IEEE Transactions on Energy Conversion, Vol. 14, No.

3, September 1999 633

Large Converter-Fed Synchronous Motors

for High Speeds and Adjustable Speed Operation: Design Features and Experience
G. J. Neidhofer, Senior Member, IEEE A. G. Troedson, Member, E E E
ABB Power Generation Ltd ABB Industrial Systems Inc.
Department KWJ37 16250 W.Glendale Drive
-
CH 5401 Baden. Switzerland New Berlin, WI 53151, USA

Abstract: The use of higher than the line frequency enable
synchronous motors to be operated at high adjustable speeds
especially in high-power electrical drive systems The paper
outlines the special design measures for such motors with solid-
iron cylindrical rotors and describes the various novel application
fields including operating experience.
Keywords: Electric drive, synchronous motor, converter
supply, load commutated inverter, high speed, adjustable speed,
current harmonics, torque harmonics, design, operation.
I. INTRODUCTION
Due to their particular potential and features, synchro-
nous motors are best suited for high-power and high-speed
drive duties. They emerged from a fascinating course of
development which the synchronous machine has undergone
from the very beginnings up to the present day [I]. The
newest advances came from the progress in power elec-
tronics, enabling static frequency conversion and even fre-
quency variation, thus offering individual and optimum
speeds in drive systems. The challenge for high-speed motor
operation required the development of a machine based on
the cylindrical solid-iron rotor principle and adapted to the
particular converter supply conditions.
11. HIGH-SPEED AND ADJUSTABLE SPEED DRIVE
SYSTEMS: MAIN FEATURES AND APPLICATIONS
Fig. 1 shows the simplified diagram of a converter-motor
drive system [2]. The electrical energy is transmitted from
the medium-voltage mains via an isolating transformer to
the rectifier side of the converter. After rectification, the
current flows through the smoothing reactor in the dc link to
the inverter which feeds the synchronous motor with variable
voltage and frequency.
PE-1223-EC-0-10-1997 A paper recommended and approved by the
IEEE Electric Machinety Committee of the IEEE Power Engineering
Society for publication in the IEEE Transactions on Energy
Conversion. Manuscript submitted August 27, 1997; made available for
printing October 7, 1997.
With respect to turn-off times and high current blocking
capability of power thyristors, frequencies as high as 120 Hz
are possible. Choosing the lowest number of poles, namely
two, for the synchronous motor, the present maximum
attainable speed is 7200 rpm. Such high rotational speeds
necessitate the motor to be constructed with a cylindrical,
solid-iron rotor. This helps master the significant centrifugal
forces in the same well proven manner as on turbo-
generators. With the inclusion of direct air cooling in the
rotor field winding, very high single-unit ratings are
possible. The combination with variable-frequency supply
thus leads to drive systems which offer:
highest unit ratings (in the range of 10 40 MW) -
high-speed operation (up to 7200 rpm)
variable-speed operation direct drives without gears
precise speed control loss-free process control
high overall efficiency low maintenance.
Although the initial investment is slightly higher than for
conventional drives, this is soon recovered due to the better
efficiency and simpler maintenance. The main applications
can be outlined as follows:
wherever unit ratings and/or speeds are required beyond
the limits for conventional dc and ac drives
replacement of steam and gas turbine drives,
especially for:
boiler feed pumps in thermal power stations
turbocompressors in petrochemical and other process
industries.
One example of these applications can be seen in Fig. 2,
showing drive systems for feedwater pumps in a thermal
power station [2], [3]. Another application is, for example,
turbocompressors in petrochemical plants [4], 151, [6]. Mean-
while, more than 50 units of similar rating and speed have
been put in service by the same manufacturer. The newest
drive systems were supplied for gas transport in North Sea
gas pipelines [7].
Sp$JrepeEy -.1 .
~nv~fle~(W
1 Line- 7
Isolating 'Commutated ! Synchronous
!
transformer converter Reactor converter I motor
Mains I
I

- --
!
1 - - - - - - - --
- - - - - - - - -=

Fig. 1
'
! Control
Monitoring
I Static
eXCltatlOn

Diagram of a convater-motor drive system

i

0885-8969/99/$10.00 0 1997 IEEE

634
Fig 2 Feedwater pump and mdor rated 12 M W at 6000 rpm
for variablsspeedoperation
111. SYSTEM DESIGN CONSIDERATIONS
There are several important system design aspects that
have to be taken into account when designing a converter-
fed drive system. These factors tend to become increasingly
important and the effects tend to be more pronounced as the
size of the drive becomes larger. These include:
A. Network Harmonics
The recommendations outlined in IEEE 519 provide
guidelines for maximum acceptable harmonic distortion seen
in the supplying network. Suitable remedies, such as the use
of 12- or 24-pulse network connection, tuned filters, etc. are
commonly applied to bring the distortion to acceptable
levels. These countermeasures are well documented else-
where and we will not elaborate further on this subject here.
B. Machine-side Harmonics and Special Machine Design
Considerations
Current-source converters cause line currents which, in
the case of six-pulse equipment, have an approximately
rectangular or trapezoidal waveform. Consequently, there
are current harmonics of the order
m = 6 k 2 1 k = 1,2, 3 etc. (1)
i.e. m = 5 and 7, 11 and 13, 17 and 19 etc. With 12-pulse
converters, harmonic pairs associated with k = 1, 3, 5 etc.
can be avoided. The amplitudes I,,, depend on the order itself,
but also on current overlapping during commutation,
determined by the commutation reactance and firing angle.
Potential harmonic effects are countered as follows:
The armature winding in the stator has to be designed
with thinner strands for limiting the more pronounced skin
effect at the higher frequencies. In addition, a suitable
insulation system masters the slightly increased dielectric
stress due to the voltage spikes from current commutation.
A very effective damper winding is needed in the rotor,
provided by conductive slot wedges and suitable end-con-
nections. It acts as a squirrel-cage for compensating the
harmonic current sheets. These are travelling waves moving
either in the same direction as the rotor (m = 7, 13 etc.), or
in the opposite direction (m = 5, 11 etc.). Their velocity,
-
referred to the rotor, is thus (m 1) or (m + 1) times the
synchronous velocity (i.e. 6 times, 12 times etc.).
A proper term for estimating the rotor surface electric
load is the so-called “equivalent negative-sequence current”,
leading to the same amount of unbalanced load losses caused
by a negative-sequence current iz with twice the synchronous
velocity or frequency, referred to the rotor [8]:
p2 constant i; f i .
= (2)
Considering the stator current-harmonics, each pair m
produces losses of approximately
pm = constant (iml2 + i i 2 )J;;,
(3)
where n is the relative frequency, referred to the rotor (n = 6,
-
12, 18,24 etc.) and with ml = n 1, mz = n f 1.
The sum of these losses would be caused by an equivalent
negative-sequence current of the magnitude
I
(4)
In a typical example for 6-pulse operation with
m1.z 5 7 11 13 17 19 23 25
n 6 6 12 12 18 18 24 24
I,, 0.20 0.12 0.074 0.053 0.033 0.025 0.013 0.01
the result is iZqu = 0.35 p.u. (12 pulses: izequ= 0.15 P.u.). Of
course, €or real rotor structures detailed considerations of
local current and loss conditions are necessary [9].
A handy way for quantifying the rotor surface losses is
offered by introducing the “rotor wave resistance Rw”, a
characteristic quantity of typical rotor and damper designs
[SI. The current-harmonic losses, per unit area at the rotor
surface, are thus
J A2
P = 5 A2equ R W > (5)
where AzSquis the equivalent linear current density, based
on iZequ.
Example: For a synchronous motor rated 12MW at
6000 rpm (f = 100 Hz), having a cylindrical rotor with a
complete damper cage, the rotor wave resistance, referred to
2 x 100 = 200 Hz,is about 25 @, and the equivalent linear
current density, based on iZequ , is 27kA/m. Thus, the
current-harmonic losses come to p = 9110 (1670) W/m2 and
P = 26 (5) kW according to 6 (12)-pulse operation.
A suitable comparison may be helpful: In 6-pulse opera-
tion the rotor surface specific losses amount to FS 20% of the
specific heat production of a domestic iron, and the losses in
total correspond to = 0.2% of the rated motor power. Such
modest values result from the very effective rotor damper
cage reflected by a low rotor wave resistance.
To reduce the current-harmonic effects and the commu-
tation reactance of the machine converter to a minimum, the
damper bars are also arranged in the rotor pole regions [SI.
The ends of all the wedges are connected together by the
retaining rings. Sufficient electrical contact is ensured even
at low speeds and at standstill by special pretensioning

measures [2]. The damper bars serve a second purpose, this
being to act as electrical bridges across the flexibility slots
needed for mechanically isotroping the rotor in both axes in
order to counter the double-frequencybending vibrations.
C. Drive Train Considerations
The entire mechanical drive train needs to be analyzed as
to its mechanical natural frequencies and their interaction
with the total electrical system. The current harmonics, seen
by the motor, can excite torsional oscillations in the shaft
line [lo]. Interaction of the air-gap main flux with current-
harmonic travelling waves results in forward- or backward-
directed harmonic air-gap torques. The individual fre-
quencies are 6, 12 etc. times the operating frequency. For
each pair of current harmonics, with the common frequency
n referred to the rotor, the air-gap torque t, can analytically
be approached as follows:
t" =
with iil amplitude of the fundamental voltage
the respective current phase angles
'pn-,, (prrtl
The resulting current-harmonic air-gap torques in the
given example for 6-pulse (12-pulse) operation are:
n 6 12 18 24
t b.U.1 0.20(---) 0.08(0,OS) 0.036 (---) 0.015 (0,015)
In order to avoid mechanical resonances, the shaft line
has to be designed in such a way that the natural torsional
frequencies do not coincide with the electrical torque fre-
quencies within the dominant speed range [6]. It may also be
necessary to provide the shaft coupling with special damp-
ening devices to change the dynamic behaviour of the entire
drive train.
A comparison of the current harmonic losses and the
torque produced for a 12-pulse with a 6-pulse load-side
connection, clearly demonstrates the advantages of the 12-
pulse system. This preferably is configured as a single-
channel, 12-pulse converter feeding two three-phase wind-
ings, displaced by 30 electrical degrees, in the stator [2].
Adjustable speed motors also require special attention to
the bearing design. A three-bearing system is used: Two
bearings support the main rotor and the third is arranged at
the outboard end of the exciter shaft. The bearings are of
pedestal type,forced lubricated, and of four-lobe sleeve type,
derived from and previously used with good experience for
industrial turbines. Inherent damping properties ensure low
sensitivity to system unbalances, which enables the motor to
safely operate in close proximity to or even at the first
critical speed (at the bending resonance state).
D.Excitation System Considerations
Since the brushless excited motor requires a source of
excitation at standstill to provide torque for starting and
acceleration, a three-phase induction type exciter is used.
The exciter rotor field is oriented to rotate in the opposite
635
direction to the stator field, providing a slip of 1.0 at
standstill which increases with speed. The exciter stator
winding is energized from a three-phase thyristor controlled
ac supply which induces voltage at the slip frequency in the
three-phase rotor winding. Thus, the motor is always
synchronized, even during start-up [6].
E. Modeling and simulation
One of the basic requirements was to develop calculation
tools based on extensive modeling and advanced analysis
methods [ 1I], [ 121. System modeling has to cover all com-
ponents, as the electric converter-motor system including
excitation and control (Fig. l), the driven unit and the
mechanical shaft system. With such tools all internal
phenomena, the interaction between converter and motor
and the electro-mechanical effects in the shaft line can be
analysed in great detail, which also helps determine the
required properties of the mechanical coupling.
Reference [ 111gave an interesting conclusion with regard
to modeling synchronous motors with solid-iron rotors: a
fairly good accuracy for higher-order torque harmonics can
be achieved in simplified converter-motor models, provided
that the "sub-subtransient" reactance of the motor 1131 is
introduced for the lumped commutation reactance.
IV. PERFORMANCE TESTS
The first large converter-motor drives, built with this new
technology, were thoroughly tested in a full scale back-to-
back type test in the manufacturer's workshop [3]. Two com-
plete sets were installed on a test bed and coupled together
(Fig. 3). Both sets could operate at full load, one of them in a
motoring mode and the other in generator mode, while the
power losses were covered by the factory's network.
The development and acceptance tests confirmed the
proper functioning over the entire speedpower range, the
restrained impacts of harmonics and all other specifications
incl. temperature rises, overall efficiency and sound level.
The excellent results also provided a safe platform for sub-
sequent drive equipment in other application fields. Further-
more, those tests have proven that individual component
testing is sufficient for subsequent systems. The complete
system can be comfortably tested on site after installation [6].
Fig 3 Load-test arrangementoftwo 12 MWI6000 rpm drive systems
636
V. OPERATING EXPERIENCE
For more than ten years the modern drive systems have
found increasing access to various fields of application.
Accordin&, thk operating experience, which was positive
from the very &ginning* has grown cOntinuOusly’
matelv 50 drive sets are in operation to date, which repre-
sents a total of two million se-&ce hours; individual fi&es
of approximately 100 000 service hours per drive unit dem-
onstrate the high degree of reliability.
Operating experience shows that very reliable operation
can be achieved with the type of motor and converter drive
system described herein. Special consideration has to be
given to the control and protection settings to ensure most
reliable operation during various types of power disturb-
ances. The installation of a comprehensive monitoring and
fault diagnostic system is an important tool in achieving the
required level of system availability. A corrective action,
related to the floating spacer shaft between a motor and
ethylene compressor, was to fit an auxiliary bearing [5]. But
these incidents did not at all influence the principle and
capability of the new drive concepts which continue to
provide successful and reliable service in a variety
. of p
.wer
stations and industrial plants.
VI. CONCLUSION AND OUTLOOK
Based on the complete confirmation of all expectations
and the excellent operating experience it can be concluded
that the present state-of-the-art for high-power electrical
drive systems with high and adjustable speeds has consoli-
dated itself. It can be expected that this advanced technologV
will continue to take over various drive duties in new power
plants or in existing power stations with modernisation
programs, as well as in oil or petrochemical and other
process industries.
VII. REFERENCES
[I] G. Neidhofer, “The Evolution ofthe Synduonous Machine”, ABB Review,
No. 1, 1992, Supplement,pp. 1-11.
121 K.M. Weber and W.Heil, “Converter-Fed Synchronous Motor as a
Gearless, High-Speed Drive for Boiler Feed Pumps”, Brown Boveri.
Review, Vol. 73, No. 6, pp. 284-291, June 1986.
[3] H.E. Schweickardt, H. Kohi and AS. Mitchel, “12 MW / 6000 Ipm
variable speed load commutated inverter drives for Matimba power
statim”, CIGRESessionAug. 2 - Sept. 4, 1986, Paper 11-15.
[4] S. Conias, K.-H. Metzger, K. Schweizer and P. Steimer, “Adjustable
speed, converter-fed synchronous motor used to drive a 13-MW turbo-
oompressor”,ABBReview, No. 7,pp. 19-26, 1990.
[5] A. Grgic, W.Heil and H. Praner, “Large converter-fed adjustable speed
AC drives for turbomachines”, Proceedtngs of the 21st Turbomachinery
-
Symposium andshort Courses, Texas University, Sept. 28 Oct. 1, 1992,
pp. 103-112.
[6] B.M. Wwd, W.T. Obde, J.H. Dulas and F. Steuri, “Application of a
lSOOOhp, 6000r/min Adjustable Speed Drive in a Petrochednical
Facility”, 41st Annual Petroleum and Chemical Indushy Conference,
Vancouver BC, Sept. 12-14,1994. IEEB Paper No. PCIC-94-31.
[7] K.M. Weber, “Adjustable speed AC drive systems for No& Sea gas
pipelines”, ABBReview, No. 9, pp. 4-9, 1994.
[8] G.J. Neidhofer and B.N. Bose, “Negativ+sequence losses in solid rotors of
turbogenerators and equivalent wave resistance”, IEEE Transactions on
Power Apparatus and Systems, vol. PAS-94, NO. 3, pp, 753-763,
MayiJune 1975.
[91 W.Vetter and K. Reichert, “Determination Of Damper Winding and Rotor
Iron Currents in Convatn; and Line-Fed Synduonous Machines“, IEEE
Transachons on Energy Conversion, Vol. 9, No. 4, pp. 709-716,
Decemher 1994.
[10]A. Frei, A Grgic, W.Heil and A Luzi, “Torsional oscillations of pump-
unit shall trams having variable-speed eledric motors“, Proceedings of the
Third International Pump Symposium. Texas University, May 20-26,
1986.
-
[ 111J-J. Simond, “Simulation des Systems Spchronmaschine Stromri&ter -
Drel~hstronmetz:Einfiuss der llufersltuldur und des Betriehspunkts auf die
Strom- und Drehmanent-Obuschwingungen“,ETZArchiv, Band 9, No. 3,
pp. 71-76, 1987.
[12]C. Ivarson, S. Toader, T. Alasuvanto, L.Hietalahti and J. Heil, “Syn-
chronous m a d k m with single or double 3-phase star-connected winding
fed by 12-pulse load commutated inverter. Simulation of operational
behaviour“, Proceedings of the International Conference on Electrical
Machines ICEM 1994,Paris, Part I, pp. 267-272.
[13]LM. Canay, “physical significance of suh-subtransient quantities in
dynamicbehaviour of syndmnous machines“, IEE Proceedings, Vol. 135,
Pt. B, No. 6,pp. 334-340, Novemha 1988.
VIII. BIOGRAF’HIES
Gerhard J. Netdh6fer (M84, SM96) was hom
m Gamany in 1931. He received the Dip1 -Jng
degrm m elea7cal power engmeermg from the
T h i s c h e Ho&schule Dannrtadt, Germany, in
1957 and the dodor of sclence degree m applied
mathematics from the Universny of Grenoble.
France, in 1958
Before graduation, he joined the BBC Brown
Boven Company, Baden, Switzerland. Initially
responsible for studies of special problems m the
design and development of large synchronous
machmes, he has been head of a research
department for eledrical machines smce 1970.
M e r the formation of the ABB group, his
department continued as a cater of excellence for the development of large
synduonous machines wrthm ABB Power Generation Lid. Since 1994 he has
held the post as suentlfic assistant m the staff for the ABB turhc-generator
development
G d a r d Neidhofer is also a vislting professor at the Teduusche Hochschule
Dannrtadt for spenal eledncal madnne topics He has published more than
thirty tedmical papers and has co-authored two hooks, one on mahme
windmgs and one on power engmeering He is a member of the IEEE Power
Engineesing Society andthe Synduonous Machmmery Subcommittee
. .
Andem G. Troedson (hf’84) was bom in
Sweden in 1949 and received his masers degree
in ehrical enginwing tiuni Chalmm Uni-
versity of Technology in Ciotehorg, Swedcn in
1971.
Durine the las 25 vears he has held various
posni& ~ R h m the A E A wmpany and later the
AUl3 group m Swedm and the Unnd %at*,
W R h p m a r y emphasis on adjustable speed h \ m
reditier systems, spenaity power converter systems and high power drive
systems.