IEEE Std 3004.8™-2016 Recommended Practice for Motor Protection in Industrial and Commercial Power Systems IEEE Std 3004.8™-2016
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Lci's and Synchronous Motors Applied to Roller Mills
LCI'S AND SYNCHRONOUS MOTORS APPLIED TO ROLLER MILLS For Presentation at the IEEEIPCA Cement Industry Technical Conference Salt Lake City, UT May 2000 By: James F. Zayechek G E Industrial Systems 1. Abstract A cement company concerned about high power-factor penalty costs requested an evaluation of the feasibility of using synchronous motors starting through LCl's to drive three new roller mills at a cement plant. The prior experience with roller mills centered about the application of wound rotor induction motors with either cascaded secondary resistance or liquid rheostat. By utilizing synchronous motors, there was the possibility of providing leading power factor to reduce the reactive power demands seen by the utility feeding the cement plant. It was theorized that, if sufficient power factor correction could be obtained, the payback period of the incremental additional cost of the synchronous motor drive system would be very short. After payback of the initial investment, all future energy savings gravitate directly to the bottom line as additional revenue. Several key concerns had to be addressed in evaluating the use of synchronous motors for these relatively high starting torque requirement applications. This paper discusses the electrical and mechanical evaluation leading up to the decision to proceed with this new application of synchronous motors started through an LCI. 2. Introduction Roller mills, also known as vertical mills, are becoming more prevalent in modern cement plants. These mills have application both for raw material preparation and clinker grinding to final specifications. The increasingly competitive nature of today's business environment is pushing the mill OEM's to larger mills with greater throughput. -
Power Processing, Part 1. Electric Machinery Analysis
DOCONEIT MORE BD 179 391 SE 029 295,. a 'AUTHOR Hamilton, Howard B. :TITLE Power Processing, Part 1.Electic Machinery Analyiis. ) INSTITUTION Pittsburgh Onii., Pa. SPONS AGENCY National Science Foundation, Washingtcn, PUB DATE 70 GRANT NSF-GY-4138 NOTE 4913.; For related documents, see SE 029 296-298 n EDRS PRICE MF01/PC10 PusiPostage. DESCRIPTORS *College Science; Ciirriculum Develoiment; ElectricityrFlectrOmechanical lechnology: Electronics; *Fagineering.Education; Higher Education;,Instructional'Materials; *Science Courses; Science Curiiculum:.*Science Education; *Science Materials; SCientific Concepts ABSTRACT A This publication was developed as aportion of a two-semester sequence commeicing ateither the sixth cr'seventh term of,the undergraduate program inelectrical engineering at the University of Pittsburgh. The materials of thetwo courses, produced by a ional Science Foundation grant, are concernedwith power convrs systems comprising power electronicdevices, electrouthchanical energy converters, and associated,logic Configurations necessary to cause the system to behave in a prescribed fashion. The emphisis in this portionof the two course sequence (Part 1)is on electric machinery analysis. lechnigues app;icable'to electric machines under dynamicconditions are anallzed. This publication consists of sevenchapters which cW-al with: (1) basic principles: (2) elementary concept of torqueand geherated voltage; (3)tile generalized machine;(4i direct current (7) macrimes; (5) cross field machines;(6),synchronous machines; and polyphase -
Dynamic Suspension Modeling of an Eddy-Current Device: an Application to Maglev
DYNAMIC SUSPENSION MODELING OF AN EDDY-CURRENT DEVICE: AN APPLICATION TO MAGLEV by Nirmal Paudel A dissertation submitted to the faculty of The University of North Carolina at Charlotte in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Electrical Engineering Charlotte 2012 Approved by: Dr. Jonathan Z. Bird Dr. Yogendra P. Kakad Dr. Robert W. Cox Dr. Scott D. Kelly ii c 2012 Nirmal Paudel ALL RIGHTS RESERVED iii ABSTRACT NIRMAL PAUDEL. Dynamic suspension modeling of an eddy-current device: an application to Maglev. (Under the direction of DR. JONATHAN Z. BIRD) When a magnetic source is simultaneously oscillated and translationally moved above a linear conductive passive guideway such as aluminum, eddy-currents are in- duced that give rise to a time-varying opposing field in the air-gap. This time-varying opposing field interacts with the source field, creating simultaneously suspension, propulsion or braking and lateral forces that are required for a Maglev system. In this thesis, a two-dimensional (2-D) analytic based steady-state eddy-current model has been derived for the case when an arbitrary magnetic source is oscillated and moved in two directions above a conductive guideway using a spatial Fourier transform technique. The problem is formulated using both the magnetic vector potential, A, and scalar potential, φ. Using this novel A-φ approach the magnetic source needs to be incorporated only into the boundary conditions of the guideway and only the magnitude of the source field along the guideway surface is required in order to compute the forces and power loss. -
Review of the State-Of-The-Art in Power Electronics Suitable for 10-Kw Military Power Systems
ORNL/TM-2003/209 REVIEW OF THE STATE-OF-THE-ART IN POWER ELECTRONICS SUITABLE FOR 10-KW MILITARY POWER SYSTEMS R. H. Staunton B. Ozpineci T. J. Theiss L. M. Tolbert* Oak Ridge National Laboratory *The University of Tennessee (Joint appointment with the Oak Ridge National Laboratory and the University of Tennessee) This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. ORNL/TM-2003/209 Engineering Science & Technology Division REVIEW OF THE STATE-OF-THE-ART IN POWER ELECTRONICS SUITABLE FOR 10KW MILITARY POWER SYSTEMS R. H. Staunton B. Ozpineci T. J. Theiss L. M. Tolbert October 2003 Manuscript completed: September 2003 Date Published: December 2003 Prepared by the OAK RIDGE NATIONAL LABORATORY Oak Ridge, Tennessee 37831 managed by UT-BATTELLE, LLC for the U.S. DEPARTMENT OF ENERGY Under contract DE-AC05-00OR22725 TABLE OF CONTENTS Page LIST OF FIGURES ............................................................................................................................. -
Aurora Water Piney Creek Lift Station Improvements
W DRAWINGS FOR W W W W W W W W AURORA WATER W W BE W BE W BE W BE W BE W LIFT W STATION PINEY CREEK BE W GENERATOR W BE W LIFT STATION W W W W W BE W IMPROVEMENTS 22464 EAST OTTAWA DRIVE AURORA, COLORADO 80016 AURORA PROJECT NO. 5167A GUN E-470 B&V PROJECT NO. 162731 CLUB ROAD SMOKEY HILL ROAD SMOKEY HILL ROAD SADDLE ROCK NORTH R E-470 STRATEGIC EASEMENTS 45.00' (7.84 AC.) REALTY PROPERTIES PONDEROSA (E-470) TRAIL Denver, Colorado ARAPAHOE SADDLE ROCK LIFT EAST TALLYN'S REACH NORTH SADDLE ROCK SOUTH STATION 2008 SITE CARMA ROAD Approved for One Year From This Date O REG D I S A T R M E . R O T U R N S L E K E R O D T C 41112 P E-470 R R E O E F Aurora City Engineer Date N E I S S G I EN ONA L LOCATION MAP Aurora Water Department Date SCALE: 1"=1000' APP CK AREA DESIGNATIONS BY ONE-LINE DIAGRAM LEGEND SCHEMATIC SYMBOLS ABBREVIATIONS THE SPECIAL AREA DESIGNATION BOXES, AS DEFINED BELOW, ARE LOCATED ON THE PLAN DRAWINGS TO DEFINE ELECTRICAL INSTALLATION REQUIREMENTS. NO. A AMBER, AMPERE, ALARM M MAGNETIC MOTOR STARTER DESIGNATION BOXES ARE LOCATED WITHIN ROOM OR BELOW ROOM NUMBER. ALL TRANSFORMER WITH PRIMARY AND SECONDARY WIRE CONNECTION POINT PRESSURE SWITCH AC ALTERNATING CURRENT MA MILLIAMPERE INDOOR AREAS NOT INDICATED OTHERWISE ARE AREA TYPE 1 AND MINIMUM VOLTAGE, AND KVA RATING AS NOTED P (OPENING ON RISING PRESSURE) ACB AIR CIRCUIT BREAKER MCB MAIN CIRCUIT BREAKER EXTERNAL CONNECTION POINT AF AMPERE FRAME MCC MOTOR CONTROL CENTER NEMA TYPE 1 ENCLOSURES. -
Design and Prototyping of an Antenna-Coupled Cryotron
Portland State University PDXScholar Dissertations and Theses Dissertations and Theses Spring 5-16-2014 Design and Prototyping of an Antenna-Coupled Cryotron Shauna Jensen Portland State University Follow this and additional works at: https://pdxscholar.library.pdx.edu/open_access_etds Part of the Power and Energy Commons Let us know how access to this document benefits ou.y Recommended Citation Jensen, Shauna, "Design and Prototyping of an Antenna-Coupled Cryotron" (2014). Dissertations and Theses. Paper 1788. https://doi.org/10.15760/etd.1787 This Thesis is brought to you for free and open access. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of PDXScholar. Please contact us if we can make this document more accessible: [email protected]. Design and Prototyping of an Antenna-Coupled Cryotron by Shauna Marie Jensen A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in Electrical and Computer Engineering Thesis Committee: Robert Bass, Chair Richard Campbell Branimir Pejcinovic Portland State University 2014 © 2014 Shauna Marie Jensen Abstract Grid-scale integration of renewable energy sources and smart grid devices has created new demands in flexible power conversion. State-of-the-art semiconductor power switches present limitations in power handling capability, as well as forward and reverse breakdown voltages. Superconducting materials are a viable alternative due to their robustness against high ampacities, large electric fields and abrupt changes in power flow. This work pays focus to material testing and apparatus design for an antenna-coupled cryotron (ACC), which is a superconducting power switch. Design, fabrication and testing are examined for a longitudinal resonant cavity, paired with monopole transmit and modified slot receive antennae. -
A Survey of Propulsion Systems for High Capacity Personal Rapid Transit
T NO UMTA-MA-06-0 04 8-75-2 A SURVEY OF PROPULSION SYSTEMS FOR HIGH CAPACITY PERSONAL RAPID TRANSIT Thorleif Knutrud JULY 1975 FINAL REPORT DOCUMENT IS AVAILABLE TO THE PUBLIC THROUGH THE NATIONAL TECHNICAL INFORMATION SERVICE, SPRINGFIELD VIRGINIA 22161 Prepared for u.s. DEPARTMENT OF TRANSPORTATION URBAN MASS TRANSPORTATION ADMINISTRATION Office of Research and Development Washington DC 20590 . NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Govern- ment assumes no liability for its contents or use thereof NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers' names appear herein solely because they are con- sidered essential to the object of this report. 7 , Htr . /V3 a/c? “DOT - Tsc- u. ~7&~ /£“ TECHNICAL REPORT STANDARD TITLE RAGE 3. Recipient's Catalog No. 1 . Report No. 2. Government Accesnon No. UMTA-MA- 0 6- 0 048-75-2 5. Report Date 4. T i tie and Subtitle July 1975 A SURVEY OF PROPULSION SYSTEMS FOR 6. Performing Organization Code HIGH CAPACITY PERSONAL RAPID TRANSIT 7. Author's) 8. Peefarming Orgonrzatron Report No Thorleif Knutrud DOT -TSC -UMTA-7 5-15 9. Performing Organization Name and Address 10. Work Unit No UM533/R6751 Alexander Kusko, * Inc.* 11. Controct or Grant No 161 Highland Avenue DOT -TSC- 2 03/DOT- TSC- 965 Needham Heights MA 02194 15. 13. Type of Report and Period Covered 12. Sponsoring Agency Nome ond Address Final Report U.S. Department of Transportation July 1974 - June 1975 16.Urban Mass Transportation Administration Office of Research and Development 14. -
Resistor Control of Wound Rotor Motors Resistor Control of Wound Rotor Motors
RESISTOR CONTROL OF WOUND ROTOR MOTORS RESISTOR CONTROL OF WOUND ROTOR MOTORS The Wound Rotor Induction Motor or Slip Ring Motor is widely used for applications requiring speed control or low starting currents. It is very similar to the Squirrel Cage Induction Motor except that the rotor leads are brought out through slip rings (commutator rings) so that external resistance may be inserted. In fact, if we shorted these three rotor leads together, we would basically have a squirrel cage motor. The beauty of the WRM is that we can control the torque of the motor with external resistors. The purpose of this paper is to show how these resistors are sized and connected for simple speed control or starting duty. STATIR CIRCUIT The Stator, or stationary winding, of the WRM is a three-phase winding which has a cylindrical shape and occupies the outer part of the motor just inside of the motor frame. The three primary leads are usually connected (through a contactor) to the 460 VAC 3ph, 60hz power lines. The three- phase power, applied to the stator windings, produces a rotating magnetic field. The mathematics are complex and will not be covered here. The main thing to remember is that a constantly rotating magnetic field is produced whenever the stator is energized. The speed or RPM of this rotating magnetic field is a function of how many “poles” are created by the windings and the frequency of the incoming power (60 cycles per second in this country, 50 cycles per second in many European countries). With 60hz power, this synchronous RPM is a multiple of 60 such as 360, 900, 1800, etc. -
ADJUSTABLE SPEED DRIVES By: Richard D
Service Application Manual SAM Chapter 620-130 Section 6A ADJUSTABLE SPEED DRIVES By: Richard D. Beard P.E. Consultant, RSES Manufacturers’ Service Advisory Council INTRODUCTION Many commercial and industrial machines and processes require adjustable speed. Adjustable speed usually makes a machine more universally compatible and increases its versatility. Adjustable-speed drives also are being used in residential equipment, including air conditioners, refrigerators, heat pumps, furnaces, and other devices driven by motors. These drives optimize speed and torque, making them generally more efficient than non-adjustable-speed drives. An adjustable-speed motor is one in which the speed can be varied gradually over a wide range—but, once adjusted, it remains nearly unaffected by the load. A variable-speed motor is one in which the speed varies with the load, usually decreasing when the load increases. The term "adjustable speed" implies that some external adjustment, which is independent of load, will cause the speed to change. A variable-frequency inverter drive is an example. The term "variable speed" describes a drive in which load changes inherently cause significant changes in speed. A direct current series motor, for example, exhibits this characteristic. An adjustable variable-speed motor is one in which the speed can be adjusted gradually. However, once adjusted for a given load, the speed will vary with changes in the load. A multispeed motor is one that can be operated at any one of two or more definite speeds, each being practically independent of the load. The multispeed motor is neither an adjustable-speed nor a variable-speed drive. Multispeed motors usually have two, three, or four definite operating speeds. -
Electrical Braking 2 Technical Guide No.8 - Electrical Braking Contents
Technical Guide No. 8 Electrical Braking 2 Technical Guide No.8 - Electrical Braking Contents 1. Introduction ........................................................... 5 1.1 General .................................................................... 5 1.2 Drive applications map according to speed and torque ..................................................................... 5 2. Evaluating braking power................................... 7 2.1 General dimension principles for electrical braking ..................................................................... 7 2.2 Basics of load descriptions ................................... 8 2.2.1 Constant torque and quadratic torque...... 8 2.2.2 Evaluating brake torque and power .......... 8 2.2.3 Summary and Conclusions ........................ 12 3. Electrical braking solutions in drives .............. 13 3.1 Motor Flux braking ................................................. 13 3.2 Braking chopper and braking resistor .................. 14 3.2.1 The energy storage nature of the frequency converter ................................... 14 3.2.2 Principle of the braking chopper ............... 15 3.3 Anti-parallel thyristor bridge configuration ........... 17 3.4 IGBT bridge configuration...................................... 19 3.4.1 General principles of IGBT based regeneration units ....................................... 19 3.4.2 IGBT based regeneration-control targets . 19 3.4.3 Direct torque control in the form of direct power control ............................................. -
GPD 503 Technical Manual Efesotomasyon.Com - Yaskawa Ac Drive,Servo Motor
efesotomasyon.com - Yaskawa ac drive,servo motor MagneTe k GPD 503 Technical Manual efesotomasyon.com - Yaskawa ac drive,servo motor GPD 503 SIMPLIFIED START-UP PROCEDURE This procedure will quickly get you up and running by Digital Operator keypad or user supplied remote operator control. It assumes that the GPD 503 and motor are correctly wired (see pages 1-8 thru 1-15), and start-up is to be performed without any changes to factory set constants. Detailed information on the many other features of this drive will be found in later sections of this manual. INSTALLATION 1. Be certain your input voltage source, motor, and drive name plates are all marked either 230V, 460V, or 575V. Other voltages can be used, but require additional programming, see Section 2. 2. Mount drive on a vertical surface with adequate space for air circulation. 3. Remove front cover, fit conduit to bottom plate, and connect power and ground wires as shown. CAUTION Be certain you connect input power to terminals L1, L2, and L3 only, or serious damage will result. Connect motor to terminals T1, T2, and T3 only. KEYPAD OPERATION 1. Replace cover and apply input power - keypad display shows "F00.00 "; DRIVE, FWD, and STOP lampS are on. Press and hold JOG key, noting direction of motor rotation. If it is incorrect, remove power, wait for “CHARGE” light to go out, then switch wires between terminals T1, and T2. Replace cover, and apply input power. 2. Run, Stop, and Frequency (Speed) - Here, the terms frequency and speed are used interchangeably. -
57 Control Modes the MICROMASTER Has Four
Control Modes The MICROMASTER has four modes of operation: Linear voltage/frequency (410, 420, 440) Quadratic voltage/frequency (410, 420, 440) Flux Current Control (FCC) (440) Sensorless vector frequency control (440) Closed loop vector control (440 with encoder option card) Linear Voltage/Frequency The MICROMASTER can operate utilizing a standard V/Hz curve. Using a 460 VAC, 60 Hz motor as an example, constant volts per hertz is supplied to the motor at any frequency between 0 and 60 Hz. This is the simplest type of control and is suitable for general purpose applications. Quadratic Operation A second mode of operation is referred to as a quadratic voltage/frequency curve. This mode provides a V/Hz curve that matches the torque requirements of simple fan and pump applications. 57 Flux Current Control Stator current (IS) is made up of active and reactive current. The reactive current component of stator current produces the rotating magnetic field. The active current produces work. Motor nameplate data is entered into the drive. The drive estimates motor magnetic flux based on the measured reactive stator current and the entered nameplate data. Proprietary internal computer algorithms attempt to keep the estimated magnetic flux constant. If the motor nameplate information has been correctly entered and the drive properly set up, the flux current control mode will usually provide better dynamic performance than simple V/Hz control. Flux current control automatically adapts the drive output to the load. The motor is always operated at optimum efficiency. Speed remains reliably constant even under varying load conditions. Sensorless Vector Control In the past, the dynamic response of a DC motor was generally considered significantly better than an AC motor.