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Electric Motors and Drives
Fundamentals, Types and Applications
Electric Motors and
Drives
Fundamentals, Types and Applications
Fifth Edition
Austin Hughes
Bill Drury
Newnes is an imprint of Elsevier
The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, United Kingdom
50 Hampshire Street, 5th Floor, Cambridge, MA 02139, United States
© 2019 Elsevier Ltd. All rights reserved.
No part of this publication may be reproduced or transmitted in any form or by any means,
electronic or mechanical, including photocopying, recording, or any information storage and
retrieval system, without permission in writing from the publisher. Details on how to seek
permission, further information about the Publisher’s permissions policies and our arrangements
with organizations such as the Copyright Clearance Center and the Copyright Licensing Agency, can
be found at our website: www.elsevier.com/permissions.
This book and the individual contributions contained in it are protected under copyright by the
Publisher (other than as may be noted herein).
Notices
Practitioners and researchers must always rely on their own experience and knowledge in
evaluating and using any information, methods, compounds, or experiments described herein.
In using such information or methods they should be mindful of their own safety and the safety of
others, including parties for whom they have a professional responsibility.
To the fullest extent of the law, neither the Publisher nor the authors, contributors, or editors,
assume any liability for any injury and/or damage to persons or property as a matter of products
liability, negligence or otherwise, or from any use or operation of any methods, products,
instructions, or ideas contained in the material herein.
The fifth edition, like its predecessors, is intended primarily for non-specialist
users or students of electric motors and drives, but we are pleased to have
learned that many researchers and specialist industrialists have also acknowl-
edged the value of the book in providing a clear understanding of the fundamen-
tals of the subject.
Our aim is to bridge the gap between specialist textbooks (which are pitched
at a level which is too academic/analytical for the average user) and the more
prosaic handbooks which are full of detailed information but provide little
opportunity for the development of any real insight. We intend to continue what
has been a successful formula by providing the reader with an understanding of
how each motor and drive system works, in the belief that it is only by knowing
what should happen (and why) that informed judgements and sound compari-
sons can be made.
Given that the book is aimed at readers from a range of disciplines, sections
of the book are of necessity devoted to introductory material. The first and sec-
ond chapters therefore provide a gentle introduction to electromagnetic energy
conversion and power electronics respectively. Many of the basic ideas intro-
duced here crop up frequently throughout the book (and indeed are deliberately
repeated to emphasise their importance), so unless the reader is already well-
versed in the fundamentals it would be wise to absorb the first two chapters
before tackling the later material. At various points later in the book we include
more tutorial material, e.g. in Chapter 8 where we unravel the mysteries of field-
oriented control.
The book covers all of the most important types of motor and drive, includ-
ing conventional and brushless d.c., induction motors, synchronous motors of
all types (including synchronous reluctance motors and salient Permanent Mag-
net motors), switched reluctance, and stepping motors. Induction motors, syn-
chronous motors and their drives are given most attention, reflecting their
dominant market position in terms of numbers. Conventional d.c. machines
and drives are deliberately introduced early on, despite their much-reduced
importance: this is partly because understanding is relatively easy, but primarily
because the fundamental principles that emerge carry forward to the other types.
Experience shows that readers who manage to grasp the principles of the d.c.
drive will find this know-how invaluable in dealing with other more
challenging types.
xiii
xiv Preface
The fifth edition has been completely revised, updated and expanded. Mod-
est changes to Chapter 2 now allow all of the most important converter topol-
ogies to be brought together, and the treatment of inverters now includes more
detail of the PWM switching waveforms. The middle chapters dealing with the
fundamentals of d.c. and induction motors and their drives have required only a
few minor additions, whereas major changes and additions have been made to
Chapters 8 and 9.
The new Chapter 8 is devoted exclusively to the treatment of Field Oriented
control, reflecting its increasing importance for both induction and synchronous
motor drives. The principles of control are explained in a unique physically-
based way that builds on the understanding of motor behaviour developed ear-
lier in the book: we believe that the largely non-mathematical treatment will
dispel much of the mystique surrounding what is often regarded as a
difficult topic.
The discussion of synchronous, permanent magnet and reluctance motors
and drives has been greatly expanded in the new Chapter 9. There has been sig-
nificant innovation in this area since the fourth edition, particularly in the auto-
motive, aircraft and industrial sectors, with novel motor topologies emerging,
including hybrid designs that combine permanent magnet and reluctance
effects. We now include a physical basis for understanding and quantifying tor-
que production in these machines, and this leads to simple pictures that illumi-
nate the control conditions required to optimise torque.
We have responded to requests by providing Review Questions at the end of
each chapter, together with fully-worked solutions intended to guide the reader
through a logical approach to the question, thereby reinforcing knowledge and
understanding.
Younger readers may be unaware of the radical changes that have taken
place over the past 60 years, so a couple of paragraphs are appropriate to put
the current scene into perspective. For more than a century, many different types
of motor were developed, and each became closely associated with a particular
application. Traction, for example, was seen as the exclusive preserve of the
series d.c. motor, whereas the shunt d.c. motor, though outwardly indistinguish-
able, was seen as being quite unsuited to traction applications. The cage induc-
tion motor was (and still is) the most numerous type but was judged as being
suited only to applications which called for constant speed. The reason for
the plethora of motor types was that there was no easy way of varying the supply
voltage and/or frequency to obtain speed control, and designers were therefore
forced to seek ways of providing for control of speed within the motor itself. All
sorts of ingenious arrangements and interconnections of motor windings were
invented, but even the best motors had a limited operating range, and they all
required bulky electromechanical control gear.
All this changed from the early 1960s, when power electronics began to
make an impact. The first major breakthrough came with the thyristor, which
provided a relatively cheap, compact, and easily controlled variable-speed drive
Preface xv
using the d.c. motor. In the 1970s the second major breakthrough resulted from
the development of power electronic inverters, providing a three-phase
variable-frequency supply for the cage induction motor and thereby enabling
its speed to be controlled. These major developments resulted in the demise
of many of the special motors, leaving the majority of applications in the hands
of comparatively few types. The switch from analogue to digital control also
represented significant progress, but it was the availability of cheap digital pro-
cessors that sparked the most recent leap forward. Real time modelling and sim-
ulation are now incorporated as standard into induction and synchronous motor
drives, thereby allowing them to achieve levels of dynamic performance that
had long been considered impossible.
The informal style of the book reflects our belief that the difficulty of com-
ing to grips with new ideas should not be disguised. The level at which to pitch
the material was based on feedback from previous editions which supported our
view that a mainly descriptive approach with physical explanations would be
most appropriate, with mathematics kept to a minimum to assist digestion.
The most important concepts (such as the inherent e.m.f. feedback in motors,
the need for a switching strategy in converters, and the importance of stored
energy) are deliberately reiterated to reinforce understanding, but should not
prove too tiresome for readers who have already ‘got the message’. We have
deliberately not included any computed magnetic field plots, nor any results
from the excellent motor simulation packages that are now available because
experience suggests that simplified diagrams are actually better as learning
vehicles.
At the time of writing, the $150 Bn Electric Motors and Drives market is
seeing tremendous innovation and growth driven by the electrification of auto-
motives, aeroplanes and the fourth industrial revolution ‘Industry 4.0’, all of
which are enabled by motors and drives. At such an exciting time it is important
to understand the fundamental, underpinning technology—that is the mission of
this book.
Finally, we welcome feedback, either via the publisher, or using the email
addresses below.
1.1 Introduction
Electric motors are so much a part of everyday life that we seldom give them a
second thought. When we switch on an ancient electric drill, for example, we
confidently expect it to run rapidly up to the correct speed, and we don’t ques-
tion how it knows what speed to run at, nor how it is that once enough energy has
been drawn from the supply to bring it up to speed, the power drawn falls to a
very low level. When we put the drill to work it draws more power, and when we
finish the power drawn from the supply reduces automatically, without inter-
vention on our part.
The humble motor, consisting of nothing more than an arrangement of cop-
per coils and steel laminations, is clearly rather a clever energy converter, which
warrants serious consideration. By gaining a basic understanding of how the
motor works, we will be able to appreciate its potential and its limitations,
and (in later chapters) see how its already remarkable performance is dramat-
ically enhanced by the addition of external electronic controls.
The great majority of electric motors have a shaft which rotates, but linear
electric motors have niche applications, and whilst they appear very different
from their rotating sister, their principle of operation is the same.
This chapter deals with the basic mechanisms of motor operation, so readers
who are already familiar with such matters as magnetic flux, magnetic and elec-
tric circuits, torque, and motional e.m.f. (electromotive force) can probably
afford to skim over much of it. In the course of the discussion, however, several
very important general principles and guidelines emerge. These apply to all
types of motor and are summarised in Section 1.9. Experience shows that any-
one who has a good grasp of these basic principles will be well equipped to
weigh the pros and cons of the different types of motor, so all readers are urged
to absorb them before tackling other parts of the book.
bar magnet near a wire carrying current (Fig. 1.1), but anyone trying the exper-
iment will probably be disappointed to discover how feeble the force is, and will
doubtless be left wondering how such an unpromising effect can be used to
make effective motors.
We will see that in order to make the most of the mechanism, we need to
arrange for there to be a very strong magnetic field, and for it to interact with
many conductors, each carrying as much current as possible. We will also see
later that although the magnetic field (or ‘excitation’) is essential to the working
of the motor, it acts only as a catalyst, and all of the mechanical output power
comes from the electrical supply to the conductors on which the force is
developed.
It will emerge later that in some motors the parts of the machine responsible
for the excitation and for the energy converting functions are distinct and self-
evident. In the d.c. motor, for example, the excitation is provided either by per-
manent magnets or by field coils wrapped around clearly-defined projecting
field poles on the stationary part, while the conductors on which force is devel-
oped are on the rotor and supplied with current via sliding contacts known as
brushes. In many motors, however, there is no such clear-cut physical distinc-
tion between the ‘excitation’ and the ‘energy-converting’ parts of the machine,
and a single stationary winding serves both purposes. Nevertheless, we will find
that identifying and separating the excitation and energy-converting functions is
always helpful to understanding both how motors of all types operate, and their
performance characteristics.
Returning to the matter of force on a single conductor, we will look first at
what determines the magnitude and direction of the force, before turning to
ways in which the mechanism is exploited to produce rotation. The concept
of the magnetic circuit will have to be explored, since this is central to under-
standing why motors have the shapes they do. Before that a brief introduction to
the magnetic field and magnetic flux and flux density is included for those who
are not already familiar with the ideas involved.
Electric motors—The basics Chapter 1 3
inside the magnet, we would find that they were continuous, with no ‘start’ or
‘finish’. (In Fig. 1.2 the internal flux lines have been omitted for the sake of
clarity, but a very similar field pattern is produced by a circular coil of wire car-
rying a direct current—see Fig. 1.7 where the continuity of the flux lines is
clear.) Magnetic flux lines always form closed paths, as we will see when
we look at the ‘magnetic circuit’, and draw a parallel with the electric circuit,
in which the current is also a continuous quantity. (There must be a ‘cause’ of
the magnetic flux, of course, and in a permanent magnet this is usually pictured
in terms of atomic-level circulating currents within the magnet material. Fortu-
nately, discussion at this physical level is not necessary for our purposes.)
FIG. 1.3 Magnetic flux lines inside part of an iron magnetic circuit.
flux, the flux density is clearly one Weber per square metre (Wb/m2). This was
the unit of B until about 60 years ago, when it was decided that one Weber per
square metre would henceforth be known as one Tesla (T), in honour of Nikola
Tesla whose is generally credited with inventing the induction motor. The wide-
spread use of B (measured in Tesla) in the design stage of all types of electro-
magnetic apparatus means that we are constantly reminded of the importance of
Tesla; but at the same time one has to acknowledge that the outdated unit did
have the advantage of conveying directly what flux density is, i.e. flux divided
by area.
The flux in a 1 kW motor will be perhaps a few tens of milliwebers, and a
small bar magnet would probably only produce a few microwebers. On the other
hand, values of flux density are typically around 1 Tesla in most motors (regard-
less of type and rating), which is a reflection of the fact that although the quan-
tity of flux in the 1 kW motor is small, it is also spread over a small area.
FIG. 1.4 Fleming’s Left Hand rule for finding direction of force.
field exists, and each conductor must carry as much current as it can without
heating up to a dangerous temperature. In this way, impressive forces can be
obtained from modestly sized devices, as anyone who has tried to stop an elec-
tric drill by grasping the chuck will testify.
FIG. 1.6 Magnetic flux lines produced by current in a parallel go and return circuit.
build up a picture of the field that would be produced—in air—by the sort of
coils used in motors, which typically have many turns, as shown for example
in Fig. 1.7.
The coil itself is shown on the left in Fig. 1.7 while the flux pattern produced
is shown on the right. Each turn in the coil produces a field pattern, and when all
the individual field components are superimposed we see that the field inside
the coil is substantially increased and that the closed flux paths closely resemble
those of the bar magnet that we looked at earlier. The air surrounding the
sources of the field offers a homogeneous path for the flux, so once the tubes
of flux escape from the concentrating influence of the source, they are free to
spread out into the whole of the surrounding space. Recalling that between each
pair of flux lines there is an equal amount of flux, we see that because the flux
lines spread out as they leave the confines of the coil, the flux density is much
lower outside than inside: for example, if the distance ‘b’ is say four times ‘a’
the flux density Bb is a quarter of Ba.
FIG. 1.7 Multi-turn cylindrical coil and pattern of magnetic flux produced by current in the coil.
(For the sake of clarity, only the outline of the coil is shown on the right.)
Electric motors—The basics Chapter 1 9
Although the flux density inside the coil is higher than outside, we would
find that the flux densities which we could achieve are still too low to be of
use in a motor. What is needed is firstly a way of increasing the flux density,
and secondly a means for concentrating the flux and preventing it from spread-
ing out into the surrounding space.
FIG. 1.8 Flux lines inside low-reluctance magnetic circuit with air-gap.
arrange for an air-gap in the magnetic circuit, as shown in Fig. 1.8. We will see
shortly (see for example Fig. 1.12) that the conductors on which the force is to
be produced will be placed in this air-gap region. So although we will find that
the reluctance of the air-gap is unwelcome from the magnetic circuit viewpoint,
it is obviously necessary for there to be mechanical clearance to allow the rotor
to rotate.
If the air-gap is relatively small, as in motors, we find that the flux jumps
across the air-gap as shown in Fig. 1.8, with very little tendency to balloon
out into the surrounding air. With most of the flux lines going straight across
the air-gap, the flux density in the gap region has the same high value as it does
inside the iron.
In the majority of magnetic circuits with one or more air-gaps, the reluctance
of the iron parts is very much less than the reluctance of the gaps. At first sight
this can seem surprising, since the distance across the gap is so much less than
the rest of the path through the iron. The fact that the air-gap dominates the
reluctance is simply a reflection of how poor air is as a magnetic medium, com-
pared with iron. To put the comparison in perspective, if we calculate the reluc-
tances of two paths of equal length and cross-sectional area, one being in iron
and the other in air, the reluctance of the air path will typically be 1000 times
greater than the reluctance of the iron path.
Returning to the analogy with the electric circuit, the role of the iron parts of
the magnetic circuit can be likened to that of the copper wires in the electric
circuit. Both offer little opposition to flow (so that a negligible fraction of
the driving force (m.m.f. or e.m.f.) is wasted in conveying the flow to where
it is usefully exploited) and both can be shaped to guide the flow to its destina-
tion. There is one important difference, however. In the electric circuit, no cur-
rent will flow until the circuit is completed, after which all the current is
confined inside the wires. With an iron magnetic circuit, some flux can flow
(in the surrounding air) even before the iron is installed. And although most
of the flux will subsequently take the easy route through the iron, some will still
leak into the air, as shown in Fig. 1.8. We will not pursue leakage flux here,
though it is sometimes important, as will be seen later.