Category: Iacdrive_blog

How is frequency inverter saving energy?

This studies show that up to 80 percent of the energy from the power source to the industrial consumer can be lost. Energy conversion—converting energy into useful work via motors, heat exchangers, process heaters, pumps, motors, fans, compressors, and so forth—represents a large opportunity for energy savings in manufacturing. Industrial electric motor-driven systems represent the largest single category of electricity use in China.

The industrial sector consumes approximately one-third of the energy used in China (see Fig. 1).

Studies show that up to 80 percent of the energy from the power source to the industrial consumer is lost through the transition of raw material to the point of useful output—much of that at the point of conversion from electrical to mechanical output (see Fig. 2).

Rising energy costs, a sense of environmental responsibility, government regulation, and a need for energy reliability are driving efforts for energy efficiency in manufacturing.

Energy is lost primarily in three areas:

  • Generation
  • Distribution
  • Conversion

The third area, energy conversion—converting energy into useful work via motors, heat exchangers, process heaters, pumps, motors, fans, compressors, and so forth—represents a large opportunity for energy savings in manufacturing.

Industrial electric motor-driven systems represent the largest single category of electricity use in the China—more than 65 percent of power demand in industry. Consequently, motor-driven systems offer the highest energy savings potential in the industrial segment.

Supporting this statistic, studies show that 97 to 99 percent of motor life cycle costs are expended on the energy that the motor uses. This fact alone should be a driving motivation for companies to perform a periodic energy consumption analysis on the motor systems they use in their facilities.

Inefficient and ineffective control methods in two areas waste motor systems’ energy:

  • Mechanical flow control (pumps, fans, compressors)
  • Energy recovery (regeneration of braking energy or inertial energy)

An inverter is an effective tool in conserving and recovering energy in motor systems.

What Is a frequency inverter? Why Use It?

A frequency inverter controls AC motor speed (see Fig. 3). The frequency inverter converts the fixed supply frequency (60 Hz) to a variable-frequency, variable-voltage output to enable precise motor speed control. Many frequency inverters even have the potential to return energy to the power grid through their regenerative capability.

A frequency inverter’s precise process and power factor control and energy optimization result in several advantages:

  • Lower energy consumption saves money
  • Decreased mechanical stress reduces maintenance costs and downtime
  • Reduced mechanical wear and precise control produces more accurate products.
  • Lower consumption lowers carbon emissions and helps reduce negative impact on the environment.
  • Lower consumption qualifies for tax incentives, utility rebates, and, with some companies, energy savings finance programs, which short

Why we need Engineers?

Even the humble motor car runs diagnostics that the garage read to see the problems with your car. This doesn’t involve technicians looking at the code that controls the car but is 100% driven by the faults flagged by the car’s management system programs. These could even be displayed to the users, the drivers like me and you but the manufacturers don’t want amateurs hacking around their management systems and you know that is exactly what we would do.

Do we ask for this functionality from our car manufacturer? Do we complain about it and ask for them not to fit it? Would we like to go back to the “golden age” of motoring where we spent as much time under the hood as we did on the road?

You do?…. Yeah right and neither do I nor do I want a plant where I need a guy with a laptop to diagnose a blown fuse, sticking valve, overload trip, etc .

We need to change as Engineers by selling systems to customers that fulfill their needs, that are safe and reliable, that follow industry and international best practices and are user friendly. The notion of having to wait for a blank cheque from the customer to fulfill these goals is really a cop out, you either do what is right or just walk away because at the end of all this it is you who are under scrutiny when things go wrong not the customer who will plead ignorance.

Non-regenerative & Regenerative DC Drives

Non-regenerative DC drives, also known as single-quadrant drives, rotate in one direction only & they have no inherent braking capabilities. Stopping the motor is done by removing voltage & allowing the motor to coast to a stop. Typically nonregenerative drives operate high friction loads such as mixers, where the load exerts a strong natural brake. In applications where supplemental quick braking and/or motor reversing is required, dynamic braking & forward & reverse circuitry, may be provided by external means.

Dynamic braking (DB) requires the addition of a DB contactor & DB resistors that dissipate the braking energy as heat. The addition of an electromechanical (magnetic) reversing contactor or manual switch permits the reversing of the controller polarity & therefore the direction of rotation of the motor armature. Field contactor reverse kits can also be installed to provide bidirectional rotation by reversing the polarity of the shunt field.

All DC motors are DC generators as well. The term regenerative describes the ability of the drive under braking conditions to convert the generated energy of the motor into electrical energy, which is returned (or regenerated) to the AC power source. Regenerative DC drives operate in all four quadrants purely electronically, without the use of electromechanical switching contactors:

  • Quadrant I -Drive delivers forward torque, motor rotating forward (motoring mode of operation). This is the normal condition, providing power to a load similar to that of a motor starter.
  • Quadrant II -Drive delivers reverse torque, motor rotating forward (generating mode of operation). This is a regenerative condition, where the drive itself is absorbing power from a load, such as an overhauling load or deceleration.
  • Quadrant III -Drive delivers reverse torque, motor rotating reverse (motoring mode of opera tion). Basically the same as in quadrant I & similar to a reversing starter.
  • Quadrant IV -Drive delivers forward torque with motor rotating in reverse (generating mode of operation). This is the other regenerative condition, where again, the drive is absorbing power from the load in order to bring the motor towards zero speed.

A single-quadrant nonregenerative DC drive has one power bridge with six SCRs used to control the applied voltage level to the motor armature. The nonregenerative drive can run in only motoring mode, & would require physically switching armature or field leads to reverse the torque direction. A four-quadrant regenerative DC drive will have two complete sets of power bridges, with 12 con trolled SCRs connected in inverse parallel. One bridge controls forward torque, & the other controls reverse torque. During operation, only one set of bridges is active at a time. For straight motoring in the forward direction, the forward bridge would be in control of the power to the motor. For straight motoring in the reverse direction, the reverse bridge is in control.

Cranes & hoists use DC regenerative drives to hold back “overhauling loads” such as a raised weight, or a machine’s flywheel. Whenever the inertia of the motor load is greater than the motor rotor inertia, the load will be driving the motor & is called an over hauling load. Overhauling load results in generator action within the motor, which will cause the motor to send cur rent into the drive. Regenerative braking is summarized as follows:

  • During normal forward operation, the forward bridge acts as a rectifier, supplying power to the motor. During this period gate pulses are withheld from reverse bridge so that it’s inactive.
  • When motor speed is reduced, the control circuit withholds the pulses to the forward bridge & simultaneously applies pulses to reverse b

Systems Development Life-Cycle

Step 1. Initiation
Step 2. System Concept Development
Step 3. Planning
Step 4. Requirements Analysis
Step 5. Design
Step 6. Development
Step 7. Integration and Test
Step 8. Implementation
Step 9. Operation and Maintenance
Step 10.Disposition

There are three major players present in this model; Customer (client), System Integrator, and Machine or device manufacturer.

In many instances, the result of step 4 (Requirements Analysis), is an RFQ for the system implementation has been issued to one or more systems integrators. Upon selecting the system integrator, step 5 (Design) begins. Upon completing step 5 (Design), the system or process flow is defined. One of the major outputs from step 5 are the RFQs for the major functional components of the finished system. Based on the RFQ responses (bids), the Machine or device manufacturers are chosen.

Steps 6, 7, and 8 are where all the individual functional components are integrated. This is where the system integrator makes sure the outputs and feedback between to machines or devices is defined and implemented. Step 8 ends with a full systems functional test in a real manufacturing situation is demonstrated to the customer. This test includes demonstrating all error conditions defined by the requirements document and the systems requirements document. If a specific device or machine fails its respective function it is corrected (programming, wiring, or design) by the manufacturer and the test begins anew.

Each of the scenarios presented is correct. The technician role being presented (customer, integrator, or manufacturer) is not clear. System diagnostics are mandatory and need to be well defined, even in small simple machines. There should be very few and extreme conditions under which the customer’s technician should ever have to dig into a machine’s code to troubleshoot a problem. This condition usually indicates a design or integration oversight.

(You can find a complete description here, http://en.wikipedia.org/wiki/Systems_development_life-cycle)

DC drive typical applications

DC drive technology is the oldest form of electrical speed control. The speed of a DC motor is the simplest to control, & it can be varied over a very wide range. These drives are designed to handle applications such as:

Winders/coilers – In motor winder operations, maintaining tension is very important. DC motors are able to operate at rated current over a wide speed range, including low speeds.

Crane/hoist – DC drives offer several advantages in applications that operate at low speeds, such as cranes & hoists. Advantages include low-speed accuracy, short-time overload capacity, size, & torque providing control. A typical DC hoist motor & drive used on hoisting applications where an overhauling load is present.

Generated power from the DC motor is used for braking & excess power is fed back into the AC line. This power helps reduce energy requirements & eliminates the need for heat-producing dynamic braking resistors. Peak current of at least 250 percent is available for short-term loads.

Mining/drilling -The DC motor drive is often preferred in the high-horsepower applications required in the mining & drilling industry. For this type of application, DC drives offer advantages in size & cost. They are rugged, dependable, & industry proven.

Techniques contribute in control system

1. Any successful methodology is not a simple thing to come by and typically requires a huge commitment in time and money and resources to develop. It will take several generations to hone the methods and supporting tools.

2. Once you get the methods and tools in place, you then face a whole separate challenge of indoctrinating the engineers in the methods.

3. Unique HMI text involves a lot of design effort, implementation, and testing.

Many of the techniques contributed by others in the discussion address faults, but how do you address the “normal” things that can hold up an action such as waiting for a process condition to occur, such as waiting for a level/pressure/temperature to rise above/fall below a threshold or waiting for a part to reach a limit switch?

Some methods allow for a text message that describes each step. When developing these text messages, I focus on what the step’s transition is waiting for, not the actions that take place during the specific step. This helps both the operator to learn the process as well as diagnose what is preventing the machine from advancing to its next step.

I have seen sequencing engines that incorporate a “normal” step time that can be configured for each step and if the timer expires before the normal transition occurs, then you have “hold” condition. While effective, this involves a lot of up-front development time to understand the process and this does not come cheaply (with another nod to John’s big check!).

(Side note on sequential operations: I have used Sequential Function Charts (SFCs/GRAFCET) for over 20 years and find them to be exceptionally well-suited for step-wise operations, both from a development perspective as well as a troubleshooting perspective.)

I have seen these techniques pushed by end users (typically larger companies who have a vested interest in standardization across many sites) as well as OEMs and System Integrators who see these as business advantages in shortening development, startup, and support cycles. Again, these are long-term business investments that require a major commitment to achieve.

DC Drives QUIZ

1. List three types of operations where DC drives are commonly found.

2. How can the speed of a DC motor be varied?

3. What are the two main functions of the SCR semi conductors used in a DC drive power converter?

4. Explain how SCR phase angle control operates to vary the DC output from an SCR.

5. Armature-voltage-controlled DC drives are classified as constant-torque drives. What does this mean?

6. Why is three-phase AC power, rather than single phase, used to power most commercial & industrial DC drives?

7. List what input line & output load voltage information must be specified for a DC drive.

8. How can the speed of a DC motor be increased above that of its base speed?

9. Why must field loss protection be provided for all DC drives?

10. Compare the braking capabilities of nonregenerative & regenerative DC drives.

11. A regenerative DC drive requires two sets of power bridges. Why?

12. Explain what is meant by an overhauling load.

13. What are the advantages of regenerative braking versus dynamic braking?

14. How is the desired speed of a drive normally set?

15. List three methods used by DC drives to send feed back information from the motor back to the drive regulator.

16. What functions require monitoring of the motor armature current?

17. Under what operating condition would the mini mum speed adjustment parameter be utilized?

18. Under what operating condition would the maxi mum speed adjustment parameter be utilized?

19. IR compensation is a parameter found in most DC drives. What is its purpose?

20. What, in addition to the time it takes for the motor to go from zero to set speed, does acceleration time regulate?

Industrial Ethernet vs. Fieldbus technologies

Where we really need digital communication networking, in my personal opinion, is down at the sensor/transmitter and positioner/actuator/valve level to take the place of 4-20 mA and on/off signals. Down at the level 1 of the Purdue reference model you need a fieldbus, not one of the “H2” types of fieldbus, but one of the “H1” types of fieldbus. When first introduced, these technologies were not as fast and not as easy to use has they could have been, but after many years of refinement these technologies are finally becoming sufficiently easy for most plants to use.

An “H1 fieldbus” is the most practical way to digitally network sensors/transmitters and positioners/actuators/valves to the DCS. Options include FOUNDATION fieldbus H1, PROFIBUS-PA, CompoNet, ASI, and IO-link. These protocols can take the place of 4-20 mA and on/off signals.

Note that “H1 fieldbus” should not be confused with the very different “H2 fieldbus” category of protocols used at level 1-1/2 of the Purdue reference model to connect remote-I/O,

Operate low speed generator and high speed generator in the same terminal

Can we operate low speed generator and high speed generator in the same terminal? Is there a mechanical effect?

First, specify that this is an isolated system with two generators feeding the same bus. Operation of an isolated system is different than a grid connected system, and the mode setting of the governors have to be set to accommodate this. Depending upon the prime mover type and governor model, improper tuning will manifest itself in speed variations. The size of the two machines relative to each other, as well as their size relative to the load, can have measurable impact as well. The best way to tell whether it is mechanical or electrical in nature is to look at the time-frame of the phenomena relative to the time constants of the various control and response loops.

Second, “…In large power system, generators are not connected in the same terminal…” is not generally true, there are many power plants where multiple generators feed the same bus before the power is utilized.

Third, “…frequency oscillation is about 1.5-2 Hz…”, if you mean that the frequency swings between 48 and 52 Hz routinely, that usually indicates a governor setup/tuning problem or a non-uniform load.

Fourth, reactive current compensation takes place in quadrature from real power and should have minimal effect on real power and only affect the terminal voltage if not set properly. Droop compensation is the means for ensuring that the AVRs do not fight with each other since you cannot have two independent controllers attempting to control the same control variable.

Fifth, regarding different types of prime movers, some are inherently more likely to induce mechanical vibrations, especially reciprocating engines, especially if they are not all of the same size and/or number of cylinders. The same is true of the loads, non-uniform, cyclic loads can cause very severe problems especially on isolated systems where the load is a significant percentage of the prime movers’ output power. The analysis of, and solution to, such problems is an interesting area of study.

Power industry engineers

The power industry has many tentacles. Energy production is one key subset, the design, manufacture, installation and operation of hydro, nuclear, fossil, renewables, etc is continuing to grow especially in the renewable area. Then there is the transmission of energy which includes the design/manufacture/construction/maintenance of substations, protection and control systems, overhead and underground lines, series and shunt compensation, etc. Last there is the distribution of the energy to the customers at the lower voltages which includes many of the transmission opportunities but introduces other niche areas like power quality, smart metering, distributed generation, etc.

It’s not as simple as stating you want a PHD in the power industry with hands on experience without first knowing the ins and outs of the business. As has been previously mentioned, get your BS in EE with a slant toward power. Get a job in a utility and learn the business top to bottom so you can actually make an intelligent decision on what area of the business floats your boat. Once you know that then pursue an advanced degree in that specific area (the real bonus is most companies will pay for it).