2018 X International Conference on Electrical Power Drive Systems (ICEPDS)

Inductor Motors Characteristics Research

At Dynamic Braking

Alexsander Smirnov Andrey Zimin Dmitry Kudryashov

Institute of Electric Power Engineering
Nizhny Novgorod State Technical
University after R.E. Alekseev
Nizhny Novgorod, Russia
a_yu_smirnov@mail.ru
Institute of Electric Power Engineering Institute of Electric Power Engineering
Nizhny Novgorod State Technical Nizhny Novgorod State Technical
University after R.E. Alekseev University after R.E. Alekseev
Nizhny Novgorod, Russia Nizhny Novgorod, Russia

Abstract—The article considers the inductive motors

running excited by permanent magnets at a braking mode,
accomplished by the complete cut-off from the external source.
The mode basic characteristic is a mechanical one. There are
also considered the method and calculation algorithm of the
characteristic through vector diagrams taking into account the
thermal field impact on the machine permanent magnets with
the help of mathematical apparatus of the experiment design
theory.
Keywords— brushless motors, induction motor, permanent
magnet, torque, variable speed drives
I. INTRODUCTION
In contemporary automatics equipment, telemechanics
and in various monitoring systems there has been widely
used an electric drive with synchronous brushless motors.
To control the actuating mechanism motion in order to
limit the speed of rotor and self-operation rpm at the motors
cut-off from the external source there is often used dynamic
braking in several relevant automated machines having
brushless synchronous drives [1-4]. The armature winding is
locked with the external load, which transforms into
generator mode. As the external load more often are used the
condensers comprised between one or several phasing out
units. Using the capacitance load allows stabilizing the
excitation field created by permanent magnets on the rotor or
stator [4-10], by magnetizing armature response and increase
at this the braking torque. The capacitance load provides an
effective reduction of rotor speed during braking. All the
energy in this mode is transformed into heat and produced in
the armature winding resistance phases.
III. MECHANICAL CHARACTERISTIC EQUATION
The loop short-circuiting current parameters come from
design calculation [11, 12]. These are shown by series-
connected inductance two-phase resistance dissipation. The
EMF phases geometric sum, closed-circuit by the capacity
changes affected by the external torque balance and by the
motors braking torque. The balanced voltage equation for
this contour in the steady-state mode is
 1 
2 E 0 = 2rI + j 2  ω L − I (1)
 ω C 
where C - is the capacitance of the capacitor in the circuit
(C1 or C2 on Fig. 1); E0 – are EMF phases available from the
design results; L – is the phase winding induced resistance,
conditioned by the field DC component in the inductive
motor gap.
We neglect the current effect on the dissipation
conductivity, which mainly influences the scheme inductive
reactance. E0 determined as follows:
ω Zwph ( Φδ m − Φσ p )
1
E0 = (2)
2 2
where  – is the rotor forced circulation frequency by the
external torque; r – is the phase active resistance (in hot or
cold condition defined by the object exploitation model).

II. REALIZATION SCHEME

The relevant dynamic braking with the condensers is
carried out inside the motor having phases even number. The
condensers are connected to the polar outs (by number and
axes and phases layout Fig. 1, coils are numbered along the
stator round, from the coil taken as the first one). At this
connection the external circuit, through which the power or
current are supplied always remains an open-circuit one by
of the force multipliers. The current running through the
capacity C1 and C2 remains the little one at the expense of
low rotor rpm in motor operation mode limited by
capacitance load high resistance. It has no significant impact Fig. 1. apacitance load connection to the motor winding phases to ensure
on the motor function at the executive unit moving elements. the dynamic braking mode.

978-1-5386-4713-4/18/$31.00 ©2018 IEEE

 The phase winding induced resistance, conditioned by the The characteristic ascending branch is a stable one, as the
field DC component in the inductive motor gap is defined as speed increase due to the random load torque decrease load
causes rotary speed increase above the set values st (Fig. 2)
L = Lmin. (3) as well as the increase of braking electromagnetic torque
increase limiting this speed.
Taking into consideration (3), the performed substitutions
and allowance, the torque of the designed motors in IV. DETERMINING PHASE INDUCTANCE
generator mode (in self-operation restraint mode) with the
braking on capacitance load can be determined by vector To determine the phase induction (3) through the
diagram [13-16]. It can be built according to the following minimal conductivity min
algorithm:
1) The interval of the rotation rate change is set, at which Lmin = Λ min wph
2
(5)
it is necessary to limit the self-operation. When making the
calculations the step of this rate is set;
there has been put forward an inductor motor tooth area
For each calculated value of the rotary speed further on model. The model is aimed at reproducing the rotor field at
the building-up of the vector diagram algorithm is realized the minimal conductivity of the air gap. It is represented by
according to the following cycle: stator and rotor tooth areas over a half of the slot pitch, with
coinciding axial slots of one magnetic core and the other
2) On the complex plane along one of the axis, e.g. along magnetic core tooth, 1 and 2, and the air gap area  between
the real values axis, an EMF vector E0 is plotted its module them (Fig. 4). The stator and rotor magnetic circuits are
having been calculated according to (2); locked between each other by the external magnetic core 3,
3) The torque angle is determined separated by MN line, at a significant distance from its sides
in its slots, significantly exceeding gap , there is located the
ωL −
1 coil winding side 4 of excitation coil, which reproduces the
ϕ= ωC ; rotor magnets MMF.
r
4) From the EMF beginning of vector on the torque angle
voltage loss vector direction is plotted on the armature
resistance – clockwise at the negative angle value
(predominance of capacitance load), or counterclockwise, at
its positive value (predominance of inductance load);
5) From the EMF end of vector on the angle (90°–)
voltage loss vector direction is plotted on reactive winding
resistance and load towards the previously plotted voltage
loss vector on the active resistance r;
6) The point of intersection of the plotted vectors
directions determines the position of voltage loss vector end Fig. 2. Mechanical characteristic of the inductor motor at the braking on
on the active resistance rI; capacity load.
7) From the modulus of this vector, for this rotary speed
the current and the torque are determined

mload rI 2
M= , (4)
2ω
where mload – number of motor winding phases, locked
by condensers.
Mechanical characteristic calculated according to the
given algorithm (Fig. 2) contains an ascending branch. On it
the voltage loss on the capacity exceeds the voltage loss on
the phase inductive resistance. The vector diagram for this
area and the descending branch are shown in (Fig. 3, a). In
high-frequency rates of rotation region in this area voltage
loss characteristics on capacitive resistance are lower than
the loss on the inductive resistance of phase dissipation. At
the equality of voltage losses on frequency

1
ω0 = Fig. 3. Vector diagrams of currents and voltages at the motor running
LC braking mode at low-frequency (ascending) area of mechanical
characteristic (a) and at high-frequency (descending) area of mechanical
there takes place the acceptor resonance and the characteristic (b).
maximum of developed torque.
 As a result of significant magnetic resistance of tooth The simulation results in the form of DC component
zone slot areas, the ferromagnetic areas of the model magnetic conductivity gap ration values at the change of
magnetic circuit remain non-saturated. Thus their rotor position on the slot pitch half: from the coaxial slots
characteristics are represented by a constant magnetic disposition to the coaxial opposite magnetic cores teeth and
permeability , determined by the initial curved line slots disposition are shown in Table 1.
magnetization slope. It is admitted as 100000.
The maximum permissible width bZ and height hZ (to
limit the stator dimensions) of the model teeth is set in the
rotor slot pitches proportions tZ [2, 5]

bZ = (0.38 ÷ 0.45)tZ,

hZ = 0.6bZ .

The model was calculated through FEM relative to the

specific magnetic flux per axial length unit crossing the air
gap in the model PQ line (Fig. 4) at the coincidence of one
magnetic core teeth axes with the slots axes of the opposite
magnetic core. In this position the minimal air gap min
magnetic conductivity was determined

Φ PQ
Λδ min = [H/m], (6)
F

using MMF of the F coil winding side model, set by its

square and the applied electric current density. The grid-scale
model of the area in question is shown in Fig. 5.
The DC component proportion in the air gap total
conductance has been carried out by comparing the value
according to (6) with the air conductance along the slot pitch
half at the maximum flux
Fig. 4. A sample of inductor motor structure (a) and the model of its tooth
μ (b + 2δ ) zone fragment (b).
Λδ max = 0 Z , (7)
2δ k sat

and calculating the diminishing ration, comprised in the

form of a multiplier by the calculating formula as a
component of the phase inductance conditioned by a flux DC
component through the gap

Λδ min
kΛ = , (8)
Λδ max + Λδ min

where ksat – ratio of conductivity decrease at the

maximum flux affected by the saturation. Its maximum value
is admitted, not exceeding ksat = 1.5.
Taking into account the dissipation conductivity, the
minimal inductor motor inductance phase conditioned by
dissipation flux linkage and the flux DC component through
the gap can be determined as follows
Fig. 5. The grid-scale model of the tooth zone.
Λ min = Λ  + k Λ Λ  max . (9)
TABLE I. THE RESULTS OF DETERMINING THE DC COMPONENT OF
THE SLOTS PITCH MAGNETIC CONDUCTANCE BY THE METHOD OF FINITE
Because of the tooth zone odd symmetry in the given ELEMENTS
position, the flux was registered only by the right and not
extorted by the external magnetic core (Fig. 4, b) model half tZ/ 15 20 25 30 40 50
hereafter doubled. k 0.310 0.317 0.310 0.298 0.269 0.244
 V. EXPERIMENTAL TESTS TABLE II. VARIATION LIMIT OF THERMAL EFFECT KTE COEFFICIENT
FACTORS
The braking electromagnetic torque calculation results by
Parameter Symbol [measure Minimum Maximum
vector diagrams have been experimentally tested. Herewith it name unit] value value
was necessary to consider the temperature impact on the Motors winding
rotor magnets characteristics: on the residual magnetic flux T [°C] 20 110
temperature
and coercitive force when determining EMF E0. EMF Terminal
C [ufd] 10 70
decrease at the impact of heating was considered by capacity
including thermal effect ration into the calculation: Motors rotor
 [rpm] 100 800
speed

Ph M e_h
K TE = = ,
Pc M e_c
where Ph, Me_h, Pc, Me_c – are the power and the
electromagnetic torque, developed in generator mode by hot
and cold motors respectively at every concrete terminal C
capacity values and the rotor speed.
To calculate the whole ration coefficient on the draw-off
points KTE let us use the mathematical apparatus of the
experiment design method [17, 18]. First, let us set the
variation limits (factors). These are shown in Table 2. Fig. 6. Experimental (solid) and calculated (dashed) characteristics of
The polynomial coefficients, by which the thermal effect inductor motor breakage mode in hot and cold conditions.
coefficient function KTE, will be approximated, is calculated
through the encoded factor scores The transition to true factors values T, C,  from the
~ ~ ~ , results in the following
encoded ones T , C and 
N
polynomial coefficients range:
 x in K TE( n )
ai = n =1
, i = 0, 1, … , 6,
N K TE = 1.0454 − 0.0005T − 0.00023C − 0.000006ω .
−0.000036TC − 0.000002T ω + 0.000002Cω
where ~ x – encoded temperature values, capacity or
~ ~ ~ ), N – the number of the
motor rotor speed ( T , C or 
matrix elements of the complete factorial experiment. At the This function can be tested comparing the results
three-phase first-order orthogonal design N=23=8; KTE(n) – obtained by it with both the cold motors characteristics (Fig.
the generator torque reduction coefficient ratio value in n–th 6, curve 1) and the ones registered immediately on the hot
test is (n = 1, 2, 3, … , N). motors (curves 2, solid and dashed ones).
~
The encoded factor scores X i are connected with their
true values X as follows: VI. CONSLUSION
Using inductor motors with permanent magnets in
~ 2 X − X max − X min braking conditions allows for extra options at restraining the
x=
X max − X min self-operation and positioning the actuation units.
,
The basic characteristic of the braking mode is the
where X – is the influencing factor symbol, T, C or ; mechanical one. Its parameters and form depend on the
Xmax and Xmin – are the maximum and minimum value
capacitance load and inductance winding parameters. When
according to Table 2.
choosing these as well as changing tooth zone geometry it is
The thermal effect coefficient experimental values KTE possible to provide the set rotor float mode and the
are obtained from the results of motor tests in hot and cold mechanism connected to it at full motor cut-off from
conditions its hull temperature when tested reaching 110°C. external circuits.
The tests were carried out according to the three-dimensional
factorial experiment (complete factorial experiment 23, When using the device in supersevere conditions at the
Fig. 6). environmental temperature impact, the mechanical
characteristic form change can be considered through the
The thermal effect polynomial coefficient obtained by thermal effect coefficient. It is represented by a polynomial,
using the resulting experimental results in encoded factors determined by a mathematical apparatus used in
~ ~ ~ , is represented as
values T , C and  experimental design theory.

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