Professional Documents
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Stephan Risse
I. I NTRODUCTION
Even if the operation of a motor drive on mains with
constant frequency depicts the majority of industrial usage,
drives at variable supply frequency also have a dedicated area
of application. For reliability reasons on the generating side
the distribution of electrical energy on board of an aircraft is
often realized by a network operating in the solitary operation
at inherently variable frequency. Thus, an electrical device
connected to this network is supplied by a frequency that
corresponds to the current speed of the generators turbine. The
speed of the turbine is directly dependent on the aircrafts flight
phase. Idling turbines would mean 360Hz network frequency
at the minimum and the maximum value of the frequency
is reached with 800Hz at aircrafts take-off. Applying the
Dahlander winding [1] in this case would result in two speed
ranges for electrical drives instead of two fixed speeds at
constant supply frequency. For electrical drives with sophisticated speed control, power electronics is of course required
to ensure the desired operating point at any rotational speed
of the aircrafts main engines. If it succeeds to achieve the
performance of a drive at two speed ranges, one may save
the power electronic converter on the load side. This means
to take advantage of the benefits mentioned above which are
of high interest in aircraft applications in particular.
In the present case the electrical network of the new Airbus
A380 is subjected. Although the feeding pumps for cooling
liquids do not have ambitious requirements with respect to
speed control they are designed as converter-fed induction
machines. Therefore, the performance of the machines design
p=2
p=4
Speed too high for motor operation
Speed (rpm)
16000
12000
8000
533
800
Frequency (Hz)
Fig. 1.
Speed Characteristics.
2 Vh
ws =
,
(2)
2fr m
where f is the supply frequency and Vh is the voltage induced
by the main flux. This number of winding turns has to be
realized by a parallel armature conductors, in Ns stator slots,
and yields a total of
2 a m ws
zs =
,
(3)
Ns
conductors per stator slot. The number of slots per pole and
phase q is used to calculate the winding factor . Assuming
the value of the rated power factor cos r , and considering
the maximal admissible current density in the stator winding
Js , the value of the rated stator current Is,r as well as the
copper cross-section per conductor As,cu is determined. From
a given copper space factor kcu the stator-slot cross-section is
calculated:
zs As,cu
As,slot =
.
(4)
kcu
The maximum airgap flux density is assumed to be p times its
mean value. Therefore, the minimum tooth width is calculated:
p Bm
s,slot ,
(5)
bt,min =
Bs,t
for saturation to be limited and the maximum flux density in
the stator tooth not to exceed Bs,t , where s,slot = D
Ns is the
stator-slot pitch.
The design of the squirrel-cage rotor comprehends the
choice of rotor-bar material, number of rotor slots and the
determination of slot geometry. The number of rotor slots
should be selected carefully to reduce time and space harmonics in the total airgap field, leading to low torque ripple
and vibrational force excitation. The cross-section of the rotor
bars is determined by
Js
,
(6)
Jr
where Jr is the current density in the rotor bar and cosr is the
rated power factor. The minimum tooth width is determined
analog to (5).
For induction machines, the design of the magnetic circuit
corresponds to the determination of the airgap width and the
thickness of stator and rotor yoke. The airgap width depends
on the bearings and is calculated by:
p
= 0.25 mm 4 Pmech / kW ,
(7)
Ar,slot = zs As,cu cos r
Bm p
,
2 Bs,y
(8)
with Bs,y being the maximum flux density in the stator yoke.
The thickness of the rotor yoke is determined, analogously. It
has to be verified that the tooth widths and the thicknesses of
the yokes meet the requirements of the copper cross-sectional
area.
The final step in the design process is the verification of the
design by means of field computation. This can either be done
using analytical or numerical methods. If the field computation
does not confirm the initial design, the procedure described
above has to be repeated.
The design procedure described so far has to be altered for
the design of induction machines with pole-changing winding.
For these machines, two different number of pole-pairs p result
from either two different no-load speeds or from two different
rated frequencies, where the latter is to be discussed in this
TABLE I
C ONNECTION TYPE AND RATIO OF AIRGAP FLUX DENSITIES .
Bp2 /Bp1
p1 is Y
p1 is YY
p1 is
p1 is
p2 is Y
0.80
0.40
0.46
0.23
p2 is YY
1.60
0.80
0.92
0.46
p2 is
1.39
0.69
0.80
0.40
TABLE II
R ATED PARAMETERS .
p2 is
2.77
1.39
1.6
0.80
Rated power Pr
synchronous speed n0
Rated voltage Vr
Rated frequency fr
Number of phases m
(9)
coil no.
12
1
Y12 X1
X2
X3
X4
2p1 = 4
2 kW
12000 rpm
115 V
400 Hz
3
2p2 = 8
2 kW
12000 rpm
115 V
800 Hz
3
10
11
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
X5
Fig. 2.
X6
Y7
Y8
Y9
Y10
Y11
Winding diagram.
(11)
Bp2
0.683 2 115 V/ 3
= 0.9107 .
(12)
=
Bp1
0.866 1
115 V
From (1) to (3), the airgap flux , the number of winding
turns ws and the number of conductors per slot zs is calculated. Taken the /YY-connection into account,
zs,p1 = 38
and
zs,p2 = 35
(13)
0.5
6,12
1,7
1,7
5,11
4,10
3,9
2,8
2,8
4,10
3,9
5,11 6,12
2p=4
2p=8
Fig. 3.
0.45
0.4
0.35
hy=3.0 mm
hy=3.2 mm
hy=3.5 mm
hy=3.7 mm
hy=4.0 mm
0.3
p=2
p=4
Circuit diagram.
0.25
0.0014 0.0016 0.0018
0.002
0.003
0.0032 0.0034
Fig. 4.
(14)
(15)
Fig. 5.
bt = 2.5 mm
and hy = 3 mm
(18)
140
p=2,115V
p=4,115V
p=2,200V
p=4,200V
120
Flow (kg/min)
100
80
60
40
20
350
400
450
500
550
600
650
700
750
800
Frequency (Hz)
Fig. 6.
Fig. 7.
20
45
15
40
35
10
Current (A)
Steady State,p=2
Steady State,p=4
Peak,p=4 to p=2
Peak,p=2 to p=4
5
0
-5
30
25
20
15
-10
10
-15
5
400
10.15
10.2
10.25
Fig. 10.
p=4 to p=2
p=2 to p=4
0.25
0.2
460
480
500
520
540
560
0.3
0.15
0.1
0.05
0.0
-0.05
400
440
10.3
Time (s)
Fig. 8.
420
Frequency (Hz)
-20
10.1
420
440
460
480
500
520
540
560
Frequency (Hz)
Fig. 9.
Ubersicht
zum Stand der Technik, Bulletin des Schweizerischen Elektrotechnischen Vereins, vol. 69, no. 17, pp. 926932, 1978.
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[5] M. Osama and T. A. Lipo, A new inverter control scheme for induction
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vehicles, in Power Conversion Conference - Nagaoka 1997, Proceedings
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