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| 27 Mar, 2009 19:30 | Report |
|
New Era, New Sauber |
Date Joined: May, 2007 Location: France Posts: 8213 |
Electric engine
I'm creating this thread to put some info of E.M.'s and not make the other forum's thread too long, as well as making this a reference thing.
Categorization of electric motors
The classic division of electric motors has been that of Alternating Current (AC) types vs Direct Current (DC) types. This is more a de facto convention, rather than a rigid distinction. For example, many classic DC motors run on AC power, these motors being referred to as universal motors.
The ongoing trend toward electronic control further muddles the distinction, as modern drivers have moved the commutator out of the motor shell. For this new breed of motor, driver circuits are relied upon to generate sinusoidal AC drive currents, or some approximation of. The two best examples are: the brushless DC motor and the stepping motor, both being poly-phase AC motors requiring external electronic control.
Considering all rotating (or linear) electric motors require synchronism between a moving magnetic field and a moving current sheet for average torque production, there is a clearer distinction between an asynchronous motor and synchronous types. An asynchronous motor requires slip between the moving magnetic field and a winding set to induce current in the winding set by mutual inductance; the most ubiquitous example being the common AC induction motor which must slip in order to generate torque. In the synchronous types, induction (or slip) is not a requisite for magnetic field or current production (eg. permanent magnet motors, synchronous brush-less wound-rotor doubly-fed electric machine).
Comparison of motor types
Torque capability of motor types
When optimally designed for a given active current (i.e., torque current), voltage, pole-pair number, excitation frequency (i.e., synchronous speed), and core flux density, all categories of electric motors or generators will exhibit virtually the same maximum continuous shaft torque (i.e., operating torque) within a given physical size of electromagnetic core. Some applications require bursts of torque beyond the maximum operating torque, such as short bursts of torque to accelerate an electric vehicle from standstill. Always limited by magnetic core saturation or safe operating temperature rise and voltage, the capacity for torque bursts beyond the maximum operating torque differs significantly between categories of electric motors or generators.
Note: Capacity for bursts of torque should not be confused with Field Weakening capability inherent in fully electromagnetic electric machines (Permanent Magnet (PM) electric machine are excluded). Field Weakening, which is not readily available with PM electric machines, allows an electric machine to operate beyond the designed frequency of excitation without electrical damage.
Electric machines without a transformer circuit topology, such as Field-Wound (i.e., electromagnet) or Permanent Magnet (PM) Synchronous electric machines cannot realize bursts of torque higher than the maximum designed torque without saturating the magnetic core and rendering any increase in current as useless. Furthermore, the permanent magnet assembly of PM synchronous electric machines can be irreparably damaged, if bursts of torque exceeding the maximum operating torque rating are attempted.
Electric machines with a transformer circuit topology, such as Induction (i.e., asynchronous) electric machines, Induction Doubly-Fed electric machines, and Induction or Synchronous Wound-Rotor Doubly-Fed (WRDF) electric machines, exhibit very high bursts of torque because the active current (i.e., Magneto-Motive-Force or the product of current and winding-turns) induced on either side of the transformer oppose each other and as a result, the active current contributes nothing to the transformer coupled magnetic core flux density, which would otherwise lead to core saturation.
Electric machines that rely on Induction or Asynchronous principles short-circuit one port of the transformer circuit and as a result, the reactive impedance of the transformer circuit becomes dominant as slip increases, which limits the magnitude of active (i.e., real) current. Still, bursts of torque that are two to three times higher than the maximum design torque are realizable.
The Synchronous WRDF electric machine is the only electric machine with a truly dual ported transformer circuit topology (i.e., both ports independently excited with no short-circuited port). The dual ported transformer circuit topology is known to be unstable and requires a multiphase slip-ring-brush assembly to propagate limited power to the rotor winding set. If a precision means were available to instantaneously control torque angle and slip for synchronous operation during motoring or generating while simultaneously providing brushless power to the rotor winding set (see Brushless wound-rotor doubly-fed electric machine), the active current of the Synchronous WRDF electric machine would be independent of the reactive impedance of the transformer circuit and bursts of torque significantly higher than the maximum operating torque and far beyond the practical capability of any other type of electric machine would be realizable. Torque bursts greater than eight times operating torque have been calculated.
*From wikipedia: http://en.wikipedia.org/wiki/Electric_engines
SOme DC motors: http://www.3rivers.net/~cmac/cmac16.htm
Racing against the machine!
Edited 1 time(s). Last edit at 27/03/2009 19:34 by J-Raid.
Categorization of electric motors
The classic division of electric motors has been that of Alternating Current (AC) types vs Direct Current (DC) types. This is more a de facto convention, rather than a rigid distinction. For example, many classic DC motors run on AC power, these motors being referred to as universal motors.
The ongoing trend toward electronic control further muddles the distinction, as modern drivers have moved the commutator out of the motor shell. For this new breed of motor, driver circuits are relied upon to generate sinusoidal AC drive currents, or some approximation of. The two best examples are: the brushless DC motor and the stepping motor, both being poly-phase AC motors requiring external electronic control.
Considering all rotating (or linear) electric motors require synchronism between a moving magnetic field and a moving current sheet for average torque production, there is a clearer distinction between an asynchronous motor and synchronous types. An asynchronous motor requires slip between the moving magnetic field and a winding set to induce current in the winding set by mutual inductance; the most ubiquitous example being the common AC induction motor which must slip in order to generate torque. In the synchronous types, induction (or slip) is not a requisite for magnetic field or current production (eg. permanent magnet motors, synchronous brush-less wound-rotor doubly-fed electric machine).
Comparison of motor types
Torque capability of motor types
When optimally designed for a given active current (i.e., torque current), voltage, pole-pair number, excitation frequency (i.e., synchronous speed), and core flux density, all categories of electric motors or generators will exhibit virtually the same maximum continuous shaft torque (i.e., operating torque) within a given physical size of electromagnetic core. Some applications require bursts of torque beyond the maximum operating torque, such as short bursts of torque to accelerate an electric vehicle from standstill. Always limited by magnetic core saturation or safe operating temperature rise and voltage, the capacity for torque bursts beyond the maximum operating torque differs significantly between categories of electric motors or generators.
Note: Capacity for bursts of torque should not be confused with Field Weakening capability inherent in fully electromagnetic electric machines (Permanent Magnet (PM) electric machine are excluded). Field Weakening, which is not readily available with PM electric machines, allows an electric machine to operate beyond the designed frequency of excitation without electrical damage.
Electric machines without a transformer circuit topology, such as Field-Wound (i.e., electromagnet) or Permanent Magnet (PM) Synchronous electric machines cannot realize bursts of torque higher than the maximum designed torque without saturating the magnetic core and rendering any increase in current as useless. Furthermore, the permanent magnet assembly of PM synchronous electric machines can be irreparably damaged, if bursts of torque exceeding the maximum operating torque rating are attempted.
Electric machines with a transformer circuit topology, such as Induction (i.e., asynchronous) electric machines, Induction Doubly-Fed electric machines, and Induction or Synchronous Wound-Rotor Doubly-Fed (WRDF) electric machines, exhibit very high bursts of torque because the active current (i.e., Magneto-Motive-Force or the product of current and winding-turns) induced on either side of the transformer oppose each other and as a result, the active current contributes nothing to the transformer coupled magnetic core flux density, which would otherwise lead to core saturation.
Electric machines that rely on Induction or Asynchronous principles short-circuit one port of the transformer circuit and as a result, the reactive impedance of the transformer circuit becomes dominant as slip increases, which limits the magnitude of active (i.e., real) current. Still, bursts of torque that are two to three times higher than the maximum design torque are realizable.
The Synchronous WRDF electric machine is the only electric machine with a truly dual ported transformer circuit topology (i.e., both ports independently excited with no short-circuited port). The dual ported transformer circuit topology is known to be unstable and requires a multiphase slip-ring-brush assembly to propagate limited power to the rotor winding set. If a precision means were available to instantaneously control torque angle and slip for synchronous operation during motoring or generating while simultaneously providing brushless power to the rotor winding set (see Brushless wound-rotor doubly-fed electric machine), the active current of the Synchronous WRDF electric machine would be independent of the reactive impedance of the transformer circuit and bursts of torque significantly higher than the maximum operating torque and far beyond the practical capability of any other type of electric machine would be realizable. Torque bursts greater than eight times operating torque have been calculated.
*From wikipedia: http://en.wikipedia.org/wiki/Electric_engines
SOme DC motors: http://www.3rivers.net/~cmac/cmac16.htm
Racing against the machine!
Edited 1 time(s). Last edit at 27/03/2009 19:34 by J-Raid.
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| 27 Mar, 2009 19:32 | Report |
|
New Era, New Sauber |
Date Joined: May, 2007 Location: France Posts: 8213 |
| 28 Mar, 2009 08:39 | Report |
|
Registered User |
Date Joined: Apr, 2008 Location: Belgium Posts: 458 |
Re: Electric engine
Upping the minimum weight would also benefit the safety of the KERS - using drivers. The cables are now so thin, that a 400V is set over them. Thicker cables would mean lower voltage and better isolation.
The cost of giving special suits to the marshalls: 25.000€. I hope that they don't hesitate in a serious crash to touch the car and get the driver out.
The cost of giving special suits to the marshalls: 25.000€. I hope that they don't hesitate in a serious crash to touch the car and get the driver out.
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| 28 Mar, 2009 08:42 | Report |
|
New Era, New Sauber |
Date Joined: May, 2007 Location: France Posts: 8213 |
Re: Electric engine
Quote:Bouncing Bullet
Upping the minimum weight would also benefit the safety of the KERS - using drivers. The cables are now so thin, that a 400V is set over them. Thicker cables would mean lower voltage and better isolation.
The cost of giving special suits to the marshalls: 25.000€. I hope that they don't hesitate in a serious crash to touch the car and get the driver out.
Spot on!
The cables part is another important point, though I think the team's aren't saving too much cable isolation, as it doesn't make a big difference in weight, and engineers will always opt for a bit safety in detrimental to weight, at least after the mechanic incident.
Also look at the words of Rampf back in Canada's 2007 accident: they always do the cokpit and chasis a bit heavier than what it could be, to make sure driver's safety is ok. Thats what saved Robert.
Few kilos made the difference between and injured and ankle and a RIP
Racing against the machine!
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