AC DRIVE

INTRODUCTION

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ADVANTAGES

ADVANTAGES OF AC DRIVES WITH INDUCTION MOTOR

SPEED UPTO 10,000 RPM ATTAINABLE ELIMINATING GEARS FREE CHOICE OF PROTECTION CLASS INCLUDING EXPLOSION THE CONSTRUCTION OF MOTOR , SIMPLE & RUGGED LITTLE /NO MAINTENANCE. THEREFORE WHERE ACCESS FOR MAINTENANCE IS POOR HIGH AVAILABILITY COMPACT SIZE HIGH EFFICIENCY OF THE SYSTEM HIGHER POWER TO WEIGHT RATIO

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CHARACTERISTICS
SPEED TORQUE CHARACTERISTICS OF A 3PHASE SQUIRREL CAGE STANDARD INDUCTION MOTOR & WITH HIGH ROTOR RESISTANCE : TORQUE PULL-OUT TORQUE 300 200 100 1.0 0.8 0.6 0.4 0.2 STARTING TORQUE

S T D. MOTOR WITH HIGH ROTOR RESIST SLIP

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CHARACTERISTICS
NORMALISED TORQUE SPEED CHARACTERISTICS OF NEEMA A , B , C , & D DESIGN INDUCTION MOTORS :300 250 200 150 100 50 NEMA D NEMA C NEMA A NEMA B

20

40

60

80

100

PERCENT SYNCHRONOUS SPEED

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CONTD. EFFECT OF LOWERING STATOR VOLTAGE

TORQUE Tpo1
2 1

Tst1

Tpo2

V1
3

Tst2

V2

Ns

SPEED

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DRIVE CONCEPT
DRIVE CONCEPT

DC DRIVE

AC DRIVE AC MOTOR BASICS V/F CONCEPT

VOLTAGE FED INVERTERS (VFI)

CURRENT FED INVERTERS (CSI)

QUASI SQUARE WAVEFORM(PAM) SINE PWM BIPOLAR TRANSISTOR (BJT) SINE PWM (DIGITAL) (IGBT) VECTOR CONTROL DIGITAL DRIVES (PWM,IGBT)

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AC MOTOR BASICS
SPEED EQUATION :
SYNCHRONOUS SPEED (Ns) = (120 * f) / P WHERE, f IS FREQUENCY p IS NO OF POLES.

SLIP (S) = (Ns - N) / Ns WHERE,

N IS ROTOR SPEED.

THEREFORE, ACTUAL SPEED OF SHAFT (N) = Ns * (1 - S)

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AC MOTOR BASICS

TORQUE EQUATION:
TORQUE (T) Is * O WHERE ,

Is IS STATOR CURRENT, O IS AIR GAP FLUX.

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AC MOTOR BASICS
SPEED TORQUE CHARACTERISTICS :
TORQUE

PULL OUT TORQUE

STARTING TORQUE RATED TORQUE

SPEED N Ns

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AC MOTOR BASICS WHY ALL AC DRIVES ARE CALLED V/F DRIVES ?

-- FOR ANY DRIVE RATED TORQUE HAS TO BE DELIVERED BY MOTOR AT
SET SPEED -- TO CHANGE THE SPEED OF AC MOTOR STATOR FREQUENCY IS TO BE CHANGED -- SINCE TORQUE DELIVERED BY MOTOR IS PROPORTIONAL TO STATOR CURRENT * FLUX , IT IS ESSENTIAL THAT MOTOR FLUX IS TO BE MAINTAINED CONSTANT. THIS MEANS AT ANY SPEED , MOTOR CAN DELIVER TORQUE (MAX UPTO RATED TORQUE) DEMANDED BY LOAD & IS ROUGHLY PROPROTIONAL TO STATOR CURRENT -TORQUE Ia * flux CONSTANT

VARIES WITH LOAD

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AC MOTOR BASICS
-- MOTOR FLUX :

EQUIVALENT CIRCUIT OF AC MOTOR

I2 L1 I1 R2 V E Lm Im R2/S R1 L2

L1 - STATOR INDUCTANCE, R1 - STATOR RESISTANCE, L2 - ROTOR RESISTANCE REFLECTED ON STATOR SIDE R2 - ROTOR RESISTANCE, E - BACK EMF, V - SUPPLY VOLTAGE R2/S - ROTOR RESISTANCE REFLECTED ON STATOR SIDE (INDICATES LOAD) Lm - MAGNETIC CIRCUIT INDUCTANCE.

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AC MOTOR BASICS
- - EMF GENERATED IS PROPORTIONAL TO RATE AT WHICH CONDUCTORS CUTS THE FLUX EMF V O O RATE OF CHANGE OF FLUX dO / dt V dt V*T O V/F

TO MAINTAIN CONSTANT FLUX IN MOTOR, RATIO OF VOLTAGE TO FREQUENCY IS ALWAYS MAINTAINED CONSTANT SO THAT MOTOR CAN DELIVER RATED TORQUE THOUGHOUT THE SPEED RANGE.

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V/F CHARACTERISTICS
FOR A SET SPEED REFERENCE O/P OF INVERTER (VOLTAGE & FREQUENCY) WILL DEPEND ON V/F PATTERN i.e. STANDARD MOTOR V/F = 415V/50Hz.
V CONSTANT TORQUE ZONE

415V
207V

CONSTANT HP (DEFLUXING) ZONE.

25Hz

50Hz

70Hz

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PWM INVERTERS

PWM INVERTERS
- TO TAKE CARE OF HIGH HARMONICS & PULSATING TORQUE AT LOW FREQUENCIES, MAIN DRAWBACKS OF QUASI SQUARE WAVE FORM, PWM TECHNOLOGY WAS DEVELOPED. - IN SINE PULSE WIDTH MODULATION EACH CARRIER PULSE WIDTH IS MODULATED DEPENDING ON ITS ANGULAR POSITION IN SINE WAVE. - No OF CARRIER PULSES IN HALF CYCLE VARIES WITH INVERTOR O/P POWER FREQUENCY SUCH THAT SWITCHING FREQUENCY OF POWER DEVICES IS IN CERTAIN BAND (1khz FOR BIPOLAR POWER TRANSISTORS).

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PWM WAVEFORMS

CARRIER FREQUENCY

MODULATED PULSE
PWM VOLTAGE V DC WAVEFORM + VE HALF CYCLE

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CONTD.

- CURRENT THRU INDUCTION CIRCUIT WHICH IS INTEGRATION OF PWM WAVEFORM IS ALMOST SINUSOIDAL - WITH HIGHER CARRIER FREQUENCY, CURRENT WAVEFORM TENDS TO BE NEARER TO SINUSOIDAL, TORQUE CONTROL AT LOW FREQUENCY IS BETTER & LOWER HARMONICS IN MOTOR - TO ACHIEVE HIGHER SWITCHING FREQUENCY IGBTs ARE USED:
MODEL JIS SERIES (ANALOG DRIVES) YE G3, PC3, G5, P5 SERIES POWER DEVICES BIPOLAR TRANSISTORS CARRIER FREQUENCY 1KHs MAX

IGBTs

15KHS MAX

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AC DRIVE FEATURES:

AC DRIVE FEATURES: 1) SLIP COMPENSATION

2) AUTO RESET 3) SPEED SEARCH 4) POWER RIDE THRU 5) REGENERATIVE BRAKING 6) DYNAMIC BRAKING 7) DC INJECTION BRAKING 8) ENERGY SAVING

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SLIP COMPENSATION
FOR AN INDUCTION MOTOR TORQUE DELIVERED IS PROPORTIONAL TO SLIP. WHEN MOTOR DELIVERS RATED TORQUE, ROTOR SPEED IS LESS THAN SYNC SPEED BY RATED SLIP. HENCE ACTUAL SPEED OF MOTOR SHAFT IS ALWAYS LESS THAN SYNC SPEED DEPENDING ON LOAD. WHEN MOTOR IS DRIVEN BY AN INVERTER, SMALL BIAS IS ADDED TO SPEED REFERENCE DEPENDING ON MOTOR CURRENT(LOAD) SUCH THAT ROTOR SPEED IS EQUAL TO SET SPEED.

SLIP COMPENSATION IS NOT REQUIRED WHEN TACHO FEED BACK IS USED. BECAUSE TACHO F/B GIVES ACTUAL SHAFT SPEED & SPEED LOOP ENSURES SHAFT SPEED IS EQUAL TO SET SPEED.

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AUTO RESTART
WHENEVER THERE IS FAULT IN INVERTER, INVERTER TRIPS & INVERTER IS TO BE MANUALLY RESETTED TRHU PB OR KEYPAD OF OPERATOR.
THIS CAN BE AVOIDED BY AUTO RESTART FEATURE. AUTO RESTART IS TO BE INVOKED IN PROGRAMMING MODE. WHEN AUTO RESTART IS INVOKED, CPU OF CONTROLLER AUTOMATICALLY RESETS INVERTER & DRIVE RESTARTS AFTER SET DELAY. No. OF SUCH RESTARTS IS TO BE SET IN PROGRAMMING MODE

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CONTD.
FAULT RESTART AFTER TIME DELAY HEALTHY ACCLN AFTER SPEED SEARCH

O/P FREQ.

SET FREQUENCY

MOTOR SPEED MOTOR COASTS AFTER FAULT DELAY SPEED SEARCH

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SPEED SEARCH
WHEN START COMMAND IS GIVEN TO INVERTER & MOTOR IS COASTING, INVERTER TRIPS ON OVER CURRENT. IT IS BECAUSE COASTING MOTOR GENERATES SOME VOLTAGE DUE TO RESIDUAL FLUX & THIS GENERATED VOLTAGE CANNOT BE SYNCHRONISED WITH INVERTER O/P VOLTAGE.
SPEED SEARCH FEATURE IS USED TO OVERCOME THIS PROBLEM. PRINCIPAL OF SPEED SEARCH: WHEN START COMMAND IS GIVEN, INVERTER FREQUENCY IS SET TO MAX (INVERTER MAX FREQ OR SET FREQ) & VOLTAGE IS 10% TO 20% OF RATED VALUE i.e. V/F IS VERY LOW.

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CONTD.
INVERTER FREQUENCY IS DECELERATED & MOTOR CURRENT IS MONITORED . CPU STORES FREQ & CORRESPONDING MOTOR CURRENT. MOTOR CURRENT STARTS REDUCING WITH FREQUENCY, AS SLIP STARTS REDUCING. WHEN INVERTER O/P FREQUENCY IS LOWER THAN MOTOR SPEED, MOTOR CURRENT(REGENERATIVE CURRENT, SINCE SLIP IS NEGATIVE) AGAIN STARTS INCREASING. THE MINIMA OF CURRENT IS DETECTED & CORRESPONDING FREQUENCY IS THE DETECTED MOTOR SPEED. NOW INVERTER VOLTAGE IS INCREASED ACCORDING TO DETECTED FREQUENCY SO THAT V/F IS AT RATED VALUE. MOTOR IS THEN ACCELERATED TO SET SPEED.

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CONTD.

PARAMETERS TO BE SET:
CURRENT LEVEL IN % OF RATED INVERTER CURRENT DURINGSPEED SEARCH. DECLERATION TIME DURING SPEED SEARCH. FREQUENCY AT START: MAX FREQUENCY OR SET FREQUENCY.

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CONTD.
RUN COMMAND MAX FREQ STOP SET DECLN TIME SET SPEED

DETECTED MOTOR SPEED O/P FREQ

SPEED SEARCH START FREQUENCY:

A) MAX. INVERTER FREQUENCY OR B) SET REFERENCE FREQUENCY IS PROGRAMMABLE

DELAY

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POWER RIDE THRU

POWER RIDE THRU FEATURE ALLOWS INVERTER TO RESTART AUTOMATICALLY AFTER MOMENTARY POWER LOSS. AUTO RESTART FEATURE DESCRIBED ABOVE DO NOT RESTART DRIVE AFTER POWER LOSS. WHEN POWER RIDE THRU FEATURE IS INVOKED, - OUTPUT OF INVERTER IS DISABLED, - IF POWER RECOVERS WITHIN SPECIFIED TIME(PROGRAMMABLE, MAX 2SEC) SPEED SEARCH IS PERFORMED & MOTOR CONTINUES TO RUN AT SET SPEED. - IF POWER DOES NOT RECOVER WITHIN SPECIFIED TIME, INVERTER TRIPS. RESET COMMAND IS REQUIRED TO START THE INVERTER. - TIME DELAY(MIN BASE BLOCK TIME) TO RESTART INVERTER AFTER POWER LOSS CAN ALSO BE PROGRAMMED.

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CONTD.
IF BASE BLOCK TIME > POWER RECOVERY TIME, INVERTER STARTS AFTER BASE BLOCK TIME. IF BASE BLOCK TIME < POWER RECOVERY TIME, INVERTER STARTS AFTER POWER RECOVERY TIME.
I/P VOLTAGE HEALTHY POWER LOSS MOTOR SPEED POWER RECOVERY TIME BASE BLOCK TIME > POWER RECOVERY TIME

COASTING INVERTER FREQ

SPEED SEARCH REACCELERATION

MOTOR SPEED DETECTED

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BRAKING
Normally motor coasts after stop command is given to inverter & holts after some time depending on stored kinetic energy in the system. Time taken to dissipate the kinetic energy because of its own losses is the SYSTEM TIME CONSTANT.
If inertia of load connected to motor is very high ( flywheel or agitator) time constant of system, braking is very high. Whenever motor is required to be stopped or decelerated in time less than time constant of system, Braking is required. Three types of electrical braking are possible in inverters:
REGENERATIVE BRAKING , DYNAMIC BRAKING , DC INJECTION BRAKING.

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REGENERATIVE BRAKING

When inverter frequency is decelerated faster than time constant of system, motor slip is negative (shaft speed is higher than stator freq). Motor starts generating power under such condition, as mechanical load starts driving the motor. Stored kinetic energy in load gets converted in electrical energy & motor speed is reduced at faster rate than the time constant of system. The amount of power generated for a given system depends on deceleration rate of inverter i.e. negative slip.
The power generated by motor is fed back to mains by inverter.

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CONTD.
MOTORING MODE Ns > N (+ VE SLIP) POWER

MAINS SUPPLY

INVERTER

POWER GENERATING MODE Ns < N (- VE SLIP)

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DYNAMIC BRAKING
When power generated by motor cannot be fed back to mains, it is dissipated in the form of heat across dynamic braking resistor (DBR). Value of DBR depends on braking torque & generated power.
PWM INVERTER POWER CIRCUIT WITH DBR & SWITCHING TRANSISTOR CURRENT THRU CAPACITOR & DBR DURING BRAKING

DBR C

SWITCHING TRANSISTOR

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CONTD.

When motor starts generating, power is stored in capacitor since it cannot be fed back to mains ( ? )& capacitor voltage starts increasing. Rise in dc bus voltage is sensed &switching transistor is fired. Switching duty cycle depends on power fed by motor.

If braking torque exceeds calculated torque for which DBR is designed, dc voltage across capacitor increases & inverter trips on over voltage .

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DC INJECTION BRAKING

A coasting AC motor can also be braked by injecting DC current in two of three windings. Braking torque is developed as voltage is generated in rotor circuit. However braking torque is uncontrolled, being high at higher coasting speed and very low at low RPM for same DC current injected in winding. Since kinetic energy of load finally gets dissipated in the form of heat in the motor itself, it adds to thermal stress on motor. DC injection braking, if invoked, is effective either before start or after stop command. DC current in % of motor rated current & excitation time is required to be programmed

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CONTD.
START

STOP
DC INJECTION BRAKING

INVERTER O/P

DC CURRENT

EXCITATION TIME

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ENERGY SAVING
Motor delivers rated torque at rated V/F i.e. at rated flux. In certain applications where rated torque is not required over entire speed range (such as fans where torque increases with speed), motor can be operated at lower v/f. Since magnetic current is lower than rated value at lower flux (v/f), losses in motor would be lower than losses at rated flux. Energy saving feature is invoked by assigning this feature to one of the multi function input terminal.

Operating flux level (lower v/f) & frequency above which voltage to be reduced is required to be programmed.

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CONTD.
INV RUN ON ENERGY SAVING I/P OFF

INV FREQ

RATED VOLTAGE

ENERGY SAVING

FREQ > FREQ ABOVE WHICH VOLTAGE IS TO BE REDUCED

INV O/P VOLTAGE

LOW VOLTAGE (LOW V/F) RATED V/F