382

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-18, NO. 4, JULY/AUGUST 1982

High Performance IM Drive by Coordinate Control Using a Controlled Current Inverter

MASAHIKO AKAMATSU, KAZUO IKEDA, HIDEAKI TOMEI, AND SADANARI YANO
Abstract-An induction motor drive which can replace a high performance dc motor drive in steel and paper mill applications has

long been desired. The authors have brought this into reality by accurate coordinate control of a combination of a caged rotor induction motor and controlled current inverter. The concept of the improved coordinate control is that the exciting current and torque current are controlled independently by controlling slip and stator current vector. This is achieved by a coordinate transformation of the electrical quantities of an induction motor. A generalized coordinate control system and a method of compensating for variations in flux and torque resulting from a difference between actual constants and controller constants are described.

periment using a controlled-current inverter (CCI) in pulse width modulation (PWM).

PRINCIPLES OF COORDINATE CONTROL

Fig. 1 shows a generalized IM control system to be studied in this chapter. The IM is fed either from a controlled current source or from a controlled voltage source so as to follow the control commands given by their controllers. These control commands should be given as the required values for the quantities to be controlled in the system through some mathematical operation to meet system control purposes, responding to both the signals detected from the system and commands from outside the system. Theoretical bases for determining these control commands are now given. The basic equations of the induction motor in the synchronously rotating reference frame are given by

INTRODUCTION
A QUICK response adjustable speed ac motor drive system 1.tl is highly awaited in industrial applications. In this regard two basic methods for quick response control of the induction motor (IM) by the controlled current source (CCS) were re-

ported. In the first method the detected flux vector of IM is used as the reference vector for orientation of the stator current vector, and angular slip velocity is determined dependently [1]. This method may be regarded as the most ideal from the viewpoint of the dynamic characteristics, but from the viewpoint of practicability sensing of the actual flux vector poses a problem. As a solution, a calculating flux sensor is being tried [2], but its accuracy will fall as motor speed approaches zero. In the second method angular slip velocity and current vector are coordinate-controlled, and angular relationships are determined as a result [3], 14] . This method is simple because it is an open loop control in principle, but accuracy in control of slip, flux, and torque falls due to variation in actual motor constants arising from magnetic saturation and change of temperature. The principal subject of this paper is to improve the second method in this respect. Here the principles of coordinate control are first reviewed, and then current and voltage source types of coordinate control systems are generally discussed. Based on the results achieved, a method of compensating for inaccuracy in control of flux and torque due to variations in actual motor constants that arise noticeably with CCS-IM drive system is shown, verified by the results of detailed system simulation and exPaper IPCSD 81-39, approved by the Industrial Drive Committee of the IEEE Industry Applications Society for presentation at the 1981 Industry Applications Society Annual Meeting, Philadelphia, PA, October 5-9. Manuscript released for publication November 12, 1981. The authors are with the Rectifier Systems Department, Power and Industrial Systems Center, Mitsubishi Electric Corporation, Wadasakicho, Hyogo-ku, Kobe, Japan.

[LVqs 1
Vds

rspL+Ps (eLs
-W.eLs

PLm
-C.eLm

&)eLm
PLm

K pL m iqss
ids

rs +PLs

-0-

CslLm rr' +pL r' (siLr - CSILM pL m -WslLr rr'+PLr'J

iqrt
idrIJ
Te
= -

(1)
idsiqr)
(2)

nP Lm (iqsidr' 4

'

Here, (3) and (4) are introduced to coordinate control the stator current vector and the angular slip velocity so that quick response is obtained [4]

| ids-

iqs

L-sin6 csGO6J
sin6

Cos

[IT

iEJ

(3)
(4)

rr'iT

Lmrr'iT

Lr'iE

Lr?4IE

where 8 is an arbitrary fixed angle and (DE = LmiE. On the assumption that a coordiante control system satisfying (3) and (4), as well as the condition that iE = constant is realhzed, the following equations are derived from the rotor

0093-9994/82/0700-0382$00.75 1982 IEEE

AKAMATSU et al.: INDUCTION MOTOR DRIVE BY COORDINATE CONTROL

383

(-- qq
~'r

pE

iE

a-=

JeLsiE

Command
Fig. 1. System studied.

b = rsiE
C

=rsiT

4 steady state voltage

equation in (1):

(5) This means that if iE is kept constant and the relations given by (3) and (4) are realized, the rotor current vector can be controlled without delay. As a result, the electric torque Te is also immediately controlled. Torque Te is derived from (2), (3), and (5) as follows:
L (m

iq Lidr

--Lm/Lr')jTCos8
/Lr')iT Sin 8

d = -Oe(Ls -Lm 2/Lr')iT d 2 e = -(Ls - Lm2ILr')iT dt its = iT + iqr' = (1 -Lm/Lr')iT

lr =-Lmils = (r'- Lm)iqr'

'E (ir (E =LmiE
sg =

air gap flux rotor flux.

Fig. 2. Vector diagram.

Te

=-

12P Lm 2 nP L L' iE * iT = -4 -*E * iT". 4 Li,? 4 Lr

I

(6)

In the above description, the arbitrary angle 8 is an angular displacement of iE from ids. This implies that a control method using the arbitrary angle is also possible. However, in the following, a basic method in which 8 = O is given for simplicity. In this case the rotor currents are given by (7). The stator voltages are obtained from (1), (3), and (7) as given by (8):

[id

m
LM

r)r

FVqr

Lr'Tir
..

Lvds

HVqs

-COe(Ls - Lm 2ILr') rS

IL iE J

(8)

It is known that if a torque demand Te is given under a certain rotor flux-linkage 4'E or exciting current iE, the required current vector and the angular slip velocity cos5 are determined by (3), (4), and (6). As an alternative, the voltage vector and the angular slip velocity required for quick torque control are determined by (4), (6), and (8), since (8) gives a voltage vector required to conduct the stator current. Fig. 2 shows a vector diagram of the coordinate controlled induction motor as derived from the above description. In Fig. 2 a major feature is that the rotor linkage flux '1E and converter. exciting current iE can be kept unchanged if the torque curGENERALIZED COORDINATE CONTROL SYSTEM rent iT or the diT/dt voltage is applied in the direction of Now equations for defining basic control commands are q-axis which is orthogonal to (E when torque is to be adjusted. It is also seen that the rotor leakage flux '1gr' is supported by introduced and in the latter part a generalized coordinate torque current iT which is greater than rotor current iqr' by ils. control system will be given. Since the current to be supplied

Table I gives a list of these vector components and their physical meanings in comparison with those of the dc motor, showing that most of the components of the two motors have their counterpart. However it is noted that the d-axis of the rotor of the dc motor forms an open circuit while that of IM is a closed circuit. Therefore the d-axis current idr' of IM acts as opposing to the change of the rotor flux. For this reason it is desired that for adjusting the rotor flux IM should have higher rotor resistance, while for steady-state efficiency and for rotor flux stability in a fixed flux operation, IM should have lower rotor resistance. In the above description it was suggested that as a method for quick response torque control, the coordinate control of either the current vector or the voltage vector is possible. Each of the two methods needs either the coordinate control including the angular slip velocity w,l or the coordinate orientation by detected flux vector. In either case a principal factor that determines the response of the speed control system is dTe/dt, the rate of change with time of torque. Since this rate of change of torque depends on that of torque current diTIdt, a final response speed is determined by the inductance in the q-axis circuit and the upper limit of applicable source voltage, so that selection of control method for an actual system is made under restrictions by a power

384

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-18, NO.

4, JULY/AUGUST 1982

TABLL I COMPARISON OF IM AND DCM D C M

I M

Field flux
Field current Armature e.m.f. counter Armature current Compensating and interpole currents transformed to field Armature leakage

(Pf
If

i.e. no-load flux

Exciting current Rotor e.m.f transformed to stator q-axis current of rotor q-axis current
of stator

Rotor flux

4)E iE

Ea
i
a

We4E

.qr'

i'+i'

IT
MiV

and interpole fluxes

,4,

Rotor leakage and q-axis fluxes

=

lhr

referred to as "orthogonal coordinate control method" because iE and iT determines the orthogronal two-axis components. On the other hand, a method in which the current magnitude is and its phase difference OT from 4?E are controlled independently according to (10), using magnitude is, torque angle OT, and w, as inputs, is suited to thyristor converter control. With this control method, if a closed-loop control is applied to magnitude is and phase angle OT so as to closely meet the commands is and OT, the errors in magnitude and phase angle in high speed region arising from the power converter circuit and IM can be corrected. Now the controlled voltage source is considered. In this case the control commands related to the voltage vector are given by transforming (8) to the stationary reference frame as follows:

{ (ic'j+ i') i tan-1 tan (ic,+ ii,) Ijf }OT

gi

i,Torque angle ( iT / iE tan-l

Stator

ls-1m
iqr

{[rsiE -

e(LsLtm 2/Lr )iTJ jitrsiT + (a.eLslE

I

* 2,'~'I

+(

~
raia

cur-rent
E

_s
Slip e.m.f.

p(Ls -L m2/Lr') IT ej2Trf33 | jf - iT ee + (s-t P

m21

e/2 7r/
ej
T /3

edt ..- (11)

e

resistance drop
d-axis of armature: OPEN CIRCUIT

SQ)Q(E

rr'

With the controlled voltage type it is necessary to apply in advance a leakage inductance voltage proportional to the derivative of torque current iT to the q-axis. As a result torque to the stator is the current vector in the stationary reference current iT can be quickly controlled. The controlled voltage frame, which is to be transformed from the current vector type is superior in respect of the influence of control errors given by (3) in the synchronously rotating reference frame, and setting speed of transient phenomena because the time constant of the electric circuit in IM fed from the voltage the stator currents are expressed as follows: source is considerably smaller than that in IM fed from the current source. For this reason, if there is no restriction from the power converter, a better response will be achieved with 1 ] * (9) the controlled voltage type. C2 (tE iS = Im e- Ir/3 +i T)eifuedt.. As is known from the above descriptions, iE, iT, We, Vqs, ej2-n/3 and Vds * are determined by rotor flux-linkage 4Ie, required torque Te, and rotor angular velocity r. However if it is where taken into account that 4)E is determined by wr, voltage vector vs(t), or current vector is(t) that is to be supplied to * * IM can be completely determined by required torque Te(t) We = Wsl + Wr, and rotor angular velocity wr(t) alone. Other variables are no more than intermediate variables resulting from specifically or chosen control technique. Consequently a generalized coordinate control system is as shown in Fig. 3, and it is understood that basically a predictive control is possible. The re(10) maining problem is how to compensate for unpredictive = im[L6i2fr/31 i%ei(OT+Wedt) quantities and will be treated in the following chapter. ej2we3
CLOSED CIRCUIT

d-axis of rotor:

where
is=
=

COMPENSATION FOR FLUX AND TORQUE CONTROL INACCURACY

lT

In practice some errors arise between the motor constants that are used to calculate the control commands and the actual motor constants. Particularly, change of mutual inductance T= tan T(i/iE) Lm with magnetic saturation and change of rotor resistance rr, method in which reference waveforms are formed ac- with temperature are significant. With the former, if the exA cording to (9), using iE, iT, and we as inputs, is suited to a citing current iE is decided under consideration of magnetic pattern control where the instantaneous value of each phase saturation and angular slip veloctiy is given by calculation current follows the reference waveforms. This method may be from the rotor linkage flux (E which is controlled by a

AKAMATSU et al.: INDUCTION MOTOR DRIVE BY COORDINATE CONTROL

385

fwsdt t
-

d-axis
dt

Fig. 3.

Generalized coordinate control system.

60

This means that if the magnitude of is is controlled to be equal to its command i., the actual exciting current iE will be very close to its command iE on the condition that KsgC > * **,*** = (Lmrr'/Lr'dFE)iT * csl (12) (AR - 1). As a result variations in the rotor flux and stator voltage are decreased to a great degree. It is also reasonable csog against torque error. = (sl (LmrrA/Lr'"PE)iY T (13) to defime thea compensating slip the control system designed Fig. 5 shows configuration of It is expectable to decrease an accumulated angular error on the basis of the results obtained in the present study by correcting the angular error AOT through the addition of using CCI. Each command aims at the following functions: the compensating slip COslg. The following equation must hold is gives the magnitude of the stator current, effective to realize this: whether in transient state or steady state. 0T gives the torque angle required for generation of instantaneous torque. - f(sl + - wsl) dt *(14) s Ws maintains the basic coordination at and close to zero speed where iT and duE sensing becomes inaccurate Here it is noted that a close correlation exists between the and affords a stable yet quick response performance angular error and the error in the torque current iT (including in an extremely low speed region or at inching. its polarity) regardless of load condition. So that the compensating slip cos5{ is assumed to be defined by the following c1sl5 compensates for errors in the feed-forward control, thus improving the characteristics at overload and in equation: the field-weakening region. Also it assures high ac* curacy in torque and flux control. =Kslc(iT Cos, *= iT)(L mrr'/Lr "'DE) ...(15) DIGITAL SIMULATION STUDY Compensation by (14) and (15) results in an average of the actual torque current over time IT defined by the fol- Description ofSimulation Method lowing equation: In order to verify the control theory described in the preceding chapters, a digital simulation program that covers (16) IT(1 + KsZC)iT/(AR + Ks,c) the whole system of an inverter-IM drive has been developed. As an inverter for the present study, CCI was chosen because where it is common practice to employ CCI in large capacity thyristor inverter motor drive systems. AR = (Lmrr'Lr'DIE/Lr 'DELmrr'). In the present study where a very high performance of IM Namely the relation of IT-iT iS established regardless drive is aimed at through coordinate control it is important to the variation ratio AR if a high compensating gain is given take into consideration the beat in IM currents due to asyn-

there are hardly any problems left for practical use. With the latter, i.e., the rotor resistance variation, when field weakening and overload come together and therefore a high slip is required, a difference in rotor resistance seriously affects control accuracy. Emphasis will be placed on this point in the following description. Fig. 4 shows the relationship of the control command to the actual quantities in a vector diagram, where the commands are distinguished with an asterisk. An angular error of AOT is shown to exist. iE may be determined by (DE relatively definitely, and under this 'E, iT may also be determined by the required torque Te with small error. As a result, the magnitude of is can be controlled to be very close to its required value. However a great error arises in the ratio of the exciting current component iE to the torque current component iT, resulting in a torque error and slow change of the rotor flux. Now it is assumed that the command slip Xsl and the actual slip ws, are given by the following equations:

dIE regulator,

X- @fws T~~~~

tot-t "iri

Fig. 4.

Vector diagram of control commands and actual quantities.

to Ksi". If a proportional integrating compensator is used, it is attained that iT = iT. By these means the problem of the control error in torque is solved. On the other hand, the Pythagorean law holds for the current magnitude is, its torque component iT, and exciting component iE. So that the actual exciting current iE is expressed with use of (16) as follows:

iE

(17)
IL\AR + Kscj

is

386
Speed Command -

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-18, NO. 4, JULY/AUGUST 1982

Fig. 5. Coordinate control system for CCS.

ac Supply w

3-Phase

___

Flux Command

~~~~EI

_..

--

Speed Controller

L I

L<+
-I

~~~~~~~+

Fig. 6.
chronous

Simulated system of CCI-IM coordinate control.

with Limitter

operation between rectifier and inverter and torque ripple caused by pulse-amplitude modulation (PAM) and pulse-width modulation (PWM) control of IM currents. For this reason switching operation of both rectifier and inverter has been accurately modeled in the program. The simulation program in the present study calculates transient phenomena in the system in time domain. It also carries out the initial condition calculation, mathematical treatment of the calculated results, and graph drawing. The simulation process proceeds as follows. The whole system shown in Fig. 6 is first expressed in a block diagram using linear and nonlinear transfer functions. Arithmetic calculations are performed along the paths from the output points of integrating functions such as integrator 1/S, first order lag (1/1 + TS), etc. which have initial values as well as from input points of driving functions back to the input points of the integrating functions. Using the input values of the integrating functions thus obtained, numerical integration is performed for each integrating function. Numerical values at input and output points of every transfer function in the block diagram are thus determined so that time step

in calculation is advanced by one. Runge-Kutta-Gill method is employed in the numerical integration. A simulation program composed in this manner is quite suited for study of system control strategy because it allows addition and deletion of transfer functions or change of control loops. A simulation method alike is found in IBM's continuous system modeling program (CSMP).

Description of System Model Studied

Fig. 6 shows the whole system studied by the simulation. At the left end of the figure, three-phase ac supply voltage are applied to the rectifier block. They are also applied to the rectifier firing circuit block as synchrononizing voltage input. The rectifier is a three-phase bridge controlled rectifier and gives an output VR which is under the influence of commutation period resulting from inverter input current idc and commutation reactance. Voltage difference between PR and inverter input dc voltage v, is applied to the smoothing choke, resulting in a dc current idc CCI converts inverter input dc current id c to IM three phase input current vector is according to a firing sequence given by the CCI firing circuit block. is has

AKAMATSU et al.: INDUCTION MOTOR DRIVE BY COORDINATE CONTROL

387

a waveform of one pulse PAM, or five, and nine pulse synchronous PWM or more than 20 pulse asynchronous PWM depending upon IM speed. Commutation period is also taken into consideration with the CCI. IM is a two-axis model in the reference frame rotating synchronous with its magnetic field. Three phase input current vector is in a stationary coordinate fixed in stator is converted to synchronously rotating two-axis components to calculate such internal quantities of IM as electric torque Te, rotor flux linkage (E, etc. From torque Te and mechanical load the rotating speed cr of IM is obtained. At the right end of the figure rotating speed command r is given. Speed error is fed to the speed controller which is a limited proportion*al integrating (PI) controller. Its output is torque command Te. IM rotating speed 'r is also given to the flux command block to determine flux command (E. Based on the control theory given in the preceding chapters the coordinate controller block calculates the IM stator * ~~~~~* current magnitude command is, torque angle OT, and frequency (&r + Wsl + co,'C) from rotor flux linkage command 4E, torque command Te, and rotor flux linkage 4E. The CCI firing circuit block gives a firing sequence for six thyristors in the three phase bridge current inverter according to the

frequency command. Error of inverter input current idc over stator current magnitude command is is fed to the current controller block which is a limited PI controller and produces a rectifier voltage command. The command is compared with the synchronization voltages coming from three phase ac supply to define the rectifier firing angle. The rectifier control loop also includes a did cIdt limiter to ensure commutation of CCI.
Simulation Results Typical simulation results are now shown. These were obtained with CCI and IM specified in the Appendix. Fig. 7 shows a simulation result in which step response of the system was studied at a step change of rotating speed command from 180-280 r/min in five pulse PWM operation. Behaviors of torque and rotor flux which are not observable in experiment can be seen distinctly. Particularly it is clearly shown that the rotor flux is kept constant during and after change of speed. The final speed is reached as quickly as about 60 ms after step change of rotating speed command. These show a successful high response control by coordinate control is possible with actual hardwares as shown in the subsequent chapter. Fig. 8 is a simulation result at acceleration in PAM from 500-1500 r/min. Variation in rotor flux is again negligible. Fig. 9 shows the effect of compensation by torque current feedback for rotor resistance variation when rotor resistance is 400 percent of the rated value.
EXPERIMENTAL RESULTS Experiments were carried out using an IM and a CCI specified in the Appendix, and in a system shown in Fig. 10. In low speed region the inverter is pulse-width modulated so that speed fluctuation and dead time in control are kept small [5], [6] . Modulating frequency is adjusted as shown in Fig. 11. In the region of five pulse and nine pulse, a synchronous

modulation which keeps constant the ratio of modulating frequency to output frequency was employed because asynchronous modulation which uses a constant modulating frequency causes an undesirable effect-a beat. However, in an extremely low speed region asynchronous modulation was employed because in this region number of pulse in half-cycle is large and therefore the effect of the beat is small. Number of pulse in half-cycle in synchronous PWM region is determined as follows: number of pulse in half cycle is usually (2n + 1) (n is a natural number) in order to keep symmetry in waveform of each phase and among three phases. With three pulse the degree of freedom in angle related to onoff interval is one, and thus a waveform pattern that eliminates the fifth harmonics is determined. Similarly, with five pulse the degree of freedom is two, eliminating the fifth and seventh harmonics, with seven pulse the fifth, seventh, and eleventh, and with nine pulse the fifth, seventh, eleventh, and thirteenth. As a result, the five pulse elminates the sixth torque ripple caused by the fifth and seventh current harmonics, and the nine pulse eliminates the twelfth torque ripple, thus suppressing speed fluctuation. In the experiment five pulse and nine pulse synchronous PWM combined with asynchronous PWM was employed. Switching point from five pulse to nine pulse and vise versa was determined so that speed fluctation is held within 0.3 percent. By this control method, speed fluctation of less than 0.3 percent was attained down to 0.6 Hz (1/100 speed). Fig. 12 shows speed step response. The speed controller is a limited PI controller with a cross-over frequency xc of 30 rad/s. The motor currents are in five pulse PWM and rotating speed is stepped from 180-280 r/min. Both the motor currents and speed are in good agreement with the simulation result in Fig. 7. Fig. 13 shows acceleration from 500-1500 r/min. Again the motor currents and speed are in agreement with the simulation result in Fig. 8. Fig. 14 is an oscillogram of speed reversal from 500 to -500 r/min. Smooth change in number of pulse is seen. Fig. 15 shows a closed loop frequency response of the whole system. It is noted that as a result of the linearized motor characteristics the frequency response is quite close to that of a thyristor leonard system. CONCLUSION control method for compensating a CCS-IM coordinate control system for the difference between actual motor constants and controller constants has been developed. A simulation technique including PWM of CCI, commutation overlap of rectifier as well as CCI, and dc current beat has been developed and applied to a detailed study of the dynamic performance of the whole system. In the experiment, one, five, and nine pulse synchronous and asynchronous PWM were combined and a speed response characteristic that compares with a dc motor drive system down to a 1 / 100 rated speed has been confirmed. NOMENCLATURE In general, subscripts have the following meaning:
A
new
d or q

Equivalent two-axis

Electrical quantity

variable as in as in co,.

'ds

388

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-1iS, NO. 4, JULY/AUGUST 1982

(a)

W
-rE

(b r/minj

Wrj
5 9 .3 32

T ME 35 *

0.5

02 20

33

ci-

30

(C)

Te

'

DF,c 1~9

023

T IME

VI

.;1

04

0 .6

.5!3 51s

.2

'.22

24

29

T IME

.5~~~~~~~~~1

.9

iv~~~~~~~~~~~~~il
(g)

[APi0
[Al
,
9

.;

..0

.4

.6,

3.

22

T IME

SI

TFe
[kg.m]
0

013

34

.16

24

26

-23

3C

TIME

(S)

VR

[VI

.-,
0 06 00-9 0,

.:0 0

0314

Is
5

0 20

0 'l

0 .4

21

0 18

0 31)

T IME

j~-,
(k) E

[Wb],,
0.6
0

3.~9

0 .10

3 .~2

0 34

0 36

0 .3

0 210

2-

2 0 0

90 ", 3 293

Fig. 7. Simulation results of speed step change from 180-280 r/min in five-pulse PWM. (a) Rotating speed command wr*. (b) Rotating speed wr. (c) Torque command Te*. (d) Inverter input dc voltage v1. (e) IM stator voltage vvv. (f) Stator currents iu. (g) iv. (h) iw. (i) Electric torque T.. (j) Rectifier voltage vR. (k) Rotor flux linkage cDE.

AKAMATSU et al: INDUCTION MOTOR DRIVE BY COORDINATE CONTROL

389

0.04

0.0-

0.10

0.i3

0.16

C.;3 _ IME (51

N-

.Z

29

0.31

0.34

0.37

0.40

lVl~~~~~~

[VI~
0.C4

74:;:
0.G
0.10

tP\ b\ ~~~

LMNE

5L

.2

205

34

3/

Lu

[Al

[Wbl
.0 04
0 0

. 003 3

37

TIME I

15I

0.40

Fig. 8. Simulation results of acceleration from 500-1500 r/min in PAM.

390

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-18, NO. 4, JULY/AUGUST

1982

34

07

0 10

G IS

o
TIME

13

12

25

'9

C 3,

0 34

0 33

40

[WbI
04
0

10

[3

TIME (5i

I9

aO

'

0C

3,

34

37

40

(a)

[kg.ml
0.04
0.07
0.10

0.43

0.46

0 .19 TIME (53

0 22

0.25

2l

a3

0 34

0337

0.40

[Wb3"
0D 04
0

.7

0 10

0.43

TIME

0.19
(S

.22

0 .25

23

0.1

a.37

0 40

(b)

Fig. 9. Simulation results of compensation by torque current feedback for rotor resistance variation. a) Without FB. b) With FB.

idc

3-phase
ac

Power
I

i
!nductic
Converter
curr

SourceVR

200V

Transducer|
Firing
Circuit

Speed
Command
*

Te

IT

(N)

Fig. 10.

CCI power circuit and control circuit.

AKAMATSU et aL: INDUCTION MOTOR DRIVE BY COORDINATE

CONTROL39

391

N 500r/mm

N 50mn180%.

(I)

Constant frequency modulation

(H1) 9-PULSE modulation

0

VI
Uwv

(HII)

5-PULSE modulation

(IV) 1-PULSE
INVERTER FREQUENCY, Hz,

20

.S0

AR 'U

5U

Or%

1-1 ^

bU

31A dc

______________

Fig. 1 1. Pulse control of inverter.

Fig. 13. Acceleration from 500-1500 rlmin.

N

280r

min

-500r

180r/min.
I-

-500r/min-.
I
iT

~
_

-5 48V r.
m S

t-.----,

31 0%4V

vuv

iu
IV

Y:--y

lti

iw.!

L:7=7- 7-1

F9.

Fig. 14. Speed reversal.

Fig. 12. Step response at 180 r/min.

F I I
r

Smoothing choke parameter

Inverter

Fig. 15. Frequency response of the speed-input transfer function.

as

in

LF.
U,

quantity
as

as
as

in V1.
in

V,

Stator

Leakage quantity
Rotor

II..

Air gap

phase quantity quantity as in

as

in

quantity
quantity
as

in
as

dc
in

FDg.

i,.

DC

quantity.

Rectifier quantity
Stator
as

VR.
Variables and constants have the
A
(A)
as

SI
T E L

in

L..
in

following meaning:

Slip quantity

in

wo..

Perturbation variable

or error.

Torque quantity as in 0 T Exciting current quantity

Load

IE.

Angular velocity. Voltage.

System inertia.

quantity

as

in

TL.

392
p P 0 T
L r N i E

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-i8, NO. 4, JULY/AUGUST 1982

n K

Inductance. Resistance. Speed. Current. Counter electromotive force. Time constant. Number of phases. Gain constant. Arbitrary fixed angles.

Differential operator d/dt. Machine pole. Electrical angle. Torque. Flux linkage.

1959. He joined the Research and Development Laboratories of Mitsubishi Electric Corporation, Amagasaki, Japan, in 1959. He has worked on invertet, chopper, commutatorless motor and these applications to the motor drive, audio video drive, and numerically-controlled servo drive. He is now a manager of the Power Electronics Group of Product Development Laboratories. Mr. Akamatsu is a member of the Institute of Electrical Engineering of Japan and holds 250 patents.

Masahiko Akamatsu was born in Kakogawa, Japan, on March 6, 1941. He graduated from the electric course at Hemeji Technical School which is part of Hemeji Institute of Technology, in

Superscripts have the following meaning: * Command value as in &,.. Rotor quantity referred to the stator or as noted in
c text. Compensating value. APPENDIX

September 9, 1932. He joined the Central Research Laboratory of Mitsubishi Electric Corporation, Japan, in 1951. Since then he has been engaged in the development of static power converters at the laboratory of Itami Works, and Power and Industrial

Kazuo Ikeda

was

born in Hyogo, Japan,

on

Nameplate motor data 5.63 kW four-pole three-pole Y-connected Nrated = 1791 r/min Jtotal 0.5 kg.m2 Vrated = 165 V rms

Motor parameters r 0.0426 a r1. = 0.0185 (1 L = 0.010715 H L . = 0.010738 H L= 0.0105 H

Mr. Ikeda is Electrical Engineers of Japan.

Systems Center of Mitsubishi. He is now a Manager in charge of rectified development of the rectified systems department.
a

member of the Institute of

Irated = 33.2 A

Inverter rating and filter parameters:

15 kVa three-phase 60 Hz Vrated = 220 V rms Irated = 40.0 A rTns LF = 20 mH.

Hideaki Tomel was born in Osaka, Japan on tDecember 2, 1940. He received the B.S. and M.S. degrees in electrical engineering from
Osaka

University

in

1963

and

1965,

respec-

REFERENCES
[I] F. Blaschke, "Das prinzip der feldorientierung, die grundlage fur die transvectorregelung von drehfeld maschinen," Siemens Zeitschrift, vol. 45, pp. 757-760, 1971. [2] R. Gabriel, W. Leonhard, and C. J. Nordby. "Field-oriented control of a standard ac motor using microprocessors," IEEE Trans. Ind. Appi., vol. IA-16, pp. 186-192, Mar./Apr. 1980. [31 T. Iwagane et al., "A study of variable frequency inverter-fed induction motor drives," Yasukawa Denki, vol. 38, pp. 588-597, 1974. [41 M. Akamatsu et al., "Quick response and precise control of squirrel-cage induction motor," presented at the bimonthly meet. rec. of Japan Society for Power Electronics, vol. 3, pp. 44-53, 1977. [5] M. Akamatsu "AC feed control system," U.S. Patent 4002958, Jan. 1977. [61 W. Lienau, A. Muiller-Hellman, Mo'glichkeiten zum betrieb von stromeinpra'genden wechselrichtern ohne niederfrequente oberschwingungen," ETZ-A, vol. 97, pp. 663-667, 1976.

Since 1965 he has been employed by Mitsubishi Electric Corporation, and is engaged in the design of power electronics application systems. He is now Manager of the Rectifier Systems Department, of the Power and Industrial Systems Center. Mr. Tomei is a member of the Institute of Electrical Engineers of Japan.

tively.

gl_

Sadanari Yano was born in Osaka, Japan, on March 16, 1943. He received the M.S.E.E. degree from the University of Osaka Prefecture in

Since 1968 he has been with Mitsubishi Electric Corporation. Over the years he has been engaged in developing and designing many
products using

1968.

System Department. Now he is engaged in the development of a new ac motor drive and its

the

inverter

in

the

Rectifier

Mr. Yano is a member of the Institute of Electrical Engineers of Japan.

production design.l