DOCSLIB.ORG

Analysis and Design of Universally Applicable Traction Motor for Heavy-Duty Vehicles Dong-Kyu Lee and Jong-Suk Ro

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Analysis and Design of Universally Applicable Traction Motor for Heavy-Duty Vehicles Dong-Kyu Lee and Jong-Suk Ro Analysis and Design of Universally Applicable Traction Motor for Heavy-Duty Vehicles Dong-Kyu Lee and Jong-Suk Ro Mon-Af-Po1.22 - Motors IV Electrical Energy Application Lab., Chung-Ang University, Seoul, Republic of Korea Introduction Analysis and Design Process Analysis and Design Process Analysis and Design Process Analysis and Design Results Step 2. Selection of motor type Step 3.3. Determination of winding method Back EMF Step 4.1. No-load analysis - Owing to environmental pollution and the depletion of fossil fuels, interest - A universal traction motor for in EVs is increasing throughout the world. - Traction motors for EVs require high efficiency - In general, EV motors are driven by high power and low voltage. Thus, the heavy-duty vehicles requires a operational current is large, and serial turn number is low, such that the - Analysis was conducted at a base speed of - Research on high-power density traction motors for commercial vehicles and high torque. high performance. cross-sectional area of the winding is large and the inductance is 1600rpm. such as buses, trailers, and trucks has received considerable attention. - Induction motor and IPMSM are generally used - The goal of this design was to significantly small. - Acquiring sinusoidal waveform of back EMF - The analysis and design of traction motors that can be used universally in as traction motors for EVs. achieve maximum torque of - According to the method of coil winding in the slot, the winding can be is important because non-sinusoidal waveforms 1,200Nm, maximum power of heavy-duty vehicles having the greatest effect on environmental pollution - However, induction motors have a disadvantage Harmonics of back EMF concentrated or distributed. contain a lot of high-order harmonics, which can 250kW and speed range of were performed. of being less efficient in low-speed urban driving increase the peak current, iron loss, heat, - In case of concentrated winding, owing to the concentration of magnetic 6,000rpm without increasing the - The use of universal traction motors compared with those designed for than IPMSM. vibration, and noise during operation. flux on the stator core, it is difficult to use reluctance torque in the high- size of the motor compared to the conventional electric buses or trailers can reduce the cost and time required - On the other hand, the biggest advantage of speed region, because of the increase in magnetic reluctance caused by - The Fourier transform of the back EMF allows conventional one. for development. IPMSM is that it can obtain high torque by using magnetic saturation of stator core. the high order harmonics to be determined - Analysis results achieved - . Traction motors for heavy-duty vehicles require a high torque density, permanent magnets. - In contrast, with a distributed winding, it is easy to use reluctance torque - The Total Harmonic Distortion (THD) was maximum torque of 1,283Nm, and high power density, and wide range of speed - The delta arrangement of magnets combines bar- and make sinusoidal Back EMF wave form. calculated using Equation. Cogging Torque maximum power of 254kW under - Specifically, an Interior Permanent Magnet Synchronous Motor (IPMSM) type and V-type array. It can increase magnetic - Therefore, motor was designed as a single-layer series with distributed 2 2 2 a speed range of 6,000rpm with delta-type magnet array is proposed for a high performance. torque and reluctance torque. 푉2 +푉3 +푉4 ⋯ winding method. - THD = × 100 % = 3.91% - In addition, a step skew structure is proposed for the mitigation of vibration - Moreover, it facilitates the concentration of 푉1 and noise via reduction of cogging torque. magnetic flux to obtain sinusoidal airgap flux - To produce a sinusoidal voltage in a machine, CONCLUSIONS density and Back EMF. the magnitude of the flux density must vary in a - The usefulness of the proposed universal traction motor for heavy-duty proposal vehicles and its analysis and design methods were confirmed through the sinusoidal manner along the surface of the 푃 3 Traction motor for heavy-duty T = 휑 푖 + (퐿 −퐿 )푖 푖 (Equation of torque) airgap. Traction motors were designed to Finite Element Method (FEM). 2 2 푓 푞 푞 푑 푑 푞 vehicles require a higher torque Airgap Flux Density satisfy the requirements for the P : number of poles, 휑푓: flux linkage provided by permanent magnet - The Cogging torque is reduced to about 20% of density, higher power density, and high torque, high power, and wide Analysis and Design Process 푖푞, 푖푑 : q-axis and d-axis current, 퐿푞, 퐿푑: q-axis and d-axis inductance the conventional non-skewed model. – 1.4Nm wider speed range characteristics speed ranges with a limited motor than traction motors for typical size EVs. Step 3.4. Rotor topology optimization Step 3.1. Determination of motor size proposal - IPMSM is characterized by the placement of magnets. The delta-type Step 4.2. Load analysis The proposed traction motor can - Proper sizing is a crucial aspect of motor design. magnetic array allows large area of permanent magnets per poles, which can Conventional traction motors be applied universally through the concentrate the magnetic flux to the center of poles. It increases the - Analysis was conducted at a base speed 1,600rpm under the load of the designed for electric buses or - The goal is to specify a motor that provides the speed, torque, and power. conversion of gearboxes to heavy maximum value of airgap flux and Back EMF. Additionally, it is possible to rated current (220A) and the maximum current (420A). trailers. - In this step, we used JMAG Express which used in the initial design phase duty vehicles. allows us to select an approximate size. increase q-axis inductance and increase the magnetic saliency. - The analysis was conducted by varying the phase angle of the current. - The external diameter of a heavy EV motors are usually less than 400mm. - The bridge is designed to be deliberately saturated by the leakage flux for - Under rated current, the highest torque is 718Nm and torque ripple is 2.8%. The advantage of applying this traction motor is that it can significantly reduce we selected external diameter as 400mm, stack length as 130mm. suppressing the leakage of magnetic flux, and the width is determined by - Under maximum current, the highest torque is 1,283Nm, and torque ripple the cost and time for developing the traction motors. Significantly, the considering mechanical stability. is 4.1% proposed traction motor can be applied into diverse kinds of heavy-duty - The flux barrier is made of a cavity with large magnetic reluctance around - In addition, T-N, P-N characteristics were analyzed under rated current and vehicles and can have ripple effect in the research of EVs the permanent magnets and is designed to compensate for the harmonics of maximum current. Step 3.2. Selection of pole-slot number the torque by intentionally saturating the bridge area. - From the T-N, P-N characteristics curve, it shows that it operates well at the CONTACT - Cogging torque is a major factor that influences the torque ripple, control speed range of 6,000rpm. - When choosing the number of poles and slots, conditions such as accuracy, vibration, noise, speed ripples and so on. Dong-Kyu Lee rotational speed, slot harmonics in the airgap, and leakage inductance T-N. P-N Curve under rated current M.S. candidate - Step skew method that stacks the rotor by rotating it axially can reduces the Torque under rated current should be taken into account. cogging torque. Department of Electrical and Electronics Engineering - For heavy vehicles, it is recommended to select the highest pole number Step 1. Determination of design target - In this design, the rotor was divided into three parts in the axial direction and Mobile : +82-10-2977-0809 possible for low-speed and high-torque implementations. rotated at an angle of 7.5 degrees. E-mail : [email protected] - Due to the limitations of the motor’s diameter, slot dimension and leakage Homepage : Electrical Energy Application Lab. (http://eea.cau.ac.kr) - Traction motors intended to drive heavy-duty vehicles should be capable of inductance, 8 poles are the maximum number of poles allowed. achieving higher than the motors for normal passenger cars. - To prevent demagnetization caused by heating inside magnets by iron loss Jong-Suk Ro T-N. P-N Curve under maximum current - It is targeted higher torque density, higher power density and wider speed and high harmonics, a large slot number per pole per phase (q) is need. Torque under maximum current range characteristics than conventional one. Associate Professor - In case of 24 slots, i.e., q=1, there are high slot harmonics at the 5th and 7th - The goal of this study is to achieve performance with a maximum torque Department of Electrical and Electronics Engineering - Therefore, we decided the slot number of 48 slots, i.e., q=2. of 1,200Nm, maximum power of 250kW and speed range of 6,000rpm Mobile : +82-10-9530-7911 by restricting the motor size of conventional motor. E-mail : [email protected] Homepage : Electrical Energy Application Lab. (http://eea.cau.ac.kr) Step skew structure.
Load more

Recommended publications
  • Single Phase to Single Phase Step-Down Cycloconverter for Electric Traction Applications
    American-Eurasian Journal of Scientific Research 11 (4): 271-274, 2016 ISSN 1818-6785 © IDOSI Publications, 2016 DOI: 10.5829/idosi.aejsr.2016.11.4.22905 Single Phase to Single Phase Step-Down Cycloconverter for Electric Traction Applications Mrs. J. Suganthi vinodhini and R. Samuel Rajesh Babu Research Scholar, Sathyabama University, India Abstract: In electric traction application electrical energy used was: 1.direct current and 2.alternating current. In this world already a constant voltage constant frequency single phase and three phase AC readily available. For some applications it is needed to have variable voltage and variable frequency for this conversions need between dc and ac sources and this conversion can be carried out by power converters. For converting AC–AC cycloconverter are widely used as a converter. The ns of alternating current drives relates with the frequency (f) and number of poles (p) present in the induction motor. It is not feasible by changing the poles of a motor under running processes, so the only one way during running condition the frequency can be varied. In the absence of direct current (DC) link with constant voltage constant frequency alternating current to variable voltage variable frequency alternating current is needed to run the electric traction applications, so the cycloconverter will make this as possible with reliable and economical. This work explains how to control the speed of single phase induction motor and single phase to single phase Cycloconverter using different frequency conversions with R Load was carried out using MATLAB / Simulink. Key words: Cycloconverter Electric traction Pulse width modulation Synchronous speed (ns ) INTRODUCTION switches instead of thyristors.
    [Show full text]
  • Total Solutions for Quality Locomotive Electrical Rotating Component Remanufacturing
    RPI Rail Products International, Inc. Total Solutions For Quality Locomotive Electrical Rotating Component Remanufacturing Alternators Generators Traction Motors Traction Motor Components We Know What You Want Services That Are Designed Around You The RPI organization has been built from the ground up to Rather than just providing a standard commodity, focus on the unique requirements of the railroad industry. RPI offers a true value-added approach to our product Now There Is One Source That Can Handle All There are a number of factors that distinguish RPI from offerings. We can tailor manufacturing processes and Your Locomotive Traction Component Repair, our competitors: customize our products and services to meet a variety • RPI is more responsive to individual customer needs. of customer demands and specifications. This gives RPI the ability to effectively operate as a “job shop” Rebuild And Remanufacturing Needs • RPI is quality driven with an emphasis on for small projects — or on a very large scale as a continuous improvement. In fact, we wrote the procedures used by OEM’s today to rebuild production manufacturing line. We can also provide traction motors. product development and product improvements or Rail Products International, Inc. (RPI) is a leader in upgrades. RPI offers a choice of repair, rebuild or • RPI maintains a high level of on-time delivery performance. providing remanufacturing services to the railroad remanufacturing of all components, supplemented by industry for electric transmission components • RPI offers extremely competitive pricing. a unit exchange program for armatures, coils, traction used for both freight and passenger locomotives. • RPI has over 75 years of remanufacturing experience.
    [Show full text]
  • Optimization of Powertrain in EV
    energies Article Optimization of Powertrain in EV Grzegorz Sieklucki Department of Power Electronics and Energy Control Systems, AGH University of Science and Technology, 30-059 Krakow, Poland; [email protected] Abstract: The method for preliminary powertrain design is presented in the paper. Performance of the EV is realized by motor torque–speed curve and gear ratio optimization. The typical two-zone mechanical characteristic of a PMSM traction motor is included in the optimization program. The longitudinal vehicle model is considered in the paper. Some examples try to show the calculation possibilities in application to existing vehicles: Tesla Model S and Mini Cooper SE. Keywords: electric vehicle; electromechanical systems; optimization; multi-objective optimization; field weakening; traction motors; kinematics; motor torque; gear 1. Introduction The conversion of electrical energy into mechanical is very important for the drive in an Electric Vehicle (EV) and optimization of the car performance is discussed in the article. The path from battery to a traction force FT on the car wheels is called powertrain [1,2]. The presented optimization problem can be used to design preliminary powertrain in a EV. The torque–speed curve (mechanical characteristics) [3] of PMSM (Permanent Magnet Synchronous Motor) is introduced. This type of motor is the most popular in car manufacturers (Toyota, Nissan, BMW, Renault), but Tesla induction motor characteristics are also considered. The EV mathematical model is presented more precisely than in [4]. Citation: Sieklucki, G. Optimization Two design examples are included in the paper: gear ratio optimization in Tesla Model S, of Powertrain in EV. Energies 2021, 14, traction motor, and gear ratio optimization in the Mini Cooper SE.
    [Show full text]
  • Electrics of Diesel Locomotive
    Electrics of Diesel locomotive Introduction Most of the Diesel Electric Locomotives serving in Indian Railways are single engined with one DC self ventilated, separately excited, single bearing main generator. However, in order to improve the reliability and reduce maintenance DC generator is replaced by a Traction Alternator and rectifier in latter generation locomotives. This supplies power to six nose suspended, force ventilated, series wound DC motors connected in three series pairs. Of late, Indian Railways have introduced GM locomotives with state of the art AC-AC locomotives. These locomotives have AC Traction Generator and AC Traction Motors. Power for electrically driven auxiliaries and control circuits is obtained from a self-excited, self ventilated auxiliary generator mounted on the end of main generator. This also supplies the battery charging current. Output of auxiliary generator is maintained constant at different speed by a voltage regulator. It also takes care about the limit of current going out to avoid damage to the generator. 8 lead acid batteries in series with four cells per battery, being provided for starting the engine by motoring the main generator, and to supply all the control circuits and the locomotive lighting. The locomotive is provided with electrical end jumper cables to enable it to work in multiple with a number of other locomotives. Power Circuits The main generator is basically separately excited with or without a differential series field to give the required characteristic form (Fig.E 2.1). Each traction motor has separate reversing switch contacts for reversing the field current, and also field diverting arrangements (Fig.E-2.2).
    [Show full text]
  • IEEE Standard for Rotating Electric Machinery for Rail and Road Vehicles
    IEEE Std 11-2000 (Revision of IEEE Std 11-1980) IEEE Standard for Rotating Electric Machinery for Rail and Road Vehicles Sponsor Electric Machinery Committee of the IEEE Power Engineering Society Approved 30 January 2000 IEEE-SA Standards Board Abstract: This standard applies to rotating electric machinery which forms part of the propulsion and major auxiliary equipment on internally and externally powered electrically propelled rail and road vehicles and similar large transport and haulage vehicles and their trailers where specified in the contract. Keywords: armature, electric input, electric output, impedance, load, phase control, propulsion, regeneration, shutdown, ventilation, waveforms, windage The Institute of Electrical and Electronics Engineers, Inc. 3 Park Avenue, New York, NY 10016-5997, USA Copyright © 2000 by the Institute of Electrical and Electronics Engineers, Inc. All rights reserved. Published 31 July 2000. Printed in the United States of America. Print: ISBN 0-7381-1922-9 SH94805 PDF: ISBN 0-7381-1923-7 SS94805 No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the publisher. Authorized licensed use limited to: Eaton Corporation. Downloaded on November 06,2013 at 21:02:26 UTC from IEEE Xplore. Restrictions apply. IEEE Standards documents are developed within the IEEE Societies and the Standards Coordinating Com- mittees of the IEEE Standards Association (IEEE-SA) Standards Board. Members of the committees serve voluntarily and without compensation. They are not necessarily members of the Institute. The standards developed within IEEE represent a consensus of the broad expertise on the subject within the Institute as well as those activities outside of IEEE that have expressed an interest in participating in the development of the standard.
    [Show full text]
  • Operating Manual for Tp -40 5 Model Rsd -5 6 Motor
    OPERATING MANUAL TP-40 5 FOR Model RSD-5 6 Motor Road Switcher This manual covers basic operating instructions to assist the engineman in the efficient handling of the 1600 HP model RSD-5 6 motor road switching locomotive. Descriptive information pertaining to the most commonly used "specialties" is contained herein and defined with the phrase (if used). The manual is written so as to be complete . for locomotives with or without the specialty equipment. The information furnished is based on construction as of date material was compiled. AMERICAN LOCOMOTIVE COMPANY GENERAL ELECTRIC COMPANY Schenectady, N. Y. Printed in U.S.A. January, 1952 FROM THE COLLECTION OF CHRIS JACOBS ACTUAL PAGE SIZE - 4 ½ x 7 ½ TABLE OF CONTENTS General Data Section I Introduction Section II Controller Operating Handles Section III Preparation for Operation Section IV Operating Procedure Section V Air Equipment Section VI Miscellaneous Operating Instructions Section VII Gauges and Instruments Section VIII Automatic Alarms and Safeguards Section IX Fig. 1 – Part 1 LOCATION OF APPARATUS I - ENGINE 14-RADIATOR FAN 27- SAND BOXES 2- MAIN GENERATOR 15- RADIATOR FAN CLUTCH 28- SAND BOX COVER 29- HAND BRAKE 3- EXCITER 16-LUBRICATING OIL COOLER 30- GENERATOR AIR DUCTS 4- AUXILIARY GENERATOR 17- LUBRICATING OIL FILTERS 31- CAP HEATER 5- GAUGE PANEL 18- LUBRICATING OIL STRAINER 32- CAO SEATS 6- CONTROL STAND 19- ENGINE WATER TANK 33- HORN 7- BRAKE VALVES 20-AIR COMPRESSOR 34- BELL 6- CONTROL COMPARTMENT 21-MAIN AIR RESERVOIR 35- NUMBER BOXES 9-TURBO SUPERCHARGER 22- BATTERIES 36- CAB SEAT (MOD) 10-TURBO SUPERCHARGER FILTERS & SILENCERS 23- FUEL TANK 37- STEAM GENERATOR (MOD.) 11- TRACTION MOTOR BLOWERS 24- FUEL TANK FILLING CONNECTION 38- WATER TANK (MOD.) 12- RADIATORS 25- FUEL TANK GAUGE 39- WATER TANK FILLING CONNECTION (MOD.) 13-RADIATOR SHUTTERS 26- EMERGENCY FUEL CUT OFF 40- AUXILIARY CONTROL COMPARTMENT Fig.
    [Show full text]
  • Intelligent Traction Motor Control Techniques for Hybrid and Electric Vehicles
    Intelligent Traction Motor Control Techniques for Hybrid and Electric Vehicles By Scott Cash A thesis submitted to the University of Birmingham for the degree of Doctor of Philosophy Department of Mechanical Engineering The University of Birmingham September 2018 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. Abstract This thesis presents the research undertaken by the author within the field of intelligent traction motor control for Hybrid Electric Vehicle (HEV) and Electric Vehicle (EV) applications. A robust Fuzzy Logic (FL) based traction motor field-orientated control scheme is developed which can control multiple motor topologies and HEV/EV powertrain architectures without the need for re-tuning. This control scheme can aid in the development of an HEV/EV and for continuous control of the traction motor/s in the final production vehicle. An overcurrent-tolerant traction motor sizing strategy is developed to gauge if a prospective motor’s torque and thermal characteristics can fulfil a vehicle’s target dynamic and electrical objectives during the early development stages of an HEV/EV. An industrial case study is presented.
    [Show full text]
  • Characteristics Analysis of Doubly Fed Magnetic Geared Motor Considering Winding Frequency Conditions
    energies Article Characteristics Analysis of Doubly Fed Magnetic Geared Motor Considering Winding Frequency Conditions Homin Shin and Junghwan Chang * Mechatronics System Research Lab., Department of Electrical Engineering, Dong-A University, Saha-gu, Busan 49315, Korea; [email protected] * Correspondence: [email protected]; Tel.: +82-051-200-7735 Received: 28 August 2018; Accepted: 20 September 2018; Published: 26 September 2018 Abstract: The magnetic geared motor, which has improved torque density because of the magnetic gearing effect, has been researched. However, its narrow operating region due to the operating mechanism by the magnetic gearing effect and field flux by the PM is a challenge that needs to be overcome. Whereas, the doubly fed magnetic geared motor (DFMGM) can extend the operating region because of the double stator and double winding structure with the individual frequency control of the current fed to the inner and outer windings. However, two rotating magnetic fields, which are produced by the inner and outer winding flux, exist at the air-gap, and the large numbers of space harmonic components of the modulated flux density are produced at the air-gaps. These space harmonic components, which are produced by the winding MMF, influence not only the back-EMF of the winding but also the performances of the operating torque. Besides, the inner and outer windings affect each other in the back-EMF, and its characteristics appears differently in the inner and outer windings. Thus, in this paper, the structure, operating strategy, and basic characteristics according to the frequency condition in the inner and outer windings are presented.
    [Show full text]
  • Rail Product Guide American Traction Systems Locomotive Propulsion
    Rail Product Guide Electric Propulsion Controls and Accessories American Traction Systems Locomotive Propulsion Systems and Products ATS Rail ATS designs and manufactures high efficiency locomotive Specifications propulsion systems and accessories for new or remanufactured Rated Power @ locomotives using AC or DC traction motors, with more than Voltage Range** Description Rated Volts Purpose 175 locomotive propulsion systems delivered since 2008. Part # Out In Out Armature For switching/ ATS Manufactured Components Module shunting 747kW 600-750V 0 - Input Series Field Propulsion Modules locomotives 1,600A Continuous Output Current (DC Motors) A300641 1,100A Continuous Output Current (AC Motors) Armature “Fast Field” Reversing Field Controllers Module For freight 747kW 600-750V 0 - Input Automatic Anti-Wheel Slip Control Separate Field locomotives Motor Over Load Protection A300791 Wheel Diameter Monitoring and Calibration Field Controller For DC motor 150kW 600-750V 0 - Input Induction Generator Module A300677 control Output 750VDC at any Engine Speed Bi-Directional For bi-directional 450- 800A Continuous Output Current Field Controller 748kW 0 - Input DC motor control 1150VDC Bi-directional for Engine Starting A310106 DC/DC For power delivery Dynamic Brake Module Brake Chopper control to dynamic 1495kW 600-750V 0 - Input 2800A Brake Current A300635 brake resistors Auxiliary Inverters Dual Buck/ For hybrid/ battery 2x 200kW @500V 360-650V 360-650V Radiator Fans Boost Controller locomotives DC DC DC Cooling Pumps A300691 Air Compressors
    [Show full text]
  • Unit I – Electric Drives and Traction Part - a 1
    UNIT I – ELECTRIC DRIVES AND TRACTION PART - A 1. List the advantages and disadvantages of electric traction. (Nov – 2017/Nov - 2014) Advantages It has great passenger carrying capacity at higher speed. High starting torque. Less maintenance cost. Cheapest method of traction. Disadvantages High capital cost. Problem of supply failure. Additional equipment is required for achieving electric braking and control. 2. Define gear ratio. (Nov - 2017) Gear ratio = (Input Speed)/ (Output Speed) = (Diameter of output gear) / (Diameter of input gear) 3. What are the merits and demerits of DC system of track electrification? (May - 2017) Merits Better torque-speed characteristic. Low maintenance cost. The weight of d.c motor per H.P is less in comparison to a.c motors. Efficient regenerative braking as compared to single phase a.c series motors. De – merits The overall cost is more because of heavy cost of additional substation equipment This system is preferred for suburban services and road transport where there are frequent stops and distance is less. 4. Give the expression for total tractive effort. (Nov- 2016/May – 2014/May 2012) Total tractive effort required to run a train on track = (Tractive effort to produce acceleration + Tractive effort to overcome effect of gravity + Tractive effort to overcome train resistance) FT = Fa + Fg +Fr 5. What are the recent trends in electric traction? (Nov – 2016/Nov -2014/May - 2014) Magnetic levitation, Maglev (Or) Magnetic suspension and Pseudo - Levitation 6. What are the factors governing scheduled speed of a train? (May - 2016) Acceleration and braking retardation Maximum or Crest speed Stopping time or Duration of stop 7.
    [Show full text]
  • Power and Propulsion Solutions Modular Traction System (MTS)
    Power and Propulsion Solutions Modular Traction System (MTS) BAE Systems' Power and Propulsion Solutions business area provides products to increase a vessel’s operating efficiency and performance while saving fuel, operational costs, and our environment. With more than 20 years of experience in hybrid propulsion, BAE Systems is partnering with leading manufacturers of marine diesel engines to provide complete, efficient propulsion and auxiliary power systems. The Modular Traction System (MTS) is composed of a traction motor/reduction gear and an integrated starter generator to provide propulsion and power for the vessel. The liquid-cooled, high power-to-weight ratio AC induction electric traction motor and reduction gear AC Traction Motor (ACTM) Integrated Starter connect directly to a propeller shaft to provide traction Generator (ISG) propulsion power. The traction motor incorporates a fixed-ratio planetary Features reduction gear, eliminating the need for a shifting transmission. The traction motor provides high power • Mechanically simple; long life and superior low-end starting torque. • Integrated starter generator – eliminates conventional starter wear The generator is coupled directly to the engine crankshaft, resulting in a compact bearingless design. • Superior low-end torque and high power-to-weight ratio The generator is sized to convert all engine crankshaft • Fits in conventional transmission space claim power to electrical power for use by the system. The compact MTS occupies an equivalent space claim of a • AC induction motor/permanent magnet generator — eliminates brush maintenance typical conventional transmission powertrain unit. • Installation flexibility: T-Drive or transverse engine mount This system’s design and packaging makes it easily adaptable to various configurations and easy to install.
    [Show full text]
  • March 2, 1937. J. M. PESTARIN 2,072,768 ELECTRICAL GENERATOR SUPPLYING Two LOADS, ONE Af WARIABLE WOLTAGE and ANOTHER at CONSTANT VOLTAGE Filed Aug
    March 2, 1937. J. M. PESTARIN 2,072,768 ELECTRICAL GENERATOR SUPPLYING Two LOADS, ONE Af WARIABLE WOLTAGE AND ANOTHER AT CONSTANT VOLTAGE Filed Aug. i5, l934 6 Patented Mar. 2, 1937 2,072,768 UNITED STATES PATENT OFFICE 2,072,768 ELECTRICAL GENERATOR SUPPLYING TWO OAOS, ONE AT WARIABLE VOLTAGE AND ANOTHER AT CONSTANT VOLTAGE Joseph Maximus Pestarini, Grant City, Staten sland, N. Y. Application August 15, 1934, Serial No. 40,011 29 Cairns. (C. 2-239) This invention relates to electrical plants where The invention here considered is a special in two loads have to be supplied with direct current, provement of the metadyne generator object of one load, let us call it the main load, requiring a continuously varying voltage, and another load, my U. S. Patent No. 2,038,380 and it will be easier 5 let us call it supplementary load, requiring a con understood if the latter application is borne in Stant voltage. mind. A Diesel electric locomotive is an important In a metadyne the primary current is auto example of such a plant. The traction motors matically so adjusted as to create by its ampere constitute the main load requiring a voltage vary -turns combined with the stator ampere turns pro 0. ing continuously with the speed of the train, and duced along the primary axis, a flux, called the primary flux, inducing an electromotive force 10 the auxiliary machines, such as the air condition between the secondary brushes and no electro ing machines, the heating resistors, the ventila motive force between the primary brushes, of such tors, the compressors, the battery, requiring a value as may be required for inducing between constant voltage.
    [Show full text]