Short term Braking Capability during Power Interruptions for Integrated Matrix Converter-Motor Drives

ChristianKlumpner Frede Blaabjerg

Aalborg University, Institute of Energy Technology Pontoppidanstradae 101, DK-9220 Aalborg East, DENMARK Phone: +45-9635 9283, Fax: +45-9815 1411, Email: ck@iet.auc.dk, fbl@iet.auc.dk
Abstract - The new trend in Adjustable Speed Drives (ASD) is to integrate the inverter and the motor into a single unit in order to reduce the production cost, the commissioning time and the physical size of the equipment. This last issue becomes more important, making the matrix converter topology more attractive. Sinusoidal input currents and bi-directional power flow are other advantages of the matrix converter but it is less immune to power grid disturbances compared to a standard ASD. In hoisting applications, short-term braking capability during a power outage is needed until the mechanical brake engages or to perform more effective a combined braking. This paper proposes a new method to provide short-term braking capability during a power outage for matrix converters. A braking chopper is needed in the clamp circuit, which allows for a drastically reduction of the capacitor sue. The power flow in the clamp circuit may be reduced by increasing the harmonic content in the motor currents, which causes higher motor losses. Experiments prove the validity of the proposed method.

I. INTRODUCTION

Bi-directional power flow drives, like the back-to-back Voltage Source Inverter (VSI), which already is commercial, have inherent long-term full braking torque capability, as long as the quality of the power grid allows. This is desired in applications where regenerating power improves the overall efficiency as in elevators, cranes, and downhill transportation systems. However, during voltage sags or during momentary power interruptions, the braking capability of a drive is seriously affected, and in order to comply with safety regulations extra hardware (braking chopper) is needed [l]. Limited braking capability for a unidirectional power flow ASD, without employing a braking chopper, is necessary in order to provide a low-cost solution for applications that require only a reduced braking torque. There are several techniques to achieve this, but all maximize the losses in the motor and the converter. In [2], higher losses have been achieved by increasing the flux reference above the rated level during decelerationsin order to limit the increase of the DC-link voltage level while the converter was used in synthetic loading of an induction motor. In [3] a critical braking method is proposed, by operating the motor at a slip level where the regenerative power and the power dissipated in the windings are equal. However, this method causes high currents, which require a higher rating for the semiconductor components. In [4] a comprehensive analysis of the motor losses in both motoring and regeneration mode is done, the traditional braking methods are presented and a novel braking method

is also proposed. This consists of modulating the d-axis component of the motor current in a way that increases its RMS value but maintains constant its average, causing an increase of the iron and the copper losses. All these methods may be applied during power interruption because the diode rectifier will disconnect the DC-link from the faulty power grid, while the control algorithm maintains the DC-link voltage within a working range by controlling that the braking power is equal to the losses in the drive. A Direct Frequency Converter (DFC), as it is the case of the matrix converter, consists of a single power conversion stage. Because of the lack of reactive elements, this topology has a great potential for size reduction, and integrated motor drives with bi-directional power flow capabilityare a possible target [5]. Because it has no energy storage components, it is impossible to control the motor during a power outage. Moreover, braking becomes a problem because it is not possible to evacuate the electrical power. In [6]-[7] it was shown that it is possible to provide DFCs with ride-through capability, only to feed the control electronics for short-term (hundreds of milliseconds), as long the motor flux which is impossible to control still exists. This control strategy was producing an electromagnetic braking torque of 10-20 % of the rated motor torque, which reduced the speed of the motor. This paper investigates the possibility to use the same procedure to control the motor, while the main target is to generate a higher braking torque for a short term during a power interruption. Because the power flow is considerable high, a braking chopper is necessary to be connected in the clamp circuit. It is possible to maximize the motor losses by increasing the harmonic content on the motor currents. Even though adding an active switch increases the ASD complexity, it may drastically reduce the size of the clamp capacitor when the chopper is designed to handle the worstcase fault currents. The braking resistor has to be able to accumulate this energy because the usage of the chopper is intended for short-term usage (emergency situations). Requirements to handle the braking energy flow may be reduced by maximizing the motor losses. This is achieved by increasing the harmonic contents of the motor currents, as the motor flux cannot tie controlled. The method is experimentally evaluated. 11. PRACTICAL TOPOLOGY A MATRIX OF CONVERTER The most important advances in the matrix converter technology have been achieved in the last 20 years. These include: modulation techniques to provide sine-wave-in sine-wave-out operation [8]-[111, safe commutation

0-7803-7262-X/02/$10.00 Q 2002 IEEE.

64

.otating vectoi (synchronous]

Rotating vectors (inverse)

Active vectors (pulsating)

line

motor

Fig.2. A practical scheme of a matrix converter drive with an induction motor ( h ) I4.

(4

Zero-vectors

frequency ripple fiom the input current. For protection purposes, it was shown [151 that a clamp circuit is needed to provide safe shutdown of the converter during faulty situations as overcurrent on the output side or voltage disturbances on the input side. A Switched-Mode Power Supply (SMPS) is connected to the clamp circuit to feed the control circuits of the converter. 111. BRAKING METHOD DURING POWER INTERRUPTIONS A method to achieve low-cost braking capabilities for unidirectional drives is to increase the motor losses during regeneration. Methods to increase the iron and copper losses have been investigated in [2]-[4]. Todays frequency converters include software features as DC-braking, fluxbraking etc, to provide low-cost braking of the drive without requiring extra hardware when light-load long-term braking capability is required. Moreover, during faulty grid conditions, short-term full torque braking capabilities are available, due to the energy storage capacity in the DC-link. The matrix converter provides full braking capability during normal power grid conditions, regenerating the braking power. Therefore, none of the features mentioned before are needed in normal operating conditions. However, during faulty grid conditions, there is no destination for the power regenerated by the drive, and therefore, it is not possible to obtain long-term 4-quadrant operation. The drive is forced to shutdown and the control of the motor is lost (free running). In the case of a critical application, an emergency brake stop of the motor shaft should occur, which require a mechanical brake. There is a delay of tens of milliseconds between the moment a fault signal is produced and the release of the mechanical brake where electrical braking may be useful. Some drive manufacturers offer the possibility of a combined electrical and mechanical braking, which helps in decreasing the stopping time and the stress on the mechanical brake. In this case, is no need for long-term regenerative operation and electrical braking may start immediately to reduce the stress on the mechanical brake. These are the reasons to investigate the possibility of short-term braking capabilities for matrix converters, since a possible application in integrated motor drive may apply to cranes and elevators, which require emergency stop during faulty situations and employ mechanical brakes due to specific safety regulations.

Fig. 1. Basic topology of a matrix converter: (a) electric scheme; @) symbol; (c) permitted switching states (27) in a three-phase to three-phase matrix converter.

strategies for bi-directional switches [ 121-[13], methods to compensate the effect of unbalanced supply voltages [ 141, investigations of the protection issues [15]-[16] and of the potential application such as the integrated matrix converter-motor drive [SI. A few papers [17]-[21] investigate future trends in power electronics and gave credit for the hture development and industrial implementation of the matrix converter technology, as the trend now is towards improving the interaction with the power grid, providing bi-directional power flow, increasing the efficiency of the drive while operating at higher switching frequency, decreasing the drive size; integrating more complex silicon structures in power modules, which all match with the matrix converter profile. There are a few disadvantages as a voltage transfer ratio below unity and a low immunity to grid disturbances. A matrix converter consists of nine bi-directional switches, arranged into three groups of three, each group being associated with an output phase. This arrangement of bi-directional switches connects any of the input lines a, b or c to any of the output lines A, B or C, as it is shown in Fig. la. The symbol, which is often used in a graphical representation, is presented in Fig. lb, where a filled circle represents a closed switch. The 3x3 switches give 512 combinations of switching states, but only 27 permitted states remain if the two basic rules to operate this converter safely are applied: DO NOT connect two different input lines to the same output line (short-circuit of the mains causes overcurrent); DO NOT disconnect the output line circuits (interrupt inductive loads causes overvoltage); In Fig. 2, a practical topology of a matrix converter is shown. An input L-C filter is necessary to reduce the high

65

@)
Fig. 3. Scheme of the matrix converter and conduction path of the motor currents when the allowed switching ;states are applied: (a) mevector; (b) disconnection of the active switches and diodes hewheeling in the clamp circuit; (c) the energy flow of the proposed energy conversion procedure used to brake a matrix converter and (d) transition ffom normal to proposed operation. U, (100 V/div), I,, (5 Ndiv) are the motor voltage and current, , nmt(170 rpddiv) is the motor speed and U,(100 V/div) is the voltage in the clamp circuit.

The requirements for short-term braking of a matrix converter should be analyzed and what kind of extra hardware is needed. Since this should operate in conjunction with a mechanical brake, electrical braking should start immediately when a power grid failure is detected and it should be able to continue operation as long as possible, without the risk of causing a hardware failure. A delay for the mechanical brake reaction of 5-30 ms and a braking time of 100-500 ms may be taken into account, since the braking torque of a mechanical brake is usually not higher than 2-3 times the rated motor torque in order to avoid damage of the gear. As explained in [6]-[7], during a total power interruption, only switching states that provide separation of the motor circuit fkom the power grid circuit are allowed. These are: 0 zero-vectors (ma, bbb, or ccc) that connect all motor terminals to the same line of the power grid, as it is shown in Fig. 3a. Because the rotor flux and the rotor speed are not zero during operation,this short-circuit of the motor will force the stator currents to increase. 0 disconnect the switches, so the motor currents will flow through the clamp circuit. This situation is shown in Fig. 3b. Because the voltage in the clamp circuit is higher than the magnitude of the back EMF of the motor, this action will force the stator currents to decrease. By alternating the two permitted switching states, a mechanical-to-electrical energy conversion procedure takes place, as long the decaying rotor flux allows. In Fig. 3c is given the energy flow path. During a zero vector, the currents increase and the mechanical energy is converted into magnetic energy stored in the motor leakage inductance. When the switches are disconnected, the magnetic energy is released into the clamp circuit. This method was extendedly presented in [7] and used only to recover a small amount of energy to feed the control circuits (see Fig. 2). Now the requirement is to brake with maximum torque capability in respect to the matrix converter current rating. Therefore, the power flow in the clamp circuit is expected to reach the rated motor power level. In Fig. 3d the waveforms of the motor voltage, current, speed and the voltage across the clamp circuit are shown, when the transition from normal operation to the

proposed braking operation occurs. A braking chopper mounted in the clamp circuit maintains the voltage level to a safe level (650 V). The braking process shoulid not rely on the grid voltage and therefore, a device which is able to dissipate the braking energy should be implemented in the matrix converter. As it was already shown [ 151, a clamp circuit is needed in a practical topology in order to store energy during faulty situation, and therefore it is chosen to connect a braking chopper in the clamp circuit. This solution allows to decrease the physical size of the clamp capacitor since it is cheaper, safer and more compact to convert the electric energy caused by shutting down the converter during a faulty situation into thermal energy, store it in the body of the braking resistor by increasing its temperature and release it gradually, than the electrical storage in capacitors. In Table I are given few values for the heat capacity of some materials. In Table I1 are given the characteristics of the clamp capacitor chosen in the design of a 4 kW Matrix Converter-Motor (MCM) [5].
T,BLE I. HEAT CAPAIS~IY MATERIALS IN Material Water Ceramic Aluminum Iron copper Heat capacity (JkgK) 4190 = 880 890
465

390

TABLE XI. CHARACTERISTICS CLAMP OF THE CAPACITOR MCM PROPTOTYFT IN THE 25 @/950 V, 100 V/ps Electricalparameters 12.5 J Stored energy @lo00 V Size 42.5~465~55 Mass/ Volume 0.15 kg109 cm3

In case the electrical energy in excess during fault situations is converted into heat, it is possible to compare the thermal energy storage versus the capacitive energy storage. If the total amount of energy stored in a 25 pF capacitor at 1000 V is converted into heat, it will increase the temperature of 0.001 kg ceramic material by 14.2 K. Because is intended only for faulty situations, the thermal

66

energy is then lost gradually, so a heatsink is not required. It is possible to remove the clamp capacitor by sizing the resistor and the switch in the braking chopper to handle the overcurrent level Zfault while the voltage across the bidirectional switches seen also in the clamp circuit is below the maximum level Uma: Rcho,,,, U , /f/ 'm, (1) A similar approach to dissipate the energy during a fault in a matrix converter was presented in [16], implying varistors and active gate-drivers to operate the switches in the linear region, without the need of extra power devices.

IV.METHOD MAXIMIZE MOTOR LOSSES TO THE

It is possible to decrease the energy flow into the clamp circuit by maximizing the motor losses. In [6] it has been shown that no reactive power is exchanged with the motor, but current harmonics of higher magnitude are produced when the two types of switching states are used. It is known that the resistance of the motor windings is changing with the frequency due to the skin and proximity effects. In Fig. 4 is shown the stator-phase resistance dependence of the frequency in the range 20 Hz - 10 lcHz of a 3 kW induction motor, measured with a digital RLC-meter. Therefore, by maximizing the magnitude of the high-frequency ripple in the motor currents, it is possible to cause additional losses in the induction motor at a similar RMS value of the motor current. In Fig. 5a, the equivalent scheme of the matrix converter drive is shown during the proposed braking method and this may be split in two models. The model for low frequency is shown in Fig. 5b, where the matrix converter produces a sinusoidal voltage synchronized with the back EMF of the induction motor, which now works similar as a synchronous generator [ 6 ] . A low-frequency three-phase sinusoidal current in phase with the phase voltage is drawn and because the stator winding resistance is low, most of this active power is transferred into the clamp circuit and dissipated in the braking chopper. The model for high frequency is shown in Fig. 5c, where the matrix converter is producing a square-wave voltage of variable duty-cycle and a peak-to-peak magnitude given by the clamp circuit voltage. The equivalent scheme of the induction motor consists of a single-phase connection of the three windings, as shown in Fig. 5c. As the harmonic spectrum of the voltage is above the switching frequency, it is expected that most of the losses caused by high frequency currents, take place in the motor. A method to estimate the losses in the motor is to use the superposition principle of the low and high fiequency

0) (c) Fig. 5. The ASD scheme diagrams during the proposed braking method: a) Electrical single-phasediagram;b) Low frequency model U=$): dissipation of the braking energy is mainly i the chopper, c) n High frequency model cf> fw):dissipation of the braking energy is mainly in the stator windings (Rs).
effects. A model to verify the importance of the high frequency losses is proposed by considering the voltage produced by the matrix converter as an ideal square-wave of 50% duty-cycle and a peak-to-peak value given by the voltage in the clamp circuit. The power loss in the stator windings may be easily determined considering the current harmonics through the equivalent resistance (Fig. 5c): I," =213. U:/( R," +j k.2 . x . f .Lt ) ,

si
; .

140

120 100 80 60
40

20
100 1000 Freq. [ H z ] Fig. 4. Stator-phaseresistancedependency of frequency for a 3 kW induction motor.

where: I:, U are k order harmonic RMS value of the : current and voltage high frequency ripple, RF, Ls: are the frequency dependent resistance and leakage inductance of the stator phase winding, fw is the switching frequency of the square-wave voltage and P,,-l,,ss is the amount of losses caused by the high-frequency ripple harmonics in the motor. The model implemented in Matlab considers a constant stator leakage inductance of the induction motor of 7 mH and a variable dependence of the stator resistance as given in Fig. 4. Harmonics up to 7* order are taken into account when calculating the losses (2). Comparative results are shown in Fig. 6a and Fig. 6b in two cases: constant resistance of the stator winding of 3.87 SZ (RFigA@ 50 Hz), and variable with the frequency (Fig. 4). While the RMS values of the high-frequency current ripple are very similar (Fig. 6a), the losses caused in the stator winding are much higher for a variable dependence of the stator resistance (Fig. 6b) and this difference increases with the frequency. However, as the duty-cycle is varying in time and it is dependent on the control method of the motor currents, a more accurate model to estimate losses is hard to develop. The magnitude of the current ripple (2) is limited by the following factors: the clamp circuit voltage, the switching frequency, the stator resistance dependence with the frequency and the stator time constant which gives the dildt. As it was shown in [6]-[7], the switching frequency is

10

9i%7

. . . . ......... . . . . . ... .....

:

i.................... 1.........i.........i.........

. . . . :. . . . . .... . . . . .

.......... i.....................
1&

;......... i.......... i......... .

*bo

12bo

Moo

1$00

1&

&[HZ1
......

sm-!!j........... ..;......... .;
800

. . . . . .... . . . . . ...

. . . . . .......... .....

$....1.. . .

..... . . . . . . . . . . . . . . . . . . . . .......... . . . . . ..... ..... ..... ..... ..... . ,

~

00

800

1MO

1200

1400

16M

1800

fm

Fig. 6. Comparison of variable vs. constant stator resistance of the stator winding on the motor losses: a) the high-frequency c m t ripple in the stator windings; b) the losses in the stator windings. Harmonics k={1,3,5,7}; Ulm = 650 V, R-*@ 50 Hz,L s - ~ 7 cap mH.

influenced by the limit for the motor current vector when the matrix converter changes its state and again, by the stator time constant L,dR,. It is possible to influence the current ripple by the type of the current controller: ideal bipositional (bang-bang) or bi-positional with hysteresis. This is shown in Fig. 7 where the effect of two type of discontinuous control on the motor current is presented. In Fig. 7a, the effect of using the bang-bang control [6]-[7] is shown, while in Fig. 7b, the effect of the hysteresis control cause higher current ripple while similar RMS value is kept constant, but the frequency of ripple is lower. It is important to mention that the braking capability is very sensitive to the induction motor parameters, and guarantees to develop a certain braking torque for any motor without testing cannot be given. Therefore, this method is more suited for applications where the motor and the matrix converter are designed as a single unit, as is the MCM[5].

operation, Space Vector Modulation (SVM) is used to perform the control. More details about the implementation of S V M are presented in [7]. The matrix converter is driving a 3 kW induction motor, mechanically connected to a DC-machine, which is used as a mechanical load. The electrical parameters for the matrix converter prototype and induction motor are presented in Appendix A and B, respectively. In Fig. 8, the steady-state voltage and current waveforms on both sides of the matrix converter are shown. The line side performance is excellent, as the drive draws sinusoidal line current in phase with the input phase voltage. In Fig. 9, the inherent bi-directional power flow feature of the matrix converter is shown. The output frequency of the matrix converter is maintained constant (20 Hz) and the transition from motoring to generating is performed by disconnecting the rotor circuit of the DC-imachine used as a mechanical load fi-om a resistor and connecting it to a DC supply. The DC machine changes from generator operation to a motor operation, when ZDcgen changes sign and accelerates above the synchronous speed of the motor. When the induction motor losses are fully covered from the rotor side, the line currents of the converter are purely capacitive, but as the motor speed increases, more power is coming out from the rotor and is delivered to the grid, which is denoted by the opposition of the input phase voltage and the line current

v. EXPERIMENTAL EVALUATION THE BRAKING OF METHOD

The experimental setup consists of a 8.5 kVA matrix converter, where the bi-directional switches consists of common-collector connected 1200 V/25 A IGBTs. The sampling/switching frequency in 7 kHz. In normal
N-1 N N+l
I I I I I I I I I I I I I I I I

Fig. 8. Steady-state performance of a matrix converter driving a 3 kW induction motor at 35 z and 50 YO rated torque. Input I of phase voltage U. (160 V/div), Line current I (5 Ndiv), Output , , phase voltage U, (200 V/div), Motor current I,, (5 Ndiv). , Time scale: 4 mddiv.

ZI l l 1 1 1 k W I I I I I I I I I I 1 I

i i i i i i i i

(4

@)

Fig. 7 . Current shape control w t the proposed braking method when ih (a) bang-bang control is used and @) when hysteretic control is used.

Fig. 9. Line side performance when a transition !?om motor to generator occurs. Input phase voltage U,, (160 V/div), Line current Ij,, (2 Ndiv), Current in the DC: load machine 1 ~ ~ Ndiv). Time 4 5 scale: 20 ms/div.fmt= 20 Hz,T, = +30 % TN, L = ~ ~ TN. L, T -60 %

68

Te

--Ch3 2 OOV

i
M looms A

476mV

Fig. 10. Acceleration test from 10 Hz to 38 Hz: Input phase voltage U, (160 V/div), Line current I, (5 Ndiv), i, Motor current Zmn (10Ndiv). Time scale: 4 mddiv.

IU-

133 200ms

Fig. 11. Deceleration test to estimate the inertia of the motor. Tangent to n,, curve gives T,,,=I,= 0.41 s.

waveforms. In Fig. 10 an acceleration test of the matrix converter drive from 10 Hz to 38 Hz is shown. A constant resistor in the rotor of the DC machine gives a load torque that is linear dependent with the speed: 15 % of rated motor torque at 10 Hz and 60 % at 38 Hz respectively. Additional dynamic torque due to inertia appears during acceleration (120 Hds), making the line current to reach 10 A amplitude (7 A-), while the motor current reaches 15 A amplitude (10.6 A-).
A. IdentrfLing the Inertia of the Mechanical System A deceleration test, while the DC-machine is connected to a constant resistive load is carried out to determine the inertia of the system. Because the armature current is varying linear with the back EMF (rotor speed), it may be considered that the load torque profile is linear and therefore, the rotor speed decelerates exponentially (3).

the number of poles of the induction motor,f is the initial * frequency, and n d n k i is the relative speed drop. The braking energy distribution is important to estimate the effectiveness of the braking method, as smaller energy flow in the clamp circuit may reduce the electrical requirements for the chopper components. This is done by calculating the efficiency of converting mechanical energy into electrical energy as a ratio between the energy dissipated in the braking chopper versus the mechanical energy taken from the inertia during braking. If in a normal drive system, a higher efficiency is desired, in this situation a poor efficiency will allow for a lower rating of the chopper components. The mechanical energy taken from the inertia is given by:

T , = 0;

(3)
(4)

where: J is the inertia of the two rotors, Tem is the electromagnetic torque of the induction motor, SZ is the angular speed of the motor, TL(SZ)is the load torque, k is T the DC-load machine constant given by its resistive load and Tmech is the mechanical time constant of the two rotors. This is shown in Fig. 11, where the induction motor was initially running at 30 Hz,and the DC-machine provided 50 % of the rated torque of the induction motor. The matrix converter is turned off and the deceleration process is recorded. It was found that Tmech=0.41 s and J= 0.034 kgm.
B. Parameters Used to Evaluate the Braking Method The average electromagnetic torque produced by the proposed braking method may be estimated from the decrease in the rotor speed using (3), considering that the induction motor was initially running at no load:

The electrical energy dissipated in the braking resistor is measured by monitoring the current that flows in the braking chopper and the voltage in the clamp circuit. The multiplication math function of the oscilloscope is used to calculate the instantaneous power, and the mean value is used to determine the electrical energy dissipated in the chopper. A correction is necessary, considering the energy accumulated in the clamp capacitor before the chopper starts operating.
(7)
L

where Pma is the quantity displayed by the oscilloscope corresponding to the mean value of the dissipated power in the braking resistor, Cc,,, is the value of the clamp , capacitor, Vi, U are the voltage in the clamp circuit before braking and the mean value after the braking chopper starts to operate. The average power-losses in the motor may be calculated:

(5) where Qini and Q are the angular velocity of the motor , at the beginning and respectively at the end of braking, p is

C. Current Spectrum Influence on the Loss Distribution The motor current, the motor speed, the voltage in the clamp circuit and the current that flows in the braking chopper are measured in order to determine the balance

69

Ch4 R M S 4 6SA M a t h Mean 6 92nrA

dX

TekPreVu

"

'

'TA

SSOV

"

M a t h Mean 1147kW
Chl \-e?* 1756.

M a t h Mean 950.8 w

Ch3 wean G35 V

ch3 l e a n 644 V

Fig. 12. Testing of the proposed braking method i two situations:bang-bang motor current control Ai,,,= '7A (left side); hysteresis motor n current control 10 A, Z I ~ = 0.5~A (right side). (a), @) motor speed n (160 rpddiv), motor current Imn (5 Ndiv) and its FFT (1 ~ , Ndiv, 625 Wdiv). (c). (d) voltage i the clamp circuit Ua- (100 V/div), power dissipated in chopperpa,,, (2 kW/div) and the current i n n the braking resistorIBR Ndiv). Time scale: 4 ms/div. Test c0nditions:fbi = 40 Hz,& = 7 kHz. (5

between the mechanical energy taken ftom the rotor inertia and the electrical energy dissipated in the braking resistor. The test consists of braking against the inertia of the induction motor, which is coupled with a DC machine. As it was shown in Fig. 4, the measured resistance of the stator windings varies much with the frequency. Therefore, it is expected that by changing the motor current spectrum, the losses in the motor it will also change. In Fig. 12, tests have been carried out imposing similar RMS current that ideally would produce similar motor losses. The effect of the bangbang and the hysteresis motor current controllers, presented in Fig. 8a and Fig. 8b, are compared. In Fig. 12a and Fig. 12c, the shaft speed, the motor current and its FFT have been shown. The calculated braking torque T,,,,.,, is similar and the level is significant, 71 % of the rated motor torque. The FFT of the currents show a higher current ripple in the case of the hysteresis control, while the order of the highest magnitude harmonic is lower. In Fig. 12b and Fig. 12d are shown the voltage in the clamp circuit, the current in the braking resistor and the dissipated power. Its mean value gives the braking energy in the clamp circuit (6). Table I11 summarizes the tests results. These two situations are equivalent regarding the RMS motor current, while the fundamentals 1, and the most important harmonics 4 , differ significantly. By causing higher ripple of the motor currents, the energy flow in the braking resistor is significantly reduced, from 71 % to about 60 %, which allows for lower power dissipation requirement for the chopper. However, the current peak to be handled by the switches is higher in the second case (12 A vs. 10 A),

which causes higher stress i n the semiconductors, but still far below the hardware protection limit (20 A).
TP~LE III.
COMpARAnvE E F C ANALYSIS OF TWO BRAKING FE T METHODS

, T

Bang-bang control 14.3 Nm (71.5 %) 0.132 ndn,, (6) 6 6 J Wtah 4.68 A Iuc rrs 3.56 A @ 37.5 Hz h Ik-m 0.74A@ 1.3kHz ph p e c o pr 1147 W Welq 0.63 J Wel-ma (7) 46.85 J Weycl-motlWmcch 71 % Pm,-lmr (8) 468 W (5)

Parameter

Hysteresis control 14.3 Nm (71.5 %)

0.132

66 J 4.79 A 3.2 A @ 37.5 Hz 1.84Aa625Hz 951 W 0.82 J 39.35 J 59.6 % 645 W

As a design rule the braking resistor should handle the peak current safely and whim the maximum level of the braking energy (9) is converted into heat, it should not exceed its maximum operating temperature (10). (9) WBR-,, s R.TN .t,,,, .nN 130 7 = WBR-.m m 1 (10) This is checked for a :3-kW induction motor drive (parameters given in Appendix B), which has to break for 200 ms at its rated mechanical torque and speed giving a braking energy of 605 J. In the extreme case that all this energy turns into heat in the: body of the braking resistor, which may consists of 0.015 kg ceramic (cBR = 880 JkgK), its temperature will raise by 415.8 K, which is acceptable.

70

W. CONCLUSIONS This paper proposes a new method to provide short term braking capability for a matrix converter during power interruptions. A braking chopper is needed, but because it is intended for short-term operation, this is not bulky. The braking energy is converted into heat, accumulated in the braking chopper resistor and released gradually. It is proven by measurements that it is possible to maximize the motor losses by increase the harmonic content on the motor current, allowing a lower rating of the chopper elements. It is suggested that the braking chopper allows for size reduction of the clamp capacitors, as storing the energy during faults thermally is more compact than electrically. APPENDIX A The parameters of the matrix converter prototype: S = 8.5 kVA, Uh = 3x380 V, him = 21 ba,C-,= 6 PFI 250 ek V cy),Li, = 0.7 mW10 A, CO,, = 14.5 pF/lOOO V, Rg= 120 Q.
APPENDIX B The parameters of the induction motor used in the test: P N = 3 kW, U * 380 V, IN = 6.9 A, f 50 Hz, n e 1430 e rpm, 7~ 81 %, coscp= 0.82; J= 0.0082 kgm2, T e 20 Nm, R,= 1.79 0, 7 mH, Rr= 1.8 Q, Lgr= 14.4 mH, L,= 160 La-s=

mH.

ACKNOWLEDGEMENT The authors acknowledge the financial support (contract no. 2013-01-0045) to the project by the Innovation Post. Doc. programme at the Danish Research Council and the support from Danfoss Drives A / S .
REFERENCES

[l] [2] [3] [4]

J. Rodriguez,J. Pontt, A. Weinstein, Regenerative drives in the megawatt range for high performance downhill belt conveyors, ROC.of IASOO, vol. 4, pp. 2707-2712,2000, P. Lesage, M . AlaWla, L Gertmar, The Dynamic Thermal Loading of an Induction Machine, Proc. of EPE97, vol. 2, pp. 520-525, 1997. M. Nomura, H. Ikejima, S. Morita, E. Watanabe, Regenerative power control for VWF motor drive (critical braking method applied to the elevator), Proc. of APEC88, pp. 97 -105, 1988. J. Jiang, J. Holtz, AnEIficient Braking Methodfor Controlled AC Drives with a Diode Rectzjier Front Ens, Proc. of IASOO, vol. 3, pp. 1446-1453,2000.

C. Klunpner, P. Nielsen, I. Boldea, F. Blaabjerg, A New Matrix Converter-Motor (MCM for Indusw Applications, Proc. of IASOO, vol. 3, pp. 1394-1402,2000, C. Klumpner, I. Boldea, F. Blaabjerg, Short term ride through capabilitiesfor directffequency converters, Proc. of PESCOO, vol. 1 , ~ 235-241,2000. . C. Klunpner, F. Blaabjerg, Experimental Evaluation of Ridethrough Capabilities for a Matrix Converter under Short Power Interruptions, IEEE Trans. on Ind. Electron., vol. 49, no. 2, April 2002, in press. M. Venturini, A. Alesina, The generalized Tranfomer: a New Bi-directional Sinusoidal Waveform Frequency Converter with Continuously Adjustable Input Power Factor, Proc. o f PESC80, pp. 237-247,1980. C.L. Neft, C.D. Shauder, Theory and Design of a 30-hp Matrix Converter, IEEE Trans. on Ind. Applicat., vol. 28, no. 3, pp. 546551,1992. D. Casadei, G. Grandi, G. Serra, A. Tani, Space vector control of matrix converters with unity input power factor and sinusoidal input/oufput waveforms, Proc. of EPE93, vol. 7, pp. 170-175, 1993. L. Huber, D. Borojevic, Space Vector Modulated Three-phase to Three-phase Matrix Converter with Input Power Factor Correction,IEEE Trans. on Ind. Applicat., vol. 31, no. 6, pp. 12341245,1995. N. Burany, Safe control of 4Quadrant Switches, Roc. of IAS89, p ~ 1190-1194, 1989. . M. Ziegler, W. Hofinann, SemiNatural Two Steps Commutation Strategy for Matrix Converters, Proc. of PESC98, pp. 727-731, 1998. f P. Nielsen, D. Casadei, G. Serra, A. Tani, Evaluation o the Input Current Quality by Three Direrent Modulation Strategies for SVM Controlled Matrix Converters Under Input Voltage Unbalance,Roc. of PEDES96, pp.794-800,vol. 2, 1996. P. Nielsen, F. Blaabjerg, J.K. Pedersen, N mProtection Issues of a Matrix Converter - Design Considerations for Adjustable Speed Drives. IEEE Trans. on Ind. Applicat., vol. 35, no. 5, pp. 11501161,1999. J. Mahlein, M. Braun, A matrix converter without diode clamped over-voltageprotection, Roc. of PEMCOO, vol. 2, pp. 817 - 822, 2000. T.A. Lipo, Recentprogress in the development in solid-state AC motor drives, IEEE Trans. on Power Electron., vol. 32, pp. 105 117,1988. R. Kerkman, G.L. Skibinski, D.W. Schemgel, AC drives: Year 2000 (YZK) and beyond, Roc. of APECOO, vol. 1, pp. 28-39, 1999. P. Thoegersen, F. Blaabjerg, Adjustable speed drives in the next decade. The next step in industiy and academia, Proc. of PCIMOO, Intelligent motion, pp.95-104,2000. R.D. Lorentz, The future of electric drives: where are we headed?,Proc. of PEVDOO, pp. 1-6,2000, K. Phillips, PowerElectronics: Will our current technical vision take us to the next level of AC drive product performance?, Proc. of IASOO,Plenary session.1, CD-ROM version, 2000.

71