starting torque must be in non-linear part of torque-speed curve while normal operating torque must be at linear part. By refer to the curve where starting torque occurs at double base torque in Figure C, it shows that the curve have high starting torque at the beginning of non-linear part but end up with high slip at linear part. Since the slip produced is high, then it will contribute to low efficiency of induction motor. On the other hand, when the curve starting torque occurs at half base torque in same figure, it shows that the curve will begin with low starting torque and produce low slip value at the end of curve thus giving higher efficiency to respective induction motor. For further reference, the details calculation, curve torque-speed, programming and comparison table was attached in Appendix C. 10 | P a g e

4.0

BIBLIOGRAPHY

4.1 Mom, G., 2004. The Electric Vehicle: Technology and Expectations in the Automobile Age. Johns Hopkins University Press, pg. 31. 4.2 History of the Electric Car. Energy Efficiency and Renewable Energy, Department of Energy. Last updated November 22, 2005. 4.3 Hu Yu, Yuan Yue, Chen Zhe, Chen Zhifei, Tao Ye, Research on the Selection of Railway Traction Transformer, IPEC, 2010 Conference Proceedings. 4.4 Yuen, KH; Pong, MH; Lo, EWC; Ye, ZM, Modeling of electric railway vehicle for harmonic analysis of traction power-supply system using spline interpolationin frequency domain, The 14th Annual Applied Power Electronics Conference and Exposition, Dallas.TX, 14-18 March 1999, v. 1, p.458-463 4.5 Changmu Lee; Jang, G.; Sae-hyuk Kwon, Harmonic analysis of the Korean high-speed railway using the eight-port representation model, IEEE TRANSACTIONS ON POWER DELIVERY, VOL. 21, NO. 2, APRIL 2006 4.6 Jussi Puranen, Induction Motor Versus Permanent Magnet Synchronous Motor in Motion Control Applications: A Comparative Study, Lappeenranta 2006 147 p. , Acta Universitatis Lappeenrantaensis 249 , Diss. Lappeenranta University of Technology 4.7 Nicholson, T.J. , DC and AC Traction Motor, Electric Traction Systems, 2008 IET Professional Development Course, 4.8 ABB is contributing to high speed trains, ABB Review 2 2010, 4.9 4.10 4.11 4.12 4.13 http://www.railway-technical.com/index.shtml http://www.uitp.org/Public-Transport/sustainabledevelopment/ http://www.physics.ohio-state.edu/~wilkins/writing/Samples/policy/voytishlong.html http://www.energy.siemens.com/co/en/power-transmission/transformers/traction-transformers/ http://www.futurecars.com/technology/how-regenerative-braking-works

4.13.1 http://en.wikipedia.org/wiki/KTM_Komuter

11 | P a g e

5.0

Appendix A

Figure 1

Figure 2 12 | P a g e

Figure 3

Figure 4 13 | P a g e

Figure 5

Permanent Magnet Smooth torque possible High efficiency High torque/volume High pull-out torque possible Good heat Dissipation-good overloading Capability Expensive Danger of demagnetization of the magnets Poor field weakening Table 1

Induction motor Excellent dynamics with proper control High speed operation possible Low price and simple construction Durable Several suppliers available

Complicated control Always lagging power factor Lower efficiency with lighter loads

14 | P a g e

AC motor advantage against DC motor: They are simpler to construct, they require no mechanical contacts to work (such as brushes) and they are lighter than DC motors for equivalent power. Modern electronics allow AC motors to be controlled effectively to improve both adhesion and traction. AC motors can be microprocessor controlled to a fine degree and can regenerate current down to almost a stop whereas DC regeneration fades quickly at low speeds. They are more robust and easier to maintain than DC motors. Table 2

Railway Australia - Brisbane Airport Link Norway Oslo/Gardemoen

Date 1998 1998

Type of System Airport Line Express Airport Line Heavy Metro High Speed Passenger Heavy Metro Suburban Metro High Speed Passenger High Speed Passenger

Cost per km(US$)

Distance

Notes Surface 21 % tunnel 38% tunnel Mostly surface 100% tunnel No intermediate stations 100% tunnel Mostly surface

$16.2 million 8.5 kms $11.3 million 66 kms $220 million $49 million $150 million 30.5 kms 345 kms 20 kms

West Rail - Hong Kong 1999 Taiwan High Speed Singapore North East Line Caracas, Venezuela Meteor, Paris Hamburg -Wurzburg TGV Est Phase 1, France 1998 1998 1998 1998 1999 1999

$31.6 million 9.3 kms $130 million $47.5 million $ 11 million 310 kms 8.5 kms

Surface 15 | P a g e

BART SFO Extension 1999 Shanghai China Kuala Lumpur, Malaysia Manila Line 3 Extension Porto Portugal Kaoshiung, Taiwan Salt Lake City, Utah, US Hudson-Bergen NJ, USA Bangkok, Thailand Bangkok, Thailand Jubilee Line, London, UK Lewisham Extension, DLR, London, UK Hanover, Germany Line D Extn. Cali, Colombia Seoul-Pusan, Korea San Juan, Puerto Rico Tripoli-Ras Jedir, Lybia Haikou-Sanya, China 1999 1999 1999 1999 1999 1998 1999 1999 1999 1999 1999 1999 2000 1999 1998 2000 2010

Heavy Metro Heavy Metro Airport/suburban link Light Metro Light Rail Heavy Metro Light Rail Light Rail Metro Metro Heavy Metro Light Rail Light Rail Light Rail High Speed Passenger Metro Main line High Speed line

$112 million $91 million $14 million $50 million $13 million $140 million $13 million $72 million

14 kms 16.5 kms 57 kms 5.2 kms 70 kms 43 kms 24 kms 15.3 kms

70% tunnel 100% tunnel 100% surface Elevated 10% tunnel. Part existing. 85% tunnel At grade Part elevated, incl. 15 year concession. 100% elevated 100% tunnel 100% tunnel 25% tunnel, 75% elevated At grade

$73.6 million 23.1 kms $139 million $336 million $76 million 20 kms 16 kms 4.2 kms

$20.6 million 9.6 kms $31.3 million 18.8 kms $37.3 million 412 kms $31.6 million 17.2 kms $2.5 million $10million 191 kms 308 kms

46% tunnel, 26% viaducts 15% tunnel, 50% elevated Surface

Table 3

16 | P a g e

Railway Kuala Lumpur PUTRA System - Malaysia RATP Paris Sao Paulo Metro Brazil BNSF Aurora (Chicago, Il. USA) Kuala Lumpur STAR Elevated - Malaysia London Underground Seoul Metro Korea Mass Rapid Transit Singapore Santiago Chile Manila Line 1 Philippines Manchester Metrolink UK Mass Transit Railway - Hong Kong Table 4

Ratio of Revenue to Operating Costs 40% 50% 70% 75% 90% 125% 140% 150% 160% 170% 190% 220%

Region Studied Amount of Electricity from Coal or Oil Carbon Monoxide Carbon Dioxide Hydrocarbons Nitrogen Oxides Sulfur Oxides

LA Basin 21% 0.007 0.34 0.01 0.27 1.72

Germany Ideal 49% 0 1 0 1 10 Table 5 100% 0 2.5 0 3.3 25

Internal Combustion (for comparison) 1 1 1 1 1

17 | P a g e

Series-Wound Advantage The torque from a series-wound motor is determined by the current and broadly independent of the supply voltage, unlike the shunt-wound motor where the torque drops as the voltage drops. The field winding only has a few fairly large-section copper with a low voltage difference between turns, giving a low insulation to copper ratio allowing a small and robust design of coil. The series-wound motor inherent characteristic where the torque is inversely proportional to the speed, i.e. as the speed increase the torque decreases, this prevents overloading of the motor. Series-wound motors when connected in series will all do the same thing, as for a given current the voltage effectively fixes the motor speed. Table 6

Figure 6

18 | P a g e

Figure 7

Figure 8 19 | P a g e

Figure 9

Figure 10 20 | P a g e

6.0

Appendix B
Slip Max, Smax 0.1979 0.3959 0.5938 0.7918 0.9897 Mechanical speed, m 1444 1087 731 375 19 Torque Start, start 103.81 170.47 207.29 224.05 228.58 Torque Max, max 229 229 229 229 229

Rotor Resistance, R2 1*R2 = 0.332 2*R2 = 0.664 3*R2 = 0.996 4*R2 = 1.328 5*R2 = 1.66

Table 7: Manual calculation analysis for Problem 2(c) (i)

Slip Max, Smax 0.2 0.4 0.6 0.8 1 Mechanical speed, m 1440 1080 720 360 0 Torque Start, start 106.6 174.1 210.7 226.9 230.8 Torque Max, max 230.8 230.8 230.8 230.8 230.8

Rotor Resistance, R2 1*R2 = 0.332 2*R2 = 0.664 3*R2 = 0.996 4*R2 = 1.328 5*R2 = 1.66

Table 8: MATLAB curve analysis for Problem 2(c) (i)

Figure 11: Torque-Speed curve with varying of R2 for Problem 2(c) (i) 21 | P a g e

%CP BEM UNITEN %EEEB283 Electrical Machine and Drives %Group 6 (Semester 1 2011/2012) %Dr Ungku Anisa Bte Ungku Amirulddin %Programming for Problem 2.(c).(i) %M-File: problem2ci.m %M-File to create plot of Torque Induced(Nm) vs Speed(rpm) %Varying the rotor resistance(R2)on wound rotor induction motor %Initial value r1=0.641; x1=1.106; r2=0.332; x2=0.464; xm=26.3; v_phase=460/sqrt (3); n_sync=1800; w_sync=188.5; % Calculate thevenin voltage and impedance v_th=v_phase*(xm/sqrt(r1^2+(x1+xm)^2)); z_th=((j*xm)*(r1+j*x1))/(r1+j*(x1+xm)); r_th=real(z_th); x_th=imag(z_th); %Calculate slip s=(0:1:50)/50; s(1)=0.001; nm=(1-s)*n_sync; %Calculate torque with R2 value for ii=1:51 t_ind1(ii)=(3*v_th^2*r2/s(ii))/... (w_sync*((r_th+r2/s(ii))^2+(x_th+x2)^2)); end %Calculate torque with 2R2 value for ii=1:51 t_ind2(ii)=(3*v_th^2*(2*r2)/s(ii))/... (w_sync*((r_th+(2*r2)/s(ii))^2+(x_th+x2)^2)); end %Calculate torque with 3R2 value for ii=1:51 t_ind3(ii)=(3*v_th^2*(3*r2)/s(ii))/... (w_sync*((r_th+(3*r2)/s(ii))^2+(x_th+x2)^2)); end %Calculate torque with 4R2 value

22 | P a g e

for ii=1:51 t_ind4(ii)=(3*v_th^2*(4*r2)/s(ii))/... (w_sync*((r_th+(4*r2)/s(ii))^2+(x_th+x2)^2)); end %Calculate torque with 5R2 value for ii=1:51 t_ind5(ii)=(3*v_th^2*(5*r2)/s(ii))/... (w_sync*((r_th+(5*r2)/s(ii))^2+(x_th+x2)^2)); end %Plot torque versus speed curve plot(nm,t_ind1,'color','r','linewidth',2.0); hold on; plot(nm,t_ind2,'color','b','linewidth',2.0); plot(nm,t_ind3,'color','g','linewidth',2.0); plot(nm,t_ind4,'color','k','linewidth',2.0); plot(nm,t_ind5,'color','m','linewidth',2.0); xlabel('\itn_{m}','fontweight','bold'); ylabel('\tau_{ind}','fontweight','bold'); title('Induction Motor Torque-Speed Curve','fontweight','bold'); legend('R_{2}','2R_{2}','3R_{2}','4R_{2}','5R_{2}'); grid on; hold off;

23 | P a g e

Manual calculation for Problem 2(c)(i)

:: Case 1 at R base = 0.332 = 1R2 = 0.332 The Thevenin voltage is, VTH = V = = Xm R1 + (X 1 + X m) (266)(26.3) (0.641) + (1.106+ 26.3) 255.2 Volt = :: The torque at this speed is, max = 3 V TH 2 W sync (RTH + ( RTH + X2))

3(255.2) 2(188.5)(0.59 + ( (0.590)+(1.106+ 0.464))

= 229 N.m To find starting torque of this motor is found by setting S = 1, = = = start = 3 VTH R2 W sync ((RTH + R2) + (XTH + X2)

The Thevenin Resistance is, RTH = R1 Xm X1 + Xm

= (0.641) = 0.590

26.3 1.106 + 26.3

3(255.2)(0.332) (188.5) x ((0.590+0.332) + (1.106+0.464)) 64866.53184 624.87373 104 N.m

The Thevenin Reactance is, XTH = X1 = 1.106 To find slip at which maximum torque occurs when Rbase = 1xRbase = 0.332 , S max S max = = = R2 (RTH) + (XTH + X2) 0.332 (0.590) + (1.106 + 0.464) 0.332 1.677

= 0.1979 To find correspond to a mechanical speed of, Nm = (1 S ) N sync = ( 1- 0.1979) (1800) = 1443.78 rpm

24 | P a g e

:: Case 1 at R base = 0.332 = 2R2 = 0.664 The Thevenin voltage is, VTH = V = = Xm R1 + (X 1 + X m) (266)(26.3) (0.641) + (1.106+ 26.3) 255.2 Volt

:: The torque at this speed is, max = = 3 V TH 2 Wsync ((RTH + ( RTH + X2))

3(255.2) 2(188.5)(0.59 + ( (0.590)+(1.106+ 0.464))

= 229 N.m To find starting torque of this motor is found by setting S = 1, = = start = 3 VTH R2 W sync ((RTH + R2) + (XTH + X2))

The Thevenin Resistance is, RTH = R1 Xm X1 + Xm

= (0.641) = 0.590

26.3 1.106 + 26.3

3(255.2)(0.664) (188.5) x ((0.590+0.664) + (1.106+0.464)) 170.47 N.m

The Thevenin Reactance is, XTH = X1 = 1.106 To find slip at which maximum torque occurs when Rbase = 2Rbase = 0.664 , S max S max = = R2 (RTH) + (XTH + X2) 0.664 (0.590) + (1.106 + 0.464)

= 0.3959 To find correspond to a mechanical speed of, Nm = (1 S ) N sync = ( 1- 0.3959) (1800) = 1087 rpm

25 | P a g e

:: Case 1 at R base = 0.332 = 3R2 = 0.996 The Thevenin voltage is, VTH = V = = Xm R1 + (X 1 + X m) (266)(26.3) (0.641) + (1.106+ 26.3) 255.2 Volt

:: The torque at this speed is, max = = 3 V TH 2 Wsync (RTH + ( RTH + X2))

3(255.2) 2(188.5)(0.59 + ( (0.590)+(1.106+ 0.464))

= 229 N.m To find starting torque of this motor is found by setting S = 1, = = start = 3 VTH R2 W sync ((RTH + R2) + (XTH + X2))

The Thevenin Resistance is, RTH = R1 Xm X1 + Xm

= (0.641) = 0.590

26.3 1.106 + 26.3

3(255.2)(0.996) (188.5) x ((0.590+0.996) + (1.106+0.464)) 207.29 N.m

The Thevenin Reactance is, XTH = X1 = 1.106 To find slip at which maximum torque occurs when Rbase = 3Rbase = 0.996 , S max S max = = R2 (RTH) + (XTH + X2) 0.996 (0.590) + (1.106 + 0.464)

= 0.5938 To find correspond to a mechanical speed of, Nm = (1 S ) N sync = ( 1- 0.5938) (1800) = 731 rpm

26 | P a g e

:: Case 1 at R base = 0.332 = 4R2 = 1.328 The Thevenin voltage is, VTH = V = = Xm R1 + (X 1 + X m) (266)(26.3) (0.641) + (1.106+ 26.3) 255.2 Volt

:: The torque at this speed is, max = = 3 V TH 2 Wsync (RTH + ( RTH + X2))

3(255.2) 2(188.5)(0.59 + ( (0.590)+(1.106+ 0.464))

= 229 N.m To find starting torque of this motor is found by setting S = 1, = = start = 3 VTH R2 W sync ((RTH + R2) + (XTH + X2))

The Thevenin Resistance is, RTH = R1 Xm X1 + Xm

= (0.641) = 0.590

26.3 1.106 + 26.3

3(255.2)(1.328) (188.5) x ((0.590+1.328) + (1.106+0.464)) 224.05 N.m

The Thevenin Reactance is, XTH = X1 = 1.106 To find slip at which maximum torque occurs when Rbase = 4Rbase = 1.328 , S max S max = = R2 (RTH) + (XTH + X2) 1.328 (0.590) + (1.106 + 0.464)

= 0.7918 To find correspond to a mechanical speed of, Nm = (1 S ) N sync = ( 1- 0.7918) (1800) = 375 rpm

27 | P a g e

:: Case 1 at R base = 0.332 = 5R2 = 1.66 The Thevenin voltage is, VTH = V = = Xm R1 + (X 1 + X m) (266)(26.3) (0.641) + (1.106+ 26.3) 255.2 Volt

:: The torque at this speed is, max = = 3 V TH 2 Wsync (RTH + ( RTH + X2))

3(255.2) 2(188.5)(0.59 + ( (0.590)+(1.106+ 0.464))

= 229 N.m To find starting torque of this motor is found by setting S = 1, = = start = 3 VTH R2 W sync ((RTH + R2) + (XTH + X2))

The Thevenin Resistance is, RTH = R1 Xm X1 + Xm

= (0.641) = 0.590

26.3 1.106 + 26.3

3(255.2)(1.66) (188.5) x ((0.590+1.66) + (1.106+0.464)) 228.58 N.m

The Thevenin Reactance is, XTH = X1 = 1.106 To find slip at which maximum torque occurs when Rbase = 5Rbase = 1.66 , S max S max = = R2 (RTH) + (XTH + X2) 1.66 (0.590) + (1.106 + 0.464)

= 0.9897 To find correspond to a mechanical speed of, Nm = (1 S ) N sync = ( 1- 0.9897) (1800) = 19 rpm

28 | P a g e

6.0

Appendix C

Rotor Resistance, R2 R2 = 0.332 R2 = 0.151 R2 = 1.005

SlipMax, Smax 0.1979 0.0900 0.5992

Mechanical speed, m 1444 1638 721

Torque Start, start 103.81 51.91 207.62

Torque Max, max 229 229 229

Table 9: Manual calculation analysis for Problem 2(c) (ii)

Rotor Resistance, R2 R2 = 0.332 R2 = 0.151 R2 = 1.005 Slip Max, Smax 0.2 0.1 0.6 Mechanical speed, m 1440 1620 720 Torque Start, start 106.6 53.54 211.4 Torque Max, max 230.8 230.2 230.8

Table 10: MATLAB curve analysis for Problem 2(c) (ii)

Figure 12: Torque-Speed curve with varying of R2 for Problem 2(c) (ii)

29 | P a g e

Choosing the realistic R2 from the quadratic equation

Figure D

Figure E

When torque required was given in Problem 2(c) (ii), the manipulation of torque equation to determine R2 will lead to quadratic solution (Ax + Bx + C) which will produce two different R2 values. For case to produce half of base torque on Figure D, the value R2=0.151 R2=18.602 (Torque Half A curve) was chosen as it produce low slip and higher efficiency compare R2 with value of (Torque Half B curve). Same approach will be used in double of base torque on (Torque Double A curve) was chosen instead of R2=2.798 . Figure E where the R2=1.005 (Torque Double B curve).

30 | P a g e

%CP BEM UNITEN %EEEB283 Electrical Machine and Drives %Group 6 (Semester 1 2011/2012) %Dr Ungku Anisa Bte Ungku Amirulddin %Programming for Problem 2.(c).(ii) %M-File: problem2cii.m %M-File to create plot of Torque Induced(Nm) vs Speed(rpm) %Varying the starting torque to half or double of base starting torque %Initial value r1=0.641; x1=1.106; r2_tsbase=0.332; r2_tshalf=0.15122; r2_tsdouble=1.00545; x2=0.464; xm=26.3; v_phase=460/sqrt (3); n_sync=1800; w_sync=188.5; % Calculate thevenin voltage and impedance v_th=v_phase*(xm/sqrt(r1^2+(x1+xm)^2)); z_th=((j*xm)*(r1+j*x1))/(r1+j*(x1+xm)); r_th=real(z_th); x_th=imag(z_th); %Calculate slip s=(0:1:50)/50; s(1)=0.001; nm=(1-s)*n_sync; %Calculate base starting torque value for ii=1:51 t_ind1(ii)=(3*v_th^2*r2_tsbase/s(ii))/... (w_sync*((r_th+r2_tsbase/s(ii))^2+(x_th+x2)^2)); end %Calculate half of base starting torque value for ii=1:51 t_ind2(ii)=(3*v_th^2*r2_tshalf/s(ii))/... (w_sync*((r_th+r2_tshalf/s(ii))^2+(x_th+x2)^2)); end %Calculate double of base starting torque value for ii=1:51 t_ind3(ii)=(3*v_th^2*r2_tsdouble/s(ii))/... (w_sync*((r_th+r2_tsdouble/s(ii))^2+(x_th+x2)^2)); end

31 | P a g e

%Plot torque versus speed curve plot(nm,t_ind1,'color','r','linewidth',2.0); hold on; plot(nm,t_ind2,'color','b','linewidth',2.0); plot(nm,t_ind3,'color','g','linewidth',2.0); xlabel('\itn_{m} (rpm)','fontweight','bold'); ylabel('\tau_{ind} (Nm)','fontweight','bold'); title('Induction Motor Torque-Speed Curve','fontweight','bold'); legend('Torque Base','Torque Half','Torque Double'); grid on; hold off;

32 | P a g e

Manual calculation for Problem 2(c)(ii) When

start

= 0.5 x 104 Nm = 52 Nm, 3 VTH R2 W sync (RTH + R2) + (XTH + X2) 195381.12 R2 530.2505 + 222.43R2 + 188.5R2

start = 52 Nm =

27573.026+11566.36R2+9802R2 = 195381.12R2 9802 R2-183814.76R2 + 27573.026 = 0 R2A = 18.601557 , R2B = 0.15122

(chosen)

To find slip at which maximum torque occurs when R2 = 0.15122 , S max = S max = = R2 (RTH) + (XTH + X2) 0.151 (0.590) + (1.106 + 0.464) 0.151 1.677

= 0.090 To find correspond to a mechanical speed of, Nm = (1 S ) n sync = ( 1- 0.090)(1800) = 1638 rpm The torque at this speed is, max = = 3 V TH 2 W sync (RTH + ( RTH + X2)) 3(255.2) 2(188.5)(0.590 + ( (0.590)+(1.106+ 0.464))

= 229 N.m

33 | P a g e

When start

start

= 2 x 104 Nm = 208 Nm, 3 VTH R2 W sync (RTH + R2) + (XTH + X2) 195381.12 R2 530.2505 + 222.43R2 + 188.5R2

208 Nm =

110292.104+46265.44R2+39208R2 = 195381.12 R2 390208R2-149115.68 R2+110292.104 = 0 R2A = 2.79774 , R2B = 1.00545

(chosen)

To find slip at which maximum torque occurs when R2 = 1.00545 , S max = S max = R2 (RTH) + (XTH + X2) 1.1005 (0.590) + (1.106 + 0.464)

= 0.5992 To find correspond to a mechanical speed of, Nm = (1 S ) n sync = ( 1- 0.5992)(1800) = 721 rpm The torque at this speed is, max = = 3 V TH 2 W sync (RTH + ( RTH + X2)) 3(255.2) 2(188.5)(0.590 + ( (0.590)+(1.106+ 0.464))

= 229 N.m

34 | P a g e