POWER ELECTRONICS AND MOTOR DRIVES-TECHNOLOGY STATUS AND TRENDS

TUTORIAL

IEEE IECON 2005

RALEIGH, NC

November 6 , 20052:00 PM – 5:00 PM, Sunday

ByDr. Bimal K. Bose, Life Fellow, IEEEDepartment of Electrical Engineering

309 Ferris HallThe University of TennesseeKnoxville, TN 37996-2100

Tel: (865) 974-8398Fax: (865) 974-5483

E-mail: bbose@utk.edu (or b.bose@ieee.org)Fig,1

SOME SELECTED REFERENCES

[1] B. K. Bose, Modern Power Electronics and AC Drive, Prentice Hall, Upper Saddle River 2002. [2] B. K. Bose, Advances and Trends in Power Electronics and Motor Drives, Academic Press. (Coming soon) [3] S. Malik and D. Klunge, “ACS 1000 – world’s first standard ac drive for medium voltage applications”, ABB Review, pp. 1-11, 1998. [4] W.A. Hill etc., “Vector controlled cycloconverter drive for an icebreaker”, IEEE IAS Annu. Meet. Conf. Rec., pp. 309-313, 1986. [4] J.B. Borman, “The electrical propulsion system of the QE 2: some aspects of design and development”, IMAS 88, pp. 181-190, May 1988. [5] S. Kalsi etc. “HTS synchronous motors for Nsvy ship propulsion”, 1998 Naval Symp. On electrical machines, pp. 139-146, 1998. [6]T.Nakajima, “Development and testing of prototype models of a 300 MW GTO converter for power system interconnections”, IEEE IECON Conf. Rec., pp. 123-129, 1997. [7] S. Mori etc., “Commissioning of 400 MW adjustable speed pumped storage system for Ohkawachi hydro power plant”, Proc. Cigre Symp. No. 520-04, 1995. [8] B.K. Bose and P.M. Szczesny, “A microcomputer based control and simulation of an advanced IPM synchronous machine drive system for electric vehicle propulsion”, IEEE Trans. Ind. Elec. vol. 35, pp. 547-559, Nov. 1988. [9] Using SIMULINK, Version 5, MathWorks Inc., April 2003 [10] SimPowerSystem User’s Guide, Version 3, MathWorks, Feb. 2003. [11] B. K. Bose, “expert system, fuzzy logic, and neural network applications in power electronics and motion control”, Proc. of the IEEE, vol. 82, pp. 1303-1323, Aug. 1994. [12] Texas Instruments DSP Platforms, http://dspvillage.ti.com [13] N.P. Filho, J.O.P. Pinto, B.K. Bose and L. da Silva, “A neural network based space vector PWM of a five level voltage-fed inverter”, IEEE IAS Annu. Meet. Conf. Rec., 2004 [14] M.G. Simoes and B.K. Bose, “Neural network based estimation of feedback signals for vector controlled induction motor drive”. IEEE Trans. Ind. Appl., vol. 31, pp. 620-629, May/June 1995. [15] C. Wang, B.K.Bose etc., “Neural network based space vector PWM of a three-level inverter covering overmodulation region and performance evaluation on induction motor drive”, IEEE IECON Conf. Rec., 2003.

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Fig.2

Fig.1.2.WHY POWER ELECTRONICS IS IMPORTANT?

ELECTRICAL ENERGY PROCESSING AT HIGH EFFICIENCY

APPARATUS AT LOW COST, HIGH RELIABILITY, HIGH VOLUME DENSITY AND LONG LIFE

KEY COMPONENT IN MODERN INDUSTRIAL PROCESS CONTROL

-HIGHER PRODUCTIVITY -IMPROVED PRODUCT QUALITY

FAST GROWTH IN GLOBAL ENERGY CONSUMPTION

ENVIRONMENTAL AND SAFETY PROBLEMS BY FOSSIL AND NUCLEAR

POWER PLANTS

INCREASING EMPHASIS OF ENERGY SAVING BY POWER ELECTRONICS

GROWING INTEREST IN ENVIRONMENTALLY CLEAN SOURCES OF POWER THAT ARE POWER ELECTRONICS INTENSIVE (WIND, PHOTOVOLTAIC AND FUEL CELLS)

Fig.3

DC AND AC REGULATED POWER SUPPLIES

ELECTRO CHEMICAL PROCESSES

HEATING AND LIGHTING CONTROL

ELECTRONIC WELDING

POWER LINE VAR AND HARMONIC COMPENSATION

HIGH VOLTAGE DC SYSTEM

PHOTOVOLTAIC AND FUEL CELL CONVERSION

VARIABLE SPEED CONSTANT FREQUENCY SYSTEM

SOLID STATE CIRCUIT BREAKER

INDUCTION HEATING

MOTOR DRIVES

POWERELECTRICSYSTEMS

POWER ELECTRONICS APPLICATIONSFig.4

POWER ELECTRONICS IN ENERGY SAVING

CONTROL OF POWER BY ELECTRONIC SWITCHING IS MORE EFFICIENT THAN RHEOSTATIC CONTROL

ROUGHLY 65% OF GENERATED ENERGY IS CONSUMED IN ELECTRICAL

DRIVES – MAINLY PUMPS AND FANS

VARIABLE SPEED FULL THROTTLE FLOW CONTROL CAN IMPROVE EFFICIENCY BY 30% AT LIGHT LOAD

LIGHT LOAD REDUCED FLUX OPERATION CAN FURTHER IMPROVE

EFFICIENCY

VARIABLE SPEED AIR-CONDITIONER/HEAT PUMP CAN SAVE ENERGY BY 30%

20% OF GENERATED ENERGY IS USED IN LIGHTING

HIGH FREQUENCY FLUORESCENT LAMPS ARE 2-3 TIMES MORE EFFICIENT

THAN INCANDESCENT LAMPS

Fig.5

WIND ENERGY SCENARIO

MOST ECONOMICAL, ENVIRONMENTALLY CLEAN AND SAFE “GREEN” POWER

ENORMOUS WORLD RESOURCES – TAPPING 10% CAN SUPPLY ELECTRICITY

DEMAND OF THE WHOLE WORLD

COMPETETIVE COST WITH FOSSIL FUEL POWER (5 Cents/kWH, $1.00/kW)

TECHNOLOGY ADVANCEMENT IN POWER ELECTRONICS, VARIABLE SPEED DRIVES AND VARIABLE SPEED WIND TURBINES

GERMANY IS THE WORLD LEADER ( MW) – NEXT IS USA (2600 MW)

CURRENTLY, 1.0% ELECTRICITY NEED IN USA – WILL INCREASE TO 5% BY

2020

CURRENTLY, 13% ELECTRICITY NEED IN DENMARK – WILL INCREASE TO 40% BY 2030

STATISTICAL AVAILABILITY – NEEDS BACK-UP POWER

KEY ENERGY SOURCE FOR FUTURE HYDROGEN ECONOMY

Fig.6

PHOTOVOLTAIC ENERGY SCENARIO

SAFE, RELIABLE, STATIC AND ENVIRONMENTALLY CLEAN

DOES NOT REQUIRE REPAIR AND MAINTENANCE

PV PANELS ARE EXPENSIVE (CURRENTLY AROUND $5.00/W, 20 CENTS/kWH)

SOLAR POWER CONVERSION EFFICIENCY – AROUND 16%

APPLICATIONS: SPACE POWER ROOF TOP INSTALLATIONS OFF-GRID REMOTE APPLICATIONS

SPORADIC AVAILABILITY –REQUIRES BACK-UP POWER

CURRENT INSTALLATION (290 MW): JAPAN – 45% USA – 26% EUROPE – 21%

TREMENDOUS EMPHASIS ON TECHNOLOGY ADVANCEMENT

Fig.7

FUEL CELL POWER SCENARIO

HYDROGEN AND OXYGEN COMBINE TO PRODUCE ELECTRICITY AND WATER

SAFE, STATIC, HIGH EFFICIENCY AND ENVIRONMENTALLY CLEAN

FUEL CELL TYPES: PROTON EXCHANGE MEMBRANE (PEMFC)

PHOSPHORIC ACID (PAFC) DIRECT METHANEL (DMFC) MOLTEN CARBONATE (MCFC) SOLID OXIDE (SOFC) GENERATE HYDROGEN BY ELECTROLYSIS OR BY REFORMER (FROM GASOLINE,

METHANOL)

BULKY AND VERY EXPENSIVE AT PRESENT STATE OF TECHNOLOGY

SLOW RESPONSE

POSSIBLE APPLICATIONS: FUEL CELL CAR, PORTABLE POWER, BUILDING COGENERATION, DISTRIBUTED POWER FOR UTILITY, UPS SYSTEM

A LOT OF FUTURE PROMISE

Fig.8

AIR O2

ELECTRICITY FROM H2 PEMFC GRID + ULTRA-CAPACITOR OR BATTERY ELECTRICITY

FUEL CELL CAR WITH THE CONCEPT OF HYDROGEN ECONOMY

MOTOR

CONVER

TER

FUEL CELL

REFORM

ER

GASOLINE OR

METHANE

WATER

ELECTRO

LYSIS

H2 STORAGE (LIQUID OR GAS)

WIND TURBINE

WIND GENERAT

OR

COMPRESSED AIR

Fig.9

Fig. 1.14. EVOLUTION OF POWER ELECTRONICS

MERCURY-ARC CONVERTERS

GAS TUBE ELECTRONICS

SATURABLE CORE MAGNETIC AMPLIFIERS

POWER SEMICONDUCTOR ELECTRONICS(MODERN ERA)

POWERSEMICONDUCTOR

DEVICES

ANALYTICAL ANDSIMULATION TECHNIQUES

CONVERTERTOPOLOGIES

CONTROL HARDWAREAND SOFTWARE

ESTIMATION ANDCONTROL TECHNIQUES

Fig. 10

SOME SIGNIFICANT EVENTS IN THE HISTORY OF POWER ELECTRONICS AND MOTOR DRIVES

1897 – Development of 3-phase diode bridge rectifier (Graetz circuit) 1901 – Peter Cooper Hewitt demonstrates glass-bulb mercury-arc rectifier 1906 – Kramer drive is introduced 1907 – Scherbius drive is introduced 1926 – Hot cathode thyratron is introduced 1930 – New York subway installs grid-controlled mercury-arc rectifier (3 MW) for dc drive 1931 – German railways introduce Mercury-arc cycloconverters for universal motor traction drive 1934 – Thyratron cycloconverter - synchronous motor(400 hp) was installed in Logan power station

for ID fan drive (first variable frequency ac drive) 1948 – Transistor is invented in Bell Lab. 1956 – Silicon power diode is introduced 1958 – Commercial thyristor (or SCR) was introduced in the market by GE 1971 – Vector or field-oriented control is introduced 1975 – Giant power BJT is introduced in the market by Toshiba 1978 – Power MOSFET is introduced by IR 1980 – High power GTOs are introduced in Japan 1981 – Multi-level inverter (diode-clamped) is introduced 1983 – IGBT is introduced by GE 1983 – Space vector PWM is introduced 1986 – DTC control is invented 1987 – Fuzzy logic is first applied to power electronics 1991 – Artificial neural network is applied to dc motor drive 1996 – Forward blocking IGCT is introduced by ABB

Fig.11

P O W E R S E M IC O N D U C T O R D E V IC E E V O L U T IO N

D IO D E (195 5 ) T H Y R IS T O R (1 958 )

T R IA C (19 58 )

G A T E T U R N -O F F T H Y R IS T O R (G T O ) (198 0 )

B IP O L A R P O W E R T R A N S IS T O R (B P T o r B JT ) (1 975 )

P O W E R M O S F E T (19 75 )

IN S U L A T E D G A T E B IP O L A R T R A N S IA T O R (IG B T )(19 85 )

S T A T IC IN D U C T IO N T R A N S IS T O R (S IT ) (19 85 )

IN T E G R A T E D G A T E -C O M M U T A T E D

T H Y R IS T O R (IG C T ) (1 996)

S IL IC O N C A R B ID E D E V IC E S

A C

A CG

T2 T1G

A CG

C

B

G

D

S C

E

G

S

D

G

C EG

Fig.12

SWITCHING FREQUENCY (Hz)

DEVICE V-I RATINGS PRODUCT (VI)

10 !02 103 104 105 10610

102

103

104

105

106

107

108

TRIAC

THYRISTOR

IGBTDISCRETE

IGCTGTO

IGBT IPM

POWERMOSFET

POWER-FREQUENCY TRENDS OF THE DEVICES [5]

Fig.13

IGBT SCENARIO

• FAST EVOLUTION SINCE INTRODUCTION IN 1983

• SIMPLE STRUCTURE – SIMPLE PROCESSING

• ASYMMETRIC AND SYMMETRIC BLOCKING DEVICES

• “SMART POWER” CAPABILITY

• COMMERCIAL DEVICE – 3500 V, 1200 A, (6.5 kV, 10 kV DEVICE UNDER TEST)

•INTELLIGENT POWER MODULES – UP TO 1200V, 800 A (250 HP MOTOR)

• SQUARE SOA – ADVANTAGES AND DISADVANTAGES OF SNUBBERLESS OPERATION

• FOURTH GENERATION DEVICE WITH TRENCH GATE (50% LESS DROP)

• PWM SWITCHING FREQUENCY – 1.0 kHz (HIGH POWER_

• 1.00 MW AND HIGHER POWER IN 3-LEVEL INVERTER

Fig.14

IGCT SCENARIO

• RECENTLY INTRODUCED DEVICE BY ABB (1996)

• CURRENT-CONTROLLED DEVICE (HARD-DRIVEN GTO WITH TURN-OFF CURRENT GAIN = 1)

• GATE DRIVER IS BUILT ON MODULE

• MONOLITHIC ANTI-PARALLEL DIODE

• COMMERCIAL DEVICE – 6.5 kV, 4000 A (10 kV UNDER TEST)

• ASYMMETRIC OR SYMMETRIC BLOCKING DEVICE

• SERIES – PARALLEL OPERRATION POSSIBLE

• SNUBBER OR SNUBBERLESS OPERATION

• LOWER THAN IGBT CONDUCTION DROP – 1.0 kH FREQUENCY

• VERY PROMISING DEVICE FOR HIGH POWER

Fig.15

ADVANCES AND TRENDS OF POWER SEMICONDUCTOR DEVICES

MODERN POWER ELECTRONICS EVOLUTION PRIMARILY FOLLOWED THE POWER DEVICE EVOLUTION - WHICH AGAIN FOLLOED THE MICROELECTRONICS EVOLUTION

GRADUAL OBSOLESCENCE OF PHASE CONTROL DEVICES (THYRISTOR,

TRIAC)

DOMINANCE OF INSULATED GATE CONTROLLED DEVICES (IGBT, Power MOSFET)

POWER MOSFET WILL REMAIN UNIVERSAL IN LOW VOLTAGE HIGH

FREQUENCY APPLICATIONS

GRADUAL OBSOLESCENCE OF GTOs (LOWER END BY IGBTs AND HIGHER END BY IGCTs)

REDUCTION OF CONDUCTION DROP IN HIGH VOLTAGE POWERMOSFET

AND IGBT

SiC BASED DEVICES WILL BRING RENAISSANCE IN HIGH POWER ELECTRONICS – DIAMOND DEVICES IN THE LONG RUN

Fig.16

CONVERTER CLASSIFICATION

AC – to – DC : RECTIFIER - DIODE - THYRISTOR PHASE-CONTROLLED - PWM (VOLTAGE-FED OR CURRENT-FED) (HARD OR SOFT-SWITCHED)

DC – to – DC

- PWM (BUCK, BOOST, OR BUCK/BOOST) - RESONANT LINK - QUASI-RESONANT LINK

DC – to – AC : INVERTER

- THYRISTOR PHASE-CONTROLLED - PWM (VOLTAGE-FED OR CURRENT-FED) (HARD OR SOFT-SWITCHED)

AC – to – AC: AC CONTROLLER (SAME FREQUENCY) CYCLOCONVERTER (FREQUENCY CHANGER)

- THYRISTOR PHASE-CONTROLLED - DC LINK (VOLTAGE-FED OR CURRENT-FED) (HARD OR SOFT-SWITCHED) - HIGH FREQUENCY LINK (VOLTAGE-FED OR CURRENT-FED) - MATRIX

Fig.17

LINE POWER QUALITY PROBLEMS AND HARMONIC STANDARDS

LARGE GROWTH OF DIODE AND THYRISTOR CONVERRERS ON UTILITY SYSTEM

LINE VOLTAGE HARMONIC DISTORTION

POOR LINE POWER FACTOR

EMI

LINE AND EQUIPMENT HARMONIC CURRENT LOADING

COMMUNICATION INTERFERENCE

METER INACCURACY

SPURIOUS LINE RESONANCE

IEEE-519 STANDARD – HARMONIC DISTORTION CONTROL AT COMMON ENTRY POINT

IEC-1000 STANDARD – CONTROLS HARMONIC DISTORTION OF INDIVIDUAL EQUIPMENT

Fig.18

PROGRESSION OF VOLTAGE-FED CONVERTER SYSTEMS FOR AC DRIVES

Fig.19

Fig.20

PROGRESSION OF CURRENT-FED CONVERTER SYSTEMS FORAC DRIVES

18-STEP GTO CONVERTER FOR UTILITY BATTERY PEAKING SERVICE[7]

Fig.21

FEATURES OF GTO CONVERTER SYSTEM FOR BATTERY PEAKING SERVICE

10 MW CAPACITY LEAD-ACID BATTERY STORAGE INSTALLED BY GE FOR SOUTHERN CALIFORNIA EDISON ELECTRIC GRID (1988)

STORES ENERGY IN OFF-PEAK HOURS AND DELIVERS IN PEAK DEMAND

CAN OPERATE AS STATIC VAR COMPENSATOR ON GRID

CAN CONTROL GRID VOLTAGE AND FREQUENCY

CAN IMPROVE SYSTEM STABILITY

THREE-PHASE 60 Hz VOLTAGE MAGNITUDE AND PHASE ANGLE CONTROL

BY THE H-BRIDGES

60 Hz TRANSFORMER PERMITS COUPLING OF THE PHASE-SHIFTED H-BRIDGES, VOLTAGE BOOST AND ISOLATION

GTO SWITCHING FREQUENCY IS LOW AT 60 Hz

HIGH CONVERTER EFFICIENCY (97%)

Fig.22

BACK-TO-BACK UTILITY SYSTEM INTER-TIE WITH 300 MW TWO-SIDED GTO CONVERTER SYSTEM[18]

Fig.23

FEATURES OF GTO- BASED UTILITY INTER-TIE SYSTEM

THREE-TERMINAL HVDC SYSTEM BACK-TO-BACK INTER-TIE

LINKS TWO 66 kV, 50 Hz TERMINALS WITH ONE 275 kV, 60 Hz TERMINAL

NINE-PULSE SINUSOIDAL SYNCHRONIZED PWM FOR EACH CONVERTER

NEAR SINUSOIDAL LINE CURRENT WITH UNITY, LESDING OR LAGGING POWER FACTOR FOR SYSTEM VAR CONTROL

FOUR GTOs (6kV, 6000 A) SERIES-CONNECTED WITH REGENERATIVE

SNUBBER TO IMPROVE CONVERTER EFFICIENCY

GTOs CAN BE REPLACED BY IGCTs

MULTI-LEVEL PWM OR STEPPED WAVE CONVERTERS CAN AVOID SERIES CONNECTION OF DEVICES

Fig.24

48 MVA STATIC VAR GENERATOR FOR ELECTRIC RAILWAYS

Fig.25

48 MVA STATIC VAR COMPENSATOR FEATURES

VOLTAGE-FED PHASE-SHIFTED MULTI-STEP WAVE SVC ON JAPANESE SHINKANSEN RAILWAY SYSTEM – INSTALLED BY FUJI IN 1995.

REGULATES AC BUS VOLTAGE (BY 2%) AND COMPENSATES LINE

VOLTAGE UNBALANCE DUE TO SINGLE-PHASE LOAD

20 MVA LAGGING VAR TO 48 MVA LEADING VAR CAPABILITY

36 –PULSE STEPPED WAVE OUTPUT WITH MAGNITUDE AND PHASE CONTROL

SINGLE REVERSE CONDUCTION GTO (4.5 KV, 3000 A) IN EACH H-BRIDGE

TRANSFORMER WITH DIODE CHARGER PRECHARGES THE CAPACITOR (

10%) DC VOLTAGE REGULATION

14 MVA CAPACITIVE HARMONIC LINE FILTER

HIGH EFFICIENCY (97%)

Fig.26

ADVANCES AND TRENDS IN CONVERTERS

• POWER QUALITY AND LAGGING PF PROBLEMS ARE MAKING PHASE- CONTROLLED CONVERTERS OBSOLETE - PROMOTING PWM TYPE CONVERTERS ON LINE-SIDE

•VOLTAGE-FED CONVERTERS ARE SUPERIOR TO CURRENT-FED CONVERTERS IN OVERALL FIGURE-OF-MERIT CONSIDERATIONS

• DOUBLE-SIDED VOLTAGE-FED GTO/IGBT/IGCT 3-LEVEL PWM CONVERTERS ARE REPLACING HIGH POWER PHASE-CONTROLLED CYCLOCONVERTERS

• MULTI-LEVEL MULTI-STEPPED CONVERTERS WILL BE WIDELY ACCEPTED IN UTILITY SYSTEM

• SPACE VECTOR PWM IS FINDING WIDE ACCEPTANCE

• SOFT-SWITCHED CONVERTERS FOR MOTOR DRIVES DO NOT SHOW ANY FUTURE PROMISE

• CONVERTER TECHNOLOGY HAS NEARLY REACHED THE SATURATION STAGE

• FUTURE EMPHASIS WILL BE ON INTEGRATED PACKAGING AND DESIGN AUTOMATION

Fig.27

CLASSIFICATION OF MACHINES FOR DRIVES 1. DC MACHINES SEPARATELY EXCITED SHUNT SERIES COMPOUND 2. AC MACHINES A. INDUCTION MACHINES: (ROTATING OR LINEAR) CAGE WOUND ROTOR (WRIM) OR DOUBLY-FED B. SYNCHRONOUS MACHINES: (ROTATING OR LINEAR) WOUND FIELD (WFSM) RELUCTANCE MACHINE (SyRM) PERMANENT MAGNET RADIAL AXIAL OR DISK

SURFACE INTERIOR TRAPEZOIDAL(BLDM) SINUSOIDAL(PMSM)

C. VARIABLE RELUCTANCE (VRM) (ROTATING OR LINEAR) SWITCHED RELUCTANCE (SRM) STEPPER

Fig.28

ADVANCES AND TRENDS IN ELECTRICAL MACHINES

MACHINE EVOLUTION HAS BEEN SLOW AND SUSTAINED OVER 100 YEARS

ADVANCED CAD PROGRAMS AND IMPROVED MATERIALS HAVE CONTRIBUTED TO LOWER COST, HIGHER EFFICIENCY, IMPROVED RELIABILITY AND POWER DENSITY

DC MACHINES WILL TEND TO BE OBSOLETE IN FUTURE

CAGE TYPE INDUCTION MOTORS REMAINS INDUSTRY’S WORKHORSE IN WIDE POWER

RANGE.

WFSM REMAINS POPULAR IN VERY HIGH POWER APPLICATIONS

PM SYNCHRONOUS MACHINES ARE EFFICIENT BUT AT HIGHER COST – THEY ARE SUPERIOR TO INDUCTION MACHINES IN LIFE CYCLE COST

MOST MACHINES (FOR CONSTANT OR VARIABLE SPEED DRIVE) WILL HAVE FRONT-

END CONVERTER IN THE LONG RUN

INTELLIGENT MACHINES WITH INTEGRATED CONVERTER AND CONTROLLER LOOK VERY PROMISING IN FUTURE

Fig.29

PRINCIPAL CLASSES OF INDUCTION MOTOR DRIVES

STATOR VOLTAGE CONTROL AT CONSTANT FREQUENCY

VOLTAGE-FED PWM INVERTER DRIVE

CURRENT-FED INVERTER DRIVE (SIX-STEP OR PWM)

CYCLOCONVERTER DRIVE

SLIP POWER RECOVERY DRIVE

- STATIC KRAMER DRIVE - STATIC SCHERBIUS DRIVE

Fig.30

ADVANCED CONTROL TECHNIQUES OF INDUCTION MOTOR DRIVES

*VECTOR CONTROL INDIRECT METHOD DIRECT METHOD *ADAPTIVE CONTROL *OPTIMAL CONTROL *FAULT TOLERANT CONTROL * SELF-TUNING REGULATOR (STR) * MODEL REFERENCING ADAPTIVE CONTROL (MRAC) * SLIDING MODE OR VARIABLE STRUCTURE CONTROL(SMC or VSS) * H – INFINITY CONTROL * INTELLIGENT CONTROL EXPERT SYSTEM (ES) FUZZY LOGIC (FL) ARTIFICIAL NEURAL NETWORK (ANN) GENETIC ALGORITHM (GA) Fig.31

QUEEN ELIZABETH 2 (QE2) CRUISE SHIP DIESEL-ELECTRIC PROPULSION SYSTEM

Fig.32

FEATURES OF QE2 PROPULSION SYSTEM

NINE DIESEL GENERATOR UNITS – 10.5 MW, 0.9 PF, 10 kV, 60 Hz, 400 RPM (EACH)

TWO WF SYNCHRONOUS MOTORS WITH EXTERNAL DC BRUSH EXCITATION – 44 MW,

0-144 RPM, 50-POLE, UNITY PF (EACH)

SIX-PULSE RECTIFIER AND SIX-PULSE LOAD-COMMUTATED INVERTER SYSTEM

MOTOR START-UP WITH CONVERTER, BUT SWITCH OVER TO 60 Hz LINE SUPPLY AT FULL MOTOR SPEED (144 RPM)

CONVERTER DC CURRENT INTERRUPTION MODE AT START-UP ( <10% SPEED), BUT

CEMF LOAD COMMUTATION AT HIGHER SPEED

VARIABLE PITCH PROPELLER TO CONTROL LOAD TORQUE

PROPULSION SPEED RANGE BY CONVERTER: 72 – 144 RPM

REVERSIBLE SPEED WITH REGENERATION

SPEED CONTROL WITH INNER LOOP Id CURRENT CONTROL

FULL LOAD EFFICIENCY: GENERATOR- 97.3%, MOTOR – 98%

Fig.33

ICEBREAKER DIESEL-ELECTRIC SHIP PROPULSION WITH CYCLOCONVERTER-WFSM

DRIVE Fig.34

FEATURES OF ICEBREAKER SHIP PRPULSION CYCLOCONVERTER-WFSM DRIVE

INSTALLED BY CANADIAN GE FOR ICE BREAKING IN ST. LAWRENCE RIVER

CONSTANT BUS VOLTAGE AT FIXED SPEED DIESEL ENGINE (4160 V, 60 Hz)

36-THYRISTOR, 6-PULSE BLOCKING MODE CYCLOCONVERTER

SELF-CONTROLLED WFSM DRIVE WITH POSITION SENSOR (8000HP, 12-POLE, 0-180 RPM, 0-18 Hz)

- BRUSHLESS EXCITATION

- SPEED REVERSAL BUT NO REGENERATION - UNITY MACHINE DPF - DIRECT VECTOR CONTROL WITH STATOR FLUX ORIENTATION - CURRENT MODEL FLUX VECTOR ESTIMATION AT LOW SPEED BUT

VOLTAGE MODEL ESTIMATION AT HIGH SPEED - INSTANTANEOUS PHASE CURRENT CONTROL WITH ESTIMATED

FEEDFORWARD CEMF INJECTION

SCALAR CONTROL IN FIELD-WEAKENING MODE WITH TRAPEZOIDAL VOLTAGE WAVE

Fig.35

Fig.36

12 MW DUAL CYCLOCONVERTER SYNCHRONOUS MOTOR DRIVE FOR MINING ORE

CRUSHING MILL .

400 MW SCHERBIUS DRIVE FOR VARIABLE SPEED HYDRO GENERATOR AND PUMP STORAGE

SYSTEM Fig.37

SALIENT FEATURES OF 400 MW SCHERBIUS DRIVE

WORLD’S FIRST AND ONLY VARIABLE SPEED HYDRO PUMP/GENERATOR IN OHKAWACHI PLANT OF KANSAI POWER CO.

400 MW SCHERBIUS DRIVE WITH SLIP POWER CONTROL

3.0% EFFICIENCY IMPROVEMENT WITH VARIABLE HEAD

THYRISTOR CYCLOCONVERTER:

- NON-CIRCULATING MODE - -5.0 Hz TO +5.0 Hz FREQUENCY VARIATION - 12-PULSE, 72 MVA

INDUCTION MACHINE:

- 20 POLE - 330 RPM TO 390 RPM (SYNC. SPEED = 360 RPM) - LEADING/LAGGING STATOR CURRENT

POWER SYSTEM: 500 kV, 60 Hz, LEADING/LAGGING PF.

Fig.38

10 MVA THREE-LEVEL CONVERTER-WFSM DRIVE SYSTEM FOR ROLLING MILL

Fig.39

FEATURES OF PWM CONVERTER SYNCHRONOUS MOTOR DRIVE FOR STEEL ROLLING MILL

PWM THREE-LEVEL CONVERTER SYSTEM WITH HIGHEST GTO RATINGS (6000 V, 6000

A) – BY MITSUBISHI

SOLVES LOW POWER FACTOR AND HARMONICS PROBLEMS OF CYCLOCONVERTER

DC LINK VOLTAGE: 6000 V

REGENERATIVE SNUBBER WITH DC-DC CONVERTER GIVES 97% CONVERTER EFFICIENCY

SPACE VECTOR PWM WITH MINIMUM PW CONTROL

SUPPRESSED NEUTRAL VOLTAGE FLUCTUATION

FOUR-QUADRANT OPERATION: 0-60 Hz, 0-3600 V OUTPUT

FIELD-WEAKENING RANGE: 2.25:1

PEAK OUTPUT – 15 MVA FOR 1.0 MINUTE

DIRECT VECTOR CONTROL ON BOTH CONVERTERS

Fig.40

COMMERCIAL DTC CONTROLLED INDUCTION MOTOR DRIVE

Fig,41

FEATURES OF ACS1000 DRIVE SYSTEM

WORLD’S FIRST DTC CONTROLLED INDUCTION MOTOR DRIVE

SPECS. - POWER : 315 kW - 5000 kW (AIR OR WATER COOLED) OUTPUT VOLTAGE: 0-2.3 kV, 0-3.3 kV, 0-4.16 kV OUTPUT FREQUENCY: 0-66 Hz (OPTIONALLY 200 Hz) LINE DPF: 0.97 LINE PF: 0.95

THREE-LEVEL SINGLE DEVICE IGCT INVERTER WITH INTEGRATED INVERSE DIODE- SNUBBERLESS

SCALAR CONTROL – PERFORMANCE ENHANCEMENT OVER VOLTS/Hz CONTROL

12-PULSE DIODE RECTIFIER (OPTIONALLY 24-PULSE)

CAPACITOR AND INVERTER FAULT PROTECTION BY IGCT

MACHINE TERMINAL LC FILTER

– SINUSOIDAL MACHINE CURRENT – NO BEARING CURRENT – NO VOLTAGE BOOST

DC CHOKE – LIMITS COMMON MODE CURRENT HIGH INPUT PF LINE POWER LOSS RIDE THROUGH FLUX PROGRAM EFFICIENCY OPTIMIZATION

Fig.42

25 MW SUPERCONDUCTING SYNCHRONOUS MOTOR SHIP PROPULSION SYSTEM[18][19]

Fig.43

FEATURES OF SUPERCONDUCTING MAGNET SHIP PROPULSION SYSTEM

SYNCHRONOUS MACHINE: LIQUID NITROGEN COOLED (HTS) FIELD WINDING IRONLESS CONSTRUCTION RATED POWER: 25 MW NUMBER OF PHASES: 9 PHASE VOLTAGE: 3810 V NUMBER OF POLES: 12 FREQUENCY RANGE: 0 – 12 Hz SPEED RANGE: 0 – 120 RPM POWER FACTOR: 1.0 EFFICIENCY: 94%

SUPPLY BUS: 7100 V, 60 Hz DIODE-CLAMPED NPC VOLTAGE-FED CONVERTER:

4.5 kV, 4000 A (peak) IGCT WITH INTEGRATED DIODE 1.0 KHz SWITCHING FREQUENCY SPACE VECTOR PWM HARD-SWITCHED WITH REGENERATIVE SNUBBER DC LINK VOLTAGE: 10,000 V LC FILTER: Ld = 100 mH, CF(SPLIT) = 5000 F NEUTRAL POINT VOLTAGE BALANCING EFFICIENCY: 97%

DIODE BRIDGE RECTIFIER:

6000 V, 1000 A DIODE (TWO IN SERIES) R AND RCD SNUBBER EFFICIENCY: 98%

DIRECT VECTOR CONTROL IN CONSTANT TORQUE SPEED CONTROL WITH FLUX CONTROL

Fig.44

IPM-SM VECTOR CONTROL BLOCK DIAGRAM

Fig.45

ADVANCES AND TRENDS OF INDUCTION MOTOR DRIVES

VOLTAGE-FED CONVERTER CAGE MACHINE DRIVES ARE MOST COMMONLY USED INDUSTRIAL DRIVES TODAY – ALSO THE TREND FOR FUTURE

FUTURE EMPHASIS ON CONVERTER AND CONTROLLER INTEGRATION WITH THE

MACHINE ON THE LOWER END OF POWER - INTELLIGENT MACHINES

OPEN LOOP VOLTS/Hz. CONTROL IS VERY POPULAR FOR GENERAL PURPOSE INDUSTRIAL DRIVES, WHEREAS VECTOR CONTROL IS USED IN HIGH PERFORMANCE DRIVES.

VECTOR CONTROL WILL BE UNIVERSALLY USED IN FUTURE

INCREASING EMPHASIS OF VARIABLE FREQUENCY SOFT STARTING OF CONSTANT

SPEED MOTOR

INCREASING EMPHASIS ON SPEED SENSORLESS VECTOR AND SCALAR DRIVES – HOWEVER PRECISION SPEED ESTIMATION, PARTICULARLY AT ZERO FREQUENCY REMAINS A CHALLENGE

THERE WILL BE INCREASING EMPHASIS ON ON-LINE DRIVE DIAGNOSTICS AND FAULT-

TOLERANT CONTROL TO IMPROVE SYSTEM RELIABILITY

INTELLIGENT CONTROL AND ESTIMATION (DISCUSSED LATER) WITH ASIC CHIPS WILL FIND INCREASING ACCEPTANCE IN FUTURE

Fig.46

ADVANCES AND TRENDS OF SYNCHRONOUS MOTOR DRIVES

SYNCHRONOUS MOTORS HAVE HIGHER EFFICIENCY – BUT ARE MORE EXPENSIVE THAN INDUCTION MOTORS, i.e. LIFE-CYCLE COST IS LOWER

WFSM DRIVES ARE POPULAR IN HIGHEST POWER RANGE BECAUSE OF IMPROVED EFFICIENCY AND

ECONOMICAL CONVERTER SYSTEM DUE TO UNITY OR NEAR UNITY LEADING POWER FACTOR

DECLINING COST OF NdFeB PERMANENT MAGNET WILL MAKE PMSM DRIVES MORE POPULAR IN FUTURE – EVENTUALLY SURPASS INDUCTION MOTOR DRIVES

ABSOLUTE POSITION SENSOR IS MANDATORY IN SELF-CONTROLLED SYNCHRONOUS MOTOR DRIVES

SENSORLESS SELF-CONTROL IS EXTREMELY DIFFICULT AT LOW SPEED (NEAR ZERO FREQUENCY)

SPM MACHINE DRIVES ARE USED IN CONSTANT TORQUE REGION WHEREAS IPM MACHINE DRIVES

CAN BE USED UP TO FIELD-WEAKENING EXTENDED SPEED OPERATION

TRAPEZOIDAL SPM MACHINE DRIVE IS TRULY ANALOGOUS TO DC DRIVE (BLDM OR BLDC)

MANY ADVANCED CONTROL AND ESTIMATION TECHNIQUES FOR INDUCTION MOTORS ARE ALSO APPLICABLE FOR SYNCHRONOUS MOTORS

SWITCHED RELUCTANCE DRIVES HAVE QUESTIONABLE FUTURE EXCEPT SPECIALIZED

APPLICATIONS

Fig.47