11 Matching Results

Search Results

Advanced search parameters have been applied.

A Preliminary Cost Study of the Dual Mode Inverter Controller

Description: In 1998, the Power Electronics and Electric Machinery Research Center (PEEMRC) at the Oak Ridge National Laboratory (ORNL) started a program to investigate alternate field weakening schemes for permanent magnet (PM) motors. The adjective ''alternate'' was used because at that time, outside research emphasis was on motors with interior-mounted PMs (IPMs). The PEEMRC emphasis was placed on motors with surface-mounted PMs (SPMs) because of the relative ease of manufacturing SPM motors compared with the IPM motors. Today the PEEMRC is continuing research on SPMs while examining the IPMs that have been developed by industry. Out of this task--the goal of which was to find ways to drive PM motors that inherently have low inductance at high speeds where their back-emf exceeds the supply voltage--ORNL developed and demonstrated the dual mode inverter control (DMIC) [1,2] method of field weakening for SPM motors. The predecessor of DMIC is conventional phase advance (CPA), which was developed by UQM Technologies, Inc. [3]. Fig. 1 shows the three sets of anti-parallel thyristors in the dashed box that comprise the DMIC. If one removes the dashed box by shorting each set of anti-parallel thyristors, the configuration becomes a conventional full bridge inverter on the left driving a three phase motor on the right. CPA may be used to drive this configuration ORNL's initial analyses of CPA and DMIC were based on driving motors with trapezoidal back-emfs [4-6], obtained using double layer lapped stator windings with one slot per pole per phase. A PM motor with a sinusoidal back-emf obtained with two poles per slot per phase has been analyzed under DMIC operation as a University of Tennessee-Knoxville (UTK) doctoral dissertation [7]. In the process of this research, ORNL has completed an analysis that explains and quantifies the role of inductance in these methods of control. The ...
Date: January 28, 2005
Creator: McKeever, J.W.
Partner: UNT Libraries Government Documents Department

Radial-Gap Permanent Magnet Motor and Drive Research FY 2004

Description: The objective of this task was to study permanent magnet (PM) radial-gap traction drive systems that could meet the U.S. Department of Energy FreedomCAR Program's 2010 goals to expose weaknesses or identify strengths. Initially, the approach was to compare attributes such as physical deformations during operation, performance (torque, power, efficiency versus speed), material requirements (strength), material costs, manufacturability, weight, power density, specific power, reliability, and drivability for specific motors. Three motors selected were the commercially available 60-kW radial-gap surface-mounted PM motor manufactured by UQM Technologies, Inc.; a hypothetical PM motor with rotor-supported magnets similar to the Honda MCF-21; and Delphi's automotive electric machine drive motor, whose rotor is a ferromagnetic cylinder, held at one end by a shaft that supports the magnets on its inner surface. Potential problems have appeared related to PM motors, such as (1) high no-load spin losses and high operational power losses, probably from eddy current losses in the rotor; (2) the undemonstrated dual mode inverter control (DMIC) for driving a brushless dc motor (BDCM) (UQM and Delphi motors); (3) uncertainty about the potential for reducing current with DMIC; and (4) uncertainty about the relation between material requirements and maximum rotor speed. Therefore, the approach was changed to study in detail three of the comparison attributes: drivability, performance, and material requirements. Drivability and related problems were examined by demonstrating that DMIC may be used to drive an 18-pole 30-kW PM motor to 6000 rpm, where the maximum electrical frequency is 900 Hz. An available axial-gap test motor with 18 poles was used because its control is identical to that of a radial gap PM motor. Performance was analytically examined, which led to a derivation showing that DMIC controls a PM motor so that the motor uses minimum current to produce any power regardless of speed for ...
Date: February 11, 2005
Creator: McKeever, J.W.
Partner: UNT Libraries Government Documents Department

Phase II CRADA ORNL99-0568 Report : Developing Transmission-Less Inverter Drive Systems for Axial-Gap Permanent magnet Accessory and Traction Motors and Generators

Description: Researchers of the Oak Ridge National Laboratory's (ORNLs) Power Electronics and Electric Machine Research Center (PEEMRC) collaborated with Visual Computing Systems (VCS) to develop an electric axial-gap permanent magnet (PM) motor controlled by a self-sensing inverter for driving vehicle accessories such as power steering, air conditioning, and brakes. VCS designed an 8 kW motor based on their Segmented Electromagnetic Array (SEMA) technology. ORNL designed a 10 kW inverter to fit within the volume of a housing, which had been integrated with the motor. This modular design was pursued so that multiple modules could be used for higher power applications. ORNL built the first inverter under the cooperative research and development agreement (CRADA) ORNL 98-0514 and drove a refurbished Delta motor with no load during the Merit Review at ORNL on Monday, May 17, 1999. Inverter circuitry and instructions for assembling the inverters were sent to VCS. A report was prepared and delivered during the Future Car Congress in April 2000, at Arlington, Virginia. Collaboration continued under CRADA ORNL 99-0568 as VCS designed and built a SEMA motor with a dual coil platter to be the traction motor for an electric truck. VCS and ORNL assembled two 45 kW inverters. Each inverter drove one coil, which was designed to deliver 15 kW continuous power and 45 kW peak power for 90 s. The vehicle was road tested as part of the Future Truck Competition. A report was prepared and delivered during the PCIM in October 2000, at Boston, Massachusetts.
Date: August 6, 2001
Creator: McKeever, J.W.
Partner: UNT Libraries Government Documents Department

Survey of cryogenic semiconductor devices

Description: Improved reliability and electronic performance can be achieved in a system operated at cryogenic temperatures because of the reduction in mechanical insult and in disruptive effects of thermal energy on electronic devices. Continuing discoveries of new superconductors with ever increasing values of T{sub c} above that of liquid nitrogen temperature (LNT) have provided incentive for developing semiconductor electronic systems that may also operate in the superconductor`s liquid nitrogen bath. Because of the interest in high-temperature superconductor (HTS) devices, liquid nitrogen is the cryogen of choice and LNT is the temperature on which this review is focused. The purpose of this survey is to locate and assemble published information comparing the room temperature (298 K), performance of commercially available conventional and hybrid semiconductor device with their performance at LNT (77K), to help establish their candidacy as cryogenic electronic devices specifically for use at LNT. The approach to gathering information for this survey included the following activities. Periodicals and proceedings were searched for information on the behavior of semiconductor devices at LNT. Telephone calls were made to representatives of semiconductor industries, to semiconductor subcontractors, to university faculty members prominent for their research in the area of cryogenic semiconductors, and to representatives of the National Aeronautics and Space Administration (NASA) and NASA subcontractors. The sources and contacts are listed with their responses in the introduction, and a list of references appears at the end of the survey.
Date: April 1, 1996
Creator: Talarico, L.J. & McKeever, J.W.
Partner: UNT Libraries Government Documents Department

Cascade Multilevel Inverters for Utility Applications

Description: Cascade multilevel inverters have been developed by the authors for utility applications. A cascade M-level inverter consists of (M-1)/2 H- bridges in which each bridge has its own separate dc source. The new inverter: (1) can generate almost sinusoidal waveform voltage while only switching one time per fundamental cycle, (2) can eliminate transformers of multipulse inverters used in conventional utility interfaces and static var compensators, and (3) makes possible direct parallel or series connection to medium- and high-voltage power systems without any transformers. In other words, the cascade inverter is much more efficient and suitable for utility applications than traditional multipulse and pulse width modulation (PWM) inverters. The authors have experimentally demonstrated the superiority of the new inverter for reactive power (var) and harmonic compensation. This paper will summarize features,feasibility, and control schemes of the cascade inverter for utility applications including utility interface of renewable energy, voltage regulation, var compensation, and harmonic filtering in power systems.Analytical, simulated, and experimental results demonstrate the superiority of the new inverters.
Date: December 31, 1997
Creator: Peng, F.Z., McKeever, J.W., Adams, D.J.
Partner: UNT Libraries Government Documents Department

Efficiency consideration of DC link soft-switching inverters for motor drive applications

Description: This paper critically evaluates efficiency of soft switching inverters including an actively clamped resonant dc link inverter and a clamped-mode resonant pole inverter. An analytical approach to evaluating efficiency of the clamped-mode soft switching inverter has been developed. The evaluation results are compared with that of the standard pulse-width-modulation (PWM) inverter. A 50-kW induction motor is used as the variable load, and the inverter efficiency is evaluated under different speed and torque conditions. The clamped-mode soft-switching inverter, although eliminating the switching loss, shows poor efficiency over the entire load range. Under low load conditions, the efficiency profile is even worse. The actively clamped resonant dc link inverter shows highest efficiency over the entire speed and torque range. However, its energy saving over the standard PWM inverter is marginal under full load or high speed conditions.
Date: December 31, 1994
Creator: Lai, J. S.; Young, R. W. & McKeever, J. W.
Partner: UNT Libraries Government Documents Department

A delta configured auxiliary resonant snubber inverter

Description: A delta ({Delta}) configured auxiliary resonant snubber inverter is developed to overcome the voltage floating problem in a wye (Y) configured resonant snubber inverter. The proposed inverter is to connect auxiliary resonant branches between phase outputs to avoid a floating point voltage which may cause over-voltage failure of the auxiliary switches. Each auxiliary branch consists of a resonant inductor and a reverse blocking auxiliary switch. Instead of using an anti-paralleled diode to allow resonant current to flow in the reverse direction, as in the Y-configured version, the resonant branch in the {Delta}-configured version must block the negative voltage, typically done by a series diode. This paper shows single-phase and three-phase versions of {Delta}-configured resonant snubber inverters and describes in detail the operating principle of a single-phase version. The extended three-phase version is proposed with non-adjacent state space vector modulation. For hardware implementation, a single-phase 1-kW unit and a three-phase 100-kW unit were built to prove the concept. Experimental results show the superiority of the proposed topology.
Date: September 1, 1995
Creator: Lai, J.S.; Young, R.W.; Ott, G.W. Jr.; McKeever, J.W. & Peng, F.Z.
Partner: UNT Libraries Government Documents Department

Evaluation of Demo 1C composite flywheel rotor burst test and containment design

Description: Laboratory-Directed funds were provided in FY 1995 for research to develop flywheel containment specifications and to consider concepts that could satisfy these specifications and produce a prototype small, lightweight, inexpensive, mobile flywheel containment. Research activities have included an analytical and pictorial review of the Demo 1C flywheel failure test, which provided significant insight about radial and axial failure modes; calculations of the thickness of ultra-conservative pressure vessel containment; entertainment of advanced containment concepts using lightweight materials and armor literature; consideration of fabrication assembly procedures; and participation in a Flywheel Energy Storage Workshop during which additional flywheel failure experiences were discussed. Based on these activities, calculations, and results, a list of conclusions concerning flywheel containment and its relation to the flywheel are presented followed by recommendations for further research.
Date: July 1, 1998
Creator: Kass, M.D.; McKeever, J.W.; Akerman, M.A.; Goranson, P.L.; Litherland, P.S. & O`Kain, D.U.
Partner: UNT Libraries Government Documents Department

16,000-rpm Interior Permanent Magnet Reluctance Machine with Brushless Field Excitation

Description: The reluctance interior permanent magnet (RIPM) motor is currently used by many leading auto manufacturers for hybrid vehicles. The power density for this type of motor is high compared with that of induction motors and switched reluctance motors. The primary drawback of the RIPM motor is the permanent magnet (PM) because during high-speed operation, the fixed PM produces a huge back electromotive force (emf) that must be reduced before the current will pass through the stator windings. This reduction in back-emf is accomplished with a significant direct-axis (d-axis) demagnetization current, which opposes the PM's flux to reduce the flux seen by the stator wires. This may lower the power factor and efficiency of the motor and raise the requirement on the alternate current (ac) power supply; consequently, bigger inverter switching components, thicker motor winding conductors, and heavier cables are required. The direct current (dc) link capacitor is also affected when it must accommodate heavier harmonic currents. It is commonly agreed that, for synchronous machines, the power factor can be optimized by varying the field excitation to minimize the current. The field produced by the PM is fixed and cannot be adjusted. What can be adjusted is reactive current to the d-axis of the stator winding, which consumes reactive power but does not always help to improve the power factor. The objective of this project is to avoid the primary drawbacks of the RIPM motor by introducing brushless field excitation (BFE). This offers both high torque per ampere (A) per core length at low speed by using flux, which is enhanced by increasing current to a fixed excitation coil, and flux, which is weakened at high speed by reducing current to the excitation coil. If field weakening is used, the dc/dc boost converter used in a conventional RIPM motor may be ...
Date: October 31, 2007
Creator: Hsu, J. S.; Burress, T. A.; Lee, S. T.; Wiles, R. H.; Coomer, C. L.; McKeever, J.W. et al.
Partner: UNT Libraries Government Documents Department

Phase 1 STTR flywheel motor/alternator for hybrid electric vehicles. CRADA final report

Description: Visual Computing Systems (VCS) and the Oak Ridge National Laboratory (ORNL) have teamed, through a Phase 1 Small Business Technology Transfer (STTR) grant from the US Department of Energy (DOE), to develop an advanced, low-cost motor/alternator drive system suitable for Flywheel Energy Storage (FES) applications. During Phase 1, system performance and design requirements were established, design concepts were generated, and preliminary motor/alternator designs were developed and analyzed. ORNL provided mechanical design and finite element collaboration and Lynx Motion Technology, a spin-off from VCS to commercialize their technology, constructed a proof-of-concept axial-gap permanent magnet motor/alternator that employed their Segmented Electromagnetic Array (SEMA) with a survivable design speed potential of 10,000 rpm. The VCS motor/alternator was successfully tested in ORNL`s Motor Test Tank using an ORNL inverter and ORNL control electronics. It was first operated as an unloaded motor to 6,000 rpm and driven as an unloaded generator to 6,000 rpm. Output from the generator was then connected to a resistance bank, which caused the loaded generator to decelerate to 3,860 rpm where data was collected. After about 4-1/2 minutes, the test was terminated because of an impact noise. Subsequent inspection and operation at low speeds did not reveal the source of the noise. Electrical performance of the motor was excellent, encouraging continued development of this technology. Phase 2 efforts will focus on further design development and optimization, manufacturing development and prototype construction, testing, and evaluation.
Date: December 31, 1997
Creator: McKeever, J.W.; Scudiere, M.B.; Ott, G.W. Jr.; White, C.P.; Kessinger, R.L. Jr.; Robinson, S.T. et al.
Partner: UNT Libraries Government Documents Department

CRADA Final Report: Application of Dual-Mode Invertor Control to Commercially Available Radial-Gap Permanent Magnet Motors - Vol. 1

Description: John Deere and Company (Deere), their partner, UQM Technologies, Inc. (UQM), and the Oak Ridge National Laboratory's (ORNL's) Power Electronics and Electric Machinery Research Center (PEEMRC) recently completed work on the cooperative research and development agreement (CRADA) Number ORNL 04-0691 outlined in this report. CRADA 04-0691 addresses two topical issues of interest to Deere: (1) Improved characterization of hydrogen storage and heat-transfer management; and (2) Potential benefits from advanced electric motor traction-drive technologies. This report presents the findings of the collaborative examination of potential operational and cost benefits from using ORNL/PEEMRC dual-mode inverter control (DMIC) to drive permanent magnet (PM) motors in applications of interest to Deere. DMIC was initially developed and patented by ORNL to enable PM motors to be driven to speeds far above base speed where the back-electromotive force (emf) equals the source voltage where it is increasingly difficult to inject current into the motor. DMIC is a modification of conventional phase advance (CPA). DMIC's dual-speed modes are below base speed, where traditional pulse-width modulation (PWM) achieves maximum torque per ampere (amp), and above base speed, where six-step operation achieves maximum power per amp. The modification that enables DMIC adds two anti-parallel thyristors in each of the three motor phases, which consequently adds the cost of six thyristors. Two features evaluated in this collaboration with potential to justify the additional thyristor cost were a possible reduction in motor cost and savings during operation because of higher efficiency, both permitted because of lower current. The collaborative analysis showed that the reduction of motor cost and base cost of the inverter was small, while the cost of adding six thyristors was greater than anticipated. Modeling the DMIC control displayed inverter efficiency gains due to reduced current, especially under light load and higher speed. This current reduction, which is the ...
Date: May 1, 2006
Creator: Lawler, J.S. (U. Tennessee-Knoxville); McKeever, J.W.; Downing, M.E.; Stahlhut, R.D (John Deere); Bremmer, R. (John Deere); Shoemaker, J.M. (John Deere) et al.
Partner: UNT Libraries Government Documents Department