Synchronous Generators Prime Movers
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Control of DC Servomotor
Control of DC Servomotor Report submitted in partial fulfilment of the requirement to the degree of B.SC In Electrical and Electronic Engineering Under the supervision of Dr. Abdarahman Ali Karrar By Mohammed Sami Hassan Elhakim To Department of Electrical and Electronic Engineering University of Khartoum July 2008 Dedication I would like to take this opportunity to write these humble words that are unworthy of expressing my deepest gratitude for all those who made this possible. First of all I would like to thank god for my general existence and everything else around and within me. Second I would like to thank my beloved parents(Sami & Sawsan), my brothers (Tarig & Hassan), and my sister (Latifa), thank you so much for your support, guidance and care, you were always there to make me feel better and encourage me. I would like also to thanks all my friends inside and out Khartoum university, thank you for your patients tolerance and understanding, for your endless love that has stretched so far, for easing my pain and pulling me through. A special thanks to my partner Muzaab Hashiem without his help and advice i won’t be able to do what i did, thank you for being an ideal partner, friend and bother. Last but not the least i would like to thank my supervisor Dr. Karar and all those who helped me throughout this project, thank you for filling my mind with this rich knowledge. Mohammed Sami Hassan Elhakim. I Acknowledgement The first word goes to God the Almighty for bringing me to this world and guiding me as i reached this stage in my life and for making me live and see this work. -
Locomotive Cooling Water Temperatures
LOCOMOTIVE COOLING WATER TEMPERATURES An engineman's guide to proper control of engine cooling systems and maintaining optimum cooling temperatures during standard operation of locomotives. This document is intended as a guide and reference of locomotive engine cooling water temperatures. All attempts shall be made to make clear the various key temperatures, when and how they should be achieved, as well as the various terms used throughout the document. The astute engineman reading this document may note that certain themes, subjects and terms are repeated throughout. This is quite intentional, and serves to increase exposure of subject material for attempted retainment by the subject. In addition to cooling water temperatures, there will be included a section regarding the draining of the air reservoirs on page four [4]. Terms, Definitions, and Explanations During the course of this document there will be some terms used which may cause confusion as to what they infer. To avoid undue confusion said terms shall be listed and defined below, and some may include exceptions and/or informative additions on a case by case basis as they apply to certain locomotives. There will also be a basic overview of how the diesel prime mover and it's cooling system work. The engineman should come to know these terms and the applicable definitions, as well the various important differences between locomotives for which exceptions may apply. Load: Increasing the amount of work required of an engine. This is more or less when you place the locomotive in "run" and apply power via the throttle whilst a direction is selected with the reverser. -
DC Servo Motor Modeling
MODELING DC SERVOMOTORS CONTROL SYSTEMS TECH NOTE © Dr. Russ Meier, MSOE INTRODUCTION A DC motor is an actuator that converts electrical energy to mechanical rotation using the principles of electromagnetism. The circuit symbol for a DC motor is shown in Figure 1. + Va M - Figure 1: Circuit symbol for a DC servomotor The learning objectives of this technical note are: 1. Draw the equivalent DC servomotor circuit theory model. 2. State the equations of motion used to derive the electromechanical transfer function in the time domain and the s-domain. 3. Draw the DC servomotor signal block diagram. 4. Derive the DC servomotor electromechanical transfer function. CIRCUIT THEORY MODEL The circuit shown in Figure 2 models the DC servomotor. Note that an armature control current is created when the armature control voltage, Va, energizes the motor. The current flow through a series-connected Ra La + + Tm Va Vb R θ m - - Figure 2: DC servomotor circuit theory model armature resistance, an armature inductance, and the rotational component (the rotor) of the motor. The rotor shaft is typically drawn to the right with the torque (Tm) and angular displacement (θm) variables shown. The motor transfer function is the ratio of angular displacement to armature voltage. Figure 3: The DC servomotor transfer function EQUATIONS OF MOTION Three equations of motion are fundamental to the derivation of the transfer function. Relationships between torque and current, voltage and angular displacement, and torque and system inertias are used. Torque is proportional to the armature current. The constant of proportionality is called the torque constant and is given the symbol Kt. -
Direct Drive Dc Torque Servo Motors
DIRECT DRIVE DC TORQUE SERVO MOTORS QT- Series Rare Earth Magnet Motors DIRECT DRIVE DC SERVO MOTORS The Direct Drive DC Torque motor is a servo actuator which can be directly attached to the load it drives. It has a permanent magnet (PM) field and a wound armature which act together to convert electrical power to torque. This torque can then be utilized in positioning or speed control systems. In general, torque motors are deigned for three different types of operation: » High stall torque (“stand-still” operation) for positioning systems » High torque at low speeds for speed control systems » Optimum torque at high speed for positioning, rate, or tensioning systems SUPERIOR QUALITY With the widest range of standard and custom motion solutions, we collaborate with you to deploy rugged, battle-worthy systems engineered and built to meet your singular requirements. Kollmorgen provides direct drive servo motor solutions for the following applications: » Weapons stations and gun turrets » Missile guidance and precision-guided munitions » Radar pedestals and tracking stations » Unmanned ground, aerial and undersea vehicles » Ground vehicles and sea systems » Aircraft and spacecraft systems » Camera gimbals » IR countermeasure platforms » Laser weapon platforms QT- Series D irect Drive DC Servo Motors Advantages of Direct Drive DC Torque Motors Direct drive torque motors are particularly suited for servo system applications where it is desirable to minimize size, weight, power and response time, and to maximize rate and position accuracies. Frameless motors range from 28.7mm (1.13in) OD weighing 1.4 ounces (.0875 lbs) to a 4067 N-m (3000 lb-ft) unit with a 1067mm (42in) OD and a 660.4mm (26in) open bore ID. -
Hydrogen-Rail (Hydrail) Development
H2@Rail Workshop Hydrogen-Rail (hydrail) Development Andreas Hoffrichter, PhD Burkhardt Professor in Railway Management Executive Director of the Center for Railway Research and Education [email protected] H2@Rail Workshop, Lansing, MI March 27, 2019 Contents • Current rail energy consumption and emissions • Hybrids • Primary power plant efficiencies • Hydrail development • Past and on-going research - 2 - Michigan State University, 2019 Current Rail Energy Efficiency and GHG DOT (2018), ORNL (2018) - 3 - Michigan State University, 2019 Regulated Exhaust Emissions • The US Environmental Protection Agency (EPA) has regulated the exhaust emissions from locomotives • Four different tiers, depending on construction year of locomotive • Increasingly stringent emission reduction requirements • Tier 5 is now in discussion (see next slide) • Achieving Tier 4 was already very challenging for manufacturers (EPA, 2016) - 4 - Michigan State University, 2019 Proposed Tier 5 Emission Regulation • California proposed rail emission regulation to be adopted at the federal level (California Air Resources Board, 2017) - 5 - Michigan State University, 2019 Class I Railroad Fuel Cost 2016 (AAR, 2017) • Interest from railways in alternatives high when diesel cost high, interest low when diesel cost low • When diesel cost are high, often fuel surcharges introduced to shippers • Average railroad diesel price for the last 10 years ~US$2.50 per gallon (AAR, 2017) - 6 - Michigan State University, 2019 Dynamic Braking • Traction motors are used as generators • Generated electricity is: – Converted to heat in resistors, called rheostatic braking – Fed back into wayside infrastructure or stored on-board of train, called regenerative braking • Reduces brake shoe/pad wear, e.g., replacement every 18 month rather than every18 days (UK commuter train example) • Can reduces energy consumption. -
Permanent Magnet Servomotor and Induction Motor Considerations
Permanent Magnet Servomotor and Induction Motor Considerations Kollmorgen B-104 PM Brushless Servomotor at 0.4 HP Kollmorgen M-828 PM Brushless Rotor Kollmorgen B-802 PM Brushless Servomotor at 15 HP Kollmorgen B-808 PM Brushless Rotor Permanent Magnet Servomotor and Induction Motor Considerations 1 Lee Stephens, Senior Motion Control Engineer Permanent Magnet Servomotor and Induction Motor Considerations Motion long considered a mainstay of induction motors, encroachment in the area of 50 HP and greater have been seen recently for some applications by permanent magnet (PM) servomotors. These applications usually have dynamic considerations that require position-time closed loop and high accelerations. When accelerating large loads, permanent magnet servomotors can work with very high load to inertia ratios and still maintain performance requirements. Having a lower inertia typically will allow for less permanent magnet motor can result in a greater torque energy wasted within the motor. Torque (τ), is the density than an equivalent induction system. If size product of inertia (j) and rotary acceleration (α). If you matters, then perhaps a system should use one require inertia matching, ½ of your energy is wasted technology over another. Speaking of size, the inertia accelerating the motor alone. If the inertia ratio from ratio can be an important figure of merit should motor to load is large, then control schemes must be dynamic needs arise. If you are going to have high dynamic enough to prevent the larger load from driving accelerations and decelerations, the size of the rotor the motor as opposed to the motor controlling the load. will significantly increase the inertia and decrease the Tradeoffs and knowing what can be negotiated. -
Jackass & Western Railroad
Introduction During the height of operations in the 1960s, the Jackass & Western Railroad, located in Area 25 of the Nevada National Security Site (NNSS), formerly know as the Nevada Test Site (NTS), was the shortest and slowest operating railroad in the United States. However, it was the railroad’s important mission that made it such: the railroad trans- ported research reactors, NERVA reactors/ nuclear engines, and equipment between facilities at the NTS Nuclear Rocket Development Station (NRDS) in support of Project Rover. Project Rover researched the adaptation of small, powerful nuclear reactors for long-range spacecraft propulsion. Background To accomplish its mission, the Jackass & Western Railroad traveled nine miles of track between three NRDS test stands: A, C, and The 80-ton diesel-electric locomotive sits in the E-MAD Engine Test Stand-1; the Reactor as it is prepared for its journey. Maintenance, Assembly, and Disassembly facility (R-MAD); and the Engine Maintenance, Assembly, and Disassembly facility (E-MAD). Although small, the railroad had a rolling stock consist- ing of four locomotives that included the fleet work horse: an 80-ton diesel-electric locomotive; as well as a 17-ton electric prime mover, a 25-ton diesel-electric switch engine, a gas-powered "speeder" track mainte- nance locomotive, four specialty cars, ten flatcars, two dump cars, one railroad crane with multiple track maintenance cars, and multiple engine test cars. The Jackass & Western Railroad 80-ton diesel-electric locomotive was specially modified and reconditioned by the General Electric Locomotive Works at a cost of $117,126 in 1964 for use at the NRDS. -
Poweb Capacity and Peoduction in the United States
DEPARTMENT OF THE INTERIOR Hubert Work, Secretary U. 8. GEOLOGICAL SURVEY An** Otto Smith, Director Water-Supply Paper 579 POWEB CAPACITY AND PEODUCTION IN THE UNITED STATES PAPEBS BT C. E. DAUGHEETY, A. H. HOETON AND E. W. DAVENPOET UNITED STATES GOVERNMENT PRINTING OFFICE WASHINGTON 1928 CONTENTS Page Introduction, by N. C. Grover._______________________________ 1 The development of horsepower equipment in the United States, by C. K. Daugherty ________________________________ 5 Developed and potential water power in the United States and production of electricity by public-utility power plants, 1^19-1926, by A. H. Horton..________________________________ 113 Growth of water-power development in the United States, by K. W. Davenport.._____________________j___________ 203 Index___________*______________L.__________ 209 NOTE. The illustrations are listed in connection with the separate papers. n POWER CAPACITY AND PRODUCTION IN THE UNITED STATES INTRODUCTION By NATHAN CLIFFOED GEOVER 1 For countless centuries man was the principal source of motive power for practically all purposes. He was ably assisted in certain activities by the lower animals the beasts of burden that have served especially in transportation and agriculture. The changeable and fitful wind was also long utilized, especially for pumping water and propelling ships. Small water-power plants were developed and used for sawing lumber, grinding grain, carding wool, weaving cloth, and other small industrial processes. But the universal supply of energy for productive work was furnished by human beings, fre quently by slaves, and so long as this condition prevailed the human race was able to produce only the bare necessities of life, and famine was forever stalking in the background of existence. -
Control System Lab Lab Manual
CONTROL SYSTEM LAB (EC-616-F) CONTROL SYSTEM LAB (EC-616-F) LAB MANUAL VI SEMESTER Department of Electronics & Computer Engg Dronacharya College of Engineering Khentawas, Gurgaon – 123506 CONTROL SYSTEM LAB (EC-616-F) CONTROL SYSTEM LIST OF EXPERIMENTS PAGE S. NO NAME OF THE EXPERIMENT NO. 1. TO STUDY A.C SERVO MOTOR AND PLOT ITS 1 TORQUE SPEED CHARACTERISTICS. TO STUDY D.C SERVO MOTOR AND PLOT ITS 5 2. TORQUE SPEED CHARACTERISTICS. TO STUDY THE MAGNETIC AMPLIFIER AND PLOT ITS 8 LOAD CURRENT V/S CONTROL CURRENT 3. CHARACTERISTIC FOR (A)SERIES CONNECTED MODE (B)PARALLEL CONNECTED MODE. TO PLOT THE LOAD CURRENT V/S CONTROL 11 4. CURRENT CHARACTERISTICS FOR SELF EXCITED MODE OF THE MAGNETIC AMPLIFIER. 5. TO STUDY LEAD LAG COMPENSATOR AND DRAW 14 MAGNITUDE AND PHASE PLOTS. TO STUDY A STEPPER MOTOR & EXECUTE 17 MICROPROCESSOR OR COMPUTER BASED CONTROL 6. OF THE SAME BY CHANGING NUMBER OF STEPS, DIRECTION OF ROTATION & SPEED. TO IMPEMENT A PID CONTROLLER FOR LEVEL 20 7. CONTROL OF A PILOT PLANT TO STUDY THE BASIC OPEN LOOP AND CLOSED LOOP 23 8. CONTROL SYSTEM. TO STUDY WATER LEVEL CONTROL USING 26 9. INDUSTRIAL PLC. TO STUDY THE MATLAB PACKAGE FOR SIMULATION 29 10. OF CONTROL SYSTEM DESIGN. CONTROL SYSTEM LAB (EC-616-F) EXPERIMENT NO: 1 AIM: - To study AC servo motor and plot its torque speed Characteristics. APPARATUS REQUIRED: - AC Servo Motor Setup, Digital Multimeter and Connecting Leads. THEORY: - AC servomotor has best use for low power control applications. Its important parameters are speed – torque characteristics. An AC servomotor is basically a two phase induction motor which consist of two stator winding oriented 90* electrically apart. -
Servomotor Parameters and Their Proper Conversions for Servo Drive Utilization and Comparison
Servomotor Parameters and their Proper Conversions for Servo Drive Utilization and Comparison Servomotor Parameters and their Proper Conversions for Servo Drive Utilization and Comparison 1 Hurley Gill, Senior Application / Systems Engineer Servomotor Parameters and their Proper Conversions for Servo Drive Utilization and Comparison Utilization of servomotor parameters in their correct units of measure as defined by the drive manufacturer is imperative for achieving desired mechanism performance. But without proper understanding of motor and drive parameter details relative to their defined terms, units, nomenclature and the calculated conversions between them, incorrect units are likely to be applied which complicate both machine design development and the manufacturing process. This white paper demonstrates exactly how and 6-step (i.e. trapezoidal commutation). While machine designers can overcome challenges most servomotor parameters are presented in one around servomotor parameters and apply them of three ways, they are often mixed between the correctly for any motor or drive to meet specific two different electronic commutation methods. requirements. A customary standard set of servo (Refer to Motor Parameters Conversion Table on units is thoroughly explained together with their page 6.) typical nomenclature and the applicable conversions between them. Typical terminologies used to describe While the motor parameter data entered into the servomotors are: Brushless DC Motor (BDCM or servo drive must be in the units that the designer BLDCM) Servo, Brushless DC/AC Synchronous specifically intended, there are often differences Servomotor, AC Permanent Magnet (PM) Servo between this data and their defined corresponding and other similar naming conventions. Most of units of measure presented on a motor datasheet. -
Selecting the Proper Cables for Your Stepper Or Servo System
Selecting the Proper Cables for Your Stepper or Servo System Kollmorgen 540-633-3545 [email protected] www.kollmorgen.com Engineers devote a lot of time and effort designing highly efficient, reliable, and economical stepper or servomotor positioning systems. They select a motor, a controller, appropriate feedback circuits, and an amplifier to satisfy the specific motion system’s needs. Unfortunately, however, the signal and power cables connecting the components are often neglected until the project is nearing its end or worse yet, handed off to an electrician who lacks the proper training. Overlooking critical cable selection factors can deliver a system with lower than expected accuracy, frequent failures, low immunity from electromagnetic interference, and adverse affects on neighboring equipment. BASIC CABLE CONSTRUCTION Cables are designed and manufactured with characteristics intended to service a specific application for peak performance. Each element in the basic cable construction plays a unique role. All cables contain some or all the following elements: single or multiple conductors of proper ampacity, insulation with appropriate voltage breakdown specifications, an overall shield or multiple shields for individual conductors or pairs, and a jacket to protect the cable from mechanical, chemical, and environmental influences. Additional cable elements might include a drain or grounding wire used with foil shields, binding tapes, embedded steel-support wires, and fillers to give the cable a uniform circular, cross- sectional shape. SELECTION CRITERION Cable selection begins with characterizing the operating conditions that affect the cable during service such as temperature, moisture, chemical exposure, abrasion, flexing, and expected life. The proper type and thickness of the insulation selected depends upon working voltages. -
Torque Control for DC Servo Motor Using Adaptive Load Torque Compensation
SELECTED TOPICS in SYSTEM SCIENCE and SIMULATION in ENGINEERING Torque Control for DC Servo Motor Using Adaptive Load Torque Compensation CHANYUT KHAJORNTRAIDET JIRAPHON SRISERTPOL School of Mechanical Engineering, Institute of Engineering, Suranaree University of Technology Address: Nakhon Ratchasima 30000 THAILAND [email protected] Abstract: - A torque control system is an important process in industries. The value of torque which is generated by DC servomotor depends upon a motor current. Since the torque control system uses the estimated current from an observer, it will receive an effect from torque disturbance (load torque) during an operation. The incorrect estimated current from the observer affects a current feedback signal. This paper presents a technique for torque control of DC servomotor by using adaptive load torque compensation. The load torque can be compensated to the observer, the result show that the estimated current error from the observer is reduced. Therefore, this method can be applied to improve an efficiency of the torque control system and estimate the load torque of DC servomotor. Key-Words: - Adaptive compensation, Observer, and Torque control system 1 Introduction 2 Mathematical Descriptions The DC servomotors are widely used for a variety of The permanent magnet DC motor is used to acquire actuator applications. When a system interacts with the data as a DC servo motor. The torque control system of environment, it will receive disturbance from load DC motor is controlled by the armature current (ia). The torque. The torque control system is an important speed of the system is depended on armature voltage system to control a force when the system interacts with (Va) when the field current is held constant.