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Systerns
system is driving the motor in a direction opposite to that which would result
from its own developed torque. This is another type of braking, called
" plugging." If the electrical conditions are changed to give reverse driving in
the third quadrant, any of the types of braking described for the second
quadrant are obtainable in the fourth quadrant.
The load torque may consist of components due to the following:
1. Friction. Torque used to drive the mechanical system without doing
additional mechanical work.
2. Windage. Torque used to agitate or pump the air surrounding the
moving parts of the mechanism.
3. Acceleration (which may be positive or negative). Torque developed
under transient conditions and used to overcome the mechanical inertia
of the mechanism.
4. Mechanical work.
Braking
Forward
driving
Reverse
driving
Plugging
or
reverse braking
(6)
operating speed range the windage torque, combined with the viscous friction
torque, rnay be represented to a good approximation by Eq. 1.2, in which the
magnitude of constant B is appropriately chosen.
The torque required to accelerate the moving parts of the system rnay be
expressed as
Jd24
T,=-=dt2
Jdw N m
dt
T rnay be calculated from the motor parameters and the nature of the power
Converter.
Hitherto a direct drive between motor coupling and mechanical load has
bcen assumed. More often than not, however, gearing of some kind, possibly
involving a transformation from rotation to translation or "linear" motion, as
in a rotating motor driving a vehicle, will be introduced.
Inertia and friction rnay be referred through ideal gears, just as inductance
and resistance are referred to one side or the other of an ideal transformer.
Thus, if, in Fig. 1.4, N, and N, are the numbers of teeth on the gear wheels,
thcn
but
Fig. 1.6. Compressor load torque charactenstic.
Usually the most important component of the load torque TL on the motor
is that used in mechanical work; that is, T,, as described by Eq. 1.4. Each type
and
Compressor
This type of drive is normfly not reversed and adequate braking is provided
by thc pumped fluid. Only the first quadrant in Fig. 1.2 is relevant. To a close
gproximation
T,= k u 2 N - m
(1.11)
whcrc k is a constant. The load characteristic is illustrated in Fig. 1.7. In the
itaady state the power developed at the motor coupling is expressed by
Fly. 1.5. Rclt drivc.
This drive will normally run for long periods at constant speed. It may be
designed for several distinct speed settings or required to operate over a
defined speed range.
Tw
Fig. 1.9. Constant power curve.
where r is the radius of the roll. The strip will emerge from the mil1 rolls at
constant speed v m/s. Thus one revolution of the roll takes 2 a r / v S, and its
speed of rotation is
1.2.3. Constant-PowerDrive
A fan drive operating at constant speed is, of course, developing constant
power. There are, however, certain situations in which it is desirable to develop
constant power over a range of speed. A typical appiication is the take-up roll
in a steel strip, plastic, or paper mili iilustrated in Fig. 1.8.
If a satisfactory roll is to be formed, the strip tension must be constant; it
may be expressed by force f acting tangentially on the roll. Thus
VARIABLE 8-
DRlVE LIYPITEMR
In some cases the drive uses only one motor. In others severa1 similar motors
work in unison, sharing the load and operating under the same conditions of
speed and shaft torque. The discussion that foilows rnay apply to a single
motor or to one of several motors in a multimotor drive system.
Because it is never necessary for a vehicle to reverse without a pause to
permit switching, a transportation drive rnay be considered to operate in
quadrants 1 and 2 of the speed-torque diagram in Fig. 1.2 but within the
boundaries shown in Fig. 1.10. Reverse driving and braking differ in no way
from fonvard operation. The particular feature of a transportation drive is the
high inertia of the mechanical system. This inertia, when referred to the motor
shaft, rnay be as much as 20 times that of the motor itself. (In an industrial
drive the referred inertia of the mechanical system is frequently of the same
order of magnitude as that of the motor.)
If station-to-station time is to be minirnized, maximum positive and negative acceleration are required, with constant maximum speed in between. The
permissible magnitude of acceleration rnay be dictated by passenger comfort,
as also rnay the rate of change of acceleration, or jerk. Curves of motor speed,
load torque, and output power are shown in Fig. 1.11 for an idealized
transport drive in which it is assumed that regenerative braking is used and
jerk is ignored.
The speed-torque envelope in Fig. 1.10 shows the limits of the system of
source, converter, and motor. Because an important part of the duty cycle is
that in which the vehicle is being accelerated, a motor will be chosen that can
develop the required acceleration torque T,,. The base speed o, is determined
by a limit on the maximum power which thc sourcc and converter can deliver
Example 1.1
Fig. 1.12. Transportation drive with limited motor power.
time 7 , but in very short runs this also may not occur because the drive
switches from acceleration directly into regenerative braking.
The area beneath the speed-time curve gives the distance covered, but, at
least for preliminary calculations, the speed-time curve may be replaced by a
trapezoidal curve, shown by the broken line, of which the initial acceleration
a, and braking deceleration a, are unchanged from the true curve. The free
running speed, however, is somewhat reduced. The area beneath the speed-time
curve is readily obtained and the average speed for a given distance D is
A train runs on a service in which there is one stop per kilometer. The schedule
time per station is 120 S; stops are of 20-s duration. Determine the
trapezoidal speed-time curve and the average speed for the run if the
rcceleration is 0.75 m/s2 and the braking retardation is 1.25 m/s2.
Soiution
Running time
Average speed
7 =
120 - 20
= 10m/s
loo0
100
11.38 m/s.
100 s
-2
As the train is accelerated the wheels, axles, and gears must receive an
angular acceleration. The torque at the motor coupling required to accelerate
its share of the wheels is
15.18 = 86.37 m
861.6 m
9.11 = 51.84 m
15
For short-distance runs on leve1 track at high average speeds the energy
required for acceleration forms a large proportion of the energy for propulsion.
This accelerating energy is largely converted into kinetic energy and is therefore partly recoverable for propulsion during coasting and for return to the
supply system during regenerative braking.
The torque at the motor coupling Tm required to accelerate the mass of the
train horizontally at a m/s2 is
rman
Tm=-N-m
Gmg N
Values of G rnay be as much as 0.01 for main-line railways and 0.06 for
streetcars.
"1
The term traln resislance is appiied to f o m that rcsist the motion of a train
when it is running at constant s p d on a straight and leve1 track. Part of the
energy supplied to the motors is expendcd against internal friction of the
rolling stock (including that of the motors) and part is expended against
friction between the wheels and the rails. The remainder is expended against
air resistance.
Train resistance is a complicated force and for the acceleration period is
often assumed at an arbitrary value of about 20 N/tonne of train mass. This
procedure is justified because the energy expended against train resistance
during this period is small in comparison with that expended in accelerating
the train.
The force of 20 N/tonne referred as a torque to the motor coupling is
17
Each coach has two bogies, which gives a total of 12 axles. The torque
required to accelerate the wheels is
Thus
To accelerate the mass linearly, disregarding the effect of the rotating masses,
the torque would be
The coupling torque of each motor required to accelerate the train is thus
Example 1.2
A train unit is made up of three 4-wheel bogie coaches and has a mass of 96
tonnes unloaded. Each coach is equipped with four dc motors, each geared to a
driving axle through single-reduction gearing for which the gear ratio n = 0.356.
Al1 wheels have a wheel tread of 1.08 m in diameter and each wheel has a mass
of 455 kg.
Determine the coupling torque per motor required to accelerate the train at
1.25 m/s2 and compare it with the torque required' to accelerate the mass
linearly on the horizontal track.
Thus the apparent mass of the train is increased some 6% by the (underestimated) rotating masses.
A large number of empirical formulas that express the mechanical resistance
to motion are available in the literature, and one must be used if calculations
on the entire run are required. These formulas may be sumrnarized as having
the form
Assume that each wheel is a solid cylinder of diameter 1.08 cm. Then
The internal torque developed by the motor must accelerate not only the
train, wheels and gears but also the motor armature. The torque required to
accelerate an armature is
where it is assumed that the effwt of the Interna1 friction and windage of the
motor is negligible in comparison with that of the train.
The kinetic energy stored in motor armatures is also available for driving
the train during any coasting period.
For calculation of speed-time curves it is convenient to refer the effect of al1
rotating masses to the track. When these are combined with the actual train
mass a fictitious quantity known as the accelerating mass is obtained. This
mass may be expressed by
19
If it is assumed that each armature is a solid cylinder of mass 0.502 tonne and
diameter 0.450 m, the moment of inertia of each armature is
This somewhat overestimates the armature inertia because the diameter of the
commutator will be less than that of the core. From Eq. 1.29
Example 1.3
For the train in Example 1.2 the mass of each motor armature is 0.502 tome
and the diameter of the armature core is 0.450 m. The length L of each coach
is 23 m and the transverse cross section area A of the coach body is 11.5 m2.
The ends of each coach are fiat. Train resistance may be expressed by the
formula
from which it is seen that the effect of the rotating mass of the armatures is
comparable to that of the remaining rotating masses in the system. Deceleration during the first subperiod is
a,,
where n , is the number of coaches and k is a factor that depends on the shape
of the front end of the leading coach; in this case k = l. The train is
accelerated to a speed of 25 m/s and is then allowed to coast for 30 s on a
leve1 track. Estimate the distance covered during the coasting period.
fR0 =
-
-2845
=
105.6X103
m,
- 26.94
x lop3m/s2
The new train resistance may now be calculated. Repetition of the foregoing
procedure for the remaining five subperiods yields the quantities in Table 1.1.
Had it been assumed that the deceleration remained constant at the initial
value a total distance of 748.2 m would have been obtained. The error resulting
Table 1.1
from which it is seen that the force due to air resistance predominates.
From Example 1.2
O
5
10
15
20
25
30
25.00
24.87
24.74
24.61
24.48
24.35
f~
a,
2845
2821
2797
2774
2750
2727
26.95 X l o 3
-26.72 X
-26.49 X
-26.27 X
- 26.04 X l o 3
-25.82 X
Total distance =
-
124.7
124.0
123.4
122.7
122.1
121.7
738.6 m
from this assumption is negligible. Indeed, had it baen assumed that there was
no deceleration during coasting the distance covered would have been 750 m.
This small error justifies the se of the trapezoidal speed-time curve in Fig.
1.13.
The total power output from al1 the motors at any instant is
The energy output of the motors for a given period is obtained from the area
beneath the power-time curve for the period.
For a run on leve1 track made according to the approximate trapezoidal
speed-time curve the total energy output of al1 the motors for the period of
constant acceleration is
where O,,
Por the entire run the net energy output of the drive system is
. kg
This quantity forms a basis of comparison between the dynamical performances of trains operating on different schedules.
The net energy input to the motors is called the energy consumption of the
train and must take into account the efficiency of the motors and the converters that supply them. If the rotational losses of the motor can be neglected
in comparison with the train resistance, the energy expended in accelerating
the armatures is recovered during the deceleration period and need not be
introduced into energy calculations.
1.2.5.
Winch Drive
1.2 is one that, among other applications, is used to warp a ship through a lock
or hold it in some specific location.
This drive bears some resemblance to the constant-power drive discussed in
Section 1.2.4. The principal difference is that, although constant tension is
maintained in the cable between ship and shore, the motor spends much of its
time stalled. The torque is unidirectional but the winch may be called on to
bite in or pay out cable and the direction of rotation may be reversed.
The motor in this system must be designed to exert its rated torque
wntinuously at standstill.
1.2.6. Crane Hoist
The total regenerated energy input to al the motors for the period of constant
deceleration is
where
22
Braking
Power
lowering
Hoisting
Braking
( overhauling)
24
01
Control
setting
Tmax
Torque
limit
Eb
speed regulation =
(1.40)
This is usually a specified quantity, and the more closely the characteristics
approach the horizontal, which may be regarded as ideal, the smaller the speed
regulation. Maximum and minimum steady-state speed will also be specified.
The ratio of maximum to minimum is commonly of the order of 6 to 1 and for
special purposes ratios as high as 50 to 1 can be achieved. For a positional
control and for many variable-speed drives, however, motor speed must be
controllable right down to standstill.
limit
Let the load characteristic be that shown in Fig. 1.20~.The drive characteristics for four positive and four negative speed-control scttings are shown in Fig.
1.20b as ideal horizontal lines bctween tho liml ts imposed by the contwl.
Let the system opcratc on control ~ttlu 4 and give forward driving when
a speed reduction is callod for by a ohange to control setting + 2. The speed
'
1
I
-4
speeci limit
Fig. 1.24).
Regenerative
braking
-Tc
I
Fig. 1.22. System rcvcrsal.
a9
but is inemcient and expensive in comparison with a rectifier. If, however, the
aet is large and a synchronous motor is used, power-factor improvement for an
cntire industrial plant rnay be obtained.
In traction systems, large-scale conversion equipment capable of regeneration rnay be installed in substations. The advantage of dc for power distribution in a rail-guided traction system is great because the guiding rails and a
third rail or overhead wire are conductors, whereas the high self-inductance of
steel rails prohibits their use with ac of standard power frequency.
30
1.5.
Once the characteristics of the source and the mechanical system are defined it
is possible to select a suitable motor and converter. Frequently several combinations are possible; therefore the chapters that follow deal in some detail with
the characteristics of motors and converters and with some of the mechanical
systems with which they rnay be used.
The converter rnay be considered to consist of two parts: the power
converter or modulator and the logic unit that receives the command and
feedback signals and produces from them the signals that control the operation
of the power converter.
Table 1.2 lists the main types of converter.
Important information required for each type of converter includes
(a)
(b)
(c)
(d)
Converter
Controlled rectifiers
1.4.2. DC Sources
It is unusual for a dc source to be available for general purposes in an
industrial plant; therefore, if dc is particularly desirable, it must normally be
provided by some form of conversion from the ac power system.
If rectification is employed the possibility of regeneration from the drive
system must be considered because a simple diode rectifier cannot regenerate.
This problem is discussed in moro detail in the following. A motor-generator
set that consists of an ac motor and a dc gonerator is capable of regeneration
31
dc-to-dc converters
(choppers)
AC power controller
Inverters (voltage source or
current source)
Cycloconverters
Conversion Function
Fixed or variable potential and frequency
ac power to variable potential dc
Fixed potential dc to higher or lower
variable potential dc
Fixed potential ac to variable potential ac
of same frequency
Fixed or variable potential dc to fixed or
variable potential and frequency ac
Fixed potential and frequency ac to variable potential and frequency ac
32
PROBLEMS
PROBLEMS
1.1. In the mechanism shown in Fig. 1.23 the motor drives the winch drum
through 1:10 reduction gears (i.e., w/w2 = 10). Assuming that the shafts
and cable are nonelastic, calculate the equivalent inertia of the motor and
mechanism referred to the motor shaft.
1.2. A motor is required to drive the take-up roll on a plastic strip iine. The
mandrel on which the strip is wound is 10 cm in diarneter and the strip
builds up to a roll30 cm in diarneter. The strip emerges from the line at a
speed of 20 m/s; the strip tension required is 10 kg. The motor is
coupled to the mandrel by 1:2 reduction gearing. The gears rnay be
considered to be 85% efficient at all speeds. Determine the speed and
power rating of the motor needed for this service.
1.3. A 200-tonne train is accelerated at 1.2 m/s2. Determine the force that
must be exerted by the wheel rims on the track, assuming a train
resistance of 20 N/tome.
Cable drum
Motor
Jm = 1 kg rn2
J a = 3 k g - m2
Gear box
U '
Flg. 1.23. Diafiram for Problrm 1,1,
33
reached 20 S after starting. Power is then cut off and the train coasts for
40 s. At the end of this period braking is applied and the train is brought
to rest 70 S after starting. Retardation during coasting rnay be assumed
constant at 0.045 m/s2. Determine the distance run from start to stop
and the average speed.
The train in Examples 1.2 and 1.3 operates between two stations 1.5 km
apart, between which there is a uniform gradient of 1 in 80. The
scheduled average speed, excluding stops, is 20 m/s up the gradient and
22.5 m/s down the gradient. On leve1 track the control settings employed
would give an acceleration of 1.25 m/s2 and a deceleration of 1.5 m/s2.
Regenerative braking is used. With an approximate value for train
resistance during acceleration and deceleration of 20 N/tonne and the
formula for train resistance at constant speed of Example 1.3 calculate
the specific energy output and the maximum speed for runs in both
directions, assuming trapezoidal speed-time curves. Draw the trapezoidal
curves of speed versus distance.
The train in Problem 1.5 makes the up and down runs repeatedly with a
stopover time of 30 S at each station. Draw the diagrams of train-speed
motor torque and motor power versus time (Fig. 1.11) for the complete
return trip. Determine the rms motor power for the trip and the peak
motor power required and suggest a practical power rating for the motor.
A crane hoist is required to raise 10 tonnes at a speed of 0.25 m/s. The
hook is mounted on a block which carries a sheave that contains a single
pulley. One end of the hoisting cable is anchored on the crane trolley and
the other is wound up on a winch drum 25 cm in diameter. The drum is
driven by worm reduction gearing of ratio 45 to 1. The whole mechanism
rnay be considered to be 60% efficient. Determine the power and speed
rating of the motor and the braking torque exerted by the motor when it
lowers the load at 0.3 m/s.
Figure 1.24 shows the speed-torque characteristic L of a mechanical load
mechanism and the drive characteristics D, and D2 for two controller
settings. The load characteristic is a straight h e that passes through the
origin and point [40, 20001. The drive characteristics are also straight
lines; D, passes through points [O, 10001 and [40, 8001; D2 passes
through points [0;1600] and [40, 14001. The rotational inertia of the
motor and mechanical load referred to the motor shaft is 0.2 kg m2.
The friction of the system rnay be neglected:
(a) Do the intersections of the load characteristic with the two drive
characteristics represent two possible conditions of stable, steady-state
operation? Explain.
(b) If the answer to (a) is affirmative determine the two operating speeds
and torques.
o
N20
-m
40