Die Parameteridentifikation ist ein substanzieller Schritt zur Regelung der Käfigläufer-Asynchronmaschinen, die am häufigsten gebauten Form von Motoren in der Industrie. Die genauen Werte der Motorparameter sind für alle Komponenten einer feldorientierten Regelung, wie z. B. für den Entkopplungsblock und den Läuferflussschätzer, notwendig. In diesem Beitrag wird gezeigt, wie die Parameter im Stillstand anhand des NRLS-Algorithmus (Nonlinear-Recursive-Least-Square-Algorithmus) berechnet werden können.

In diesem Beitrag wird ein Verfahren vorgestellt wie gemessene Daten genutzt werden können, um die mit einem thermischen online-Modell geschätzten Temperaturen zu verbessern. Die Methode zeichnet sich insbesondere durch eine physikalisch interpretierbare Vorgabe von zwei Parametern aus, mit denen bestimmt werden kann, wo und wie stark die Daten zur Anpassung verwendet werden. Das Verfahren wird mit verschiedenen Einstellungen anhand von Versuchen getestet und bewertet. / A new technique to improve temperature estimation in electrical machines is proposed in this paper. An easily adjustable observer use local temperature data. In particular, the method is characterized by a physically interpretable specification of two parameters, which can be used to determine where and how much the data is used for adaptation. The procedure is tested and evaluated with different settings based on experiments carried out.

In diesem Beitrag wird ein analytischer Ausdruck für die Bestimmung des Sollwerts der Läuferflussverkettung einer Asynchronmaschine (ASM) bei der feldorientierten Regelung vorgestellt. Dieser Wert wird durch das Lösen des Wirkungsgradoptimierungsproblems für jeden Betriebspunkt hergeleitet. Bei der Berechnung werden die Begrenzung der Spannungen sowie der Ströme als Nebenbedingungen in Betracht gezogen. Dieser Algorithmus eignet sich für industrielle Anwendungen, aber auch für Tranktionsantriebe, die mit ASM betrieben werden. / In this contribution, an analytic expression for the reference value of the flux linkage of an induction machine during field oriented control is proposed. This value results from solving the efficiency optimization problem of the ASM at each operational point. The restrictions on the motor voltages and currents are also considered in the optimization problem as constraints.The proposed method is suitable for industrial applications such as electric cars equipped with induction motors.

Axial flux induction machines are attractive solutions for electric vehicle applications nowadays. Thanks to their high torque density and no need for rare-earth material for permanent magnets, axial flux induction machines are the most used electric machine type with good performance and low prices. Research on the thermal characteristics of induction machines can benefit the design development of products. Generally, the finite element analysis (FEA) method is used to conduct a fast thermal simulation of machines. However, a significant disadvantage of the FEA method is that the forced convection heat transfer and the fluid motion are challenging to consider. To solve this problem, the thesis work focuses on conducting a computational fluid dynamics (CFD) model to predict the temperature distribution of the AuraGen induction machine and the velocity distribution of the airflow by accurately considering the forced convection heat transfer and the fluid motion in different operation conditions. The thesis work covers the improvement of 3D cad models of the AuraGen induction machines and airflow fields, evaluation of simulation parameters of the CFD simulation models, and the comparison of results between the CFD simulation, FEA simulation, and physically experimental measurements. Finally, the best CFD simulation model can accurately predict the temperature distribution of all components of the induction machine and the airflow in the 3000, 2000, and 1000 rpm conditions. The accuracy satisfies the desired goal which is within 4℃ of the average error and 8℃ of the maximum error. Velocity distributions of the airflow can also show characteristics of the fluid motion from inlets to the outlet. Compared with simulation results of the FEA method, the CFD simulation model has significantly more accurate results when applied for a wide range of operating speeds to predict the temperature distribution in the forced convection heat transfer condition. The good CFD simulation results can help quickly discover design problems in the early stage of the product development process without making repeated prototype constructions and physical tests. The good CFD simulation results are beneficial to reducing the number of necessary prototypes and therefore reducing development costs and time consumed. / Axial Flux Induktionsmaskiner är attraktiva lösningar för elektriska fordonsansökningar nuförtiden. Tack vare sin höga vridmomentäthet och inget behov av sällsynt jordmaterial för permanenta magneter är Axial Flux-induktionsmaskiner den mest använda elektriska maskintypen med bra prestanda och låga priser. Forskning om induktionsmaskinernas värmekarakteristik kan gynna designutvecklingen av produkter. I allmänhet används metoden Finite Element Analysis (FEA) för att genomföra en snabb termisk simulering av maskiner. Emellertid är en signifikant nackdel med FEA-metoden att den tvungen konvektionsvärmeöverföringen och fluidrörelsen är svåra att ta hänsyn till. För att lösa detta problem fokuserar avhandlingsarbetet att genomföra en CFD-modell för att förutsäga temperaturfördelningen av Auragen-induktionsmaskinerna och luftflödeshastighetsfördelningen genom att noggrant överväga den tvungen konvektionsvärmeöverföring och fluidrörelse i olika driftsförhållanden. Avhandlingsarbetet täcker förbättringen av 3D CAD-modeller av Auragen-induktionsmaskiner och luftflödesfält, utvärdering av simuleringsparametrar för CFD-simuleringsmodellerna och jämförelsen av resultaten av CFD-simuleringen, FEA-simulering och fysiskt experimentella mätningar. Slutligen kan den bästa CFD-simuleringsmodellen noggrant förutsäga temperaturfördelningen av alla komponenter i induktionsmaskinen och luftflödet i 3000, 2000 och 1000 rpm-förhållandena. Noggrannheten uppfyller det önskade målet som är inom 4 ℃ från medelfelet och 8 ℃ från det maximala felet. Velocitetsfördelningar av luftflödet kan också visa egenskaper hos fluidrörelsen från inlopp till utloppet. Jämfört med simuleringsresultat av FEA-metoden har CFD-simuleringsmodellen betydligt mer exakta resultat när det appliceras för ett brett spektrum av driftshastigheter för att förutsäga temperaturfördelningen i det tvångsöverföringstillstånd. De goda CFD-simuleringsresultaten kan hjälpa till att snabbt upptäcka designproblem i ett tidigt skede av produktutvecklingsprocessen utan att göra upprepade prototypkonstruktioner och fysiska tester. De goda CFD-simuleringsresultaten är fördelaktiga för att minska antalet nödvändiga prototyper och därför minska utvecklingskostnaderna och tidsåtgången.

This work demonstrates the capability of a power electronic based power hardware-inthe- loop (PHIL) platform to emulate electric machines for the purpose of a motor drive testbench with a particular focus on induction machine emulation. PHIL presents advantages over full-hardware testing of motor drives as the PHIL platform can save space and cost that comes from the physical construction of multiple electric machine test configurations. This thesis presents real-time models that were developed for the purpose of PHIL emulation. Additionally, real-time modeling considerations are presented as well as the modeling considerations that stem from implementing the model in a PHIL testbench. Next, the design and implementation of the PHIL testbench is detailed. This thesis describes the design of the interface inductor between the motor drive and the emulation platform. Additionally, practical implementation challenges such as common mode and ground loop noise are discussed and solutions are presented. Finally, experimental validation of the modeling and emulation of the induction machine is presented and the performance of the machine emulation testbench is discussed. / Master of Science / According to the International Energy Agency (IEA), electric power usage is increasing across all sectors, and particularly in the transportation sector [1]. This increase is apparent in one's daily life through the increase of electric vehicles on the road. Power electronics convert electricity in one form to electricity in another form. This conversion of power is playing an increasingly important role in society because examples of this conversion include converting the dc voltage of a battery to ac voltage in an electric car or the conversion of the ac power grid to dc to power a laptop. Additionally, even within an electric car, power converters transform the battery's electric power from a higher dc voltage into lower voltage dc power to supply the entertainment system and into ac power to drive the car's motor. The electrification of the transportation sector is leading to an increase in the amount of electric energy that is being consumed and processed through power electronics. As was illustrated in the previous examples of electric cars, the application of power electronics is very wide and thus requires different testbenches for the many different applications. While some industries are used to power electronics and testing converters, transportation electrification is increasing the number of companies and industries that are using power electronics and electric machines. As industry is shifting towards these new technologies, it is a prime opportunity to change the way that high power testing is done for electric machines and power converters. Traditional testing methods are potentially dangerous and lack the flexibility that is required to test a wide variety of machines and drives. Power hardware-in-the-loop (PHIL) testing presents a safe and adaptable solution to high power testing of electric machines. Traditionally, electric machines were primarily used in heavy industry such as milling, processing, and pumping applications. These applications, and other applications such as an electric motor in a car or plane are called motor drive systems. Regardless of the particular application of the motor drive system, there are generally three parts: a dc source, an inverter, and the electric machine. In most applications, other than cars which have a dc battery, the dc source is a power electronic converter called a rectifier which converts ac electricity from the grid to dc for the motor drive. Next, the motor drive converts the dc electricity from the first stage to a controlled ac output to drive the electric machine. Finally, the electric machine itself is the final piece of the electrical system and converts the electrical energy to mechanical energy which can drive a fan, belt, or axle. The fact that this motor drive system can be generalized and applied to a wide range of applications makes its study particularly interesting. PHIL simplifies testing of these motor drive systems by allowing the inverter to connect directly to a machine emulator which is able to replicate a variety of loads. Furthermore, this work demonstrates the capability of PHIL to emulate both the induction machine load as well as the dc source by considering several rectifier topologies without any significant adjustments from the machine emulation platform. This thesis demonstrates the capabilities of the EGSTON Power Electronics GmbH COMPISO System Unit to emulate motor drive systems to allow for safer, more flexible motor drive system testing. The main goal of this thesis is to demonstrate an accurate PHIL emulation of a induction machine and to provide validation of the emulation results through comparison with an induction machine.

Hybrid electric vehicles significantly reduce exhaust emissions and increase fuel economy. Power packs are the most fundamental components in a series powertrain configuration of a hybrid vehicle, which produce the necessary power to run the vehicle. The aim of this project is to design a compact power pack for a series hybrid vehicle, using virtual prototyping. The hybrid electric vehicle characteristics and configurations are analysed, followed by an explanation of the principles of induction machines. A new type of rotary induction machine with an outer rotor construction is designed to be coupled with the novel rotary internal combustion engine with rotating crankcase in order to form the compact power unit for the hybrid vehicle. The starting and generation performance of the designed machine is analysed by an electric machine simulator, called JMAG. ADVISOR software is studied and utilised to simulate the overall vehicle performance, employing different categories of power packs in the powertrain. Results show that the proposed compact power pack has the best performance in terms of fuel economy, emissions and battery charging compared to the existing power unit options. Over the city cycle, fuel economy is increased by up to 47 % with emission reduced by up to 36 % and over the highway cycle, fuel economy is increased by up to 69 % with emission reduced by up to 42 %.

Submitted by Lucas Mangili Esteves null (lucas82031@aluno.feis.unesp.br) on 2017-02-09T18:36:57Z No. of bitstreams: 1 Dissertação_Lucas_final.pdf: 3159641 bytes, checksum: 2ee0f12201f163a9442f08759eb6e685 (MD5) / Approved for entry into archive by LUIZA DE MENEZES ROMANETTO (luizamenezes@reitoria.unesp.br) on 2017-02-14T16:49:23Z (GMT) No. of bitstreams: 1 esteves_lm_me_ilha.pdf: 3159641 bytes, checksum: 2ee0f12201f163a9442f08759eb6e685 (MD5) / Made available in DSpace on 2017-02-14T16:49:23Z (GMT). No. of bitstreams: 1 esteves_lm_me_ilha.pdf: 3159641 bytes, checksum: 2ee0f12201f163a9442f08759eb6e685 (MD5) Previous issue date: 2017-01-12 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Este trabalho apresenta uma análise do motor de indução trifásico (MIT), que é um dos motores mais utilizados em aplicações industriais, e de diferentes metodologias de controle de velocidade aplicadas para este tipo de motor. A princípio realizou-se um estudo do funcionamento do MIT sem nenhum tipo de controle, para somente depois analisar-se tanto técnicas clássicas e já bastante difundidas no controle deste tipo de máquina como também um tipo específico de controlador robusto, a fim de utilizá-lo para substituir os controladores clássicos na intenção de obter-se um desempenho superior. O controlador robusto escolhido foi do tipo com Estrutura Variável e Modos Deslizantes (CEV-MD). Este trabalho foca no estudo do Controle Vetorial Indireto com Orientação sobre o Fluxo do Rotor, sendo utilizados juntamente deste método um controlador clássico (do tipo PI, Proporcional Integral) e o controlador robusto projetado (do tipo CEV-MD), no intuito de realizar-se uma comparação entre o desempenho dos dois controladores mediante diferentes condições de operação, incluindo-se variação de parâmetros do motor e falhas de queda de tensão nos terminais da máquina. Todos os estudos e projetos resultaram em um conjunto de simulações no ambiente MATLAB/Simulink, a partir das quais constatou-se que o controlador robusto projetado apresentou um desempenho um pouco superior ao do PI, tanto no controle da velocidade quanto em relação a tolerar as falhas de queda de tensão. / This paper presents a three phase induction motor analysis, one of the most used machines in industries applications, and also shows different speed control methods for this kind of machine. At first a study about the IM (induction motor) was made without any control technique, and then an analysis of the classic and well known methods is presented, as well as an analysis of a robust controller, in order to replace the classic controllers by this one and achieve better performance. The chosen robust controller was a Variable Structure Controller with Sliding Mode. This paper focus is the study of the Indirect Vector Control with Rotor Orientation, which was used along a classic controller (PI – Proportional Integral) and the above proposed robust controller, in order to make a balance between both considering several operational conditions, including parameters variation and a particular fault (voltage drops on the motor terminals). All the analysis culminated in a set of simulations on the MATLAB/Simulink ambient, from which it was observed that the proposed robust controller showed a better performance than the PI, both on the speed control and the voltage drops faults tolerance.

The McTronX research group at the North–West University designs and develops Active Magnetic Bearings (AMBs). The group’s focus shifted to the design and development of AMB supported drive systems. This includes the electromagnetic and mechanical design of the electric machine, AMBs, auxiliary bearings as well as the development of the control system. The research group is currently developing an AMB supported high speed Induction Machine (IM) drive system that will facilitate tests in order to verify the design capability of the group. The research presented in this thesis describes the mechanical design and manufacturing of a high speed IM rotor section. The design includes; selecting the IM rotor topology, material selection, detail stress analysis and selecting appropriate manufacturing and assembly procedures. A comprehensive literature study identifies six main design considerations during the mechanical design of a high speed IM rotor section. These considerations include; magnetic core selection, rotor cage design, shaft design, shaft/magnetic core connection, stress due to operation at elevated temperatures and design for manufacture and assemble (DFMA). A critical overview of the literature leads to some design decisions being made and is used as a starting point for the detail design. The design choices include using a laminated cage rotor with a shrink fit for the shaft/magnetic core connection. Throughout the detail design an iterative process was followed incorporating both electromagnetic and mechanical considerations to deliver a good design solution. The first step of the iterative design process was, roughly calculating the material strengths required for first iteration material selection followed by more detailed interference fit calculations. From the detail stress analysis it became apparent that the stress in the IM rotor section cannot be calculated accurately using analytical methods. Consequently, a systematically verified and validated Finite Element Analysis (FEA) model was used to calculate the interferences required for each component. The detail stress analysis of the assembly also determined the allowable manufacturing dimensional tolerances. From the detail stress analysis it was found that the available lamination and squirrel cage material strengths were inadequate for the design speed specification of 27,000 r/min. The analysis showed that a maximum operating speed of 19,000 r/min can be achieved while complying with the minimum factor of safety (FOS) of 2. Each component was manufactured to the prescribed dimensional tolerances and the IM rotor section was assembled. With the failure of the first assembly process, machine experts were consulted and a revised process was implemented. The revised process entailed manufacturing five small lamination stacks and assembling the stack and squirrel cage afterwards. The end ring/conductive bar connection utilises interference fits due to the fact that the materials could not be welded. The process was successful and the IM rotor section was shrink fitted onto the shaft. However, after final machining of the rotor’s outer diameter (OD), inspections revealed axial displacement of the end rings and a revised FEA was implemented to simulate the effect. The results indicated a minimum FOS 0.6 at very small sections and with further analytical investigation it was shown that the minimum FOS was reduced to only 1.34. Although the calculations indicated the FOS was below the minimum prescribed FOS ? 2, the rotor spin tests were scheduled to continue as planned. The main reasons being that the lowest FOS is at very small areas and is located at non critical structural positions. The fact that the rotor speed was incrementally increased and multiple parameters were monitored, which could detect early signs of failure, further supported the decision. In testing the rotor was successfully spun up to 19,000 r/min and 27 rotor delevitation test were conducted at speeds of up to 10,000 r/min. After continuous testing a secondary rotor inspection was conducted and no visible changes could be detected. The lessons learnt leads to mechanical design and manufacturing recommendations and the research required to realise a 27,000 r/min rotor design. / Thesis (M.Ing. (Mechanical Engineering))--North-West University, Potchefstroom Campus, 2011.

The McTronX research group at the North–West University designs and develops Active Magnetic Bearings (AMBs). The group’s focus shifted to the design and development of AMB supported drive systems. This includes the electromagnetic and mechanical design of the electric machine, AMBs, auxiliary bearings as well as the development of the control system. The research group is currently developing an AMB supported high speed Induction Machine (IM) drive system that will facilitate tests in order to verify the design capability of the group. The research presented in this thesis describes the mechanical design and manufacturing of a high speed IM rotor section. The design includes; selecting the IM rotor topology, material selection, detail stress analysis and selecting appropriate manufacturing and assembly procedures. A comprehensive literature study identifies six main design considerations during the mechanical design of a high speed IM rotor section. These considerations include; magnetic core selection, rotor cage design, shaft design, shaft/magnetic core connection, stress due to operation at elevated temperatures and design for manufacture and assemble (DFMA). A critical overview of the literature leads to some design decisions being made and is used as a starting point for the detail design. The design choices include using a laminated cage rotor with a shrink fit for the shaft/magnetic core connection. Throughout the detail design an iterative process was followed incorporating both electromagnetic and mechanical considerations to deliver a good design solution. The first step of the iterative design process was, roughly calculating the material strengths required for first iteration material selection followed by more detailed interference fit calculations. From the detail stress analysis it became apparent that the stress in the IM rotor section cannot be calculated accurately using analytical methods. Consequently, a systematically verified and validated Finite Element Analysis (FEA) model was used to calculate the interferences required for each component. The detail stress analysis of the assembly also determined the allowable manufacturing dimensional tolerances. From the detail stress analysis it was found that the available lamination and squirrel cage material strengths were inadequate for the design speed specification of 27,000 r/min. The analysis showed that a maximum operating speed of 19,000 r/min can be achieved while complying with the minimum factor of safety (FOS) of 2. Each component was manufactured to the prescribed dimensional tolerances and the IM rotor section was assembled. With the failure of the first assembly process, machine experts were consulted and a revised process was implemented. The revised process entailed manufacturing five small lamination stacks and assembling the stack and squirrel cage afterwards. The end ring/conductive bar connection utilises interference fits due to the fact that the materials could not be welded. The process was successful and the IM rotor section was shrink fitted onto the shaft. However, after final machining of the rotor’s outer diameter (OD), inspections revealed axial displacement of the end rings and a revised FEA was implemented to simulate the effect. The results indicated a minimum FOS 0.6 at very small sections and with further analytical investigation it was shown that the minimum FOS was reduced to only 1.34. Although the calculations indicated the FOS was below the minimum prescribed FOS ? 2, the rotor spin tests were scheduled to continue as planned. The main reasons being that the lowest FOS is at very small areas and is located at non critical structural positions. The fact that the rotor speed was incrementally increased and multiple parameters were monitored, which could detect early signs of failure, further supported the decision. In testing the rotor was successfully spun up to 19,000 r/min and 27 rotor delevitation test were conducted at speeds of up to 10,000 r/min. After continuous testing a secondary rotor inspection was conducted and no visible changes could be detected. The lessons learnt leads to mechanical design and manufacturing recommendations and the research required to realise a 27,000 r/min rotor design. / Thesis (M.Ing. (Mechanical Engineering))--North-West University, Potchefstroom Campus, 2011.

Orientador: José Paulo Fernandes Garcia / Resumo: Este trabalho apresenta uma análise do motor de indução trifásico (MIT), que é um dos motores mais utilizados em aplicações industriais, e de diferentes metodologias de controle de velocidade aplicadas para este tipo de motor. A princípio realizou-se um estudo do funcionamento do MIT sem nenhum tipo de controle, para somente depois analisar-se tanto técnicas clássicas e já bastante difundidas no controle deste tipo de máquina como também um tipo específico de controlador robusto, a fim de utilizá-lo para substituir os controladores clássicos na intenção de obter-se um desempenho superior. O controlador robusto escolhido foi do tipo com Estrutura Variável e Modos Deslizantes (CEV-MD). Este trabalho foca no estudo do Controle Vetorial Indireto com Orientação sobre o Fluxo do Rotor, sendo utilizados juntamente deste método um controlador clássico (do tipo PI, Proporcional Integral) e o controlador robusto projetado (do tipo CEV-MD), no intuito de realizar-se uma comparação entre o desempenho dos dois controladores mediante diferentes condições de operação, incluindo-se variação de parâmetros do motor e falhas de queda de tensão nos terminais da máquina. Todos os estudos e projetos resultaram em um conjunto de simulações no ambiente MATLAB/Simulink, a partir das quais constatou-se que o controlador robusto projetado apresentou um desempenho um pouco superior ao do PI, tanto no controle da velocidade quanto em relação a tolerar as falhas de queda de tensão. / Mestre