Elektrik motorlarının denenmesi için bir veri toplama sisteminin geliştirilmesi
Developing of a data acquisition system for testing electrical machines
- Tez No: 46540
- Danışmanlar: PROF.DR. EMİN TACER
- Tez Türü: Yüksek Lisans
- Konular: Elektrik ve Elektronik Mühendisliği, Electrical and Electronics Engineering
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1995
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 49
Özet
ÖZET Bu çalışmada, motorların deneylerini yapmak için bir deney sistemi kurulmuştur. Bu deney sisteminde moment, hız, akım gerilim, güç, coş (p vb. gibi büyüklükler bir moment-hız algılayıcı ve güç ölçer yardımıyla ölçülmüş ve veri toplama kartı yardımıyla bilgisayara taşınmıştır. Sistemde makineların deneyini yaparken moment değerlerini elde etmek için makinalan frenlemek gereklidir. Bu amaçla fuko freni kullanılmıştır. Fuko freni fuko kayıplarının bu amaçla fuko freni kullanılmıştır. Fuko freni fuko kayıplarının fren gücüne çevrilmesi prensibine dayanır. Test edilen motorlar fuko freni ile yüklenirken motorlardan gerekli veriler alınır. Hazırlayan bilgisayar programı ile veri toplama kartı programlanıp veri alma biçimleri belirlenir. Ayrıca alınan veriler ekranda görüntülenip daha sonra grafikleri çizilebilir. Seçilen test tipine göre fuko freni ile motor yüklenebilir. IV
Özet (Çeviri)
SUMMARY DEVELOPING OF A DATA ACQUISITION SYSTEM FOR TESTING ELECTRICAL MACHINES To know the performance of motors it is necessary to measure the fundarnental properties like moment velocity, voltage, current power ete. Especially, for a motor designed for a special purpose, knowing these properties has great importance. in he system designed for this purpose, fundamental properties can be measured by loading motors by a brake machine. in the system, as a broke machine, eddy current brake which can load motors with high speeds is used. The machine being tested, as beûıg loaded, by a moment - velocity transducer data like moment and velocity and by a voltrneter, voltage, current, coscp is transferred to computer by means of a D/A data acquisition card. Aside from these, b calculation in computer. Active power, reactive power, nominal power, and efficiency are calculated. Motor test can be done in 2 ways. in the first type, the d.c. voltage output of the chopper circuit is adjusted by a potentiometer. This way the breading effect of eddy current brake is changed and values at the time wished can be taken computer. in the second motor type the reference voltage of eddy current brake is changed from the analogue output of D/A data acquisition card and loaded. The reference voltage of eddy current brake is set betsveen Q-10 V. The program which was used in data - acquisition system was written in Quick Basic 4-5. The program was designed property for general use in order to use for Vdata - acquisition. In Basic language a serie whose dimension is maximum 32000 can be created. The dimension of the serie decreases proportionally as the channel number through which data acquired increase to acquire data through 5 channels, series with maximum 6400 could be created. In the main menu of the program, first he channel number is asked. The channel number was limited as being maximum 6. After that, the initial and the final channels, and data number is entered. As mentioned above, data number is limited in Basic language. In the data acquisition card, reading can be done in 2 ways; reading through using the library of the card, reading through defining input/output parts by means of Basic program. When reading is done using card's library, as data is acquired from the system, by means of analogue output data can not be given to the system. On the other hand, using entry exit parts analogue exit can be given however, the rate of reading of the card for 1 channel decreases to 1 kHz. In the program, in the main menu, as being last, reading type is asked. When reading by means of the card's software is chosen sampling frequency is entered. Sampling frequency because of the card's property, can be maximum 100 kHz. To inhibit the pulses in the acquired data, filter sofwares are needed. For this, 2 types of filter software was prepared. One of them gets the average of the faults which were acquired from every 5 data. The other gets the rninimum and the maximum of the 5 data and the min. and max. of the remaining 3 data. After completing the data acquisition process, the program writes the expected an acquired time and goes back to the main menu. When reading is done using input/output ports by means of basic language, first the test type which will be applied is asked. There are 2 types to be chose. 171In maaual test while the voltage of d=c supply is balanced by a potentiometer that is the motor is loaded, data is acquired by pressing“s”key on the keyboard. After one of these tests is chosen and data is acquired by using input/output port cards, it is passed to another menu. In this menu, the first choose is graphing the data. The graphics of the wished data versus time can be drawn. Acquired dates can also be put into graphics by means of a data base like EXCEL. The second choice is to load the data in disuse. With the 3rd choice it is returned to the main menu and the 4th it is exceed from the program. To stop the drive motor, a braking mechanism is necessary. Classically, a motor is stoops by applying friction (mechanical brakes. The amount of braking is normally controlled pneumatically by air pressure. Friction brakes have been very reliable and have been used extensively over the years. However, the brake shoes are subject to considerable wear and tear. If braking is required frequently, as in transit vehicle, frequent maintenance end ultimate replacement of the brake shoes may make this type o braking uneconomic and undesirable. Fortunately, a motor can also be operated as a generator. As a result there are two other types of braking: dynamic braking and regenerative braking. In both cases, the kinetic energy of the drive system is converted to electrical energy. In this process, the motor operates as a generator, experiences a torque opposing its motion, and therefore slown down beat lower speeds, friction brakes are normally used. However, use of friction brakes is reduced, friction brakes are normally used. However, use of friction brakes is reduced. In dynamic electrical energy is dissipated in a stack of braking resistors. The scheme is simple, but if it is used in subway cars, it may produce virconsiderable tunnel heating. In regenerative braking electrical energy is fed back to the supply. The scheme is complex; however, it saves energy. In modem rapid transit systems, the higher vehicle speeds make the energy saving worth while. It is possible to recover to as much as 40% o the energy supplied to the vehicle. In battery-operated cars, where energy is limited regenerative braking should be a prime consideration. When regeneration fades out at lower speeds friction can be blended with the fading electrical braking. Recently a super strong magnet such as a rare-earth cobalt magnet has reached on the stage for practical use. This magnet induces the super strong damping force and the variation of the characteristics with years is significantly small, and hence the damper consisting of rare-earth magnets has been utilized in various machines because it has many advantages as compared to the mechanical damper in the reliability, high thermal stability, proportionality between the damper force and the relative velocity, and the operation without mechanical, contacts. For the damper some theoretical studies were reported, but the majority of them treated the conductor as an infinite plate and neglected the effects of the boundary shape. Recently Nagoya et al. discussed the effects of the boundary shape of the conductor on the damping coefficients. They utilized the differential equation of the electromagnetic fields and the conductor moving parallel with each other, and gave the analytical solution on the problem of a magnetic damper of translation type. On the other hand, the rotary magnetic damper is also of importance from an engineering point of view because this damper is an important element of braking systems of controlling instruments. Then it is necessary to abstain the optimum values for the range of the magnetic flux in the design of the magnetic damper, but the studies on this problem have not been reported. On the magnetic damper of rotary type, since the velocity of the relative motion VIIIbetween the magnet ant the conductor varies with the distance from the center of rotation, the method developed in the previous reports cannot be applied directly. IX
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