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POWER ELECTRONICS AND MOTOR DRIVES -TECHNOLOGY STATUS AND TRENDS TUTORIAL IEEE IECON 2005 RALEIGH, NC November 6 , 2005 2:00 PM – 5:00 PM, Sunday By Fig,1 Dr. Bimal K. Bose, Life Fellow, IEEE Department of Electrical Engineering 309 Ferris Hall The University of Tennessee Knoxville, TN 37996-2100 Tel: (865) 974-8398 Fax: (865) 974-5483 E-mail: [email protected] (or [email protected]) 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. 181190, 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. ------------ 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 POWER ELECTRIC SYSTEMS PHOTOVOLTAIC AND FUEL CELL CONVERSION VARIABLE SPEED CONSTANT FREQUENCY SYSTEM SOLID STATE CIRCUIT BREAKER INDUCTION HEATING MOTOR DRIVES Fig.4 POWER ELECTRONICS APPLICATIONS 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 GASOLINE OR METHANE COMPRESSED AIR O2 REFORM ER ELECTRICITY FROM GRID WATER WIND TURBINE ELECTRO LYSIS WIND GENERAT OR CONVER TER FUEL CELL H2 PEMFC + H2 STORAGE (LIQUID OR GAS) ULTRA-CAPACITOR OR BATTERY ELECTRICITY FUEL CELL CAR WITH THE CONCEPT OF HYDROGEN ECONOMY Fig.9 MOTOR Fig. 1.14. EVOLUTION OF POWER ELECTRONICS MERCURY-ARC CONVERTERS GAS TUBE ELECTRONICS SATURABLE CORE MAGNETIC AMPLIFIERS POWER SEMICONDUCTOR ELECTRONICS (MODERN ERA) CONTROL HARDWARE AND SOFTWARE POWER SEMICONDUCTOR DEVICES CONVERTER TOPOLOGIES Fig. 10 ANALYTICAL AND SIMULATION TECHNIQUES ESTIMATION AND CONTROL TECHNIQUES SOME SIGNIFICANT EVENTS IN THE HISTORY OF POWER ELECTRONICS AND MOTOR DRIVES Fig.11 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 C C T1 G C G GATE TURN-OFF THYRISTOR (GTO) (1980) A A TRIAC (1958) G THYRISTOR (1958) T2 DIODE (1955) A POWER SEMICONDUCTOR DEVICE EVOLUTION C B BIPOLAR POWER TRANSISTOR (BPT or BJT) (1975) D POWER MOSFET (1975) G S INSULATED GATE BIPOLAR TRANSIATOR (IGBT)(1985) STATIC INDUCTION TRANSISTOR(SIT) (1985) C G E D G SILICON CARBIDE DEVICES Fig.12 E G INTEGRATED GATE-COMMUTATED THYRISTOR (IGCT) (1996) C S 108 107 DEVICE V-I RATINGS PRODUCT (VI) 10 IGCT GTO 6 105 IGBT IPM IGBT DISCRETE THYRISTOR 104 103 POWER MOSFET 102 10 10 TRIAC !02 103 104 SWITCHING FREQUENCY (Hz) 105 106 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 PROGRESSION OF CURRENT-FED CONVERTER SYSTEMS FOR Fig.20 AC 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 HBRIDGES, 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 PHASECONTROLLED 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 SURFACE TRAPEZOIDAL(BLDM) AXIAL OR DISK INTERIOR SINUSOIDAL(PMSM) C. VARIABLE RELUCTANCE (VRM) (ROTATING OR LINEAR) Fig.28 SWITCHED RELUCTANCE (SRM) STEPPER 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 FRONTEND 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 *ADAPTIVE CONTROL DIRECT METHOD *OPTIMAL 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 *FAULT TOLERANT CONTROL 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 Fig.34 ICEBREAKER DIESEL-ELECTRIC SHIP PROPULSION WITH CYCLOCONVERTER-WFSM DRIVE FEATURES OF ICEBREAKER SHIP PRPULSION CYCLOCONVERTERWFSM 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 POLE, 0-180 RPM, 0-18 Hz) DRIVE WITH POSITION SENSOR (8000HP, 12- - 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 12 MW DUAL CYCLOCONVERTER SYNCHRONOUS MOTOR DRIVE FOR MINING ORE CRUSHING MILL . Fig.36 400 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 Fig.40 DIRECT VECTOR CONTROL ON BOTH CONVERTERS 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 FAULTTOLERANT 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 APPLICATIONS Fig.47 DRIVES HAVE QUESTIONABLE FUTURE EXCEPT SPECIALIZED