Modeling and control ofavariable-speedconstant-frequencysynchronousgenerator with brushless exciter
基于状态流的自动驾驶超车控制
10.16638/ki.1671-7988.2021.08.008基于状态流的自动驾驶超车控制李秋晨,孙鹏飞*(北京新能源汽车技术创新中心有限公司,北京100176)摘要:在自动驾驶中,交通规则是安全和避免事故发生的保证。
现在高级驾驶员发生的交通事故数量有逐渐上升的趋势。
然而,交通规则中的逻辑往往由法律文本抽象地表达。
文章用状态流实现了上述逻辑。
首先采用二值分类法对驾驶员的数据进行处理,判断超车条件。
然后建立地图数据库,连接Matlab获取交通规则许可。
其中双目摄像头用于获取车辆与障碍物的距离。
结果表明,上述逻辑适用于超车场景,并可推广到其他交通规则。
关键词:自动驾驶;交通规则;超车;二值分类中图分类号:U471 文献标识码:A 文章编号:1671-7988(2021)08-21-04Overtaking Control by Stateflow in Autonomous DrivingLi Qiuchen, Sun Pengfei*(Beijing New Energy Vehicle Technology Innovation Center Co., Ltd., Beijing 100176)Abstract:In the autonomous driving, traffic rules are the guarantee of safety and avoiding accidents. Nowadays the number of accidents of senior drivers tend to climb gradually. However, the traffic rules from legal text are written in natural language and are often abstract. In this paper, the logics are implemented in Stateflow. Use binary classification to deal with the data of human drivers, judging the condition to overtake. Then set up the map database and connect Matlab to get the traffic rule permit. Binocular camera is used to get the distance from the obstacle. The result shows that the logic is suit for overtaking and extends to other traffic rules.Keywords: Autonomous driving; Traffic rule; Overtaking; Binary classificationCLC NO.: U471 Document Code: A Article ID: 1671-7988(2021)08-21-041 简介迄今为止,自主驾驶对现代交通系统具有重要意义。
常用研磨机外文文献翻译、中英文翻译、外文翻译
常用研磨机外文文献翻译、中英文翻译、外文翻译Grinding machine is a crucial n processing method that offers high machining accuracy and can process a wide range of materials。
It is suitable for almost all kinds of material processing。
and can achieve very high n and shape accuracy。
even reaching the limit。
The machining accuracy of grinding device is simple and does not require complex ___.2.Types of Grinding MachinesGrinding machines are mainly used for n grinding of workpiece planes。
cylindrical workpiece surfaces (both inside and outside)。
tapered faces inside。
spheres。
thread faces。
and other types of ___ grinding machines。
including disc-type grinding machines。
shaft-type grinding machines。
ic grinding machines。
and special grinding machines.3.Disc-type Grinding MachineThe disc-type grinding machine is a type of grinding machine that uses a grinding disc to grind the ___。
电机及其控制英文作文
电机及其控制英文作文英文:Electric motors are a crucial component in many industries, from manufacturing to transportation. They convert electrical energy into mechanical energy, allowing for the movement of machinery, vehicles, and other equipment. The control of electric motors is also important, as it allows for precise adjustments in speed and direction.There are various types of electric motors, includingAC motors, DC motors, and stepper motors. Each type has its own unique characteristics and applications. For example, AC motors are commonly used in household appliances, while DC motors are often used in electric vehicles. Stepper motors are used in applications that require precise control, such as 3D printers.The control of electric motors can be achieved through various methods, such as using a motor controller or avariable frequency drive. These devices allow for the adjustment of the motor's speed and direction, as well as providing protection against overloading and overheating.In my experience, I have worked with electric motors in the automotive industry. We used DC motors to powerelectric vehicles, and the control of these motors was crucial for the performance of the vehicle. We used a motor controller to adjust the speed and direction of the motor, and to ensure that it did not overheat or overload.Overall, electric motors and their control play a vital role in many industries, and understanding their operation and application is important for anyone working in these fields.中文:电动机是许多行业的关键组件,从制造业到交通运输。
汽车变速器外文翻译
外文翻译Auto TransmissionFirst, an overview of automotive transmission and the development trendAutomobile available more than a century, especially from the mass production of motor vehicles and the automotive industry since the development of large, Car has been the economic development of the world for mankind to enter the modern life and have had a tremendous impact on the immeasurable, The progress of human society has made indelible contributions to the great, epoch-making set off arevolution. From From the vehicle as a power plant using internal combustion engine to start, auto transmission has become an important component. Is Generation is widely used in automotive reciprocating piston internal combustion engine with a small size, light weight, reliable operation and the use of The advantages of convenience, but its torque and speed range of smaller changes, and complex condition requires the use of motor vehicles Traction and the speed can be considerable changes in the scope. Therefore, its performance and vehicle dynamics and economy of There are large inter-contradictions, which contradictions of modern automotive internal combustion engine by itself is insoluble. Because Here, in the automotive power train set up the transmission and main reducer in order to achieve the purpose of deceleration by moment. Speed The main function of performance: ⑴ change gear ratio of motor vehicles, and expand the wheel drive torque and rotational speed of the Fan Wai, in order to adapt to constantly changing driving cycle, while the engine in the most favorable conditions within the scope of work; ⑵no change in the direction of engine rotation, under the premise of the realization of cars driving back; ⑶the realization of the free, temporary Interruption of power transmission, in order to be able to start the engine, idling, etc.. V ariable-speed drive transmission by the manipulation of institutions and agencies. Change the transmission ratio by way of transmission is divided into There are class-type, non-stage and multi-purpose three. Have class most widely used transmission. It uses gear drive, with a number of transmission ratio setting. Stepless transmission Continuously V ariable Transmission (CVT) transmission ratio of a certain The framework of multi-level changes may be unlimited, there is a common type of power and torque (dynamic fluid-type) and so on. Continuously V ariable Transmission Transmission development is the ultimate goal, because only it can make the most economical engine in working condition Can provide the best vehicle fuel economy and optimal power in order to provide the most comfortable By the feeling. Today's CVT is a typical representative of the CVTand IVT, however as a result of the reliability of Poor, non-durable materials and high cost issues, development is not very good. Comprehensive refers to transmission torque converter and the mechanical components have the level of transmission variable hydraulic mechanical Speed, the transmission ratio can be between the maximum and minimum range of a few discontinuous change for no class, but its Significantly lower transmission efficiency than the efficiency of gear drives. 2 By manipulation, transmission control type can be divided into mandatory, automatic and semi-automatic control to manipulate three - Species . Mandatory on the driver to manipulate the direct transmission gear shift control for the majority of motor vehicles used Also known as Manual Transmission Manual Transmission (MT). Automatic transmission control selection of the transmission ratio (transmission) is carried out automatically. Just add the driver to manipulate Speed pedal, you can control the speed, also known as Automatic Transmission Automatic Transmission (A T). It is According to the speed and load (throttle pedal travel) for two-parameter control, stall in accordance with the above two Parameters to automatically take-off and landing.A T and MT in common is that they are level transmission, but A T According to the speed of the speed shift automatically, you can eliminate the manual transmission "setback" of the shift feel. However, A T also have many drawbacks, such as body complex, mechanical efficiency is not high, high cost, reliability and control Sensitivity remains to be increasing . AMT (Automated Mechanical Transmission) is in the traditional dry clutch and manual transmission gear based on the transformation of form, mainly to change the part of the manual gearshift control. That is, the overall structure of the MT cases the same switch to electronically controlled automatic transmission to achieve. Semi-automatic control, there are two forms of transmission. A number of stalls is a common automatic control, and the remaining stalls manipulated by the driver; the other is pre-style, that is, pre-selected pilot stalls, the clutch pedal in the down or release the accelerator pedal, the for retirement or an electromagnetic device to shift the hydraulic device. In recent years, with advances in vehicle technology and road traffic density increased, the performance requirements of the transmission is also getting higher and higher. A large number of automotive engineers in improving the performance of automobile transmission study a great deal of effort devoted to the rapid transmission of technology development, such as A T, AMT, DCT, CVT and the emergence of IVT.2003 Hyundai A T, AMT, DCT, CVT forum reached a consensus on the following:in the next Development, MT will continue to be the most widely used automotive transmission, AMT will increase the proportion of the application, A T also Will occupy a large market share, CVT's use of certain limitations, can only be due to a number of small displacement Car, DCT (dual clutch transmission) will also be the budding growth. From 2003 to now, vehicle speed Thedevelopment of devices and the forum basically the consensus reached by consensus. By comparing the analysis, the traditional mechanical transmission is still the most widely used vehicle change Speed. Although it has many shortcomings, such as shifting the impact of large, bulky, cumbersome to manipulate and so on; however, it also There are many advantages, such as high transmission efficiency, reliable operation, long life, manufacturing processes mature and low cost. Therefore, if we can improve the mechanical transmission of the above-mentioned shortcomings, it still has great room for development.Second, Manual Transmission Fault DiagnosisManual transmission at the beginning of the fault diagnosis prior toFailure to confirm from other parts is not: to check the tire And wheels, to confirm the normal tire pressure, and the wheel is flat V alue of; to confirm instead of noise and vibration from the engine. Clutch , And steering and suspension, etc..(A), skip file1. PhenomenonV ehicle acceleration, deceleration, climbing or severe vehicle vibration, the gear lever neutral position automatically jump.2. Reasons① self-locking device of the ball did not enter the grooves or linked file does not meet the full-gear tooth meshing long;② self-locking device worn groove ball or serious, self-locking spring is too soft or broken fatigue;③ gear along the direction of tooth wear as a long cone-shaped;④ one or two too松旷shaft bearing, so that one or two three-axis and the crankshaft axis of the heart or different transmission and clutch shell shell bonding plane of the vertical axis the relative change in the crankshaft;⑤ Second Gear axis often axial or radial gap is too large;⑥ the axis of axial or radial gap is too large.3. Fault diagnosis and troubleshootingJump to file stalls Unascertained: After taking heat the entire vehicle, increase the use of continuous, slow approach to road test each file is determined.Will jump to the gear lever hanging file stalls the engine off, transmission cover removed carefully to observe the mating dance gear case file.① engagement does not meet the length, then the resulting fault;② to reach a total length of engagement, should continue to check;③ check mating wear parts: wear into a cone, then failure may be caused by;④ check b-axis of the gear profile and the axis of the axial and radial clearance, clearance is too large, then failure may be caused by;⑤ check self-locking devices, locking devices, if only a very small dynamic resistance, and even feel the ball is not plugged groove (the transmission cover caught in the vice, the hand-shaking shift stroke), the fault for the bad performance of self-locking ; Otherwise, the fault for the clutch and gearbox shell bonding plane and the vertical axis of the crankshaft caused by changes.(B), arbitrary files1. PhenomenonTechnical condition in the clutch normal circumstances, transmission at the same time put up or two files linked to the need to stall, the results linked to other stalls.2. Reasons① interlocking device failure: if the fork shaft, pin or interlocking interlocking ball too much wear and tear, etc.;② the bottom of the arc gear face wear and tear is too large or fork axis of the allocated blocks wear groove is too large;③ball pin gear lever broken or the ball-hole, ball松旷wear too. In short arbitrary file transmission is mainly due to institutional failure manipulation.3. Fault diagnosis and troubleshooting① linked to the need to stall, the results linked to the other stalls: rocking gear lever, to check their point of view before, if in excess of the normal range, while the lower end of failure by the gear lever ball pin and the positioning groove ball with or松旷, the ball is too large holes caused by wear and tear. Swung shift 360 °, compared with a broken pin.② If the pendulum angle to normal, still not on, or linked to more than picking file, then the lower end of failure by the gear lever away from the limitations arising from the groove in (due to break away from the bottom of the arc-shaped guide groove face wear and tear or wear).③ At the same time linked to the two files: the fault caused by the interlocking device failure.(C), the difficulties linked to files1. PhenomenonClutch technical condition, but can not be linked smoothly linked file into the stalls, often percussive sound gear.2. Reasons① synchronizer failure;② Bending fork shaft, locking the spring strong, ball injury, etc.;③ a shaft or a spline shaft bending injury;④ inadequate or excessive gear oil, gear oil does not meet the specifications.3. Fault diagnosis and troubleshooting①Synchronizer check whether the fall to pieces, cone ring is conical spiral groove wear, whether worn slider, spring is too soft, such as elastic.② If the Synchronizer normal, check whether the bending of a shaft, spline wear is severe.③ check whether the mobile axis normal fork.(D), abnormal sound transmission1. PhenomenonTransmission refers to transmission work abnormal sound when the sound is not normal.2. Reasons1) abnormal sound gearGear wear off very thin gap is too large, the impact of running in; bad tooth meshing, such as the repair did not replace the gear pairs. New and old gear with the gear mesh can not be correct; tooth metal fatigue spalling or damage to individual teeth broken; gear and the spline shaft with松旷, or the axial gear clearance is too large; axis caused by bending or bearing松旷space to change gears.2) Bearing ringSerious bearing wear; Bearing (outer) ring with the journal blocks (holes) with the loose; Ball Bearing Ma break-up or a point of ablation.3) ring made for other reasonsSuch as the transmission within缺油, lubricants have been thin, too thick or quality deterioration; transmission into the foreign body inside; some loose bolts fastening; odometer or the odometer shaft ring gear, such as fat.3. Troubleshooting①transmission issued metal dry friction sound, which is缺油and the poor quality of oil. Refueling and inspection should be the quality of oil, if necessary, replacement.② for moving into a file if the sound obvious, namely, the profile of gear tooth wear; If the occurrence of cyclical noise, while damage to individual teeth.③when the ring gap, and riding the clutch pedal under the noise disappeared after the general axis is a before and after the bearing or regular engagement ring gear; if any files are changed into the ring, after more than two-axis bearing ring.④transmission occurs when a sudden impact the work of sound, most of the tooth was broken and should be removed timely transmission inspection cover to prevent mechanicaldamage.⑤moving, only for transmission of a file into the ring gear made in the above-mentioned good premise, it should check with improper gear mesh, if necessary, should be re-assembling a pair of new gear. In addition, it may be synchronizer gear wear or damage should be repaired or replaced depending on the circumstances.⑥ when shifting gear ring made of impact, it may be the clutch or the clutch pedal can not be separated from stroke is incorrect, damaged synchronizer, excessive idling, gear improperly adjusted or tight-oriented, such as Bush. In such cases, to check whether the separation of the clutch, and then adjust the idle speed or the gear lever, respectively, the location, inspection-oriented with the bearing bushing and separation tightness.If excluded from the above examinations, the transmission is still made ring, should check the shaft bearings and shaft hole with the situation, bearing the state of their own technology, etc.; as well, and then view the odometer shaft and ring gear is made and, if necessary, be repaired or replacement.(E), transmission oil1. PhenomenonAround the transmission gear lubricants, transmission gear box to reduce the fuel can be judged as lubricant leakage.2. Reasons and troubleshooting① improper oil selection, resulting in excessive foam, or the volume too much oil, when in need of replacement or adjust the lubricant oil;② side cover is too loose, damaged gaskets, oil seal damage, damage to seals and oil seals should be replaced with new items;③ release and transmission oil tank and side cover fixed bolts loosening, tightening torque should be required;④ broken gear-housing shell or extended wear and tear caused by oil spills, must be replaced;⑤ odometer broken loose gear limit device must be locked or replaced; gear oil seal oil seal oil should be replaced.Third, the maintenance manual gearboxSantana is now as an example:Santana used to manually synchronize the entire, multi-stage gear transmission, there are four forward one block and reverse gear. Block are forward-lock synchronizer ring inertial, body-wide shift synchronizer nested engagement with a reasonable structure, the layout of a compact, reliable, long life and so on. However, if the use and maintenance is not the right way to do so, failure mayoccur at any time.The proper use of Synchronizer:1, the use of addition and subtraction block off both feet. Block addition and subtraction, if the clutch with one foot, then the speed at the time of addition and subtraction block must be correct, the timing should be appropriate and, if necessary, to addition and subtraction can be blocked off both feet, so that addition and subtraction method can reduce the block with Gear speed difference between the circumference, thereby reducing wear and tear Synchronizer to extend the life of Synchronizer.2, prohibited the use of tap-shift gear lever when the method (that is, a push of the operation of a song). Hand should always hold down the shift, this can greatly reduce the synchronizer sliding lock Moreton Central time and reduce wear and tear.3, no state in the gap off the use of force挂挡synchronizer start the engine. Moment of inertia as a great engine, the friction torque Synchronizer also small, so the time synchronization process is very long, so that lock ring temperature increased sharply, it is easy to burn synchronizer.4, is strictly prohibited by synchronizer clutch instead of the initial (that is, the use of non-use of the clutch friction synchronizer start挂挡role), control speed and braking.The correct use of lubricants:Santana at the factory, the transmission has been added to the quality of lubricating oil, under normal circumstances, the level of the transmission lubrication need to be checked. However, when normal travel 100,000 kilometers 10,000 kilometers -20 after the first lubricating oil must be replaced. Santana grade lubricants used in transmission as follows: Gear Oil API-GLA (MIL-L2105), SAE80 or SAE80W-90 grade汽车变速器一、汽车变速器概述及发展趋势汽车问世百余年来,特别是从汽车的大批量生产及汽车工业的大发展以来,汽车己为世界经济的发展、为人类进入现代生活,产生了无法估量的巨大影响,为人类社会的进步作出了不可磨灭的巨大贡献,掀起了一场划时代的革命。
汇川660f 工艺对象
汇川660f 工艺对象English Answer:Process Object for Huichuan 660F.Huichuan 660F is a high-performance frequency converter with a wide range of applications in various industrial fields. Due to its advanced control technology andexcellent performance, it has become a preferred choice for many users. To fully utilize the capabilities of Huichuan 660F and achieve optimal control effects, it is essential to establish a comprehensive and well-defined process object.1. Concept of Process Object.In the field of frequency converter control, the process object refers to the controlled object connected to the output of the frequency converter. It can be a motor, a pump, a fan, or any other type of electrical equipment thatrequires variable speed control. The process object has its own inherent characteristics and dynamics, which can significantly influence the control performance of the frequency converter. Therefore, it is crucial to accurately model the process object to ensure effective and stable control.2. Modeling of Process Object.The modeling of the process object for Huichuan 660F involves identifying its electrical and mechanical parameters. These parameters include armature resistance, armature inductance, motor inertia, motor friction, and load torque. The electrical parameters can be obtained from the motor nameplate or through offline measurements. The mechanical parameters, on the other hand, require more sophisticated methods to identify, such as inertia testing or load torque estimation.3. Transfer Function of Process Object.Once the electrical and mechanical parameters of theprocess object are determined, the transfer function can be derived. The transfer function is a mathematical representation of the relationship between the input (frequency command) and the output (motor speed) of the process object. It provides a concise description of the dynamic behavior of the process object and is essential for designing the control algorithm.4. Control Algorithm Design.Based on the process object model, an appropriatecontrol algorithm can be designed to achieve the desired control performance. Common control algorithms used for Huichuan 660F include Proportional-Integral-Derivative (PID) control, vector control, and adaptive control. Theselection of the control algorithm depends on the specific requirements of the application, such as speed accuracy, response time, and disturbance rejection.5. Parameter Tuning.After designing the control algorithm, the parametersof the algorithm need to be tuned to optimize the control performance. The parameters typically include PID gains, vector control parameters, and adaptive control parameters. Parameter tuning can be a complex and iterative process, requiring expertise in control theory and practical experience. It is important to note that the optimal parameters can vary depending on the specific process object and application conditions.Chinese Answer:汇川660F工艺对象。
(TMAG) DVC of BDFIM
Direct Voltage Control of Dual-Stator Brushless Doubly Fed Induction Generator for Stand-Alone WindEnergy Conversion SystemsXinchi Wei,Ming Cheng,Fellow,IEEE,Wei Wang,Peng Han,and Rensong LuoSchool of Electrical Engineering,Southeast University,Nanjing210096,ChinaThis paper presents a dual-stator brushless doubly fed induction generator-based stand-alone wind energy conversion sys-tem(DSBDFIG-SA-WECS).With the advantages of compact structure,high reliability,and low cost,the DSBDFIG-SA-WECS shows great potential in wind energy applications.Based on the traditional stator-flux-oriented control(SFOC),an improved direct voltage control(DVC)is proposed for stand-alone operation.Performance analysis is carried out to evaluate SFOC and DVC in the aspects of control objects,orientation,feedback,and parameters involved.The DVC method is simple,robust,and cost-effective with the outer stator current sensors eliminated,and there are no extra parameters involved that the control performance can be enhanced.Fair comparisons are made in simulation to demonstrate better performance of the proposed DVC,and the effectiveness of DVC is further validated by experiment under variable speed condition.Index Terms—Direct voltage control(DVC),dual-stator brushless doubly fed induction generator(DSBDFIG),stand-alone wind energy conversion system(SA-WECS),stator-flux-oriented control(SFOC).I.I NTRODUCTIONB RUSHLESS doubly fed machine is regarded as apotential alternative to the popular doubly fed induction machine in wind energy conversion and electrical drive systems[1]–[5].The original cascaded brushless doubly fed induction generator is simply formed by two wound rotor induction machines,with the bulky structure leading to limited application prospect.The following two categories with nested-loop cage rotor and reluctance rotor have much more compact structure;however,there are abundant harmonics existing in these machines,resulting in low power density and harmful vibration.In order to take full advantage of confined space,improve power density,as well as maintain the brushless superiority,a novel dual-stator brushless doubly fed induction generator(DSBDFIG)was proposed[6],[7]. As shown in Fig.1,the DSBDFIG consists of three parts: an outer stator with balanced three-phase windings,an inner stator with balanced three-phase windings,and a non-magnetic support with dual-layer iron cores equipped with reversely connected balanced three-phase windings on each layer[7]. With the above characteristics,the DSBDFIG shows great potential in wind energy applications.The grid-connected operation of DSBDFIG has been intensively studied in[6]. However,isolated electric supply is indispensable,since there are still many load centers,such as remote villages and islands,that are isolated from the main grid[8].This paper presents a DSBDFIG-based stand-alone wind energy con-version system(DSBDFIG-SA-WECS).A stator-flux-oriented control(SFOC),which is similar to that applied to stand-alone DFIG system in[9],is introduced.Then,a direct voltage con-trol(DVC)is proposed for simplicity,robustness,and excellent performance.Furthermore,the performance analysis of these Manuscript received November6,2015;revised January12,2016;accepted January31,2016.Date of publication February5,2016;date of cur-rent version June22,2016.Corresponding author:M.Cheng(e-mail: mcheng@).Color versions of one or more of thefigures in this paper are available online at .Digital Object Identifier10.1109/TMAG.2016.2526049Fig.1.Schematic of theDSBDFIG.Fig.2.Configuration of the DSBDFIG-SA-WECS.two schemes is carried out in detail.Finally,both simulation and experimental results demonstrate the effectiveness of the proposed DVC method.II.SA-WECS B ASED ON THE DSBDFIGThe configuration of the DSBDFIG-SA-WECS is shown in Fig.2.The rotor of the DSBDFIG is connected to the wind turbine,and the outer stator is connected to the load, while the inner stator is supplied with a bidirectional converter, which only handles a fraction of the rated power.An extra energy storage system(ESS)is connected to the dc link through dc/dc converter.Since the two electrical ports in0018-9464©2016IEEE.Personal use is permitted,but republication/redistribution requires IEEE permission.See /publications_standards/publications/rights/index.html for more information.Fig.3.SFOC of the DSBDFIG-SA-WECS.the DSBDFIG-SA-WECS are provided by outer and inner stator windings,respectively,brushes and slip rings can be successfully avoided in this novel system.In the DSBDFIG, the outer stator and the inner stator are coupled via the rotor of which the equivalent number of poles is selected as the total number of stator poles.Although the DSBDFIG has more complicated structure and higher number of poles than the traditional DFIG,the relatively low speed of DSBDFIG would contribute to a decrease in the required gear ratio.The DSBDFIG-SA-WECS can be designed as a multibrid system with a single-stage gearbox or even a direct-driven system without the gearbox.Therefore,the system reliability can be further improved,and the whole system cost could even be reduced.Fig.2also shows the powerflow of the DSBDFIG-SA-WECS,which is similar to that of a grid-connected system in[6].However,unlike grid-connected system,in which the constant dc bus is established by the grid side converter before the generator startup,an ESS is implemented in the stand-alone system to obtain preliminary charging of the dc link. When the energy extracted from wind is excessive,the excess energy fed from the inner stator would be stored in the ESS which would in turn supply power to the system during the period of low wind velocity.III.P ROPOSED C ONTROL S TRATEGYThe outer stator-flux-oriented vector control for grid-connected application is presented in[6]with the active and reactive powers of outer stator regulated by controlling the inner stator current.It should be modified for the case of stand-alone operation,since the outer stator windings are connected to the isolated load instead of the large power grid.However, the modeling of DSBDFIG for stand-alone operation is based on the same theory as that of grid-connected DSBDFIG in[6].A.Stator-Flux-Oriented ControlFig.3shows the SFOC of the DSBDFIG-SA-WECS.The angle of the outer statorflux is directly derived from a free running integral of the frequency demand(50Hz)[9].Fig.4.DVC of the DSBDFIG-SA-WECS.In the outer stator-flux-oriented dq reference frame,the outer statorflux equation can be divided into the following[6]:ψod=|ψo|=L o i od+L or i rd=L or i ms(1)ψoq=0=L o i oq+L or i rq(2) where| o|is the outer statorflux magnitude,ψod andψoq are the d-axis and q-axis components of o,L or is the mutual inductance between the outer stator and rotor windings,L o is the self-inductance of outer stator winding,i od,i oq,i rd,and i rq are the d-axis and q-axis components of outer stator and rotor currents,and i ms is the equivalent outer stator magnetizing current.As shown in Fig.3,| o|represented by the magnetizing current i ms is regulated by controlling the d-axis component of inner stator current i id.Meanwhile,the outer statorflux orientation is forced by setting the reference value of q-axis inner stator current i∗iq according to(3),which is derived by settingψoq to zero[6]i∗iq=L2or−L o L rL or L ir.(3)where L r is the total rotor inductance,and L ir is the mutual inductance between the inner stator and rotor windings.B.Direct Voltage ControlIn SFOC,the outer statorflux calculation needs both the feedback of outer stator voltage u o and outer stator current i o as well as the value of outer stator resistance R o.Besides, several inductance values(L o,L r,L or,and L ir)are involved in the calculation of i ms and i∗iq.Moreover,the proportional relation in(3)could only be approximately maintained in a limited speed range[6],which would lead to inaccurate orientation.A simplified DVC of the DSBDFIG-SA-WECS is shown in Fig.4,with the amplitude and the frequency of outer stator voltage being the direct control objects.Inaccurate orientation would occur in SFOC,but this is not the case in DVC since it is based on inner stator current orientation,which could be simply realized by setting the reference value i∗iq to zero.Then,the value of i∗id would represent the amplitude of the inner stator current.Therefore, the amplitude of outer stator voltage could be maintainedWEI et al.:DVC OF DSBDFIG FOR SA-WECSs 8203804TABLE IP ERFORMANCE C OMPARISON through the control of inner stator current i id .The actual amplitude of outer stator voltage |U o |can be easily gained through the following equation :|U o |=u 2o α+u 2o β(4)where u o αand u o βare the α-axis and β-axis components ofouter stator voltage in a static reference frame.The angle of the outer stator voltage is constantly given according to 50Hz frequency.Therefore,the inner stator frequency should be immediately changed according to the variation of rotor speed in order to realize constant outer stator frequency.C.Performance AnalysisIn order to evaluate the above two methods,the performance comparison in the aspects of control objects,orientation,feedback,and parameters involved is shown in Table I.1)The direct control objects of SFOC are the amplitude and the frequency of the outer stator flux,while that of DVC is the amplitude and the frequency of the outer stator voltage.The control objects of these two methods would be equal during steady-state operation.However,the flux calculation in SFOC needs the information of stator resistance value R o ,which would be easily influenced by temperature variation that could hardly be avoided in stator windings.2)Outer stator flux orientation in SFOC is forced by the linear relation between i oq and i iq ,which would only be approximately maintained in a limited speed range.Moreover,inaccurate orientation would occur if the corresponding parameters are not precisely estimated,while in DVC,accurate inner stator current orientationwould be easily realized by setting i ∗iqto zero.3)Feedback signals needed in SFOC are rotor position θr ,inner stator current i i ,outer stator voltage u o ,and outer stator current i o .However,the feedback of outer stator current i o can be avoided in DVC.Thus,overall cost of the controller would be reduced by eliminating the outer stator current sensors.4)Both inductance and resistance values are required in SFOC,which would result in instability problem after long-term operation.The control performance would be dramatically enhanced in DVC,since no extra parame-ters are required.IV.S IMULATION AND E XPERIMENTAL V ERIFICATION The simulation and experimental work have been carried out on a 5.6kW prototype of which the main parameters are shownin Table II [7].TABLE IIP ROTOTYPE PARAMETERSFig.5.Simulation results of (a)SFOC and (b)DVC,with a fixed rotor speed of 850r/min.A.Simulation ResultsTo validate the performance of the proposed DVC method,the simulation comparisons have been carried out between the two methods under the same conditions in the platform of the MATLAB/Simulink.The simulation time step is 2μs,and the sampling fre-quency is 5kHz.The reference frequency of the outer stator voltage is set at 50Hz in both methods.The reference amplitude of the outer stator voltage is set at 100V in DVC,and the reference magnetizing current in SFOC is given correspondingly.The simulation results of SFOC and DVC under the super-synchronous speed of 850r/min are shown in Fig.5(a)and (b),respectively.The inner stator current is controlled according to the rotor speed (850r/min)to maintain a constant output frequency (50Hz),and the amplitude of the outer stator voltage reaches the reference value of 100V .The simulation results in Fig.5show better performance of DVC with fewer fluctuations of the outer stator voltage u o .B.Experimental ResultsThe experimental platform of the DSBDFIG-SA-WECS is shown in Fig.6.A self-made converter and the corresponding peripheral circuits have been established.A dSPACE DS1103control board is employed to implement the real-time algorithm coding using the C programming language.8203804IEEE TRANSACTIONS ON MAGNETICS,VOL.52,NO.7,JULY2016Fig.6.Experimental platform of theDSBDFIG-SA-WECS.Fig.7.Experimental results of DVC under variable speed condition.(a)Speed.(b)Inner stator current.(c)Outer stator voltage amplitude.(d)Outer stator voltage frequency.(e)Outer stator voltage.An induction machine is controlled to emulate the wind turbine,and a three-phase 3kW resistive load is employed in the experiment.An encoder of 1024pulses per revolution is mounted on the shaft to detect the rotor position.In order to further validate the quality of the proposed DVC,experiments have been carried out under variable speed condition from sub-synchronous speed (650r/min)to super-synchronous speed (850r/min).The switching frequency is set at 10kHz,and the reference values of the outer stator voltage amplitude and frequency are set at 100V and 50Hz,respectively.The experimental results are shown in Fig.7.As shown in Fig.7,when the speed changes from sub-synchronous speed (650r/min)to super-synchronous speed (850r/min),the inner stator current frequency varies accord-ingly to maintain a constant output frequency.It can be seen from Fig.7(c)and (d)that the amplitude and the frequency of the outer stator voltage are successfully controlled to reach the reference values (100V and 50Hz,respectively),and the fluctuations are very small.The enlarged waveform of the outer stator voltage is shown in Fig.7(e).The above results demonstrate good performance of the proposed DVC.V.C ONCLUSIONIn this paper,a DSBDFIG-SA-WECS is presented,and the corresponding experimental test platform has been established.A traditional SFOC method needs both the feedback of outer stator voltage and current as well as the values of inductances and outer stator resistance.Therefore,a DVC method,simple,robust,and cost-effective,is proposed,since the outer stator current sensors can be eliminated and no extra parameters are involved.Performance analysis is carried out to demonstrate the superiority of DVC in the aspects of control objects,ori-entation,feedback,and parameters involved.To demonstrate better performance of the proposed DVC,comparisons have been made by simulations under the same conditions.Finally,the experimental results under variable speed condition further validate the effectiveness of the proposed DVC.A CKNOWLEDGMENTThis work was supported in part by the National Natural Science Foundation of China under Project 51320105002,and in part by the Research Fund for the Doctoral Program of Higher Education,China,under Project 20120092130008.R EFERENCES[1]M.Cheng and Y .Zhu,“The state of the art of wind energy conversionsystems and technologies:A review,”Energy Convers.Manage.,vol.88,pp.332–347,Dec.2014.[2]J.Hu,J.Zhu,and D.G.Dorrell,“A new control method of cascadedbrushless doubly fed induction generators using direct power control,”IEEE Trans.Energy Convers.,vol.29,no.3,pp.771–779,Sep.2014.[3]M.-F.Hsieh,I.-H.Lin,and D.Dorrell,“Magnetic circuit modeling ofbrushless doubly-fed machines with induction and reluctance rotors,”IEEE Trans.Magn.,vol.49,no.5,pp.2359–2362,May 2013.[4] D.G.Dorrell,A.M.Knight,and R.E.Betz,“Improvements in brushlessdoubly fed reluctance generators using high-flux-density steels and selection of the correct pole numbers,”IEEE Trans.Magn.,vol.47,no.10,pp.4092–4095,Oct.2011.[5]S.Niu,S.L.Ho,and W.N.Fu,“A novel double-stator double-rotorbrushless electrical continuously variable transmission system,”IEEE Trans.Magn.,vol.49,no.7,pp.3909–3912,Jul.2013.[6]M.Cheng,X.Wei,P.Han,Y .Zhu,and Z.Chen,“Modeling andcontrol of a novel dual-stator brushless doubly-fed wind power gen-eration system,”in Proc.17th Int.Conf.Elect.Mach.Syst.,Oct.2014,pp.3029–3035.[7]P.Han,M.Cheng,X.Wei,and N.Li,“Modeling and performanceanalysis of a dual-stator brushless doubly-fed induction machine based on spiral vector theory,”IEEE Trans.Ind.Appl.,vol.51,no.2,pp.1830–1839,Mar./Apr.2016.[8] A.K.Jain and V .T.Ranganathan,“Wound rotor induction generatorwith sensorless control and integrated active filter for feeding nonlinear loads in a stand-alone grid,”IEEE Trans.Ind.Electron.,vol.55,no.1,pp.218–228,Jan.2008.[9]R.Pena,J.C.Clare,and G.M.Asher,“A doubly fed induction generatorusing back-to-back PWM converters supplying an isolated load from a variable speed wind turbine,”IEE Proc.-Electr.Power Appl.,vol.143,no.5,pp.380–387,Sep.1996.。
永磁同步机变频调速系统MATLAB建模与仿真
定转矩, 突加扰动时系统波动较小, 充分说明系统 具有较好的鲁棒性. 采用该 PMSM 仿真模型可以便 捷地实现、 验 证 id = 0 控 制 算 法, 同时也为实际 PMSM 系统的设计和调试提供了有效途径 .
Speed Response curve of dq coordinate( 2000r / min)
图1 Fig. 1 变频调速系统原理框图
Matlab / Simulink 环境下, 通过这些功能模块的有机 组合, 建立永磁同步电机矢量控制系统的仿真模 型, 实现双闭环控制. 根据永磁同步电机变频调速系统原理结构 , 在 Matlab7. 0 / Simulink 仿真环境下, 利用 SimPowerSystem 里面丰富的模块库, 在分析永磁同步电机数学 模型的基础上, 建立永磁同步电机控制系统的仿真 模型
65532014025 DOI: 10. 6052 /1672定子磁链方程:
引言
重量轻、 能量 永磁同步电机( PMSM) 具有体积小、 转换效率高、 运行可靠性高及调速范围广等优点, 已 经逐步取代直流伺服电动机而用于高性能的交流伺 服系统中
[ 1 -2 ]
{
ψd = L d id + φf ψq = L q i q
{
u d = R s i d + pψ d - ω r ψ q u q = R s i q + pψ q - ω r ψ d
(1)
20120925 收到第 1 稿, 20130723 收到修改稿. * 国家自然科学基金资助项目( 50907011 ) 、 福建省杰出青年科学基金( 2012J06012 ) 、 福建省高校杰出青年人才培育基金( JA1108 ) 通讯作者 Email:aaa7997@ sina. com
空调系统设计外文文献
空调系统设计外文文献Title: Enhancing Human Comfort and Energy Efficiency through Advanced Air Conditioning System DesignAbstract:The design of air conditioning systems plays a crucial role in improving human comfort and energy efficiency. This paper presents a comprehensive review of the latest advancements in air conditioning system design, with a focus on enhancing the overall performance and user experience. By considering the specific needs and preferences of users, designers can create systems that not only provide optimal thermal comfort but also minimize energy consumption. This article aims to provide insights into the key aspects of air conditioning system design that contribute to improved human comfort and energy efficiency.1. IntroductionAir conditioning systems have become an integral part of modern living, providing thermal comfort in various indoor environments. However, the traditional approach to air conditioning design often fails to consider the individual preferences and needs of users, leading to suboptimal performance and energy wastage. This review highlights the importance of user-centric design principles inachieving enhanced comfort and energy efficiency.2. User-Centric Design ApproachTo ensure optimal comfort, it is essential to understand the specific requirements of users. Factors such as age, gender, activity levels, and personal preferences should be taken into account during the design process. By incorporating user feedback and conducting thorough user studies, designers can create systems that cater to individual needs, resulting in higher satisfaction levels and reduced energy consumption.3. Thermal Comfort OptimizationAchieving thermal comfort is a primary objective of air conditioning system design. By utilizing advanced control algorithms and sensors, designers can maintain a comfortable indoor environment while minimizing energy usage. The integration of adaptive control strategies, such as predictive modeling and occupancy-based control, allows for personalized comfort settings and further energy savings.4. Energy Efficiency EnhancementEnergy efficiency is a critical aspect of air conditioning system design due to environmental concerns and escalating energy costs. This section explores various energy-saving techniques, including advanced heat exchangers, variable speed compressors, and energyrecovery systems. By optimizing the system's components and incorporating intelligent control strategies, significant energy savings can be achieved without compromising comfort.5. Indoor Air Quality ConsiderationsBesides thermal comfort, indoor air quality greatly impacts occupant well-being. This section discusses the importance of proper ventilation, filtration, and contaminant control in air conditioning system design. By incorporating efficient air purification technologies and implementing effective ventilation strategies, designers can ensure a healthy and comfortable indoor environment.6. System Integration and Smart Building TechnologiesThe integration of air conditioning systems with smart building technologies offers unprecedented opportunities for improved comfort and energy efficiency. This section explores the potential benefits of integrating air conditioning systems with building automation systems, IoT devices, and data analytics. By leveraging real-time data and advanced control algorithms, designers can create smart systems that dynamically adapt to changing environmental conditions and user requirements.7. ConclusionThis article highlights the significance of user-centric designprinciples in air conditioning system design. By considering the specific needs and preferences of users, designers can create systems that enhance human comfort while minimizing energy consumption. The integration of advanced control strategies, energy-efficient components, and smart building technologies holds immense potential for achieving optimal comfort and sustainability in air conditioning systems.Keywords: air conditioning system design, thermal comfort, energy efficiency, user-centric design, smart building technologies, indoor air quality.。
电梯术语中英对照
Chinese English缩语abbreviation异常监听abnormality monitoring磨损abrasion耐磨性abrasion resistant砂布abrasive cloth减振器absorber交流拖动AC drive交流反馈控制AC feedback control交流电机AC motor交流伺服AC servo交流伺服电机AC servo motor交流单速AC single speed交流双速AC two speed交流双速电动机AC two speed motor交流调速AC variable speed加速度控制系统acceleration control system 加速器accelerator电梯验收acceptance of lift验收阶段acceptance period验收试验acceptance test验收证书acceptance certificate检修门access door禁止入内access forbidden通道电梯access lift通道防卫access security进出通道access way允许进入accessible允许进入的场地accessible space事故保险accident insurance事故预防accident prevention触电accidental contact误操作accidental operation折叠门accordion door蓄电池accumulator交流无齿曳引机AC-GL machine板牙screw die主动模式active mode实际载荷actual load实际状况actual state实际值actual value操作连杆actuating linkage操作磁铁actuating magnet动作时间actuation time调节器支架actuator bracket调节板actuator plate交流调频拖动ACVF drive交流调频系统ACVF system交流调压拖动ACVV drive交流调压系统ACVV system适配器adapter选通脉冲印刷电路板adapter PCB选配adapting自适应能力控制系统adaptive control system外圆addendum circle附加加工图adding working drawing附加材料additional materials防粘油adhesion protective oil胶粘薄膜adhesive foil胶带adhesive tape邻近的adjacent相邻出入口adjacent entrance调试adjustment可变电容器adjustable condenser可调电阻adjustable resistance可调扳手adjustable spanner调速电力拖动adjustable speed electricdrive调节螺丝adjusting screw调试员adjustor管理费用标准administration over-head rate 管理成本administration cost管理费用administration expenses提前开门advance door opening预付款advance payment超前拖板advanced carriage超前位置参考值advancing position referencevalue美观aesthetic售后服务after sales service航空钢丝绳air cord空气滤清剂air purifier通风管air ventilator空气分泄器air-bleed空气传播噪声airborne noise气隙air-gap警报alarm警铃alarm bell警铃按钮alarm button警报蜂鸣器alarm buzzer警报电路alarm circuit警报系统alarm system电梯U型排列法alcove arrangement算法规则系统algorithm校正align校正样板aligning template校正alignment校正量规alignment gauge碱alkali计算机全控的all-computer-controlled层站呼梯指令分配allocation of landing call允许暂时应力值allowable stress for temporaryload合金钢alloy steel改进alteration隔层alternate floor氧化铝alumina铝aluminum铝合金aluminum alloy铝青铜aluminum bronze铝制包层aluminum cladding防蚀铝alumite氧化铝alundum环境的ambient环境噪音ambient noise环境温度ambient temperature安培计ammeter氨ammonia电流强度amperage放大amplification放大等级amplification stage放大器amplifier放大管amplifying tube幅度amplitude模拟加法器analog adder模拟计算机analog computer模拟曲线板analog speed card模拟-数字转换器analog-digital converter分析模拟analysis mode地脚螺栓anchor bolt角钢angle bar角铁导轨angle guide角铁angle iron角铁框架angle iron frame接触角angle of contact导向角angle of deflection倾斜角angle of inclination导程角angle of lead曳引机包角angle of traction包角angle of wrap角钢angle steel向心推力球轴承angular contact ball bearing 角面接触滚动轴承angular contact bearing斜齿轮angular gear角减速度angular retardation角速度angular velocity退火anneal退火annealing年检annual inspection阳极anode氧极氧化anodize逆时钟方向anti-clockwise防腐蚀漆anti-corrosive paint防蠕动anti-creep抗摩擦轴承anti-friction bearing防干扰anti-nuisance防捣乱装置anti-nuisance device反向制动anti-phase braking反相电流anti-phase current补偿绳防跳装置anti-rebound of compensationrope device防剩磁anti-residual抗谐振anti-resonance防反转装置anti-reversion device防锈anti-rust防空转anti-stall防震垫anti-vibration pad视在功率apparent power视在输出apparent output应用指南application guide裙板aprons电弧隔离室arc chamber防电弧arc protection熄焊弧arc quenching电弧屏蔽arc shield灭焊器arc suppressor设计单位architect建筑学architecture门框architrave电驱armature电驱线圈armature coil电驱电流armature current电驱铁芯片armature lamination电驱轴armature shaft星形轮armature spider电驱绕组armature winding蛇皮管的armored蛇皮管电缆armored cable导线管armored conduit布置arrangement到站铃arrival bell到站蜂鸣器arrival buzzer到达楼层arrival floor到站钟arrival gong到站率arrival rate消耗品article of consumption人工智能artificial intelligence工艺artistic工艺表面artistic face石棉盘根asbestos packing上升ascending装配assemble汇编语言assembler language组装图assembly drawing铰链组装assembly of hinge分配assign装饰镶条astragal大气影响atmospheric influence附件attachment有司机控制attendant control有司机控制盒attendant controlcompartment有司机操作attendant operation音响信号audible signal音响信号系统audible signaling system磁带录音audio tape recording电梯验收部门authority of lift acceptance核准使用者authorized user自适用auto-adaptation自动计算机辅助设计AutoCAD自动记录仪autographic recorder自动的automatic自动分派器automatic allocator自动直驶automatic by-pass自动中分式滑动门automatic center openingsliding door自动关闭门automatic closer自动调度automatic dispatch自动门automatic door自动回基层automatic homing自动停站automatic landing靠备用蓄电池的自动停站设备automatic landing system by spare battery自动平层automatic leveling自动润滑装置automatic lubricator自动停车库automatic parking garage自动停车系统automatic parking system自动平层校正automatic re-leveling应急救助装置automatic rescue device自动返回automatic return自动中分式折叠滑动门automatic telescopic centeropening sliding door自动折叠式滑动门automatic telescopic slidingdoor汽车电梯automobile lift自动人行道Auto-walk辅助装置auxiliary apparatus辅助制动器auxiliary brake辅助电路auxiliary circuit辅助触点auxiliary contact辅助驱动auxiliary drive辅助锁auxiliary lock辅助量auxiliary materials辅助材料auxiliary value辅助绕组auxiliary winding有效面积available area平均轿厢负载average car load平均调度间隔时间average dispatching interval 平均调度间隔时间average interval平均乘客侯梯时间average passenger waitingtime平均应答时间average response time平均乘客量average waiting quest平均乘客侯梯时间average waiting time轴流式风扇axial flow fan轴线axis巴氏合金Babbit巴氏合金衬里轴承Babbit lined bearing巴氏合金熔化器Babbit meter巴氏合金Babbit metal灌注式巴氏合金绳头Babbit rope socket反向电流back current反电动势back e.m.f轮齿隙back lash后部柱塞式back plunger type轴流式限速器back type governor后壁back wall烤漆baked enamel平衡器balance weight平衡链balance chain平衡系数balance coefficient平衡交通balanced traffic滚珠轴承ball bearing球形碗ball cup球形硝ball pin球形断流器ball stop valve滚珠轴承ball type bearing镇流器ballast外侧盖板balustrade decking外装饰板balustrade exterior paneling 扶手照明balustrade lighting扶手板balustrade panel扶手群板balustrade skirting扶手装置balustrades带锯band-saw条形码bar code杆式锁bar lock裸线bare wire基板base plate底下室服务basement service底吊式basement type基础逻辑元件basic logic element基础逻辑功能basic logic function批量生产batch production电池支持的battery- backed蓄电池箱battery box电池充电器battery charger波特率baud rate梁beam井道内电缆保护垫片beam pad抗绳轮beam pulley轴承bearing轴承支架bearing bracket轴承盖bearing cap轴承负荷bearing load承重板bearing plate轴承间隙bearing play轴承衬套bearing sleeve轴承座bearing stand病床电梯bed lift底座bed plate胶带belt胶带传动belt drive胶带磨床belt grinder胶带轮belt pulley带式自动人行道belt type moving walk弯曲bending弯曲应力bending stress轻汽油benzine斜垫圈beveled washer报价单bid table投标有效期限bidding cycle发货单bill of delivery海运提单bill of lading费用帐单bill of expenses材料单bill of materials开发票billing二进制binary装订册binder垂直中分门bi-parting door双分式光电管bipartite light transistor 双稳态磁开关bistable magnetic switch 双稳态磁开关bistable switch沥青bitumen刀形连接器blade connector泄放电路bleed-off circuit方框图block chart方框图线路block diagram住宅楼区block of flats控制电路闭锁blocking of control circuit鼓风机blower吹弧线圈blower coil风机电动机blower motor蓝图blue print登梯楼层boarding floor登梯时间boarding time登梯boarding登梯层站boarding landing登梯乘客boarding passenger登梯率boarding rate登梯停站boarding stop登梯区域boarding zone绕线管bobbing粗字体boldface type螺杆bolt升压机booster边界条件border condition镗boring镗床boring lathe镗床boring machine镗铣床boring miller轿底安全高度间隙bottom car clearance底部轿厢越程bottom car over-travel底部轿厢越程bottom car runby轿底间隙bottom clearances for car轿底对重间隙bottom counterweightclearance轿底对重越程bottom counterweight over-travel轿底对重越程bottom counterweight runby 门下角bottom door retainer底部楼层bottom floor底部越程bottom runby底部减速开关bottom slow down switch底部停战bottom stop底部楼层bottom terminal floor底部端站bottom terminal landing底端停站bottom terminal stop箱式对重box counterweight盲文字符Braille制动器brake制动器臂brake arm制动器触点brake contact制动器联轴器brake coupling制动盘brake dish制动轮brake drum制动力brake energy制动器杠杆brake level制动器手柄brake lever制动器衬套brake lining制动器连杆brake linkage制动操纵开关brake operator switch 制动器悄brake pin制动轮brake pulley制动器松闸手柄brake release lever制动器送闸磁铁brake release magnet 制动器松闸时间brake release time制动靴brake shoe制动器间距brake spacing制动弹簧brake spring制动器张紧力brake tension制动器力矩brake torque制动器板手brake wrench制动braking制动距离braking distance制动力braking force分支电路branch circuit铸铜brass founder故障break-down破断负荷breaking load破断强度breaking strength破坏实验breaking test通气管breather砖砌工brick-layer桥式电路bridge circuit桥接器bridge connector桥接片bridge jumper桥式整流器bridge rectifier光度控制bright controlling拉力broach拉床broaching machine手册brochure断链触点broken chain contact断路broken circuit主驱动链保护装置broken drive chain contact驱动链条保护装置broken drive-chain safetydevice驱动链条列断安全装置broken rope contact断绳触点broken step chain contact断绳开关broken step chain device梯级链断列触点broken step chain safetydevice梯级破列安全装置broken step safety device短带开关broken tape switch铜bronze哑光不锈钢brush finished stainless steel 刷架brush yoke缓冲器buffer缓冲器底座buffer base缓冲器板buffer plate缓冲器柱塞buffer plunger缓冲器复位弹簧buffer return spring缓冲器台buffer stand缓冲器撞板buffer striking plate缓冲器冲程buffer stroke缓冲器支承buffer support缓冲器开关buffer switch土建图纸builder's work drawing大楼设施building facility大楼监管中心building supervision center建筑单位builder土建工程builder's work建筑面积building area建筑承包商building contractor大楼管理者building manager大楼监管和安全系统building monitoring andsecurity system大楼居住人口building population内装built-in组合式自动扶梯built-in escalator弹簧式缓冲器bumper防撞板bumper rail颠簸振动的运行bumpy ride埋入的buried程序灌入burn in去毛刺burr free总线bus汇流条bus bar衬套bush加衬轴套bushed bearing按钮button按钮开关button switch买方buyer蜂鸣器buzzer蜂鸣器开关buzzer switch直驶bypass直驶按钮by-pass button溢流阀by-pass valve直驶不停楼层bypassed floor直驶不停层站bypassed stop轿厢内部cab interior电缆箱cable box缆车cable car电缆夹具cable cleat电缆导线cable conductor电缆引入cable entry电缆吊架cable hanger电缆孔cable hole电缆接头cable joint电缆末端cable termination电缆接头cable trunk计算机辅助设计CAD轿厢cage轿厢门cage door呼梯接收call acceptance接受呼梯call accepted接受呼梯指示灯call accepted indicator 接受呼梯信号call accepted signal呼梯分派call allocation呼梯指令分配call assignment呼梯信号带call band呼梯按钮call button呼梯取消call cancel呼梯取消call canceling呼梯重合call coincidence呼梯计数系统call counting system 呼梯指令控制call control呼梯指令发送器call emitter呼梯输入call input呼梯输入内容call input capacity呼梯输入装置call input device呼梯输入call load呼梯记忆call memory登陆的呼梯call registered登陆的呼梯信号call registered signal呼梯登陆信号call registration indicator呼梯顺序call sequence呼梯登陆call registration召修call-back召修信息call-back message召唤盒calling board呼体楼层calling floor呼梯calling landing维修召唤应答时间call-out response time急修服务call-out service强制操纵凸轮cam for positive operation 偏心柄cam lever偏心轴cam shaft偏心带控制cam tape control凸轮传动装置cam-gear呼梯信号消除canceling of call signal帆布canvas帆布软管canvas hose螺母cap nut电容capacitor电容器电机capacitor motor载量标牌capacity plate绞盘capstan滚柱式安全钳captive roller safety gear轿厢car轿厢报警器car annunciator轿厢到站预报钟car approaching gong轿厢入口群板car apron轿厢开关自动停站car automatic switch landing 轿厢中心线car axis轿厢后壁car back wall轿厢安全高度car bottom clearance轿厢底部越层car bottom over-travel底部越程car bottom runby轿厢缓冲器car buffer轿厢按钮car button轿厢体car cab轿厢指令car call轿厢指令按钮car call button轿内召唤取消car call cancel轿厢指令控制car call control碰铁car cam轿厢顶盖car canopy轿厢装饰顶car ceiling轿厢驶近指示灯car coming indicator轿厢操纵手柄car control lever轿厢操纵开关car control switch轿厢对重car counterweight轿厢上梁car cross-head轿厢深度car depth轿厢调度car dispatch轿门car door轿门栓car door catch轿门关闭器car door closer轿门电触点car door electric contact轿门导靴car door guide shoe轿门联锁car door interlock轿门门锁car door lock轿门导轨car door rail轿门地坎car door sill轿门导轨car door track汽车电梯car elevator轿厢安全窗car emergency opening轿厢应急释放按钮car emergency release switch 轿厢壁板car enclosure panel轿厢壁板car enclosures轿厢入口car entrance轿厢风扇car fan轿厢活动地板car floating movable platform 轿厢框架附件car frame attachment轿厢下梁car frame plank轿厢立柱car frame upright轿厢前壁car front满载轿厢控制car full control轿厢门car gate轿门触点car gate contact轿门电气触点car gate electric contact轿厢导轨car guide轿厢导轨中心线car guide axis轿厢扶手car handrail轿厢高度car height轿厢照明car illumination轿厢隔震器car isolation轿厢平层装置car leveling device汽车电梯car lift轿厢照明装置car light轿厢照明car lighting轿厢手动开关停站car manual switch landing轿厢操纵盘car operation board操纵箱car operation panel轿厢超载car overload轿厢壁板car panel轿厢壁板附件car panel attachment轿厢壁板底座car panel base轿厢壁板上窗口car panel with window轿厢驻停装置car parking device轿厢站台护板car platform guard轿厢car platform sill轿厢位置参考值car position reference value 轿厢优先权car preference轿厢按钮car push-button轿厢后壁car rear wall轿厢安全钳car safety杂货梯轿厢安全棒car safety bar for dumbwaiter 轿厢安全钳car safety gear轿厢安全钳联动开关car safety mechanism switch 轿厢绳轮car sheave轿厢安全侧门car side emergency door轿厢侧面开门car side opening轿厢侧壁car side wall轿厢地坎car sill轿厢操纵站car station轿厢运行状态信息car status information轿厢停止car stop轿厢悬挂装置car suspension轿厢开关car switch轿厢开关自动停站装置car switch automatic floorstop operation轿厢开关控制car switch control轿厢顶部car top轿顶安全高度car top clearance轿顶护栏car top guard轿顶检修装置car top inspection device轿顶照明装置car top light轿顶防护栏杆car top protection balustrade 轿顶防护栏杆car top protection railing轿厢通风car ventilation轿厢重量car weight轿厢宽度car width碳刷carbon brush碳精触点carbon contact碳素钢carbon steel渗碳硬化carburized hardening渗碳剂carburizer卡片读出器card reader万向接头cardan joint运费carriage charges车辆运货电梯cart elevator插塞式熔断器cartridge fuse刻模机carving machine串接式子回路cascade sub-loop油缸套casing of cylinder录音带cassette tape铸青铜cast bronze铸铁cast iron铸钢cast steel铸造casting蓖麻油castor oil安全钳catch block捕捉夹钳catch clip捕捉装置catch device阴极cathode吊顶ceiling轿顶ceiling assembling纤维板cellulose混凝土cement concrete离心制动器centrifugal brake中心门栓center latch中心线center line曲率中心center of curvature中分式门center opening中分门center opening door中分四扇门center opening two speeddoor中分式垂直滑动门center opening vertical slidingdoor柱塞直顶式液压电梯center plunger hydraulic lift中分式折叠门center-opening folding door摄氏温度centigrade中央报警central alarm中央监控盘central control board中央监控室central control room中心液压装置central jack中心位置central position离心的centrifugal离心铸造centrifugal cast离心式风扇centrifugal fan离心式限速器centrifugal governor离心速度centrifugal speed离心开关centrifugal switch离心式限速器centrifugal type governor向心力centripetal force搪瓷电容ceramic capacitor认证机关certifying body手拉葫芦chain block链条托架chain bracket链传动chain drive链驱动升降机chain drive elevator链驱动机chain drive machine链轮chain gear链防护罩chain guard链条节距chain pitch链条下垂度chain sag链支撑升降机chain sustained elevator链张紧装置chain tensioning device链轮chain wheel链轮导轨chain wheel track转换开关change switch转化触点change-over contact换乘电梯层站change-over landing转换开关change-over switch变化极性change-pole槽铁channel iron槽钢channel steel特性曲线characteristic curve充电接触器charging contactor充电charging set图表chart成本图表chart of accounts止逆阀check valve总工程师chief engineer音钟chime芯片chip木屑板chipboard凿子chisel扼流线圈choke coil斩波器chopper铬chrome卡盘chuck煤渣混凝土cinder concrete电路circuit电路图circuit diagram周节circular pitch循环泵circulating pump圆周力circumferential force圆周速度circumferential speed圆周速度circumferential velocity盖板clacking装饰cladding夹clamp夹钳clamping jaw夹紧套桶clamping sleeve制动带clamping strap灾荷种类class of loading净深度clear depth净尺寸clear dimension门净高度clear door height门净宽度clear door width轿厢入口净尺寸clear entrance to the car净高clear height井道净尺寸clear hoistway净宽度clear width裙板间隙clearance between skirtpanels轿底安全高度clearance bottom car轿顶安全高度clearance top car对重装置顶部安全高度clearance top counterweight 梯级竖板cleated riser间隙clearanceU型夹clevis钳夹clip顺时针的clockwise闭合电路close circuit闭环closed loop关闭位置closed position关闭位置检测closed position monitoring闭环控制closed-loop control闭合式电动机closed-type motor关门器closer关闭力closing force门关闭速度closing speed门关闭运行closing travel切断阀closing valve离合器clutch离合器部件clutch component离合器板clutch plate离合器释放套管clutch release sleeve离合器弹簧clutch spring滑行停车coast to stop涂层coating同轴电缆coaxial cable龙头cock代号文字code word系数coefficient摩擦系数coefficient of friction线圈外壳coil case螺旋弹簧coiled spring重合记忆coincidence memory重合呼梯指令coinciding call冷阴极cold cathode栅栏门collapsible door折叠式门collapsible type door环collar集电刷collecting brush轴环collecting ring集中控制collective control全自动集中控制collective full automaticoperation集中操作电梯collective operation elevator 集选collective selective集选控制collective selective control集电路collector碰撞开关collision switch彩色不锈钢colored stainless steel不褪色的colorfast无色的colorless梳齿板安全装置comb contact梳齿板comb floor plate梳齿灯comb light梳齿板照明comb lighting梳齿板comb plate梳齿板触板comb plate contact梳齿板安全装置comb plate safety device整流commutation换向环commutator整流子电刷commutator brush整流片commutator lug金属整流器commutator metallic segment 紧凑的compact比较器comparator曳引绳补偿装置compensating device for hoistropes补偿/补偿器compensating/equalizer disk 补偿compensating补偿链装置compensating chain device补偿电容器compensating condenser偿装置compensating device补偿绳compensating rope补偿绳装置compensating rope device补偿绳绳头板compensating rope hitch补偿绳轮compensating rope sheave补偿绳绳头compensating rope socket补偿绳绕组compensating winding补偿绳轮安全开关compensating-rope sheavesafety switch补偿绳轮开关compensating-rope sheaveswitch补偿链compensation chain补偿绳线圈compensation coil补偿绳compensation rope补偿绳轮compensation sheave竞争机制competitor system部件component复励电动机compound wind motor复绕compound wound综合的comprehensive压缩弹簧compressing spring压缩compression压缩开关compression switch压应力compressive stress压缩器compressor电脑程序控制系统compulogic system计算机外围装置computer peripheral devices 计算机模拟computer simulation运算容量computing power暗式链条concealed hinge集中载荷concentrated load同心性concentricity合同成交conclusion of contract混凝土井道concrete hoistway混凝土机座concrete machine block混凝土墙concrete wall功率因素补偿电容condenser for power factorimprovement付款条件condition of payment合同条件conditions of contract导线conducting wire导电的conductive导体conductor导线管conduit导线管接头conduit fitting滚锥轴承cone roller bearing会议室conference room锥形制动器conical brake锥销conical pin锥度conicity串接connect in series连接件connecting piece连接connection控制柜连线图connection diagram ofcontroller依次派出的轿厢consecutively departing功率恒定型电机constant HP motor力矩恒定型电机constant torque motor建筑起重机construction crane土建图construction layout drawing消耗consumption触点contact接触角contact angle触头撑条contact brace触头烧损contact burning触头支架contact carrier有触点控制contact control有触点控制系统contact control system强迫操动触头contact forcibly actuated触头固定架contact holder接触输入端contact input保证额定载荷contact load触头垫片contact mat常闭触点contact normally closed常开触点contact normally open触头压力contact pressure接触电阻contact resistance无触点contactless无触点控制contactless control无触点控制系统contactless control system无触点开关contactless switch接触器contactor轿内继续运行指示器continuing travel indicator连锁配置continuous line arrangement 连续速度控制continuous speed regulation 继压开关continuous-pressure button合同负载contract load赔偿合同contract of indemnity合同制度contract work system调节放大器control amplifier控制总线control bus控制柜control cabinet控制电缆control cable控制电路control circuit扶手带断带保护装置control device for handrailbreakage控制特征control feature控制论control gear扶手带断带保护装置control guard for handrailbreakage控制杆control lever控制屏control panel控制台control stand控制站control station控制开关control switgh控制系统control system电梯控制系统control system for elevator控制技术control technique控制形式control type控制阀control valve液压调节阀装置control valve unit控制角controlled angle控制柜controller控制柜底座controller base控制柜controller cabinet控制屏controller panel控制柜电路图controller wiring diagram控制电路controlling circuit逆时针方向counter-clockwise常规的conventional普通电梯conventional lift换流器盘converter panel换流器组件converter set换流装置converter unit乘客载运conveyance of passengers输送机conveyer输送车轨道conveyer track冷却装置cooler空调制冷cooler air-conditioner半导体冷却装置cooling device forsemiconductor冷却风扇cooling fan铁心core铁心压力core press铁心通风core ventilation软木cork软木盘根cork packing对角立柱corner post尸体升降机corpus lift正确相序correct phase sequence校准运行correcting travel校正维修corrective maintenance走廊corridor防腐蚀的corrosion proof耐腐蚀的corrosion resistant涂防锈漆层corrosion resistant coating腐蚀的corrosive成倍核算cost accounting成本分析cost analysis成倍计算cost calculation成本比较cost comparison价格划算的cost effective成本项目cost element成本估算cost estimate材料成本cost of material生产成本cost of production成本价cost price成本份额cost share成本状况cost situation成本结构cost structure免费的cost-free开口销cotter pin联轴器coupler计数器counter反电动势counter EMF记数感应器counter inductor埋头counter sunk head对重底部越程counterweight bottom runby 对重框counterweight frame对重防护栏counterweight guard对重头counterweight header对重架counterweight housing对重安全钳counterweight safety对重绳轮counterweight sheave对重吊具counterweight sling对重装置顶部安全装置counterweight top clearance 对重悬挂装置Counter-weight suspension 使M和N偶合couple M to N配对门扇coupled door panels联轴器coupling联轴器螺栓coupling bolt联接套筒coupling sleeve凹口cove盖板cover plate覆盖条cover strip覆层线covered wire裂缝crack破裂压力cracking pressure抗裂的crack-resistant曲轴crank曲轴操作crank operation曲轴crank shaft曲轴油封crank shaft oil seal爬行距离creeping-in distance谷式应力图Cremona's method峰值crest value铁网门crimp-meshed door关键路线计划法critical path planning十字头螺丝功锥cross head screwdriver十字销cross pin三通阀cross valve上梁cross-head十字头螺钉cross-head screw轿顶轮crosshead sheave横截面cross-section撬棒crow bar顶杆crown bar盘形轮crown wheel半圆头方颈螺栓cup head square neck bolt带电的current carrying载流量current carrying capacity电流参数current characteristic电流控制回路current control loop电流效率current efficiency断流试验current interruption test电流负荷current load电流基准符号current reference signal电流继电器current relay电流互感器current reverser变流器current transformer曲线过渡段curve transition垫,缓冲垫cushion平头螺栓flush bolt嵌入式门flush door找平安装flush mounted磁通控制的flux controlled甩球式限速器flyball governor飞轮质量flywheel mass薄膜foil文件夹folder立足处foot hold底座式电动机foot-mounted motor每次强迫停止操作force each-floor-stopoperation强制风冷forced air cooling强迫停止控制forced-stop control叉车fork lift叉式弹簧fork spring间接侧置式液压梯fork type hydraulic elevator 成型角钢formed angle steel成型槽钢formed channel steel带钢formed steel计算公式formula地脚螺栓foundation bolt铸造foundry四路交通four way traffic三相四线four wire three phase分数fraction构架frame框架式对重frame counterweight框架framework自由电梯free car自由落体实验free fall test净空高度free height自由基站free landing免费维修保养合同free maintenance contract 滑行停车free wheel stop自振荡二极管free wheeling diode冷库梯freezer elevator载货电梯freight lift运费标准freight rate货物freight运费freight charge调速的frequency controlled变频器frequency inverter跳频frequency jump摩擦friction摩擦角friction angle摩擦离合器friction clutch摩擦力friction force前缘front edge正面入口front entrance前开门front opening正视图front view前壁front wall支点销fulcrum pin满员直驶full car by-pass满载full load满载电流full load current满载力矩full load torque全面维修合同full maintenance contract全集选full selective上/下全集选控制full up and down collectivecontrol全波整流器full wave rectifier全(上/下)集选控制full(up/down)collective control 烟fume功能说明function description功能设计function design功能试验function test缆车funicular保险丝烧断fuse blown保险丝盒fuse box熔断开关fuse disconnected switch熔断器座fuse holder熔断保护fuse protection模糊逻辑fuzzy logic镀锌galvanize镀锌的galvanized镀锌铁皮galvanized iron镀锌钢galvanized steel间隙gap车库电梯garage elevator气割gas cutting充气的gas filled充气整流器gas filled rectifier选通作用gate action选通脉冲放大器gate amplifier栅偏压gate bias关门器gate closer门触点gate contact门控器gate controller门电路二极管gate diode门脉冲发生器gate generator门导靴gate guide shoe门锁gate lock开关门机gate operator自动开关门机gate power operator门脉冲gate pulse门地坎gate sill门开关gate switch选通时间gate time控制门触发器gate trigger可控硅开关gate turnoff thyristor闸阀gate vale齿轮箱gear box有齿轮曳引机gear driving machine齿轮黄油gear grease滚齿gear hobbing齿轮部分gear parts齿轮泵gear pump传动比gear ratio齿轮减速装置gear reducer齿轮圈gear ring齿轮减速装置gear speed reducer轮齿gear teeth有齿轮电梯geared elevator有齿轮曳引机geared hoisting machine 有齿轮电梯geared lift有齿轮曳引机geared machine齿轮传动电动机geared motor无齿轮gearless无齿轮曳引机gearless driving machine 无齿轮电梯gearless elevator无齿轮曳引机gearless hoisting machine 无齿轮曳引机gearless machine总承包商general contractor总图general drawing一般销售开支general sales overheads 发电机磁场控制generator field control发电机自激场generator self-excited field 发电机组generator set锗germanium锗二极管germanium diode玻璃扶栏glass balustrade观光电梯glass elevator玻璃支架glass mounting bracket玻璃镶条glass panel玻璃丝加强塑料glass reinforced plastics 光泽处理gloss finish粘结glued connection胶合板glued wood载货电梯goods lift客货两用电梯goods passenger lift货用斗式升降机goods paternoster政府部门验收government inspection限速器governor限速器架governor bracket限速器绳governor cable限速器夹钳governor catch限速器超速开关governor overspeed switch限速器绳governor rope限速器卡绳governor rope grip jaw限速器释放托架governor rope releasingcarrier限速器绳张紧轮governor rope tension sheave 限速器安全网罩governor safety fence限速器绳轮governor sheave限速器开关governor switch限速器张紧轮governor tension pulley限速器绳张紧轮governor tension sheave限速器张紧轮铊governor tension weights限速器动作速度governor tripping speed限速阀governor valve公差等级grade of tolerance格列茨电路Gradetz connection渐近式夹持安全钳gradual-clamp safety图解影像装置graphic reflection equipment 护盖guard cover重力滚轮gravity roller重力制动距离gravity stopping distance渐近式楔块夹持安全钳grdual wedge clamp safety黄油grease黄油环grease cup油枪grease gun油脂嘴grease nipple栅格线grid栅极电容器grid condenser栅控整流器grid-condenser rectifier格栅窗grille磨床grinder磨床grinding machine磨光纸grinding paper绳槽groove绳槽槽距groove pitch绳槽压力groove pressure槽型groove profile有槽绳槽groove sheave。
永磁同步风力发电机组控制策略的仿真研究
可近似化简为:T=—}np哆i。=—}np哆I i。l si惦,式中6为
转矩角。可以看出若6=90。则单位定子电流产生转矩最大,
转矩与i。成正比。在定予电流给定的前提下,若最有效地产 生转矩,定子电流只有交轴分量为最好。为了简化控制,取电
流直轴分量为零,即,i,d=id=0,i。=i,=i。,代人上述条件, 可化简得到式(5)的方程:
3机组的数学模型及控制原理 3.1风力机特性与机械传动模型
风力机及传动部分模型与双馈等其它类型的机组中都 是类似的,输出特性的区别只在于风力机或传动部分本身的 型号与参数上。 3.1.1 转轴传动模型
风力机转矩T。经过传动机构输出转轴转矩T。m,该转 轴与发电机转子轴连接,给发电机输入机械转矩TG。
目前应用永磁同步发电机的风电机组按照传动方式分 为:齿轮箱传动型、直接驱动型和混合型。并且随着风力发
收稿口期:2008—2—23修州I:1期:2008—03—03
————264—.——
电技术的不断发展,无齿轮箱系统的直驱方式越来越引起人 们的关注,与提高机组控制性能和稳定性相关的无速度传感 器、直接转矩控制等技术在风力发电领域中的应用研究也正 在成为当前风力发电技术研究的热点。
effective and feasible in practice.
KEYWORDS:Permanent magnet(PM)generator;Back—to—back convener;Wind turbine;Vector control
专业英语考试
齿轮是直接接触的部件, 成对工作, 通过被称作齿的凸出物的连续啮合, 把运动和力从一个旋转轴传到另一个, 或者从轴传到一滑动部件(齿条).
ቤተ መጻሕፍቲ ባይዱ
7) Machinery design is either to formulate an engineering plan for the satisfaction of a specified need or to solve an engineering problem.
机械设计可以是为满足一特定需要而制定的工程规划, 或是用于解决工程问题.
8) Product design requires much research and development. Many concepts of an idea must be studied, tried, refined, and then either used or discarded.
手持工件打磨/磨光是通过把砂轮手动地靠近工件来完成的, 或者把工件手动地靠近砂轮来完成.
A design is always subject to certain problem-solving constraints. For example, two of the constraints on the vacation design problem are the time and money available for the vacation. Note, too, that there are also constraints on the solution, in the case above some of those constraints are the desires and needs of each of the family members. Finally, the design solution found might well be optimal. In this case an optimal solution is obtained when each and every family member can say that he or she had a good time.
史赛克骨动力系统参数
史赛克骨动力系统参数(中英文实用版)Title: Stryker Bone Power System Parameters任务标题:史赛克骨动力系统参数The Stryker Bone Power System is a state-of-the-art surgical system designed for the efficient and precise execution of bone procedures.This system is renowned for its advanced features and capabilities, which have revolutionized the field of orthopedic surgery.史赛克骨动力系统是一款专为高效、精确执行骨部手术而设计的先进外科系统。
该系统以其卓越的功能和能力而闻名,彻底改变了骨科手术领域。
One of the key aspects of the Stryker Bone Power System is its modular design, which allows for a high degree of customization to meet the specific needs of different surgical procedures.This modularity ensures that the system is adaptable and versatile, providing surgeons with the tools they need to perform a wide range of tasks.史赛克骨动力系统的关键特点之一是其模块化设计,可高度定制以满足不同外科手术的具体需求。
这种模块化确保了系统的适应性和多功能性,为外科医生提供了完成各种任务的工具。
基于SIMPLIS软件的功率MOSFET寄生参数仿真研究
ISSN1006-7167第40卷第2期2021年2月CN31-1707/T RESEARCH AND EXPLORATION IN LABORATORY Vol.40No.2Feb.2021・专题研讨——虚拟仿真实验(90)・DOI:10.19927/ki.syyt.2021.02.018基于SIMPLIS软件的功率MOSFET寄生参数仿真研究冯兴田,王世豪,邵康(中国石油大学(华东)新能源学院,山东青岛266580)摘要:针对功率MOSFET关断时寄生参数对死区时间的影响问题,基于SIMPLIS仿真软件和MOSFET的特点,建立MOSFET的仿真分析模型,并研究MOSFET寄生参数与电路中米勒平台及关断时间的关系。
建立MOSFET的寄生电容分段线性模型,应用Matlab软件实现参数的对比分析,根据内部器件的工作原理确定其转移特性和输出特性,利用图像数据获取MOSFET的等效模型,采用MOSFET搭建LLC谐振变换器电路,通过不同条件下的仿真实验,得到寄生参数的影响规律。
一系列的仿真训练能够有效提高学生的仿真实践能力。
关键词:MOSFET寄生参数;米勒平台;关断分析中图分类号:TM23;TM46文献标志码:A文章编号:1006-7167(2021)02-0085-04Simulation Research on Power MOSFET ParasiticParameters Based on Simplis SoftwareFENG Xing/ian,WANG SAiAao,SH4O Kang(College of New Energy,China University of Petroleum(East China),Qingdao266580,Shandong,China)Abstract:Aiming at the influence of parasitic parameters on the dead time of power MOSFET,based on SIMPLIS simulation software and the characteristics of MOSFET,this paper establishes a simulation analysis model by MOSFET,and studies the relationship between the parasitic parameters of MOSFET and the Miller platform and the turn-off time in the circuit.The piecewise linear model of parasitic capacitance of MOSFET is established.Parameters are compared and analyzed by MATLAB software.Transfer and output characteristics are determined according to the working principle of internal devices.An equivalent model of MOSFET is obtained by image data.The electric circuit of LLC resonant converter is built by MOSFET.The influence rule of parasitic parameters is obtained by simulation experiments under different conditions.A series of simulation training can effectively improve students'simulation practice ability.Key words:MOSFET parasitic parameter;Miller platform;turn-off analysis收稿日期:2020-04-23基金项目:国家自然科学基金项目(51977220)山东省自然科学基金项目(ZR2019MEE094);中国石油大学(华东)教学改革项目(KC-202029)作者简介:冯兴田(1978-),男,山东广饶人,博士,副教授,主要从事电力电子技术教学与实验研究。
基于Matlab_Simulink的永磁直驱风力发电机组建模和仿真研究-2
基于Matlab_Simulink的永磁直驱风⼒发电机组建模和仿真研究-2发电机参数:极对数42;d 轴电抗1.704mL ;q轴电抗1.216mL ;转⼦磁通4.7442Wb ;转动惯量11258J 。
PI 参数:⽹侧电流内环d 轴(1.5、1),q 轴(0.5、37);⽹侧功率外环(0.0002、0.05);直流侧电压(2、120);机侧电流内环d 轴(-3、-24),q 轴(-3、-80);机侧功率外环(-3、-60)。
本仿真中风速由6m/s 变化到9m/s ,最后变化到12m/s 。
在最⼤风能捕获控制情况下,随着风速的变化,转⼦转速不断调整,以保持最佳叶尖速⽐,从⽽达到最⼤风能利⽤,图8为风速、转⼦转速、机械和电磁转矩变化曲线。
机侧电压电流变化如图9所⽰,在最⼤风能捕获模式下,电压和电流频率随着风速的增⼤⽽增⼤,电压幅值从260V 变化到400V 、540V ,电流幅值变化为380A 、850A 、1500A 。
电⽹侧及直流侧电压电流变化如图10所⽰,电⽹电压保持恒定,电流幅值随着风速的增⼤⽽增⼤变化范围为:168A 、580A 、1290A 。
直流侧电压在风速突变时有⼀个充电过程,电压升⾼,最⾼达到1320V ,经过⼤约0.1s的暂态过程后恢复到额定值1200V 。
永磁直驱发电机输⼊电⽹有功及⽆功功率如图11所⽰,有功功率随着风速的升⾼⽽不断变化,最后维持在1.1MW ,⽆功功率基本保持为零,波动幅值为5kW 。
实际输出有功功率与参考功率的⽐较如图12所⽰,在风速突变后参考功率⼤于实际输出功率,经过⼤约0.1s 的暂态过程后基本吻合。
永磁直驱发电系统机侧及⽹侧电压电流的d 、q 轴分量的变化如图13、14所⽰。
机侧电压d 、q 轴分量随着风速变化⽽变化,机侧电流采⽤零d 轴控制策略,所以d 轴分量维持为零,q 轴分量反映功率的变化。
⽹侧电压保持恒定,因为⽆功参考值为零,所以图11输⼊电⽹有功及⽆功功率Fig.11Active and reactive power input togrid图12输⼊电⽹有功功率与参考功率图Fig.12Active power input to grid and it ’sreference第27卷第9期电⽹与清洁能源图10电⽹侧及直流侧电压电流变化Fig.10Variation of voltage and current of grid and DC side 图9机侧电压电流变化Fig.9Variation of generator-side voltage andcurrent图8风速、转⼦转速、转矩变化Fig.8Variation of wind speed,rotor speed andtorqueClean Energy97电流q 轴分量为零。
中英文中英文文献翻译-设计与塑造转矩和速度控制变速器
Designing and Modeling a Torque and Speed Control Transmission (TSCT)1 BackgroundThe Partnership for a New Generation of Vehicles (PNGV) was formed between the Federal Government, Ford Motor Company, General Motors Corporation, and Chrysler Corporation. The goal of this partnership was to allow the major U.S. automotive manufactures to collaborate with each other and produce high fuel efficiency, low emissions vehicles for sale to the general public. The performance objective for these manufacturers was to create mid-sized passenger cars capable of attaining an 80 mpg (gasoline) composite fuel economy rating on the Environmental Protection Agency (EPA) city and highway cycles.Hybrid vehicle technology has shown great promise in attaining the goals set forth by the PNGV. Hybrid electric vehicles (HEV ) employ technology that helps bridge the gap between the future hope of an electric vehicle (EV) and today’s current vehicles. Within the past year hybrid electric vehicles have gained an important place in the vehicle market. American Honda Motor Company, Inc. is currently releasing their first generation HEV, the Insight. The Insight is a compact, two pass engey, parallel HEV which achieves more than 65 mpg (composite) on the EPA test cycles: the highest of any production vehicle ever tested. Toyota Motor Corporation has also released a hybrid vehicle for sale to the general public. The Toyota Prius is currently for sale in Japan and will come the United States in the beginning of the year 2000. The Prius is a four passenger combination hybrid employing an a gasoline engine, high power electric motor, and an electromechanical continuously variable transmission (CVT) comprised of a planetary gear train and a high power alternator/motor. It is through technology incorporated in vehicles such as the Prius that automotive transmission design and operation will make significant new advances.1.1 Current Automotive Transmission TechnologiesWith the advent of the automobile also came the creation of the automotive transmission. Early vehicles were simple with manual controls for all functions including the transmission. As advances have been made in vehicles over the past several decades, transmission technology has also advanced. The automatic transmission has nearly replaced the manual transmission in all but economy and performance cars. This trend can be attributed to ease of use, higher power engines becoming available, and congestion in urban areas. Another new transmission technology beginning to see application particularly in foreign markets is the continuously variable transmission that offers continuous operation without shifting between a high and low gear ratio.These three types of transmissions are all similar in function though their objectives are accomplished in different ways. The capabilities of these transmissions are limited to decoupling the engine speed from the speed of wheels and thereby providing one of several forward or reverse gear ratios. Each transmission is also a single input (engine) and single output (drive device). There are typically no provisions for attaching multiple power sources or for extracting power from more than one point.The exception to this is heavy-duty transmissions equipped with provisions for a power take off for driving auxiliary mechanical equipment. Single input, single output operation limits drive train flexibility fornewer systems employing multiple power sources such as those used in the next generation of hybrid vehicles.1.1.1 Manual Transmission OperationManual transmissions are the least complex and oldest design of power transmission available. In simplest form, a manual transmission is a linear combination of a clutch and a directly geared connection. More sophisticated examples rely on this design but add the ability to select other gear ratios to allow different output speeds for the same input speed. Of these types of transmissions, there are two variations: synchronized and unsynchronized. Synchronized manual transmissions are typically used for light duty applications. Coupled to each gear is a synchronizer that allows the operator to disengage the clutch and select whatever gear necessary. The selection of a different gear engages the synchronizer, which then matches engine input speed and transmission output speed before the gears are engaged.Unsynchronized manual transmissions are more robust by nature. The operator must double-clutch between shifts to match engine and transmission speed manually. However, this allows a transmission of a given size to handle greater load as space previously occupied by the synchronizers can now be dedicated to the use of wider gears. Applications of these types of manual transmissions are for over-the-road trucks and up to larger equipment with total vehicle weights over 100 tons. [1]1.1.2 Automatic Transmission OperationAutomatic transmissions are a complex assembly of many components that allow for seamless power transmission. Those currently available in production vehicles use torque converters, clutches, and planetary gear sets for the selection of different output ratios. The engine is connected to the torque converter that acts very much like a clutch under some conditions while more like a direct connection in others. The torque converter is a hydraulic coupling that will slip under light load (idle), but engage progressively under higher load. While the torque converter transmits power to the transmission there is a speed reduction across the unit during low speed operation. This reduction is typically between 2.5:1 to 3.5:1 .Once higher vehicle speeds are attained, the torque converter input and output may be locked together to achieve a direct drive though the unit. The output of the torque converter is typically connected to a hydraulic pump that provides the necessary pressure to engage different clutches within the transmission and the planetary drive. Different gear ratios are created through the use of two or more planetary gear sets. These gear sets are combined with clutches on different elements. By clutching and declutching different elements, multiple gear ratios are possible.Basic automatic transmissions are equipped with a single control input that is throttle position. The combination of this with the hydraulic pressure created within the transmission allows for mechanical open loop control of all gear selections. Newer variations of the automatic transmission are equipped with electronic feedback controls. Shift logic is dependent on many more variables such as engine speed, temperature, current driving trend, throttle position, vehicle accelerations, etc. This allows the transmission controller to monitor vehicle operation and using a rule-based control strategy decide , which gear is best suited to the current driving conditions. Newer systems are also integrated with the engine controller such that a vehicle control computer has authority over engine and transmission operation simultaneously. This allows for such features as increasing engine speed during high-speed downshifts to match engine and transmission speed for smoother shifting and retarding fueling and ignition timing during high power up shifts to reduce ‘jerk’. Previously,transmission control was much simpler because overrunning clutches were employed in higher gears that only allowed for coasting to conserve fuel. [1]1.1.3 Continuously Variable Transmission OperationContinuously variable transmissions are one of the emerging transmission technologies of the last twenty years. This type of transmission allows power transmission over a given range of operation with infinitely variable gear ratios between a high and low extreme. These transmissions are constructed using two variable diameter pulleys with a belt connecting the two. As one pulley increases in size, the other decreases. This is accomplished by locating on one shaft a stationary sheave and a movable sheave. For automotive applications, a hydraulic actuator controls movement of the sheave. However, centrifugal systems along with high power electronic solenoids may be used. A second shaft in the CVT contains the other stationary sheave and movable sheave also controlled hydraulically. A flexible metal belt is fitted around these two pulleys and the movable sheaves are located on opposite sides of the belt.There are two variations of this type of transmission: push belt and pull belt Pull belt CVT were the first type to be manufactured due to simplicity. A clutch is attached between the first pulley and the engine while the output of the second pulley was connected to a differential and thus the wheels. A hydraulic pump is used to control the diameter of the two different pulleys. As power is applied the first pulley creates a torque that is transmitted through the belt (under tension) to the second pulley. Control of the transmission ratio is usually a direct relationship dependent upon throttle position.Push belt CVT, similar in design to the Van , are much the same as pull belt CVT , except that power is transmitted through the belt while under compression. This provides a higher overall efficiency due to the belt being pushed out of the second pulley and lowering frictional losses. Current work with these transmissions is being focused on creating larger units capable of handling more torque.Efficiency of the CVT is directly related to how much tension is in the belt between the two pulleys. CVT torque handling capacity increases as tension in the belt increases. However, this increased tension lowers power transmission efficiency. The belt must slide across the faces of each pulley as it enters and exits upon each half rotation. This sliding of the belt creates frictional losses within the system. In addition, there may be significant parasitic losses associated with raising the hydraulic pressure required to move or maintain the position of the sheaves in each pulley. [2]1.1.4 Automatically Shifted Manual Transmission OperationAutomatically shifted manual transmissions are a fairly recent innovation. The benefit of the manual transmission is that (due to the direct mechanical connection through fixed gears) efficiency is very high. The drawback is that there must be some interaction with the user in the selection and changing of gears. Automatically shifted manuals were created to address this issue. These types of transmissions are traditionally synchronized manual transmissions with the addition of automation of the gear selection and control of the clutch. A logic controller is also employed to decide when and how to shift. Automatic shifting is usually accomplished through the use of electro-hydraulics. A high-pressure electric pump supplies pressure to hydraulic solenoids that are used to shift the transmission. A hydraulic ram is also used to engage and disengage the clutch. Current versions of these transmissions also employ unsynchronized gears. This allowsfor overall smaller packaging to accomplish the same task. Input speed of the engine is monitored along with lays haft speed. When a gear change is initiated, the controller opens the clutch, shifts to the desired gear while matching engine and lay shaft speed, and then closes the clutch again. This shifting operation can all be achieved in less than one third of a second. Automatically shifted manual transmissions shift gears faster than humanly possible. [3]1.1.5 Manually Shifted Automatic Transmission OperationManually shifted automatic transmissions are a variation on control of the transmission. The user is allowed to select either automatic or manual shifting modes.During automatic mode, the transmission functions identically to an automatic transmission. While in manual shift mode however, the transmission controller allows the user full authority over gear changes as long as the gear change will not over speed the engine. This mode of operation traditionally offers the user tighter, more positive shift feel. The only requirement of an automatic transmission for manual shifting is that shifts must be accomplished rapidly enough to allow the user a feeling of fluidity. The act of shifting must provide the immediate desired response. [3]1.1.6 Planetary Gear Drive Transmission OperationPlanetary gear sets are unique in that the combination of gears creates a two degree-of-freedom system. The gear sets are comprised of a ring gear, a sun gear in the center, and planetary gears that contact both the ring and the sun gears. Motion of the planetary gears is controlled by the carrier on which each of the planetary gears rotate.The carrier maintains the position of the planets in relation to each other but allows rotation of all planets freely. Inputs (or outputs) to the gear train are the ring gear, sun gear, and planetary carrier. By prescribing the motion of any two of these parameters, the third is fixed in relation to the other two. By employing one planetary gear train, a fixed ratio between input and output is created. Increasing or decreasing the number of teeth on the sun and ring gears can change this ratio. This in turn changes the number of teeth on the planetary gears, which has no other effect as these gears act as idlers.When combining more than one planetary gear train at one time, braking or allowing the movement of different elements can create a wide range of effective operation in terms of relative speeds, torque transfer, and direction of rotation. This is the type of system that is used in automatic transmissions described above. These systems are also employed in large stationary power transmission applications. [1]1.2 Current Hybrid Electric Vehicle Transmission DesignHybrid vehicles are vehicles that utilize more than one power source. Current propulsion technologies being favored are compression ignition (CI) engines, spark ignition(SI) engines, hydrogen-fueled engines, fuel cells, gas turbines, and high power electric drives. Energy storage devices include batteries, ultra-capacitors, and flywheels.Hybrid power trains can be any combinations of these technologies. The aim of these vehicles is to use cutting edge technology combined with current mass-produced components to achieve much higher fuel economy combined with lower emissions without raising consumer costs appreciably. These vehicles are targeted to bridge the gap between current technology and the future hope of a Zero Emission Vehicle (ZEV),presumably a hydrogen-fueled fuel cell vehicle. The operation of these systems must also be transparent to the user to enhance consumer acceptability and the vehicle must still maintain all required safety features with comparable dynamic performance all at an acceptable cost.By combining multiple power sources, overall vehicle efficiency can be improved by the ability to choose the most efficient power source during the given operating conditions. This is key in improving vehicle efficiency because current battery technology dictates that nearly all total energy used by the vehicle across a reasonable range of driving comes from the on-board fuel. Highly adaptive control strategies that may be employed in the next generation of HEV may monitor vehicle speed, desired torque, energy available, and recent operating history to choose which mode of operation is most beneficial. These advanced control schemes will maximize the usage of the fuel energy available by choosing the most efficient means of power delivery at any instant. The reduced usage of energy for a given amount of work may also result in lower exhaust emissions due to a reduction in fuel energy used.1.2.1 The Advantages and Disadvantages of Series Hybrid VehiclesSeries hybrid vehicles typically have an internal combustion engine (ICE) that is coupled directly to an electric alternator. The vehicle final drive is supplied entirely by an electric traction motor that is supplied energy by the battery pack or combination of engine and alternator. The benefit of this type of operation is the engine speed and torque are decoupled from the instantaneous vehicle load and the engine needs only to run when battery state of charge (SOC) has dropped below some lower level. This allows engine operation to be optimized for both fueling and ignition timing in the case of a spark ignited engine, or fueling and injection timing for a compression ignition engine. The engine is also operated in the most efficient speed and torque without encountering transient operation regardless of load. The result is excellent fuel economy and low emissions. Series HEV operation is exceptionally well suited to highly transient vehicle operation which is prevalent in highly urban areas and city driving. The disadvantage to series hybrid operation is the efficiency losses associated with converting mechanical to electrical and then electrical to mechanical energy. Further losses in system efficiency are realized when the energy is stored in the battery pack for later use. Only a fraction of the energy put into the batteries can be returned due to the internal resistance of the batteries. The mechanical energy of the engine is directly converted to electricity by an alternator that has losses both in internal resistance and eddy currents present. Further losses are incurred when this electrical energy is converted back to mechanical energy by the traction motor and controller. Dynamic performance is also limited, as the engine cannot supplement the traction motor in powering the vehicle.1.2.2 The Advantages and Disadvantages of Parallel Hybrid VehiclesParallel systems also employ two power sources, typically an engine and a traction motor with both directly coupled to the wheels typically through a multi-speed transmission. This requires that the engine see substantial transient operation. However, the motor can act as a load-leveling device allowing the engine to operate in a more efficient operating region. When the vehicle is operating in a low load state the engine can be decoupled from the drive train and shut off, or the motor can be used to charge while driving creating a greater power demand for the engine and storing energy in the battery pack. The disadvantage of parallel hybrids is that direct connection of the engine to the wheels requires transient engine operation. This operationlowers fuel economy and increases exhaust emissions especially when employing SI engines. Ignition timing and fueling cannot be optimized for a single region of operation either. However, dynamic performance of parallel hybrids is much better than that of series hybrids using the same components. Much more power is available as both the engine and motor can provide power to the wheels simultaneously. These characteristics lend parallel HEV to excel in higher load, less transient situations and when using high efficiency engines such as CI engines.1.2.3 The Advantages and Disadvantages of Combination Hybrid VehiclesThe third variation of hybrid vehicle drive trains is the combination, which is a system that can function both as a series and parallel hybrid. Complex combinations of engines, alternators, and motors can accomplish this with geared connections and multiple clutches. By clutching and declutching different elements, a combination can be designed to function as a series hybrid under low speed transient conditions and then as a parallel hybrid under higher speed and load. This allows for increased efficiency as each mode of operation is employed under the ideal operating conditions. Drawbacks to these systems are increased mechanical and drive train control complexity along with higher weight associated with more components. Controlling these types of systems is much more difficult than either a series or parallel HEV. The system must first be capable of operating as a series or parallel and then be able to choose which mode is optimum and switch between the two seamlessly during vehicle operation.1.3 Combining Two Different Types of TransmissionsAll current automotive transmissions in production are single input, single output meaning that one power source is connected to the wheels. This design is acceptable for most situations, but to achieve the highest possible efficiency in a hybrid vehicle it would be beneficial to combine different types of transmissions. Under different conditions some transmissions are more efficient than others are. By using multiple transmissions, it is possible to combine each in a way that the area of operation for each transmission is moved toward a more efficient region than normally possible. This combination of multiple transmissions can also provide the ability to connect more than one power source and have more than one output.1.4 Multiple Transmission Combinations for Hybrid Vehicle ApplicationsHybrid vehicles posses more than one power source such as an engine and one or more motors. These sources can be distinctly different from each other in operating speed, power output, and control strategy. When combining multiple power source inputs into a single transmission, operation is limited by creating a transmission that cannot be optimized for either. By utilizing a combination of transmissions with a combination of power sources, the transmission for each source can be optimized for the desired area of operation increasing overall system efficiency. The total system can be tailored to couple the most efficient means of power with the most efficient way to channel the power to the wheels.1.5 ObjectivesWest Virginia University is proposing the design of the Torque and Speed Control Transmission (TSCT), a multiple input, multiple output transmission. This design will allow for much more freedom in power train configurations. Multiple power sources may be connected to the TSCT and power can be removed from the transmission either by a motor (acting as a alternator), an alternator, or the drive wheels of the vehicle. Thistransmission design also will employ a CVT and a planetary gear train. The combination of these two transmission types allows for six distinct modes of operation. These modes are Conventional Vehicle, Electric Vehicle, Series HEV, Parallel HEV, Parallel HEV, and a Geared Neutral mode. The purpose of this study is to determine the feasibility of such a transmission. Several of the possible combinations will be analyzed and the most beneficial design will be reviewed further in depth.2 Literature ReviewAutomotive manufacturers and private companies alike have created alternative transmission designs as a means to achieve greater fuel economy and lower vehicle emissions. A brief review of those transmissions and power trains that are similar in design and operation to the TSCT follows.Results of the ETH Hybrid III-Vehicle ProjectThe ETH-Hybrid III is a parallel hybrid drive train built by the Swiss Federal Institute of Technology. The ETH-Hybrid III drive train incorporates a spark ignited internal combustion engine, an asynchronous electric motor, a flywheel, a continuously variable transmission, and a battery pack Under light load conditions, the electric motor is used to power the vehicle with the flywheel providing power for peak power demands through the CVT. As energy is lost from the flywheel, the engine is started and operated at full load for a short time to recharge the flywheel. Under moderate and high load conditions, the engine powers the vehicle with the flywheel acting as a load-leveling device. Engine operation is moved to a more efficient regime by selecting the proper ratio across the CVT operating range. A regenerative braking mode is also possible with the motor recharging the batteries or the energy being imparted into the flywheel. When these two storage devices are at full capacity, a latent heat energy storage device converts the energy to raise the operating temperature of the oil and coolant. However, it is unclear what real benefit is gained from adding heat to the lubrication and cooling systems other than to reduce cold or warm start emissions. Furthermore, the use of flywheels has not been proven as an effective or efficient means of energy storage. [4]A Charge Sustaining Parallel HEV Application of the Trans motorThe transmotor was developed by Texas A&M University. Operation of the Trans motor is characterized as an electromechanical CVT with three degrees of freedom: input, output, and an electronic connection. The transmotor is an electric motor with the input shaft connected to the stator and the output shaft connected to the rotor. This allows the trans motor to function in the place of a mechanical transmission. To accomplish speed reduction relative to the input speed, electric energy is extracted from the motor. Direct drive through the transmotor is possible by shorting the leads of the motor together and a speed increase across the transmotor is accomplished by consuming electric energy. Combination HEV operation can be achieved by employing the transmotor in conjunction with another electric motor. By combining the transmotor in series between an engine and an electric motor, operation of the engine can occur at a constant speed and torque during transient conditions. This combination of the transmotor in conjunction with another motor also requires more complex control. Also, to achieve an given speed ratio, power must always be flowing in the transmotor system.This can lead to a loss in efficiency due to the resistance and inefficiencies of the electrical components involved. [5]Functional Design of a Motor Integrated CVT for a Parallel HEV Nissan ParallelHEVNissan Motor Company has created a parallel, charge sustaining HEV. Basic components of the system are a high power four cylinder spark ignited engine, electronically engaged clutch, low power electric motor, and a continuously variable transmission. This drive train is capable of three main modes of operation: conventional vehicle, electric vehicle, and charge while driving. For conventional vehicle operation, the clutch is engaged and power from the engine is sent through the CVT to the wheels.In electric only operation, EV or ZEV, the clutch between the engine and motor is opened and power from the motor is transmitted to the wheels through the CVT. For parallel HEV operation, the clutch is closed between the engine and motor and all power is sent through the CVT. Under lighter load conditions the motor can act as a load leveling device and create higher load on the engine by charging the batteries.The advantages of this system are simplicity and CVT operation allows for the engine to operate in more efficient regimes than possible with an automatic or manual transmission. However, power from the electric motor must be sent through the CVT during pure electric operation incurring high efficiency losses unnecessarily. The motor could be placed downstream of the transmission taking advantage of the inherent high torque characteristics of the motor. [6]设计与塑造转矩和速度控制变速器(TSCT )1、背景新一代的(PNGV)车的合作在联邦政府、福特公司,通用汽车公司和克莱斯勒公司之间被结成了。
AMOS词句中英文对照
AMOS词句中英⽂对照AMOS词句中英⽂对照王超整理Covariance 协⽅差(共变关系)Data Files 数据⽂件的连结设定File Manager ⽂件管理Interface Properties 界⾯属性Analysis Properties 分析属性Object Properties 对象属性Variables in Model 模型中的变量Variables in Dataset 数据⽂件中的变量Parameters 参数Diagram 绘图Draw Observed 描绘观察变量Draw Unobserved 描绘潜在变量Draw Path 描绘单向路径图Draw Covariance 描绘双向协⽅差图Figure Caption 图⽰标题(图形标题)Draw Indicator Variable 描绘指标变量Draw Unique Variable 描绘误差变量Zoom In 放⼤图⽰Zoom Out 缩⼩图⽰Loupe 放⼤镜检视Redraw diagram 重新绘制图形Identified 被识别unidentified ⽆法识别undo 撤销redo 恢复(重做)Copy to clipboafd 复制到剪切板Deselect all 解除选取全部对象Duplicate 复制对象Erase 删除对象Move Parameter 移动参数位置Reflect 映射指标变量Rotate 旋转指标变量Shape of Object 改变对象形状Space Horizontally 调整选取对象的⽔平距离Space Vertically调整选取对象的垂直距离Drag Properties 拖动对象属性Fit to Page 适合页⾯Touch up 模型图最适接触Model-Fit 模型适配度Calculate Estimates 计算估计值Stop Calculate Estimates停⽌计算估计值程序Manage Groups 管理群组/ 多群组设定Manage Models 管理模型/ 多重模型设定Modeling Lab 模型实验室Toggle Observed / Unobserved 改变观察变量/潜在变量Degree of Freedom ⾃由度的信息Specification Search 模型界定的搜寻Multiple-Group Analysis 多群组分析Bayesian estimation 适⽤于⼩样本的贝⽒估计法Data imputation 缺失值数据替代法List Font 字型Smart 对称性Outline 呈现路径图的线条Square 以⽅型⽐例绘图Golden 以黄⾦分割⽐例绘图Customize 定制功能列Seed Manager 种⼦管理Draw Covariances 描绘协⽅差双箭头图Growth Curve Model 增长曲线模型Name Parameters 增列参数名称Name Unobserved Variables 增列潜在变量名称Resize Observed Variables 重新设定观察变量⼤⼩Standardized RMR 增列标准化RMR值Plugins 增列Commands 命令Categories 分类Parameter Formats 参数格式Computation Summary 计算摘要Files in current directory ⽬前⽬录中的⽂件Standardized estimates 标准化估计Unstandardized estimates 未标准化估计View the input path diagram-Model specification显⽰输⼊的路径图View the output path diagram 显⽰输出结果的路径图Default model 预设模型Saturated model 饱和模型Independent model 独⽴模型1 variable is unnamed ⼀个变量没有名称Nonpositive definite matrices ⾮正定矩阵Portrait 肖像照⽚格式(纵向式的长⽅形:⾼⽐宽的长度长)Landscape 风景照⽚格式(横向式长⽅形:宽⽐⾼的长度长)Page Layout 页⾯配置Orientation ⽅向Apply 应⽤Latent variables 潜在变量Latent independent潜在⾃变量(因变量)Exogenous variables外因变量Latent dependent潜在依变量(果变量)Endogenous variables内因变量Draw a latent variable or add an indicator to a latent variable 描绘潜在变量或增画潜在变量的指标变量Rotate the indicators of a latent variable 旋转潜在变量的指标变量Error variable 误差变量Draw paths-single headed arrows 描绘单向箭头的路径Draw covariances-double headed arrows 描绘协⽅差(双向箭头)的路径Add a unique variable to an existing variable 增列误差变量到已有的变量中Residual variables 残差变量(误差变量)Minimization history 极⼩化过程的统计量Squared multiple correlations 多元相关平⽅/复相关系数平分Indirect, direct & Total effects 间接效果、直接效果与总效果Sample moments样本协⽅差矩阵或称样本动差Implied moments 隐含协⽅差矩阵或称隐含动差Residual moments 残差矩阵或称残差动差Modification indices 修正指标Factor score weights 因素分数加权值Covariance estimates 协⽅差估计值Critical ratios for difference差异值的临界⽐值/ 差异值的Z检验Test for normality and outliers正态性与极端值的检验Observed information matrix 观察的信息矩阵Threshold for modification indices修正指标临界值的界定Means and intercepts 平均数与截距Page Setpage 设定打印格式Decimails⼩数点位数Column spacing 表格栏宽度Maximum number of table columns 表格字段的最⼤值Table Rules 表格范例Table Border 表格边框线Analysis Summary 分析摘要表Notes for Group 组别注解Fill color 形状背景的颜⾊Line width 边框线条的粗度Very Thin ⾮常细Very Thick ⾮常粗Fill style 填充样式Transparent 颜⾊透明Solid 完全填满Regular 正常字型Italic 斜体字型Bold 粗体字型Bold Italic粗斜体字型Set Default 设为默认值Set Default Object Properties 预设对象属性Pen width 对象框线Fill style 对象内样式Parameter orientation 参数呈现⽅向The path diagram 绘制的路径图中Normal template AMOS内定的⼀般样板格式中Visibility 可见性:显⽰设定项⽬在路径图上Use visibility setting 使⽤可见设置Show picture 显⽰图形对象Drag properties from object to object 将对象的属性在对象间拖动Height ⾼度X coordinate X坐标-⽔平位置Y coordinate Y坐标-垂直位置Parameter constraints 参数标签名称Preserve symmetries 保留对称性Zoom in on an area that you select 扩⼤选取的区域View a smaller area of the path diagram 将路径图的区域放⼤View a larger area of the path diagram 将路径图的区域缩⼩Show the entire page on the screen 将路径图整页显⽰在屏幕上Resize the path diagram to fit on a page 重新调整路径图的⼤⼩以符合编辑画⾯(路径图呈现于编辑窗⼝页⾯内)Examine the path diagram with the loupe 以放⼤镜检核路径图Multiple-Group Analysis 多群体的分析Specification Search 模型界定的搜寻Select one object at a time ⼀次选取单⼀对象Iteration 8 迭代次数为8Pairwise Parameter Comparisons 成对参数⽐较Varance-Covariance Matrix of Estimates 估计值间⽅差协⽅差矩阵Output输出结果标签钮Minimization history 最⼩化过程Standardized estimates 标准化的估计值Squared multiple estimates 多元相关的平⽅Indirect, direct & total effects间接效果、直接效果与总效果Sample moments 观察样本协⽅差矩阵Implied moments 隐含协⽅差矩阵Residual moments 残差矩阵Modification indices 修正指标Tests for normality and outlies 检验正态性与异常值AMOS的五种选项估计法:Maximum likelihood 极⼤似然法,简称ML法Generalized least squares ⼀般化最⼩平⽅法,简称GLS法Unweighted least squares 未加权最⼩平⽅法,简称ULS法Scale-free least squares 尺度⾃由最⼩平⽅法,简称SFLS法Asymptotically distribution free 渐近分布⾃由法,简称ADF法“错误提⽰”部分:An error occurred while checking for missing data in the group, Group number 1.You have not supplied enough information to allow computing the sample variances and covariances. You must supply exactly one of the following: 没有提供⾜够的信息,因⽽⽆法计算样本的⽅差与协⽅差,使⽤者必须正确提供:a. The sample variance-covariance matrix. a. 样本⽅差-协⽅差矩阵b. The sample correlation matrix and the sample standard deviations b.样本相关矩阵与样本的标准差;c. Raw data. c.原始资料。
Low Voltage Ride Through (LVRT) Ability of
Abstract-- Doubly Fed Induction Generators (DFIGs) are nowadays extensively used in variable speed wind power plants.Doubly fed induction generators (DFIG) offer many advantages such as reduced converter rating, low cost and reduced losses with an improved efficiency, easy implementation of power factor correction schemes, variable speed operation and four quadrants active and reactive power control capabilities. Due to variable speed operation total energy output is much more in case of DFIG based WECS so capacity utilization factor is improved and cost of per unit energy is reduced. But the main disadvantage of DFIG is that it is very sensitive to grid disturbance/fault, especially for the voltage dip. Since the doubly-fed induction generator (DFIG) has been widely used in wind energy conversion, the low voltage ride through (LVRT) technology of the DFIG has been investigated extensively in recent times. This paper focuses on the Asymmetrical fault ride-through capability of doubly fed induction generator (DFIG) based WECSs. The paper also provides an overview on the interaction between variable-speed DFIG based WECSs and the power system subjected to disturbances. The dynamic behaviour of DFIG wind turbines during Asymmetrical grid faults is simulated and assessed.Index Terms—DFIG, LVRT, RSC, GSC, WECS.I. I NTRODUCTIONs the penetration of wind power increases, wind turbines are required to remain connected during grid fault and contribute to system stability, according to the modern grid codes. Since the doubly-fed induction generator (DFIG) has been widely used in wind energy conversion systems, the low voltage ride through (LVRT) technology of the DFIG has been investigated extensively in recent times. A simplified diagram of a wind energy conversion system is illustrated in Fig.1. It consists of a wind turbine, a gearbox, a doubly-fed induction generator (DFIG) a grid side converter and a rotor side converter. By controlling the rotor and grid side converters, the DFIG characteristics can be adjusted so as to achieve maximum of effective power conversion or capturing capability for a wind turbine and to control its power generation with less fluctuation. Power converters are usually controlled utilizing vector control techniques [1], [3], which allow decoupled control of both active and reactive power.Rishabh Dev Shukla, Ph.D Research Scholar, Department of Electrical Engineering, Motilal Nehru National Institute of Technology, Allahabad-211004, India (e-mail: a_author@).Prof. Ramesh Kumar Tripathi, Department of Electrical Engineering, Motilal Nehru National Institute of Technology, Allahabad-211004, India (e-mail: rktripathi@mnnit.ac.in).Fig. 1. Diagram of DFIG Based WECSIn electrical power grid, voltage dip could cause over voltage and over current in the rotor windings and consequently damaged the rotor side converter, the controllers for generator-side and grid-side converters work concurrently to meet the low voltage ride-through requirement by storing the active power surplus in the inertia of the generator and keeping constant the dc-link voltage. In this paper, the dynamic response of a DFIG under grid voltage dip is analyzed experimentally by software simulation in Matlab/Simulink. This paper also discusses major grid problems and grid codes for operation and grid connection of wind farms. One requirement is that the turbine remain connected to the grid within a certain voltage range and for a given time duration, a requirement expressed in the form of the Low Voltage Ride through (LVRT) curve Fig.2 [5]. Low voltage occurrences are usually associated with grid disturbances, mostly in the form of short circuits occurring on the lines connecting the WECS to the main grid or at remote locations within the grid.II. M AJOR G RID P ROBLEMS &G RID C ODES Numerous concepts have been proposed for studying the behavior of DFIG based WECS connected to the grid. With the growth of wind power; the interaction between WECS and gird will cause new problems about the safe and reliable operation of systems. High penetration of intermittent wind power may affect the network in the following terms link [1], [4]-[7]: Poor grid stability; Low-frequency operation; Impact of low power factor; Power flow; Short circuit; Power Quality.The grid codes for wind, in general deal with the technical requirements. The major requirements of typical grid codes for operation and grid connection of wind turbines are summarized in [5]: Voltage operating range; Frequency operating range; Active power control; Frequency control; Voltage & Reactive power control; High voltage & LowLow Voltage Ride Through (LVRT) Ability of DFIG based Wind Energy Conversion System-I Rishabh Dev Shukla, Student Member, IEEE, Prof. Ramesh Kumar Tripathi, Member, IEEEA978-1-4673-0455-9/12/$31.00 ©2012 IEEEvoltage ride through (HVRT & LVRT); Power quality; Wind farm modelling and verification; Communications & external control.Low voltage ride through (LVRT):In the event of voltage sag, the wind turbines are required to remain connected for a specific amount of time before being allowed to disconnect. In addition, some utilities require that the wind turbines help support grid voltage during faults. Period of fault or low voltage ride through depends on the magnitude of voltage drop at the Point of Common Coupling (PCC) during the fault and time taken by the grid system to recover to the normal state. Table I shows the fault clearing times for different nominal system voltages.The typicalTABLE.I[5]Nominalsystemvoltage(kV)Faultclearingtime,T(ms)Vpf(kV)Vf(kV)400 100 360 60.0220 160 200 33.0132 160 120 19.8110 160 96.25 16.566 300 60 9.9III.DFIG M ODELING &C ONTROLIn DFIG based variable-speed WECSs, the power electronicconverter only has to handle a fraction (20–30%) of the totalpower [3], [12]-[13]. This means that the losses in the powerelectronic converter can be reduced compared to a systemwhere the converter has to handle the total power. In addition,the cost of the converter becomes lower. The stator circuit ofthe DFIG is connected to the grid while the rotor circuit isconnected to a converter via slip rings, see Fig.3.Fig. 3. Operating principle of DFIG based Wind TurbineMathematical model of DFIGThe equivalent circuit of a DFIG in an arbitrary referenceframe rotating at synchronous angular speed ω shown inFig.4.[9]-[11]Fig. 4. Equivalent circuit diagram of DFIGThe stator and rotor voltages V S and V in the synchronousreference frame can be expressed as,V S R S I S λSjωSλS (1)V R I λj ωS ω λ (2)Where, flux linkagesλS L I S L I S I (3)λ L I L I I (4)Control of Rotor Side Converter (RSC)The active and reactive powers which are delivered from theDFIG to the grid are controlled by means of controlling therotor currents of the DFIG [15]-[20]. The two controllers inthe rotor side controller determine inverter d- and q- axisvoltages by comparing the d and q current set points to theactual d and q rotor current Fig.5.Fig.5. DFIG Rotor side controllerIn Stator Voltage Orientation (SVO), neglecting the statorresistive voltage drop, the active and reactive powers of thestator and rotor are expressed as eq. (5, 6, 7 & 8),P 1.5LL S LV I (5)Q 1.5VL S LVωL I (6)P 1.5 V I V I (7)Q 1.5 V I V I (8)From the above equations, it is clear that power fed to the gridcan be controlled by controlling the rotor current’scomponents. The rotor current components can be controlledby the vector control technique.Control of grid side converter (GSC)The purpose of the grid-side converter is to keep the DC linkvoltage constant irrespective of the direction of the rotorpower flow. In order to maintain the DC link voltage constant,a bidirectional converter is required to implement in the rotor side circuit. Below the synchronous speed this converter work as a rectifier and above synchronous speed this converter works as an inverter to supply all generated power to the grid at a constant DC link voltage.Fig. 6. DFIG Grid side controllerThe grid side converter typically regulates DC voltage and reactive power. It is also a two stage controller operating in a grid AC voltage reference frame. The two controllers in the grid side controller determine inverter d-and q-axis voltages by comparing the d and q-current set points to the actual d and q- currents to the grid [18].IV.S IMULATION &R ESULTSFor the purpose of studying the dynamic performance of DFIG wind turbine under normal and faulty condition with the SVO vector control scheme extensive simulation using MATLAB/SIMULINK have been performed. Theturbine has the following specifications:T ABLE IIS PECIFICATION D ATATurbine data: DFIG data:Turbine Power = 9MWRated power = 5MWMaximum outputpower = 10 MW Cut-in wind speed = 4m/sRated wind speed = 12m/sCut out wind speed =18 m/sType = 3 bladed, Upwind/Horizontal axis Rotor diameter = 82 mRotational speed at rated power = 15.6-18.4rpmSwept area = 22.89 m2Tower height =27 mWind energy utilization ratio (C p) =0.48Rated power = 9MWVoltage (line toline) = 575 VNo. of Poles = 6Frequency (f) = 60HzStator resistance(R s)= 0.00706 puRotor resistance(R r) =0.005 puStator leakageinductance (L s) = 0.171puRotor leakageinductance (L r) =0.156puMagnetizinginductance (L m) = 2.9puSimulation Configuration of the DFIG Based Wind Turbineunder Three-Phase Grid Fault:Fig. 7. Simulation configuration of DFIG under Three Phase FaultUsing the MATLAB/SIMULINK the above model is used tosimulate under the three phase short circuit current in voltagedip situation. When three phase fault occurs at 25KV Bus, thevoltage sag at 575V will depend on the percentage impedancedrop of DFIG. Using the MATLAB/SIMULINK the abovemodel is used to simulate under the three phase short circuitcurrent in voltage dip situation. When three phase fault occursat 25KV Bus, the voltage sag at 575V will depend on thepercentage impedance drop of DFIGSimulation ResultsCase 1. DFIG during Grid fault (Voltage dips to 20%)Voltage at Bus 575 V ~ TimeFig.8. Voltage at Bus 575V under 20% voltage dipCurrent at Bus 575 V ~ TimeFig. 9. Current at Bus 575 V under 20 % voltage dipRotor Speed ~ TimeFig. 10. Rotor Speed under 20 % Voltage dipTotal Active Power ~ TimeFig. 11. Total Active Power under 20% voltage dipReactive Power ~ TimeFig. 12. Reactive Power under 20 % Voltage dip4.4.3. k. Rotor Active Power ~ TimeFig. 13. Rotor Active Power under 20% voltage dipDC link Voltage ~ TimeFig. 14. DC link Voltage under 20 % Voltage dipIn this situation the active and reactive power fluctuates slightly. Unity power factor is not maintained but it does not result in a cause of great damage. Hence the decrease in value of power factor is of no great consequence. Since the DC link voltage also varies slightly, there is no risk of the link capacitor getting damaged. Case2. Wind Turbine DFIG during Grid fault (Voltage dips to 40%)Voltage at Bus 575 V ~ TimeFig. 15. Voltage at Bus 575V under 40% voltage dipCurrent at Bus 575 V ~ TimeFig. 16. Current at Bus 575 V under 40 % voltage dipThe duration of voltage sag in this simulation is 120ms. Rotor Speed ~ TimeFig. 17. Rotor Speed under 40 % Voltage dipTotal Active Power ~ TimeFig. 18. Total Active Power under 40% voltage dipReactive Power ~ TimeFig.19. Reactive Power under 40 % Voltage dipRotor Active Power ~ Time Fig. 20. Rotor Active Power under 40% voltage dipDC link Voltage ~ TimeFig. 21. DC link Voltage under 40 % Voltage dip For the duration of fault, active and reactive powers start fluctuating as rotor speeds up and down. Similarly, the DC link voltage fluctuates throughout sag. In this case the majority power flows through the rotor. This phenomenon might lead to the damage of the converters. Hence rotor protection is of paramount importance in case of majority fault condition. Since the DC link voltage varies in this case, there is considerable chance of damage to the capacitor.Case 3. Wind Turbine DFIG during Grid fault (Voltage dips to 90%)Voltage at Bus 575 V ~ TimeFig. 22. Voltage at Bus 575 V under 90 % Voltage dipRotor Speed ~ TimeFig. 23. Rotor Speed under 90% Voltage dipTotal Active Power ~ TimeFig. 24. Total Active Power under 90% voltage dip Reactive Power ~ TimeFig.25. Reactive Power under 90% Voltage dip Rotor Active Power ~ TimeFig. 26. Rotor Active Power under 90% voltage dipDC link Voltage ~ TimeFig. 27. DC link Voltage under 90% Voltage dipIn case of a 90% dip in voltage, a spiky swell in the fluctuation range is observed. The voltage starts to pull through very sluggishly. For the duration of fault, active and reactive powers continue to swing as rotor speed varies. Correspondingly, the DC link voltage fluctuates all the way through. In this case the majority power flows through the rotor. This phenomenon might lead to the damage of theconverters.V.C ONCLUSIONThis paper presents a fault ride through ability of variable speed DFIG based wind turbine when the power system is subjected to asymmetrical grid faults. The dynamic behavior of DFIG under power system disturbance is simulated by using MATLAB/SIMULINK platform using space vector control concept. Exact transient simulations are required to investigate the influence of the wind power on the power system stability. In the Stator Voltage Orientation vector control method, the magnetic saturation, electro-magnetic transients and other nonlinear factors are neglected. With the SVO based control of RSC & GSC, connected to DFIG one can control the flow of active and reactive power from DFIM to grid and maintain the DC link voltage constant under normal operating conditions at constant wind speed (12 m/s). This controller and system performances have been studied under different voltage sags. Up to 20% sag fluctuation in active power, reactive power and DC link voltage are in the tolerable range and system recovers after the fault is cleared. With 40% sag fluctuations are more as compared to previous and may become harmful for converters and capacitors but beyond this limit say at 90% sag, components like converter, capacitor etc may be permanently damaged. During fault the active and reactive powers start fluctuate in the wide range of its steady state value. After 130 ms, the fault causing the voltage sag on the 575V bus bar is cleared, as the duration of the fault is 120ms, then the wind turbine is operated under the normal condition and produces the nominal power. Using the SVO, the reactive power flow to the grid is maintained zero. This ensures the unity power factor operation of DFIG. It has been observed that under steady-state condition out of total power (4.9MW) flowing to the grid, 1.4MW is flowing through the rotor circuit (DC link) of DFIG which is about twenty eighty percent. This indicates that under normal condition the converter power rating will be around thirty percent to that of DFIG power rating.R EFERENCES[1] Bansal, R.C., Bhatti, T.S., and Kothari, D.P. (2001) ‘Some aspects of grid connected wind electric energy conversion system,Interdisciplinary Journal of Institution on Engineers (India), May, Vol. 82, pp. 25-28.[2] Nicholas W. Miller, William W. Price, and Juan J. Sanchez-Gasca, “Dynamic Modeling of GE 1.5 and 3.6 Wind Turbine-Generators,” GE Power Systems, October 27, 2003.[3] S. Müler, M. Deike, and R. W. De Doncker, “Doubly fed induction generator systems for wind turbines: A viable alternative to adjust speed over a wide range at minimal cost,” IEEE Ind. Applicat.Magazine, pp. 26–33, May/June 2002 (/ias).[4] Saad-Saund, Z., Lisboa, M.L., Ekanayka, J.B., Jenkins, N. and Strbac, G. (1998) ‘Application of Statcoms to Wind farms’, IEE proceedings Generation, Transmission and Distribution, Sept. Vol. 145, No. 5, pp. 511-516.[5] Indian Wind Grid Code-Version 1.0, July 2009.[6] World Wind Energy Report 2009 : world wind energy Association.[7] T. Ackermann and L. S¨oder, “An overview of wind energy-status 2002,” Renew. Sustain.Energy Rev., vol. 6, no. 1–2, pp. 67–128, Feb./Apr. 2002. [8] M S Vicatos, J A. Tegopoulos, Transient State Analysis of a Doublyfed Induction Generator under Three Phase Short Circuit [J], IEEE Transactions on Energy Conversion, 1991,6(1):62-68.[9] Johan Morren. Short-Circuit Current of Wind Turbines WithDoublyFed Induction Generator [J]. IEEE Transactions on Energy Conversion, 2007,22(1):174-180.[10] Hu Jia-bing,Sun Dan,He Yi-kang. A Model and Control Method of the DFIG during Grid Voltage Dip [J]. Automation of Electrical Power System, 2006, 30(8):21-26. [11] Hu Jia-bing, Yi-kang. Control and Operation of DFIG Fault Ridethrough Ability [J]. Automation of Electrical Power System, 2008, 32 (2):49-52. [12] L. Morel, H. Godfroid, A. Mirzaian, and J. Kauffmann, “Double-fed induction machine:converter optimisation and field oriented control without position sensor,” IEE Proc. Electr. Power Appl., vol. 145, no. 4, pp. 360–368, July 1998.[13] L. Xu and C. Wei, “Torque and reactive power control of a doubly fed induction machine by position sensorless scheme,” IEEE Trans. Ind. Applicat., vol. 31, no. 3, pp. 636–642, May/June 1995.[14] Ned Mohan, Ted K. A. Brekken “Control of a Doubly Fed Induction Wind Generator Under Unbalanced Grid Voltage Conditions” IEEE Transaction Energy conversion, vol.no22. 1, march 2007 page 129-135.[15] Johan Morren, Sjoerd W. H. de Haan, “Ridethrough of Wind Turbines with Doubly-Fed Induction Generator During a Voltage Dip” IEEE transaction on energy conversion june, 2005 pages 435-441 vol. 20.[16] Muller, S. et al., “Doubly Fed Induction Generator System for Wind Turbines”, IEEE Industry Application Magazine, May/June 2002.[17] Jesus Lopez, Pablo Sanchis. “Dynamic Behavior of the Doubly Fed Induction Generator during Three-Phase Voltage Dips” [J]. IEEE Transactions on Energy Conversion, 2007, 22(3):709-717.[18] R. Pena, J.C. Clare, G.M. Asher, Doubly Fed Induction Generator using Back-to-back PWM Converters and Its Application to Variable speed Wind-energy Generation[J]. IEE Proc-Electr. Power Appl, vol.143, no.3, May 1996.[19] Nicholas W. Miller, William W. Price, and Juan J. Sanchez-Gasca, “Dynamic Modeling of GE 1.5 and 3.6 Wind Turbine-Generators,” GE Power Systems, October 27, 2003.[20] S. Müler, M. Deike, and R. W. De Doncker, “Doubly fed induction generator systems for wind turbines: A viable alternative to adjust speed over a wide range at minimal cost,” IEEE Ind. Applicat.Magazine, pp. 26–33, May/June 2002 (/ias).。
电力电子外文摘要综述翻译
综述1、Modeling, Control, and Implementation of DC–DC Converters for Variable Frequency Operation频率可变的DC-DC变换器的建模,和实现Abstract—In this paper, novel small-signal averaged models for dc–dc converters operating at variable switching frequency are derived. This is achieved by separately considering the on-time and the off-time of the switching period. The derivation is shown in detail for a synchronous buck converter and the model for a boost converter is also presented. The model for the buck converter is then used for the design of two digital feedback controllers, which exploit the additional insight in the converter dynamics. First, a digital multiloop PID controller is implemented, where the design is based on loop-shaping of the proposed frequency-domain transfer functions. And second, the design and the implementation of a digital LQG state-feedback controller, based on the proposed time-domain state-space model, is presented for the same converter topology. Experimental results are given for the digital multiloop PID controller integrated on an application-specified integrated circuit in a 0.13μmCMOS technology, as well as for the statefeedback controller implemented on an FPGA. Tight output voltage regulation and an excellent dynamic performance is achieved, as the dynamics of the converter under variable frequency operation are considered during the design of both implementations.本文中利用小信号的平均值通过变频开关实现DC-DC的变换,通过单独控制导通和关断时间,并建立了back拓扑模型和boost拓扑模型,该模型的buck转换器用于两个数字反馈控制器,实现变换器的动态控制。
基于matlab的异步电机变频调速系统的设计
本科毕业设计说明书基于MATLAB的异步电动机变频调速仿真实现SIMULATION FOR FREQUENCY CONTROL SYSTEM OF ASYNCHRONOUS MOTOR BASED ON MATLAB学院(部):电气与信息工程学院专业班级:电气09-3班学生姓名:刘安康指导教师:唐超礼副教授2013年 5 月30 日基于MATLAB的异步电动机变频调速仿真实现摘要本文主要对交流异步电动机SPWM变频调速矢量控制系统进行建模与仿真。
变频调速系统在异步电动机的各种调速方式中效率最高、性能最好,因此有着极其重要的地位。
电气传动控制系统计算机仿真是应用现代软件工具对其工作特性进行研究的一种十分重要的方法。
通过仿真试验,可以比较各种策略与方案,优化并确定相关参数。
因此进行系统仿真是不可或缺的,为科学决策提供了可靠的依据。
本文介绍了交流调速系统概况、矢量控制的基本概念以及异步电动机变频调速系统在MATLAB/Simulink仿真工具中模型建立以及特性研究。
一方面,本文通过对交流异步电动机矢量控制调速系统各部分仿真,得出该系统各部分的运行特性;另一方面,通过对转矩内环的转速、磁链闭环矢量控制系统和转差频率控制的异步电动机矢量控制系统的仿真,熟悉了矢量控制系统的参数设置和工作特性。
本文通过仿真实验不仅了解和掌握了异步电动机运行特性,更重要的是得出的仿真数据,为新的实验设备的引进和进一步开发打下了坚实的基础。
关键词:矢量控制,仿真,数学模型ISIMULATION FOR FREQUENCY CONTROL SYSTEM OFASYNCHRONOUS MOTOR BASED ON MATLABABSTRACTThis paper mainly studies the modeling and the simulation about vector control system of the SPWM variable frequency control. Variable-frequency speed regulation is an efficient way of speed regulation. The computer simulation of the electric drive system is one of the most significant means in the science research. It works by establishing the simulation models and simulation experiments on computer repeatedly. By simulation, you can compare a variety of strategies and determine the relevant parameters. It is essential for system simulation, so as to provide a reliable scientific basis for decision-making.This paper mainly introduces the development of AC regulating speed system, the main idea of Vector control, and how to establish simulation for frequency control system of AC motor based on MATLAB. On the one hand, this paper established models for AC motor and obtained some features of the system. On the other hand, by the simulation for vector control system of AC motor with speed and flux loop on torque loop and slip frequency control to understand the vector control system parameter settings and operating characteristics.By simulation, for one thing, we understand and grasp the asynchronous motor operating characteristics. W hat’s more, simulation data has laid a solid foundation for the introduction of new experimental equipment and further development.KEYWORDS:vector control, simulation,mathematical modelsII目录摘要 (I)目录 (i)1 绪论 (1)1.1 概述 (1)1.2交流变频调速技术的现状 (1)1.3 仿真工具MATLAB/Simulink简介 (2)1.4 毕业设计的研究内容及章节安排 (3)2 基于动态模型的异步电动机调速系统工作原理 (4)2.1 异步电动机的数学模型 (4)2.2 坐标变换 (7)2.3 异步电动机在两相坐标系上的数学模型 (11)3 交流异步电动机性能的仿真研究 (13)3.1在交流情况下异步电动机工作仿真 (13)3.2 PWM变频器-电动机系统仿真 (15)PWM (16)4 交流异步电动机矢量控制调速系统仿真 (18)4.1 转矩内环的转速、磁链闭环矢量控制系统仿真及分析 (18)4.2 转差频率控制的异步电动机矢量控制系统仿真 (24)4.3 两种矢量控制系统的特点与存在的问题 (27)结论 (29)参考文献 (30)致谢 (34)i1 绪论1.1 概述电动机作为在工农业生产过程中主要的动力来源,发挥着日益重要的作用。
[1]国外风力发电导则及动态模型简介
第25卷第12期电网技术V ol. 29 No. 12 2005年6月Power System Technology Jun. 2005 文章编号:1000-3673(2005)12-0027-06 中图分类号:TM614 文献标识码:A 学科代码:470·4047国外风力发电导则及动态模型简介雷亚洲1,Gordon Lightbody2(1.爱尔兰国家电网公司,爱尔兰都柏林;2.爱尔兰国立科克大学,爱尔兰科克)AN INTRODUCTION ON WIND POWER GRID CODE AND DYNAMIC SIMULATIONLEI Ya-zhou1,Gordon Lightbody2(1.ESB National Grid Co.,Dublin,Ireland;2.National University of Ireland,College Cork,Ireland)ABSTRACT:The grid codes being introduced by the TSOs in USA, Denmark, Germany, Scotland and Ireland are analyzed with a special view to the requirement on the dynamic modeling of wind turbine generators. The basic aspects of four typical of wind turbines types are discussed. As an example, the simulation results on a fixed-speed induction generator wind turbine and a variable-speed doubly-fed induction generator wind turbine are presented respectively. The studies indicate that wind turbine generator has a lot of unique characteristics different from that of synchronous generators or motors. Their impact on the power system planning and operation should be studied carefully with appropriate models. Therefore, the grid coded updating and the wind turbine dynamic modeling are important topics in the power system nowadays.KEY WORDS:Power system;Wind power;Grid code;Dynamic modeling摘要:分析了美国、丹麦、德国、苏格兰以及爱尔兰等欧美国家输电网运行公司针对风力发电制定的电网导则及其对风力发电动态仿真提出的要求,讨论了四种典型风力发电机组的动态建模,并给出了恒速感应式风力发电机组和变速双馈风力发电机组的仿真实例。
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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 2, MARCH/APRIL 2004565Modeling and Control of a Variable-Speed Constant-Frequency Synchronous Generator With Brushless ExciterChunting Mi, Senior Member, IEEE, Mariano Filippa, Student Member, IEEE, John Shen, and Narashim NatarajanAbstract—This paper presents the modeling, control, and implementation of a novel variable-speed constant-frequency power generation system for renewable and distributed energy applications. The generation system consists of a wound-rotor generator, a brushless exciter and a low-rating controlled power converter. The main generator is a doubly fed induction machine which is operated as a synchronous generator. The advantages of the proposed system are reduced harmonic injection to power grid, wide speed operation range covering both subsynchronous and super-synchronous speeds, self var support, and increased reliability. It can be directly applied to wind power generators, small-scale hydroelectric generators, stand-alone diesel and gasoline generators, and aerospace and naval power generation systems where a variable speed turbine/engine is employed. An equivalent circuit model of a doubly fed generator was developed incorporating stator and rotor iron losses. Then the control of a standalone generation system is developed based on the mathematical model. Detailed implementation procedure is given. An experimental system and its control were implemented using an embedded real-time digital signal processor. Measurements of the experimental system validated the system design and readiness for prototyping in a relatively large power range. Index Terms—AC generators, brushless, doubly fed, induction generators, modeling, permanent-magnet exciter, synchronous generator excitation, synchronous generators, variable-speed constant-frequency generator.Fig. 1. Traditional wind power generation systems. (a) Variable-frequency generator with full-rating power converter. (b) Doubly fed induction generator with reduced-rating power converter.I. INTRODUCTIONTHERE has been increased interest in renewable and distributed power generation systems in recent years. Most of such power generation systems demand low-cost reliable generators suitable for variable-speed operation. In addition, in modern wind and small hydropower generation systems, the turbine designs are moving toward variable-speed architectures to increase energy capture capability [1]. There are two major categories of variable-speed power generation systems [2], [3]. The first category is a variable-frequency generator, either a squirrel-cage induction machine, or a wound-field synchronous machine, or a permanent-magnet (PM) synchronous machine, all using full-power-ratingPaper IPCSD 03–125, presented at the 2003 Industry Applications Society Annual Meeting, Salt Lake City, UT, October 12–16, and approved for publication in the IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS by the Electric Machines Committee of the IEEE Industry Applications Society. Manuscript submitted for review June 19, 2003 and released for publication November 29, 2003. This work was supported by the Faculty Summer Research Grant at the University of Michigan, Dearborn. The authors are with the Department of Electrical and Computer Engineering, University of Michigan, Dearborn, MI 48128 USA (e-mail: chrismi@). Digital Object Identifier 10.1109/TIA.2004.824504pulsewidth-modulation (PWM) converters, as shown in Fig. 1(a). The second category is a variable-speed constant-frequency generation system which uses a doubly fed induction generator and a reduced-rating power converter, as shown in Fig. 1(b). The former offers simple configurations for generators but employs expensive power electronics converters. If a squirrel-cage induction generator is in place, it must be connected to a stable voltage source for excitation and reactive power (var) support. The secondary, doubly fed wound-rotor induction machines, require brushes and slip rings which increase maintenance work. As these systems are usually located in remote mountainous areas, it is important to have a robust maintenance-free system. Moreover, all conversion schemes suffer from harmonic distortion caused by power electronic converters directly connected to the power grid. A cascaded induction machine was proposed to eliminate the slip rings and brushes [4]. It showed that harmonic distortion could be reduced but the cost of the system was significantly increased and the system efficiency dropped. Doubly fed reluctant generators were also studied [5]. It showed that the size of a doubly fed reluctant generator was considerably larger than the size of an induction or synchronous machine with the same power rating. A doubly fed induction generator similar to a doubly fed reluctant generator was also proposed by Brune et al. [6]. This paper proposes a novel variable-speed constant-frequency power generation system suitable for renewable and distributed energy systems. The objective is to improve power quality, increase the system reliability, and eliminate the dependence on any external active or reactive power support.0093-9994/04$20.00 © 2004 IEEE566IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 2, MARCH/APRIL 2004Fig. 3. Polarity mark of the generator [14]. A current entering a polarity-marked terminal produces an MMF and flux that is in a positive direction (I 8 ). A current flowing out of a polarity-marked terminal produces a mmf and flux in the negative direction (I 8 ). Therefore, I generates a negative flux linkage on both the stator and the rotor windings, but rotor current I generates a positive flux linkage in both the stator and the rotor windings. It has been shown in (6) and (7).!!Fig. 2. System configuration of the constant-frequency power generation system.proposedvariable-speedA. Voltage and Current of the Main Generator Under steady-state operation, the stator voltage and current of phase of the main generator can be expressed as (1) where is the power factor angle of the stator, and is the frequency of the stator current which is assumed to be the constant synchronous frequency. Subscript 1 donates the stator quantities. Similarly, the voltage and current of rotor phase of the main generator can be expressed as (2) where is the power factor angle of the rotor, is the fre, is quency of rotor voltage and current, is the actual rotor mechanical angular speed, the rotor slip, and is the angle between stator voltage and rotor voltage. When referred to the rotating frame - system, is similar to the power angle of a synchronous machine. Both the stator and the rotor quantities can be expressed as phasors (3) B. Equivalent Circuit in the Stationary Stator Frame In grid-connected doubly fed machines, there are voltage sources connected to both the stator and the rotor. When a synchronous generator convention is used, rotor currents flow into the machine and the stator current flows out the machine, as shown in Fig. 3 [16]. By using the definitions given in Fig. 3, the voltage and flux linkage equations per phase of the doubly fed machine can be written as follows [17]: (4) (5) (6) (7) The voltage equation can be derived by substituting (6) and (7) into (4) and (5) (8) (9)An equivalent circuit model was developed for the proposed generation system using doubly fed generators, incorporating stator and rotor iron losses. Experiments were carried out on a stand-alone system to validate the system design and analysis. II. SYSTEM DESCRIPTION The proposed power generation system is shown in Fig. 2. The system consists of a main wound-rotor generator, with the shaft connected to the wind turbine and the wound-rotor winding connected to the armature of the exciter; a brushless exciter (with permanent-magnet poles or field windings) with field on the stator and armature windings on the rotor; a low-rating rotating power converter constructed to rotate with the main shaft. The configuration of the main generator in Fig. 2 is identical to a doubly fed wound-rotor induction machine. Due to the way the machine is controlled, it is more suitable to name it a synchronous machine [8]. , and the Suppose the machine is running at rotor speed required frequency of the output is , the rotor winding must ,” produce a magnetic field at the speed equal to “ where is the number of poles. This air-gap field generated by the rotor winding must be able to produce the required stator terminal voltage. When the generator is loaded, the exciter should be able to provide additional current to overcome the stator armature reaction in order to maintain the required stator terminal voltage. It will also be shown later, that the exciter must be able to be operated either in generating mode (subsynchronous speed) or motoring mode (super-synchronous speed). III. MODELING OF THE MAIN GENERATOR USING EQUIVALENT CIRCUIT APPROACH Doubly fed induction machines have been extensively studied in the past [7]–[15]. In these studies, almost all of the equivalent circuits of doubly fed induction generator used induction motor convention. In particular, Concordia et al. [7] suggested that rotor phasors in the equivalent circuit for super-synchronous operation should be the conjugate of the actual phasors. This paper presents an equivalent circuit model for the proposed main generator suitable for both subsynchronous and super-synchronous speed operation using a generator convention and incorporating stator and rotor iron losses.MI et al.: MODELING AND CONTROL OF A VARIABLE-SPEED CONSTANT-FREQUENCY SYNCHRONOUS GENERATOR WITH BRUSHLESS EXCITER567Fig. 4. Equivalent circuit at subsynchronous speed following generator convention. The excitation is from the rotor, which generates an induced voltage at the right side of the ideal transformer.Fig. 5. Representation of the generator system at super-synchronous speed. The rotor current flows into the polarity-marked terminal producing a positive flux 8 . However, since the rotor is running at a speed higher than the air-gap field, the rotor sees a negative-sequence flux linkage. It is shown in (13) and (14).Sincethe rotor voltage equation becomes (10)Further, by introducing the effective stator/rotor turns ratio , stator voltage (8) can be reorganized asFig. 6. Equivalent circuit at super-synchronous speed following generator convention.(11) and rotor voltage (9) can be reorganized asrotor voltage equation, however, has to be revised according to (14)(12) (15) , , , and , . The equivalent circuit of a doubly fed machine can then be derived from (11) and (12), as shown in Fig. 4. The rotor and , where stator are linked by an ideal transformer with ratio of slip transfers rotor and stator frequency. where C. Super-Synchronous Speed In the above derivation of the equivalent circuit, slip was assumed to be positive as the generator is operated at subsynchronous speeds. The generator may be operated at super-synchronous speed or negative slip . If the equivalent circuit of and in the rotor circuit become Fig. 4 is used, both is also negative due to negnegative. Rotor frequency ative slip. In the real word, it is preferable to express frequency . as a positive number, e.g., Since the air-gap field is still running at synchronous speed, the rotor winding sees a negative field because the actual rotor speed is higher than synchronous speed. As explained in Fig. 5, the flux linkage can now be expressed as (13) (14) It can be seen from (13) that the stator voltage equation is not affected by negative slip or negative-sequence rotor current. The (16) The equivalent circuit for super-synchronous speed operation can be derived from (16) as shown in Fig. 6. Since , so , and . Therefore, Fig. 6 and Fig. 4 are essentially the same. Further analysis of the ideal transformer in Fig. 4 reveals that there is also a difference of power on the two sides of the ideal transformer. The real power on the rotor side of the ideal trans, but the real power transferred to the former is . In Fig. 4, stator side of the ideal transformer is to the stator is electric power transferred from(17) It can be seen from (17) that does represent to the stator. The difthe electric power transferred from ference of the power on the two sides of the ideal transformer must represent the mechanical power on the shaft, which can be written as (18)568IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 2, MARCH/APRIL 2004Comparing (22) to (17), it can be seen that the first term of (22) represents the electric power transferred to the stator by . The second term in (22) can be reorganized using (17) (23) Comparing (23) to (18), it can be seen that the second term and of (22), or the difference of real power of represents the mechanical power transferred from rotor shaft to the stator. E. Iron Losses The equivalent circuit shown in Figs. 4, 6, and 7 do not include iron losses. The usual method to account for iron losses in parallel or in induction machines is to have a resistance , where represents series with the magnetizing reactance the equivalent stator iron losses [16]. Rotor iron loss of induction machines is usually neglected due to the fact that the frequency of the magnetic field in the rotor iron is very low. Since doubly fed induction machines may be operated at large slip, iron losses will exist in both the stator and the rotor, within which the latter is proportional to the frequency of rotor flux density. The inclusion of iron losses in the equivalent circuit is rather complicated but this must be taken into account as the efficiency of induction generators is of fundamental importance and affected by rotor iron loss at large slip operations. Although rotor iron loss exists and affects the efficiency of variable speed wind generators, iron losses were neglected in many studies [6], [7], [9]–[13]. In [8], it was claimed that the rotor iron is a function of s and changes sign when s changes sign. It proposed to have the iron loss represented by a resistance in series with the rotor winding resistance. In [14], the rotor iron loss was simply not represented in the equivalent circuit. In fact, since iron loss always exist no matter the machine running at super or sub synchronous speed, iron loss should always be positive regardless of slip . It is also worth noting that rotor iron loss always presents as long as slip is not zero, regardless of rotor currents. Similar to the stator iron loss, which is related to excitation current but not the actual stator current, the rotor iron loss is proportional to excitation current but not the actual rotor current. Therefore, to incorporate stator and rotor iron losses in the equivalent ciras comcuit, two resistances can be added in series with monly done in induction machines, one to represent stator iron loss and the other to represent the rotor iron loss. Since rotor iron loss is proportional to rotor slip, the equivalent resistance is therefore proportional to slip. The equivalent circuit can be corresponds to the iron loss of the drawn in Fig. 8, where corresponds to the iron losses of the rotor calcustator and lated at synchronous frequency, e.g., when the rotor is stalled, and is referred to the stator side. The equivalent circuit presented in Fig. 8 has some advantages over the ideas presented in [8]. First, if rotor iron loss is represented by a resistor in series with rotor winding resistance as suggested in [8], then rotor iron loss would have been proportional to rotor current. As rotor iron loss is only proportional to the magnitude and the frequency of rotor flux densities, it should not be related to rotor currents. For example, rotor iron loss exists even when rotor is open circuited. Similarly, statorFig. 7. Equivalent circuit of a doubly fed induction machine referred to the stator side. (a) Rotor quantities are transformed to the stator side. Since the voltage on both sides of the ideal transformer is equal, the rotor circuit can I = , the ideal be connected with the stator circuit. (b) Further, since I transformer can be eliminated.=aD. Generalized Form of Equivalent Circuit The equivalent circuit presented in Fig. 4 or Fig. 6 is convenient to use since the circuits use the actual magnitude and frequency of stator and rotor quantities, hence, no transformation is needed. Shaft mechanical power is not included in Fig. 4. Sometimes, it may be more convenient to include the shaft mechanical power in the rotor circuit. This can be achieved by transferring rotor quantities to the stator side or vise versa. , the rotor equation becomes Multiplying (12) by (19) where , , , . The new equivalent circuit can be derived from (19) as shown in Fig. 7. The above transformation not only results in the change of the equivalent circuit, but also results in a change of power represented by each component in the rotor circuit. Note that the rotor power factor angle has not changed since . The apparent power presented by each of the rotor components in Fig. 7 are (20)(21) It can be seen from (20)–(22) that the power represented by each component of Fig. 7 now includes two terms. In Fig. 7, the total real power transferred to the stator can be can be found by subtracting (21) from (20). By reorganizing, written as(22)MI et al.: MODELING AND CONTROL OF A VARIABLE-SPEED CONSTANT-FREQUENCY SYNCHRONOUS GENERATOR WITH BRUSHLESS EXCITER569Fig. 9.Closed-loop control of a stand-alone system.The power generated by the stator winding is (28)Fig. 8. Equivalent circuit of a doubly fed induction machine incorporating stator and rotor iron losses. Note the rotor iron loss is proportional to the rotor slip which results in an equivalent resistance proportional to rotor slip.iron losses always exist no matter the excitation current is provided by the stator winding or by the rotor winding. Secondly, taking the absolute value of slip avoids reversing of the sign of rotor iron loss. F. Rotor Voltage and Current Wind turbines are designed to have an optimized speed–torque profile to provide maximum output power for any given wind speed. This means that, for a given wind speed, the turbine speed or slip is designed such that the output can be maximized. When the generation system is connected to an infinite bus, the generator terminal voltage is imposed by the infinite bus. Therefore, for grid connected generators, the excitation frequency of the rotor voltage is determined by taking the difference of grid frequency and the actual rotor speed. The stator current can be predetermined for maximum power output corcan then responding to each wind speed. The corresponding and slip for any particular wind be derived using , , speed, using the equivalent circuit of Fig. 8. , , Let then, for a given , , and slip , the required , , and can be derived using the equivalent circuit shown in Figs. 8 and 4 (24) (25) (26) For stand-alone systems, the power delivered is determined is unby the load connected to the generator. Therefore, can be controlled using a magnitude and known. In this case frequency proportional–integral–differential (PID) controller, is maintained at constant magnitude and constant such that frequency, as shown in Fig. 9. G. Relations of Input and Output Power The power supplied by is (27)The difference between (28) and (27) gives the mechanical power delivered from the shaft to the air gap. In order to visualize the power flow in a doubly fed generator, let us neglect both rotor and stator resistance and leakage inductances. By using Fig. 4, the following equations can be derived:(29) is the output of the main generator, which is equal to where is the required mechanthe total shaft input from the turbine, ical power by the main generator, and is the power transferred through the exciter. H. Power Flow in the Doubly Fed Machine From (29), it can be seen that the power supplied by is proportional to slip . Therefore, at subsynchronous speed, the rotor winding receives power and the exciter is running at generating mode. At super-synchronous speed, the rotor winding delivers power and the exciter is running at motoring mode. Fig. 10 shows the direction of power flow in the machine. At subsynchronous speed, the total mechanical power from the wind turbine is , where is electrical power produced by the exciter from the shaft mechanical power. The exciter is running at generator is then supplied to the rotor winding of the main mode. This generator through the power converter. , is directly transThe majority of the shaft power, ferred to electrical power through the air gap to the stator windings. The total electric power delivered at the stator terminals is equal to the mechanical power applied to the shaft, neglecting all losses, as shown in Fig. 10(a). At super-synchronous speed, the total mechanical power from the turbine is , where is transferred to electrical power by the rotor winding of the main generator, then delivered to the exciter through the power converter. The exciter is running in motoring mode. This portion of power is then570IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 2, MARCH/APRIL 2004The system efficiency is (32)IV. EXCITER AND POWER CONVERTER RATING It can be seen from (29) that the required power by the rotor winding of the main generator is proportional to rotor slip and the total output of the main generator. The exciter power rating can be determined using (24)–(26). When neglecting all losses, it is approximated as (33) The power converter must supply the rotor winding with both active and reactive power. Maximum apparent power supplied to the rotor winding is (34) The maximum rotor current can be determined by (25). When neglecting all losses, the maximum current needed for the power converter can be approximated as (35)V. EXPERIMENTAL VERIFICATIONFig. 10. Power flow in the proposed power generation system neglecting all losses of the system. (a) Subsynchronous speed, s > 0, ! < ! . Total power P ) is used to drive the main from the turbine is P , from which (P generator; P is used to drive the exciter; exciter output P is supplied to the rotor of the main generator through the power converter. (b) Super-synchronous speed, s < 0, ! > ! . Total power from the turbine is P , and (P + P ) is used to drive the main generator where P is supplied by the exciter; exciter input P is supplied by the rotor winding of the main generator through the power converter.0transferred to mechanical power by the exciter to be applied on , is directly the shaft. The majority of the power, transferred from the shaft to the air gap. The total electric power delivered at the stator terminals is again equal to the mechanical power on the shaft as shown in Fig. 10(b). The efficiency of the main generator can be calculated by including all the losses of the generator as shown by (30), at , and , are output the bottom of the page, where , of the main generator, stray load loss, and friction and windage loss, respectively; and are the magnitude of stator and rotor current, respectively. When losses of the system are included, the total output of the generator is equal to the total mechanical input minus all losses (31) where , , and are the losses of the generator, the exciter, and the rotating converter, respectively.A 2.2-kW 208-V four-pole 60-Hz experimental system was tested to validate the developed model. The equivalent circuit parameters of the main generator are shown in Table I. The system was operated as a stand-alone generation system simulating a wind power generator. The test bench consisted of main generator, which is made by a 3-hp induction machine and a stationary converter as shown in Fig. 11. The exciter was substituted by a dc bus. There is an encoder connected to the main shaft to measure the speed of the machine. The main generator can be modeled using the proposed equivalent circuit using the parameters shown in Table I. The calculated exciter and power converter rating are shown in Table II for a given wind turbine profile. It can be seen from Table II that, given the stator voltage and frequency, the maximum power required for the exciter is 0.936 kW at motoring mode. The maximum power converter power rating is 1.5 kVA and maximum voltage is 127 V. The control of the system was implemented using a digital signal processor (DSP) embedded real-time controller, as shown in Fig. 12. The stator voltage feedback was acquired through the two ADC channels of the DSP. The stator voltage is controlled using a voltage PI controller. The required frequency of rotor excitation is obtained by taking the difference of the expected stator frequency and the rotor angular speed converted to electrical degrees. The required gating for the rotor excitation was generated based on these two inputs.(30)MI et al.: MODELING AND CONTROL OF A VARIABLE-SPEED CONSTANT-FREQUENCY SYNCHRONOUS GENERATOR WITH BRUSHLESS EXCITER571TABLE I EQUIVALENT CIRCUIT PARAMETERS OF THE EXPERIMENTAL MOTORFig. 12. Control implementation of a stand-alone generation system using dSPACE embedded real-time controller. In this setup, the stator voltage reference is set to 208 V and the stator frequency is set to 60 Hz.Fig. 11. Experimental system setup. In this setup, the main generator is a 3-hp three-phase wound-rotor induction machine; the turbine is simulated by a dc motor. The exciter is not included in the setup. TABLE II WIND TURBINE PROFILEAND EXCITER AND POWER RATINGPOWER CONVERTERFig. 13. Measurements of the generator at 1266 r/min. Upper: rotor voltage (PWM wave) and current (grey sine wave); lower: stator voltage (grey) and current (black). Stator voltage is 60 Hz, 120 V (phase), with pure resistive load of 42.8 . It shows that although the rotor voltage is a PWM wave, the stator voltage and current are almost harmonic free.The generator was set to have an output of 230 V and 60 Hz. The speed was varied from 800 to 2000 r/min, using the wind power profile given in Table II. The required current, voltage, and power for the rotor excitation were measured at different shaft speeds and compared to the calculated using the equivalent circuit. Fig. 13 shows the measured stator voltage waveform. Fig. 14 shows the measured rotor voltage compared to the ones calculated using the equivalent circuit model. Fig. 15 shows the measured power supplied to the rotor winding for each given output of the stator. It is compared to the ones calculated by the equivalent model. Fig. 16 shows the measured rotor current versus the rotor current calculated by the equivalent circuit. It can be seen from the comparison of Fig. 14 to Fig. 15 that the measurements agree with simulations by the equivalent circuit.Fig. 14. Measured and calculated rotor voltage of the main generator. The output is set to 60 Hz and 230 V for any given rotor speed.Although it is not implemented in this paper, it is possible to eliminate the encoder by using a frequency PID controller to control the stator frequency of a stand-alone system to eliminate the speed encoder.572IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 40, NO. 2, MARCH/APRIL 2004An equivalent circuit was developed to model the doubly fed induction generator incorporating stator and iron losses. While steady-state operation of the system has been modeled and verified by experiments, dynamic characteristics and stability of the system needs to be investigated. The experimental study of a 3-kW prototype system, which includes the proposed generator, exciter, and a power converter, is in progress. Once successful it will eventually be transitioned to a megawatt wind power generation system. APPENDIXFig. 15. Measured and experimented power of the stator and rotor. The output is set to 60 Hz and 230 V for any given rotor speed.The Matlab simulation program for the equivalent circuit is as follows. equivalent circuit analysis of doubly-fed generator this program calculates the needed rotor voltage, current and power for required stator current and speed also calculates the system efficiency given speed and rotor current ; ; % define variables using symbols syms r1 x1 rms rmr xm r2 x2 V1 I1m phi syms s a rad pad Iad real; ; ; ; ; ; ; % Stator phase voltage ; % windage and friction loss ; % stray load loss ; % turns ratio ; % stator resistance ; % stator leakage inductance ; % rotor resistance ; % rotor leakage inductance ; % mutual inductance ; % stator iron loss component ; % rotor iron loss component ; % stator phase angle (PF) for : 8 ; ; ; ; ; ; ; ; % % % % % % % %Fig. 16. Measured and calculated rotor current. The output is set to 60 Hz and 230 V for any given rotor speed.The transient behavior of the generation system was not studied in this paper. However, the transients of the generation system were observed in the experiments. It was found that the transient process is generally smooth with a sudden change of speed when it is operated at subsynchronous speeds. At super-synchronous speeds, the stator frequency is not as stable as it is operated at subsynchronous speeds. When operated near synchronous speeds, it is also more difficult to maintain the stator voltage at constant due to the fact that the rotor excitation is almost dc. VI. CONCLUSION A novel variable-speed constant-frequency power generation system has been proposed and modeled. The experiment shows that the proposed system can produce a stable voltage and frequency at the main generator terminals for any given turbine speed. The advantages of the proposed system can be summarized as follows. 1) The system is capable of being a stand-alone system and self-var support. In the case of large wind systems, self starting and self stopping is achieved without the requirement of additional facilities, such as soft starters or braking systems. 2) The system provides improved power factor controllability and reduced line harmonic distortion, by eliminating the direct connection of a power converter to the power grid.; end plot (n, Effi, n, I2_amp, n, Rotor_power)。