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Two-stage polyphase generator is usable as induction motor operable over range of speeds while powered from constant frequency source. It requires neither slip rings nor special adjustable-frequency power supplies or external reactive sources.
This paper presents the control system design for the Annular Suspension and Pointing System. Actuator sizing and configuration of the system are explained, and the control laws developed for linearizing and compensating the magnetic bearings, roll induction motor and gimbal torquers are given. Decoupling, feedforward and error compensation for the vernier and gimbal controllers is developed. The algorithm for computing the strapdown attitude reference is derived, and the allowable sampling rates, time delays and quantization of control signals are specified.
Mass drivers can serve to propel massive objects by expelling any available material as reaction mass, however, mass driver engines have several limitations such as relatively large payload size and dynamic stability problems. A number of alternative acceleration mechanisms exist which offer advantages for certain applications, such as higher acceleration at a sacrifice in efficiency, smaller possible size and decreased complexity at a sacrifice in service life, etc. The alternative concepts include several variants of the railgun, a family of superconducting slingshot oscillators, a momentum transformer, an impulse induction motor, and a family of hybrid synchronous accelerators. A potential application of considerable interest is the earth-based launching of space cargo or nuclear waste by using off-peak generating capacity to accelerate one ton cargo cylinders at intervals of several minutes.
Power dissipation is ac induction motor is reduced by circuit that lowers applied voltage when motor is idling or only lightly loaded. Timing voltages in phase with motor current are sensed a cross gate-controlled semiconductor whitch with motor, rather than across high-power resistor, as in earlier version.
A conceptual design of a 3600 rpm reciprocation expander was developed for maximum thermal input power of 80 kW. The conceptual design covered two engine configurations; a single cylinder design for simple cycle operation and a two cylinder design for reheat cycle operation. The reheat expander contains a high pressure cylinder and a low pressure cylinder with steam being reheated to the initial inlet temperature after expansion in the high pressure cylinder. Power generation is accomplished with a three-phase induction motor coupled directly to the expander and connected electrically to the public utility power grid. The expander, generator, water pump and control system weigh 297 kg and are dish mounted. The steam condenser, water tank and accessory pumps are ground based. Maximum heat engine efficiency is 33 percent: maximum power conversion efficiency is 30 percent. Total cost is $3,307 or $138 per kW of maximum output power.
A power control circuit for a three phase induction motor is described. The power factors for the three phases are summed to provide a control signal. This control signal is particularly filtered and then employed to control the duty cycle of each phase of input power to the motor.
It is pointed out that dc drives will be the logical choice for current production electric vehicles (EV). However, by the mid-80's, there is a good chance that the price and reliability of suitable high-power semiconductors will allow for a competitive ac system. The driving force behind the ac approach is the induction motor, which has specific advantages relative to a dc shunt or series traction motor. These advantages would be an important factor in the case of a vehicle for which low maintenance characteristics are of primary importance. A description of an EV ac propulsion system is provided, taking into account the logic controller, the inverter, the motor, and a two-speed transmission-differential-axle assembly. The main barrier to the employment of the considered propulsion system in EV is not any technical problem, but inverter transistor cost.
A failure detector is provided for detecting unidirectional failures in triacs, particularly as used in power factor controllers for induction motors. In a first embodiment, the triac voltage waveform is sensed and upon detection of an unbalanced signal, corresponding to failure of the triac in either the positive or negative direction, the triac is turned full on in both directions. In a second embodiment, a pair of pulsed signals are derived, the pulse durations of which are proportional to the phase difference between the load current and voltage for each half cycle, and the triac is turned full on responsive to a difference in pulse duration between the half cycle signals. An unidirectional open circuit detector is adapted to use a signal from either of the first and second embodiment to turn the triac off in response to an open circuit failure in either direction.
The considerations for eliminating acceleration noise cues in horizontal, linear, cyclic-motion sleds intended for both ground and shuttle-flight applications are addressed. the principal concerns are the acceleration transients associated with change in direction-of-motion for the carriage. The study presents a design limit for acceleration cues or transients based upon published measurements for thresholds of human perception to linear cyclic motion. The sources and levels for motion transients are presented based upon measurements obtained from existing sled systems. The approaches to a noise-free system recommends the use of air bearings for the carriage support and moving-coil linear induction motors operating at low frequency as the drive system. Metal belts running on air bearing pulleys provide an alternate approach to the driving system. The appendix presents a discussion of alternate testing techniques intended to provide preliminary type data by means of pendulums, linear motion devices and commercial air bearing tables.
The design and test results of a thyristor based inverter/charger are discussed. A battery charger is included integral to the inverter by using a subset of the inverter power circuit components. The resulting charger provides electrical isolation between the vehicle propulsion battery and ac line and is capable of charging a 25 kWh propulsion battery in 8 hours from a 220 volt ac line. The integral charger employs the inverter commutation components at a resonant ac/dc isolated converter rated at 3.6 kW. Charger efficiency and power factor at an output power of 3.6 kW are 86% and 95% respectively. The inverter, when operated with a matching polyphase ac induction motor and nominal 132 volt propulsion battery, can provide a peak shaft power of 34 kW (45 ph) during motoring operation and 45 kW (60 hp) during regeneration. Thyristors are employed for the inverter power switching devices and are arranged in an input-commutated topology. This configuration requires only two thyristors to commutate the six main inverter thyristors. Inverter efficiency during motoring operation at motor shaft speeds above 450 rad/sec (4300 rpm) is 92-94% for output power levels above 11 KW (15 hp). The combined ac inverter/charger package weighs 47 kg (103 lbs).
A power control circuit for a three phase induction motor is described. Power factors for the three phases are summed to provide a control signal, and this control signal is particularly filtered and then employed to control the duty cycle of each phase of input power to the motor.
A power factor controller for an ac induction motor is provided which is of the type comprising thyristor switches connected in series with the motor, phase detectors for sensing the motor current and voltage and providing an output proportional to the phase difference between the motor voltage and current, and a control circuit, responsive to the output of the phase detector and to a power factor command signal, for controlling switching of the thyristor. The invention involves sensing the induced emf produced by the motor during the time interval when the thyristor is off and for producing a corresponding feedback signal for controlling switching of the thyristor. The sensed emf is also used to enhance soft starting of the motor.
A solar powered system is disclosed in which a load such as a compressor is driven by a main induction motor powered by a solar array. An auxiliary motor shares the load with the solar powered motor in proportion to the amount of sunlight available, is provided with a power factor controller for controlling voltage applied to the auxiliary motor in accordance with the loading on that motor. In one embodiment, when sufficient power is available from the solar cell, the auxiliary motor is driven as a generator by excess power from the main motor so as to return electrical energy to the power company utility lines.
The performance characteristics of a small centrifugal pump in He I and He II are determined over the temperature range of 1.6 to 4.2 K. The single-stage pump is powered by a close-coupled cryogenic induction motor. In the absence of cavitation, pump performance (head and capacity) was found to be identical for He I and He II. Developed heads up to 16 m and capacities of up to 900 liters/hr are obtained at 7000 rpm. A three-blade screw inducer was shown to require much less suction head than a six-blade propeller inducer.
Low-frequency synthesizer developed to provide low-frequency waveform by synthesis from high-frequency power system. Waveform assembled by allowing conduction of discrete half cycles of high-frequency carrier. Frequency of synthesized wave controlled by pulse pattern. By controlling relationship between slip and stator frequencies, one operates induction motor either as motor or generator. Such bidirectional energy transducer used as starter/generator for engine, or as servo-mechanism for control of acceleration and deceleration. Other advantages include operation under controlled voltage-to-frequency ratios to maintain high-efficiency and high power factor, and no reflection of low-frequency noise into 20-kHz distribution bus.
The cavitation characteristics of a small preinduced centrifugal pump operating in He I and He II over the temperature range 1.8-4.2 K are presented. The pump and close-coupled induction motor operate immersed in liquid helium. A six-blade propeller inducer and a three-blade screw inducer were both tested. With this pump configuration using either inducer, there is a tremendous difference between the cavitation characteristics of He I and He II. The net positive suction head requirements for this pump with the screw inducer could not be determined for He I, but it is less than -100 mm and, depending on flow rate, ranges between 35 and 165 mm for He II.
The advanced launch system (ALS), is a launch vehicle that is designed to be cost-effective, highly reliable, and operationally efficient with a goal of reducing the cost per pound to orbit. An electromechanical actuation (EMA) system is being developed as an attractive alternative to the hydraulic systems. The controller will integrate 20 kHz resonant link power management and distribution (PMAD) technology and pulse population modulation (PPM) techniques to implement field-oriented vector control (FOVC) of a new advanced induction motor. The driver and the FOVC will be microprocessor controlled. For increased system reliability, a built-in test (BITE) capability will be included. This involves introducing testability into the design of a system such that testing is calibrated and exercised during the design, manufacturing, maintenance, and prelaunch activities. An actuator will be integrated with the motor controller for performance testing of the EMA thrust vector control (TVC) system. The EMA system and work proposed for the future are discussed.
Electro-mechanical actuator (EMA) systems are currently being investigated for the National Launch System (NLS) as a replacement for hydraulic actuators due to the large amount of manpower and support hardware required to maintain the hydraulic systems. EMA systems in weight sensitive applications, such as launch vehicles, have been limited to around 5 hp due to system size, controller efficiency, thermal management, and battery size. Presented here are design and test data for an EMA system that competes favorably in weight and is superior in maintainability to the hydraulic system. An EMA system uses dc power provided by a high energy density bipolar lithium thionyl chloride battery, with power conversion performed by low loss resonant topologies, and a high efficiency induction motor controlled with a high performance field oriented controller to drive a linear actuator.