A Novel, Low-Cost, High-Performance Single-Phase Adjustable-Speed Motor Using PM Brush-Less DC Machine

Final Project Report
Title:
A Novel, Low-Cost, High-Performance Single-Phase Adjustable-Speed Motor Using PM
Brush-Less DC Machine
For:
2003 International Future Energy Challenge
Topic (b) Single-Phase Adjustable-Speed Motor
Contact:
Prof. Ali Emadi (Faculty Advisor) Mr. Anthony Villagomez
Electrical and Computer Engineering Department Student Team Leader
Illinois Institute of Technology Illinois Institute of Technology
3301 South Dearborn Street 7920 South Shore Drive
Chicago, IL 60616-3793 Chicago, IL 60617
E-mail: [email protected] E-mail: [email protected]
March 2003
TABLE OF CONTENTS
Executive Summary ........................................................................................................................ 3

1. Introduction ............................................................................................................................... 4
1.1. The Importance of Electric Motor Drives...................................................................... 4
1.1.1. Electric Motor Drive Fundamentals..................................................................... 4
1.1.2. Motor Drive Parameters........................................................................................ 5
1.1.3. The Impact of Motor Efficiency............................................................................ 6
1.2. Current Motor Technology ............................................................................................. 8
1.2.1. Motors at a Glance ................................................................................................. 8
1.2.2. Variable Speed Advantages................................................................................... 8
1.2.3. Government Regulation......................................................................................... 9
1.2.4. Case Study............................................................................................................... 9
2. Illinois Institute of Technology: Institutional Capabilities.................................................... 14
3. Multi-Disciplinary Team Information .................................................................................... 14
3.1. Project Course .................................................................................................................. 17
4. Permanent Magnet Brush-Less DC Machine......................................................................... 17
5. BLDC Motor Design ................................................................................................................. 18
5.1. Governing Equations ....................................................................................................... 19
5.2. Operations......................................................................................................................... 20
5.3. Sizing Procedure and Dimensions .................................................................................. 20
5.4. Design Considerations ..................................................................................................... 21
5.5. Finite Element Analysis ................................................................................................... 21
6. BLDC Drive Design................................................................................................................... 26
6.1. AC/DC Boost Converter .................................................................................................. 27
6.2. Inverter.............................................................................................................................. 31
6.3. Controller.......................................................................................................................... 32
6.3.1. MC33035 ................................................................................................................. 32
6.3.2. MC33039 ................................................................................................................. 33
6.3.3. MOSFET’s Gate Drive Circuit ............................................................................. 36
6.3.4. Power supply for the control Board ..................................................................... 39
6.3.5. Protective Features................................................................................................. 40
7. Simulation and Experimental Results ..................................................................................... 41
9. Dissemination and Impact on Community ............................................................................. 45
10. Sponsors ..................................................................................................................................... 46
Acknowledgement ........................................................................................................................... 47
References ........................................................................................................................................ 47
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EXECUTIVE SUMMARY
As environmental and other concerns slow the growth of electrical energy generation in
coming years, it becomes essential that we conserve and use this limited and precious resource more
efficiently. Conserving electricity and making it a better fuel relies on the widespread adoption of the
power conversion process, which takes electricity from a source and converts it to a form exactly
suited to the electrical load.
Electric motors consume more than 75% of all electrical power in the US. Adjustable-speed
motors can improve the efficiency of these motors by about 50% in many applications. They can
also reduce costs considerably. Power electronics allows us to develop efficient speed and torque
control of electric motors at low costs. This, in turn, calls for development of optimized electro-
mechanical power conversion units.
In this project, we have developed a novel, low-cost, high-performance single-phase
adjustable-speed motor by using a three-phase permanent magnet Brush-Less DC (BLDC)
machine. Machine configurations and driver topologies have been investigated to develop a low-
cost innovative system. We have selected a motor from Poly-Scientific which has been available in
our lab. To satisfy the requirements of the challenge, we have re-designed the motor including the
stator winding and permanent magnet rotor. Using the machine manufacturing facility at MPC
Products Corporation and Mills Electric Company, we have fabricated the re-designed motor. The
new motor has been tested successfully. Based on the re-designed machine, the team has worked
with Infranor Inc. to develop the final machine for the project. This machine is presented for the
final testing.
Motor drive power converters, present poor power factor loads to the utility power systems.
As a result, more generation and transmission capacity is needed to deliver the same amount of
energy to the user. This, in turn, results in excessive energy losses in the form of copper losses.
Considering the wide range of applications in motor drive market, development of high power
quality conversion units becomes an essential necessity.
In this project, we have also developed a novel system with high power factor that is simple
and low cost. We have also reduced system in-rush currents associated with motor starting and
enhanced motor efficiency across a wide load range. The burden has been shifted to complexity
of control, which translates to more sophisticated, yet cheap, control ICs. In order to achieve a very
low cost drive, we have not used any digital signal processor, microprocessor, or microcontroller.
Instead, we have investigated many available motor drives in the market and examined many control
ICs which are very cheap. We have been able to successfully develop the system meeting the
requirements of the challenge using several ICs. This, in turn, has significant advantages for mass
production because of economical development, simplicity, reliability, and ease of manufacturing.
With the success of this concept, adjustable-speed motors have a better chance to penetrate the
electric motor applications market. This, in turn, will fulfill the promise of significant saving in
motor related energy consumption, without its adverse impact on the utility power systems.
Target hardware cost is US$40 for a combination of motor and motor controller that can
operate from a single-phase residential source (220V, 60Hz), deliver rated shaft load of 3/4 HP (or
500 W) at 1500 RPM, exhibit a useful speed control range of at least 150 RPM to 5000 RPM, and
provide power efficiency of at least 70% for loads ranging from 50 W to 500 W at a specified speed.
In this report, simulation and experimental results are provided to verify our novel design.
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1. INTRODUCTION
1.1. The Importance of Electric Motor Drives

Electric motors impact almost every aspect of modern living. Refrigerators, vacuum cleaners,
air conditioners, fans, computer hard drives, automatic car windows, and multitudes of other
appliances and devices all use electric motors to convert electrical energy into useful mechanical
energy. In addition to running the common place appliances that we use every day, electric motors
are also responsible for a very large portion of industrial processes. Electric motors are used at some
point in the manufacturing process of nearly every conceivable product that is produced in modern
factories. Because of the nearly unlimited number of applications for electric motors, it is not hard to
imagine that there are over 700 million motors of various sizes in operation across the world. This
enormous number of motors and motor drives has a significant impact on the world because of the
amount of power they consume.
1.1.1. Electric Motor Drive Fundamentals

The systems that controlled electric motors in the past suffered from very poor performance
and were very inefficient and expensive. In recent decades, the demand for greater performance and
precision in electric motors, combined with the development of better solid state electronics and
cheap microprocessors has led to the creation of modern adjustable-speed drives. An adjustable-
speed drive is a system that includes an electric motor as well as the system that drives and controls
it. Any adjustable-speed drive can be viewed as five separate parts: the power supply, the power
electronic converter, the electric motor, the controller, and the mechanical load [1]. See Figure
below.
Figure 1. A typical adjustable-speed drive system.
The power supply is the source of electric energy for the system. The power supply can
provide electric energy in the form of AC or DC at any voltage level. The power electronic converter
provides the interface between the power supply and the motor. Because of this interface, nearly any
type of power supply can be used with nearly any type of electric motor. The controller is the circuit
responsible for controlling the motor output. This is accomplished by manipulating the operation of
the power electronic converter to adjust the frequency, voltage, or current sent to the motor. The
controller can be relatively simple, or as complex as a microprocessor. The electric motor is usually,
but not necessarily, a DC motor or an AC induction motor. The mechanical load is the mechanical
system that requires the energy from the motor drive. The mechanical load can be the blades of a fan,
the compressor of an air conditioner, the rollers in a conveyor belt, or nearly anything that can be
driven by the cyclical motion of a rotating shaft.
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Electric motor drive technology is constantly evolving and expanding to new applications.
More advanced electric motor drives are now replacing older motor drives to gain better
performance, efficiency, and precision. Advanced electric motor drives are capable of better
precision because they use more sophisticated microprocessor or DSP controllers to monitor and
regulate motor output. They also offer better efficiency by using more efficient converter topologies
and more efficient electric motors. The more advanced drives of today also offer a performance
boost, by utilizing superior switching schemes to provide more output power while using lighter
motors and more compact electronics.
1.1.2. Motor Drive Parameters

There are several criteria by which an electric motor drive can be evaluated. The main
criteria used to evaluate an electric motor drive are efficiency, power factor, harmonic distortion,
size, cost, and power density ratio.
Efficiency is one of the most important criteria of modern electric motor drives. Efficiency is
simply the mechanical power delivered to the mechanical load divided by the total electrical power
consumed by the motor drive. Efficiency is expressed as a percent. For example, if an electric motor
drive has an efficiency rating of 75%, exactly three quarters of the electricity consumed by the motor
drive is converted into useful, mechanical energy. The remaining one-quarter is lost in the form of
heat in the electronics and in the motor. Efficiency is obviously of great importance because of the
vast numbers of motor drives throughout the world.
The power factor is technically defined as the cosine of the angle between the voltage and the
current supplied to the motor drive. If the AC voltage and current supplied to a motor drive
visualized as sine waves, the power factor quantitatively represents how close the two sine waves are
to lining up. If the sine waves of the voltage and current perfectly line up, the power factor is 1.0. If
the sine waves are completely opposite of each other, the power factor is 0. Higher power factors (as
close to 1.0 as possible) are desired because they reduce the losses in the electrical power system.
Electric utility companies charge an extra fee if the power factor of an industrial load is not above a
minimum value. Low power factors cause losses in the power system and cause power quality
problems.
Harmonic distortion can occur when a power electronic converter in a motor drive draws a
non-sinusoidal current from the power system. There are several other sources of harmonic
distortion including high intensity discharge lighting, power electronic power supplies, etc.
Harmonic distortion can cause serious adverse effects on other equipment running on the same
electrical system. Basically, harmonic distortion is a power quality concern that affects the electrical
system, and other equipment running on the electrical system.
Size and cost are also very critical in evaluating an electric motor drive. The size/weight of a
motor drive ultimately determine the feasibility of a motor drive for a particular application. The cost
of a motor drive is obviously an important concern in most situations; however, the importance of
cost may be overestimated in most cases. In most applications, the cost of the motor/motor-drive
makes up a very small percentage of the money that will be spent on the motor. The vast majority of
the expense in most applications is the cost of the energy to run the motor throughout its life. For
example, a large industrial motor may cost $5000 to purchase and install, but will cost $70,000 in
electricity costs to keep it running for its ten year life span. This is one major reason that efficiency
is so important. An energy-efficient motor drive may cost significantly more than a conventional
motor drive, but the capital cost is usually quite small in comparison with the energy costs. In most
cases, the more expensive, energy-efficient motor drive more than recovers the larger initial cost.
This is a very important concept that is often overlooked.
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The power density ratio is important in many applications where space is limited. The power
density ratio is the ratio of power output of a motor drive to the weight or size of the motor drive.
Power density ratio is particularly crucial in vehicular applications (i.e. automotive, aeronautical,
etc.) where size/weight are constrained.
Each of the parameters of motor drives described has a different level of importance. The
size, cost, and power density ratio of a motor drive determine its suitability for a given application.
Each of these has little impact on anyone but the end user of the motor drive. The power factor and
the harmonic distortion of a given motor drive are more important properties because they determine
the effects on power quality. Power quality issues potentially affect more than just the end user.
Motor drive efficiency is the most important property of motor drives in general, because efficiency
affects every one. The end user pays for inefficient motor drives in the form of higher electricity
costs, and society pays for the energy losses in the form of economic waste and ecological damage.
1.1.3. The Impact of Motor Efficiency

The efficiencies of motors and motor drive systems used throughout the world have a large
impact on the world in a number of ways. The energy consumed by electric motors accounts for
nearly half of all electricity generated in the world today. Because motors make up such a large
portion of the world’s electrical load, the inefficiency of today’s motors results in enormous amounts
of wasted energy. The impact of wasted energy in the form of electric motor losses can be broken
down into two main categories: economic and ecological. With the constant increase in electricity
costs, energy lost due to inefficient motors translates directly to wasted money. Since approximately
seventy-five percent of the power generated in the U.S. comes from the burning of fossil fuels,
wasted energy due to motor inefficiency needlessly increases the amount of pollution created in the
power generation process.
There are currently more than 700 million motors in service world-wide, and approximately
50 million new motors are manufactured every year [2]. These motors come in many different sizes
and are used for countless different applications. In the U.S. (and most other industrialized nations)
motors can be classified very roughly into two categories: industrial and residential. Industrial
motors are used in applications ranging from mining to manufacturing to the climate control of large
commercial buildings. Industrial motors are generally integral horsepower motors, ranging in size
from one horsepower to several thousand horsepower. Residential motors are used in applications
ranging from air conditioning units to refrigerators to dishwashers. Residential motors are generally
fractional horsepower motors, ranging in size from a few watts up to about one horsepower. Again,
these are very rough classifications that will be used to analyze current motors and the possible
benefits of more efficient motors.
The industrial motor load is the largest single category of electrical use in the country. At 679
billion kWh annually (1994 Figure), industrial electric motors consume about 23% of all electricity
generated in the USA [3]. A very small overall increase in the efficiency of the industrial motor load
would lead to enormous savings. For example, if the overall efficiency of industrial motor drives in
the US was increased by a mere one tenth of one percent, $30 million in annual electricity losses
would be eliminated. Of course larger increases in efficiency would translate into much larger
savings.
The Office of Industrial Technology of the Department of Energy estimates that industrial
motor use could be reduced by as much as 11 to 18 percent if all cost-effective efficiency
technologies and practices were utilized – that translates to annual energy savings of 75 to 122
billion KWh [4]. Note that these efficiency technologies and practices refer to motor efficiency
upgrades (using a more efficient motor), as well as system efficiency measures (reducing the
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mechanical load, using speed controls, better maintenance, etc.). The same study estimates that the
initial cost to implement these efficiency technologies and practices would be $11 to $17 billion in
the form of capital expenditures. The annual savings would amount to between $3.8 and $5.8 billion.
Thus, in three to four years the improvements would pay for themselves.
Residential motor load is also a very large portion of the energy used in the USA.
Approximately 445 billion kWh are consumed annually by the small motors used in residential
applications. This is approximately one quarter of all energy used by the residential sector [5]. Like
the industrial sector, the residential sector could also greatly benefit from more efficient motor drives.
However, it is even more feasible to introduce more efficient motor drives to residential applications,
because the life spans of household appliances and gadgets are generally shorter than the life spans
of large industrial machines. Thus, there are more opportunities to replace inefficient motors. Also,
the price difference between highly efficient and typical motor drives is smaller at the residential
level than it is at the industrial level. While a high efficiency refrigerator may cost twenty to fifty
dollars more than a similar unit with lower efficiency, a large, industrial, high-efficiency motor drive
may cost hundreds or even thousands more than less-efficient motor drive. Therefore, there are more
opportunities to increase the efficiency of motor drives used in residential applications.
Power consumption and loss translates directly into fuel used in power generation. The slight
increases in efficiency that could save customers millions a year in electricity, could also save on
dwindling fossil fuel supplies, and keep unnecessary pollutants out of the atmosphere. In the year
2000, 23.4 billion tones of CO2 were released into the atmosphere as a result of world wide power
production [6]. Since the electricity used by motors and motor drives accounts for approximately
half of the world’s power demand, it is logical to conclude that approximately 11 billion tones of
CO2 result from the use of all motors annually. To put this number in context, the entire Amazon
rainforest absorbs about 2 billion tones of CO2 annually [7]. If all motor drives world wide
experienced an efficiency increase of one tenth of one percent, approximately 10 million tones of
CO2 would not be released into the atmosphere. This is the amount of CO2 absorbed by
approximately one million hectares of temperate forest (which is one tenth of all forest in Europe).
When considering the direct, but often overlooked, correlation between energy use and pollution, the
case for more efficient motor drives becomes much stronger.
Table I. Global effects of motor drive efficiency improvements.

Global Increase in Motor Approximate Cost of Approximate Amount of
Drive Efficiency Electricity Saved (based on CO2 Kept out of Atmosphere
average 5¢ KWh)
0.1% $600 Million 10 Million metric tones
0.5% $3 Billion 50 Million metric tones
1.0% $6 Billion 100 Million metric tones
The number of electric motors, and hence the number of motor drives is increasing.
Fortunately, technological advances in power electronics, microprocessors, and electric motors are
resulting in advanced motor drives that boost performance while increasing efficiency. The motor
drive market is expected to grow from $12.5 billion in 2000 to $19 billion by 2005 [8]. This large
market growth is responsible for making advanced motor drives more profitable and thus more
common. The widespread use of high-efficiency, advanced motor drives creates the possibilities of
reducing energy costs for end users, reducing the consumption of fossil fuels for energy production,
and decreasing the amount of harmful emissions released into the atmosphere. The world has much
to gain by researching advanced motor drives.
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1.2. Current Motor Technology
In today’s modern world, electronics are everywhere from handheld computers to air
conditioners to projection TVs. However, even in this world, over half of all power consumption in
the United States can be accounted for by motors. These motors can vary from a simple blender and
fan motor to an industrial motor used for assembly lines in automobile factories. When you consider
the mass power that the United States consumes in a year, it becomes apparent that if one can make
these motors run even a couple tenths of a percent more efficient, it can make a huge difference in
power savings. This is where the 2003 International Future Energy Challenge comes into play.
Under the conditions of the challenge, our team has taken on the task of creating innovations in
motor that would provide the user with large cuts on operating cost through improved efficiency.
The purpose of this section is to first explain current motor technology and where efficiency stands
to date. The second purpose is to document future design innovations and their effect on overall
efficiency.
1.2.1. Motors at a Glance

Electric motors convert electrical energy into useful mechanical energy. This energy can then
be used to drive man household appliance, i.e., fans, compressors, etc.; but, even in home
applications not all motors are alike. Different types have varying characteristics (and thus different
efficiencies) making them suitable for certain situations and not for others. Single speed induction
motors are presently being used for most residential applications ranging from portable fans to
compressors commonly found in refrigerators. These include both your single and three phase
squirrel cage and shaded-pole induction motor. There is a noteworthy dissimilarity and a rather wide
range of efficiency between these single-speed induction motors. Shaded-pole motors tend to be on
the lower efficiency scale. It is also worth mentioning that in general motor efficiency comes at the
price of horsepower and for this reason motor smaller motors are generally less efficient.
Universal AC/DC motors are commonly used for sporadic applications where high speed is
needed. Examples of this would be drills, food processors, and vacuums. These are the “brush
motors” (given its name for the set of brushes that constantly change volt thus keeping the motor
spinning in an attempt to align polarity). The main problem with these types is significant losses
associated with the windings wear and tear on the brushes (most small motors fail due to worn
brushes).
Induction motors include refrigerators and air conditioners but in many cases also include
washing machines. It is in this area that a greater efficiency would yield huge return in the long run.
1.2.2. Variable Speed Advantages

Most motors are designed to operate at a constant speed and provide a constant output. While
in many cases, this may be more that adequate, it is not in all. Two speed induction motors can
improve efficiency for refrigerators, air conditioners, and blower. Although in theory, this can be
done with any induction motor application, a greater value is obtained when this is done with
appliances that run frequently. With a two speed mode of operation, once long time periods of full
power can be replaced with long periods of substantially less power with short periods where full
power may be needed. Currently, residential central air conditioner, blowers (furnace) and clothes
washer take advantage of this technology since small changes in speed can drastically cut down on
power usage (power consumption is approximately proportional to the cube root of shaft speed, i.e.,
a shaft reduction of 10% corresponds to at 27% reduction of power) there are many ways to
controlling the shaft speed of a motor the most common way to via throttling devices such as valves
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and inlet vanes. However, this type on control is comparable to driving a car at a high RPM and
controlling the speed by using the brake.
Another way is by using Adjustable-Speed Drives (ASDs). This type on drive controls speed
by regulating the voltage, current and/or frequency sent to the motor until the approximate load
speed is obtained. Several types of ASDs are available each with its own characteristics and practical
applications. Even in these devices, there are many different kinds. Pulse Width Modulated (PWM)
ASDs work by chopping pulses of varying width to create the desired output voltage. They do this
by using computer software, which in turn is controlled by complex algorithms monitoring timing,
duration and frequency. This type of ASD has a rather high power factor, good response time as well
as low harmonic distortion. They also have the capability to control many different motors from the
same system. Their downfall is higher heat dissipation, and a limited data cable length from the
control to the motor.
Voltage source inverter ASDs can also control many motors from a single drive and have the
advantage of simple circuitry (an advantage that doesn’t exist in pulse width modulated ASDs).
They normally have a capacitor before the inverter to help store energy and keep the voltage stable.
Their control ranges from about 10 to 200 percent of rated motor speed however below 10 percent it
breaks down and becomes very inefficient. The last common type of ASD is the current source
inverter or CSI. It uses the inductive characteristics of the motor to stabilize DC as it reaches the
inverter. Because this induction has to be rather large this type of drive can only be used in medium
to large motors. Advantages include short-circuit protection, quiet operation and high efficiency at a
wide range of speeds (normally above 50% but below this they this efficiency). However,
disadvantages include the inability to test-drives while not connected to a motor and complexity in
connecting multiple motors to a single drive. Table II summarizes the characteristics of these four
types of drives (thanks to pacific gas and electric company).
Although many of these applications are beyond utilization for the small-scale motors being
analyzed, it is evaluated to point out the potential energy saving for similar systems on an achievable
smaller scale.
1.2.3. Government Regulation

Currently the federal government has made huge attempts to strive for higher efficiency.
These attempts include firstly minimum efficiencies that appliances must achieve. This has been
done due to the passing of the National Appliance Energy Conservation Act (NAECA) in the 1990.
Since the passing of this act appliance manufacturers have made great improvements especially in
refrigerators, freezers. It is for this reason that it replacing an older refrigerator or freezer can lower
the household energy usage by a more that significant amount. It has also been made law that all
new major appliances show their efficiencies where the consumer can easily see them in making
their purchase decision. This is done to try to alert the consumer of the importance of energy savings
and effect on goods. It also served to show the consumer that they cannot ignore that fact that the
energy cost of running an appliance can certainly outweigh its cost. We will now review the few
cases where motor improvements and create huge savings in the long run. From the pie chart given
in Figure 2, it is obvious why the government put more attention on certain product while almost no
regulation on others.
1.2.4. Case Study

A case for appliance replacement is furnace fans; although newer models are much more
efficient, most residents are using older models. These models can use quite a lot of energy. Right
now most forced-air and air conditioners use multiple-speed shaded-pole or permanent-split
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capacitor induction motors. The efficiency of these is in the 50 – 60% range when a single speed is
selected to match the rest of the system. In these cases there are not one or two but three options that
may be used to improve efficiency. They include a high efficiency PSC motor, an ECM
(electronically commutated permanent magnet) motor, and lastly a variable speed ECM motor.
These can add anywhere from $15 to $75 to the retain cost of the system without it however they
quickly pay for themselves in energy saving and will continue to save energy cost. The case is very
similar for heat pump blowers as well.
Table II. Characteristics of different drives.

PWM VSI CSI
Ease in Retrofitting Yes Yes No
Soft Start Yes Yes Yes
Regeneration Option * Option * Inherent
Motor Heating High Low Low
Motor Noise High Low Low
Partial Loading Yes Yes Unstable
Low Speed Smooth No No
Operation
Low Speed Torque No Yes Yes
Pulsation
Frequency Above 60 Yes Yes No
Hz
Open Circuit Inherent Inherent Required **
Protection
Short Circuit Required ** Required ** Inherent
Protection
Overload Protection Required ** Required ** Inherent
Multi-Motor Drive Yes Yes Option *
Controller and Complex Simple Semi-complex
Logics
60 Hz Power Factor High Poor Poor
60 Hz Harmonics Low High High
Motor Harmonics High Moderate Moderate
Voltage Stresses on Yes No Yes
Motor
DC Filter Size Small Large Large
Inverter Noise High Medium Medium
Transistor/GTO Yes Yes No
Technology
Inverter Switches High Frequency Low Frequency Low Frequency
Size and Weight Small Medium Small
* Feature is available at extra cost
** Feature must be provided by the system design
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Figure 2. Residential motor energy use in 1995 (courtesy of NAECA).
Air conditioners have also been through many changes since efficiency regulation. Their
levels have risen from 10.5 to 11.5 only in the last decade. However, traditional motor improvement
is coming to 2 – 3% of its practical limit (in the case of the compressor motor). This leaves very little
room for traditional improvements, for example if an compressor with a 80% efficiency is being
driven of a 90% efficient motor the new rating would by only 11.8, a small difference considering
the work involved in achieving the compressor and motor efficiencies. This brick wall is mainly due
to the fact that air-conditioner primarily operate at a single speed, cycling on and off to meet the
current load required (some also control output with valves and dampers, at times these may be even
less efficient). The solution would by VSD motor that would operate at highly variable loads by
matching the speed to the load. This would save energy and extend the life of the motor by allowing
it to less often operate at full throttle. Because applying this strategy would involve more that just
improving efficiency in an already designed air conditioner, in fact in most cases it involves
redesigning the entire unit as a whole manufacturers are very reluctant to take this approach.
Residential refrigerators and freezers can have up to three motors (this excludes an ice maker
and defrost timer) the largest drives the refrigerant compressor. In frost free units (the most
common) two additional motor units drive fans that circulate air over the condenser and evaporator.
The compressor is normally an AC single-phase two pole induction motor. In order to comply with a
dramatically reduced allowable refrigerator and freezer energy consumption by the federal
government in 2001 and even more reductions foreseeable in the near future, manufacturers are only
now considering ECMs (electronically commutated permanent magnet). These would adjust to load
conditions either at a constant speed or at a variable speed. Either of these options would be a great
improvement over current practices in which the compressor motor runs at full speed until the
desired temperature is meet then cycles on and off between full speed and off.
It is estimated that replacing both the condenser motor and both fan motor would increase the
retain price by only $75 but the consumer would see the improvement pay for itself in a few year.
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The following are three tables. The first shows the efficient motor options for indoor blowers.
The second is the potential for savings by increased motor efficiency and the last displays the
potential for saving by variable speed motors.
Table III. Efficient motor options for indoor blowers.

Energy Energy
Efficient Additional Simple
Motor Savings Savings
Motor Option Retail Cost ($) Payback
Percent $/Year
Central A/C High-efficiency
14% $4.50 $15 3
blower PSC
ECM 25% $8.00 $40 5
Variable-speed
75% $24.00 $75* 3
ECM
Heat pump High-efficiency
14% $11.20 $15 1
blower PSC
ECM 25% $20.00 $40 2
Variable-speed
75% $60.00 $75* 1
ECM
Furnace blower High-efficiency
14% $6.70 $15 2
PSC
ECM 25% $12.00 $40 3
Variable-speed
75% $36.00 $175** 5
ECM
Central A/C and High-efficiency
14% $11.20 $15 1
furnace blower PSC
ECM 25% $20.00 $40 2
Variable-speed
75% $60.00 $175** 2
ECM
*Cost of variable-speed blower only. ** Includes incremental cost of $100 for capacity modulation
in the furnace.
Table IV. Potential for residential energy savings through increased motor efficiency.
Total National Potential
Practical Energy
Motor Energy Current Motor Typical
Application Efficiency*
Use 109 Efficiency Savings 10 9 Payback
(Years**) %
kWh/yr kWh
Refrigerators and freezers
compressor 101 80% 82%-84% 4% 4.0 14
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condenser fan 6 15% 65% 77% 4.6 6
evaporator
6 15% 65% 128% 7.7 4
fan***
Central A/C and heat
pump
159 87% 90% 3% 5.5 16
compressor
outside unit fan 21 50% 70% 29% 6.1 6
Room A/C
25 87% 90% 3% 0.8 13
compressor
Indoor A/C and
61 60% 80% 25% 15.3 3
heating blowers
Clothes washer
10 65% 75% 13% 1.3 10
motor
Source: Opportunities for Energy Savings in the Residential and Commercial Sectors with High
Efficiency Electric Motors, U.S. Department of Energy. *Based on upgrading installed motor base to
maximum practical efficiency levels.
**Assuming average electric rate of $0.08/kWh.
***Evaporator fan savings include reduction in compressor load.
Table V. Potential for residential energy savings through variable speed motors.
Total Energy
National Current Savings Typical
Practical
Application Motor Motor Payback
Efficiency* 109
Energy Use Efficiency % (Years)**
109 kWh/yr kWh
Refrigerator/freezer
101 80% 88% 20% 20.2 8
compressor
Central A/C and heat
159 87% 90% 35% 55.7 15-25
pump compressor***
Room A/C compressor 25 87% 90% 10% 2.5 20+
Indoor heating and A/C
61 60% 80% 75% 45.9 2-3
blowers
Source: Opportunities for Energy Savings in the Residential and Commercial Sectors with High
Efficiency Electric Motors. *Based on upgrading installed motor base to maximum practical
efficiency levels. **Assuming average electric rate of $0.08/kWh. ***Using a 2-speed induction
motor. (Somewhat higher energy savings are possible with a continuously variable-speed motor, but
the payback period is longer.)
Tables by homeenergy.org
13
2. ILLINOIS INSTITUTE OF TECHNOLOGY: INSTITUTIONAL CAPABILITIES
Illinois Institute of Technology (IIT) is a private, Ph.D.-granting university with programs
in engineering, science, psychology, architecture, business, design, and law. IIT educates people
from all countries for complex professional roles in a changing technological world and advances
knowledge through research and scholarship. Academic majors offered in engineering include:
aerospace, architectural, chemical, civil, computer, electrical, environmental, mechanical,
metallurgical, and materials engineering. Science majors include architecture, biology, chemistry,
computer information systems, computer science, design, mathematics, molecular biochemistry and
biophysics, physics, political science, professional and technical communication, and psychology.
IIT offers exceptional preparation for professions that require technological sophistication.
IIT is accredited by the North Central Association of Colleges and Schools. The
Electrical and Computer Engineering Department at IIT is also accredited by the American Board
of Engineering and Technology (ABET). In addition to providing a high quality, intellectually
broad professional education, IIT is dedicated to understanding the intersection between theory and
real-world applications. IIT’s internationally recognized faculty conduct basic and applied research
in labs and research centers on campus, in cooperation with national research laboratories and in
collaboration with industry. Together, IIT and IITRI, the Illinois Institute of Technology Research
Institute, conduct approximately $130 million of research a year for government and industry.
The experimental/theoretical aspects and computer simulation of this project at IIT have been
done mainly in the Grainger Power Electronics and Motor Drives Laboratory. These multi-million
dollar laboratory facilities are one of the most well-equipped laboratories for this type of the work in
the Nation. These facilities provide sophisticated instrumentation, test equipment, microprocessor
hardware and software development, and a comprehensive collection of commercial software
packages. Extensive computer facilities for the student team, full packages of PCIM, SABER,
Matlab/Simulink, ANSOFT, and Pspice software, high-power low-voltage and high-power high-
voltage power supplies, 100MHZ LeCroy LA302 analog storage oscilloscopes, digital oscilloscopes
(LeCroy LT364L, 500MHZ, 500MS/1M/4CH, 1GS/2M/2CH) with PMA1 power measure analysis
software, AM503B amplifier, and AM503S current probes, digital and analog measurement devices,
and various electric motor drive test setups for conventional DC and AC electric machines, advanced
single-phase, three-phase, and multi-phase induction motors, switched reluctance machines, and
brush-less DC motors are the major equipment used in this project. Furthermore, support of the
Electric Power and Power Electronics Center (EPPEC), the Armour College of Engineering and
Science, and Graduate College are among the many resources available to facilitate the development
and successful completion of the project.
3. MULTI-DISCIPLINARY TEAM INFORMATION

Dr. Ali Emadi is the faculty advisor for the team. He is Director of Grainger Power
Electronics and Motor Drives Laboratory at IIT where he has established research and teaching
laboratories as well as courses in power electronics, motor drives, and electric machines. He
received his Ph.D. degree in electrical engineering from Texas A&M University, College Station,
TX, where he was awarded the Electric Power and Power Electronic Institute fellowship for his
Ph.D. studies. Dr. Emadi is the recipient of the Best Paper Presentation Award at IEEE 27th
Industrial Electronics Conference. He is also the recipient of the 2002 University Excellence in
Teaching Award from IIT. Dr. Emadi is listed in the 2001 International Who’s Who of Professionals
and 2002 Who’s Who in Engineering Education.
This project has involved undergraduate and graduate students from different disciplines as
the primary team members. Photos of team members are presented below. Since our main
14
commitment is to excellence in undergraduate education, the team mainly includes undergraduate
students. However, a Ph.D. student assistant, Mr. Aly A. Aboul-Naga, has been responsible to help
manage the student team and to supervise direct laboratory activities. The student team has been
provided with an appropriate level of technician and machine shop support (IIT Machinery Shop) to
assist them with package preparation and assembly.
It is the intention of the project team to broaden the scope of this project by encouraging
students and professionals, without regard to race, citizenship, religion or the country of origin, to
participate in the proposed work. Dr. Emadi has three years of experience in promoting the diversity
issues in his educational activities. Several female, minority and international students are currently
working in Dr. Emadi’s research laboratory at IIT.
In the event that our school receives prizes from the competition, we are committed to using
approximately 50% of this money for scholarships for the student team members. The remainder
of the funds will be added to the Power Electronics and Motor Drives Program fund, which supports
this and similar projects through sponsorship matching, travel funds for participation in competition
events, and other direct costs of large team design projects.
Ali Emadi, Faculty Advisor Timothy Cooke, B.S. (Dec. 2002), M.S. (Dec.
2003), EE
Aly A. Aboul-Naga, Graduate Assistant, Ph.D.

(July 2004), EE Valliy K. Dawood, B.S. (May 2003), EE
Hani Bodak, B.S. (May 2003), EE Piyush C. Desai, M.S. (Dec. 2003), EE
15
Sandeep R. Gangireddy, B.S. (May 2003), CS Mr. Nicholas A. Okuley, B.S. (May 2004), CS
Mark Ihimoyan, B.S. (May 2003), EE/CPE Fernando Rodriguez, B.S. (Dec. 2002), M.S.
(May 2004), EE
Marina Kramskaya, B.S. (May 2003), EE

Jeffrey Szekely, B.S. (May 2003), EE/CPE
Sahar Kohanim, B.S. (May 2003), Chemistry
Anthony Villagomez, Team Leader, B.S. (May

2003), EE
Loren McDaniel, M.S. (Dec. 2003), ME
16
3.1. Project Course
A final year project course, ECE 491-134: Undergraduate Research, has been developed to
provide engineering and science students across several disciplines with the opportunity to include
this project in their curricula. Dr. Ali Emadi, faculty advisor for the team, is the instructor for this
course. Laboratory space has been arranged for this course in Grainger Power Electronics and Motor
Drives Laboratory.
This course, which integrates education and research, engages multidisciplinary teams of
students in semester-long projects based on the real-world topic of adjustable speed drives. Course
teams are led by student leaders and guided by the faculty. Teams may include students from all
academic levels (sophomore through graduate school), and from across IIT’s professional programs
(engineering, science, business, law, psychology, design, and architecture). Integration of both
vertical (bridging academic levels) and horizontal (bridging professional programs) dimensions
within a project team experience is distinctive in higher education today – stimulating student
interaction across the boundaries of individual disciplines and experiences.
This course prepares students for the practical challenges they will face in a changing
workplace – emulating a cross-functional team operating environment and grappling with the
complex multifaceted issues of our time. This gives engineering-oriented students a greater
appreciation for non-technical considerations, while, at the same time, instilling in students of law,
business and other professions greater insight concerning the process of research and technology
development in the engineering areas.
4. PERMANENT MAGNET BRUSH-LESS DC MACHINE

Permanent Magnet Brush-less DC (PM BLDC) machines can be classified according to the
type of the permanent magnet (ferrite or ceramic, alnico, or rare earth), shape of the back-emf
waveform (trapezoidal or sinusoidal), mounting of permanent magnet (surface mounted, inset
mounted or embedded), direction of the magnetic flux (radial flux or axial flux), configuration of
windings (slot windings or slotless-surface-windings), or power electronic drive (unipolar drive or
bipolar drive).
In this project, we design and implement a trapezoidal type BLDC machine. In this
machine, back-emf waveform is trapezoidal and is generated by trapezoidal air gap flux distribution
and the machine has a trapezoidal or simple concentrated winding distribution over the stator
periphery. For ripple free developed torque, the machine should be supplied by trapezoidal current
waveforms. This require low-resolution rotor position sensor such as hall effect sensor, optical
sensor fixed on rotor.
There are three types of permanent magnet rotor configurations, the first is the surface
mounted rotor, the second is inset magnet rotor, and the third is the interior or buried magnet rotor.
Surface mounted type may also be called projecting type as the PM projects from the rotor surface.
Since the relative permeability of PM material is close to unity, the PM acts as a large air gap
making the rotor magnetically non-salient. In this configuration the direct axis inductance Ld is equal
to the quadrature axis inductance Lq . No reluctance torque is provided by this type. The surface
mounted magnet, because of the constant magnetic gap between the stator and the rotor, can provide
square wave distribution and, hence, this type is normally used in the trapezoidal type machine.
In inset magnet type, permanent magnets are inserted in the rotor steel structure providing
smooth rotor surface and secure rotor construction. In this type, Ld 〈 Lq and, with same size of
permanent magnet compared with surface mounted type, this machine provides higher torque
because of the reluctance torque. In interior or buried type, PM buried inside the rotor structure; this
type has two configurations, the first is the buried type with radial magnetization and the second is
the buried type with circumferential magnetization. In the buried type with radial magnetization Ld
is still lower than Lq ; but, both of them are still higher than the corresponding values of the inset
type. In the buried type with circumferential magnetization, Ld 〉 Lq ; but, the reluctance torque is
reduced because of the buried magnet acting as small and simple air gap; this points out to the major
disadvantage of this configuration. Due to flux focusing effect, this type yields a greater air gap flux
than the radial magnetization and, hence, higher developed torque.
The stator shape of the PM BLDC motors can be configured with slots (slotted type) or
without slots (slotless type); the slotless windings can be called surface winding or air gap winding.
There is a special trend to use slotless BLDC motors especially in low power and high-speed high
performance applications. A method to eliminate the cogging torque in BLDC machines is to
eliminate its source: the reluctance changes in the magnetic circuit during the rotation of the PM
around the stator. In a traditional brushless motor, copper wires are wound through slots in a
laminated steel core. As magnets pass by the lamination shoes, they have a greater attraction to the
iron at the top of the laminations than to the air gap between shoes. This uneven magnetic pull
causes cogging, which in turn increases motor vibrations and noise. Therefore, the key to smooth
brushless performance centers on a slotless stator. Additionally, a slotless design significantly
reduces damping losses.
5. BLDC MOTOR DESIGN1

A classical design problem can be explained with the help of an example of a balloon.
Pushing the balloon anywhere will make it to bulge out somewhere else. It is the job of a design
engineer to know where to push and where to look for the bulge. One of the most common methods
of design involves decisions made by the designer, based on experience and intuition. This
conventional trend of design is substantially enhanced with the help of modern Finite Element (FE)
software packages, for example Maxell, Magsoft, Motor-CAD, ANSYS, MagNet, Flux, and many
more. Our design is greatly influenced by the experiments and analysis based on FE analysis using
Maxwell 2D package.
Our challenge is to design a motor, which not only meets the requirements of the 2003
International Future Energy Challenge, but also marvels in performance. Next couple of pages
would explain our design process in detail. Finally, verification of design parameters will be
presented based on the FE analysis and experimental results.
Symbols:
VDC = Inverter Input DC Voltage

E f = EMF between conducting phases
R = Armature Resistance per Phase
i a = Instantaneous Armature Current
L = Inductance per Phase
i0 = Initial Armature Current at T = 0 time
1
Main reference for the motor design: J. F. Gieras and M. Wind, Permanent Magnet Motor
Technology: Design and Applications, Second Edition, Marcel Dekker Inc., New York Basel.
18
n = Rotor Speed
k e = Constant for PM = Back-EMF Constant (also called Armature Constant or Voltage Constant)
Td = Developed Torque
k t = Torque Constant (also called Torque Sensitivity)
Φ f = Excitation Magnetic Flux of PM
k t Li = Effective Length of Armature Stack
p = Number of Pole Pairs
N = Number of Turns per Phase
k = Winding Factor
α i(sq ) = Effective Pole-arc Coefficient (square wave)
I i(sq ) = Flat top value of Phase Current
k f = 0.7……0.9 (Form Factor of the Rotor Excitation Flux)
k ad = d-axis Armature Reaction Factor
ε = E f / V = 0.6……0.95 for under- excited Motors
ξ = Coefficient of PM Utilization = 0.3……0.7
f= Input Frequency
Br = Remanent Magnetic Flux Density
H c = Coercive Force
D = Inner Stator Diameter
n s = f/p= Synchronous Speed
Am = Peak Value of the Stator Line Current Density
η = Efficiency
φ = Power Factor Angle
g = Air-gap (Clearance between Stator and Rotor)
h = Height of PM
µ rrec = Relative Recoil Permeability
5.1. Governing Equations

Motor terminal voltage for a three-phase full bridge inverter with six switches and Y-
connected motor can be expressed as,
di
VDC = E f + 2 R ia + 2 L a (1)
dt
Assuming switches to be ideal, and EMF between conducting phases to be constant (trapezoidal
EMF), the instantaneous armature current can be written as,
(R )t ( R )t
V − E F  
ia (t ) = DC 1 − e (L )  + I 0 e (L ) (2)
2R  
 
We can express EMF simply as a function of rotor speed,
E f = ke n (3)
Torque equation is similar to a conventional DC commutator motor and can be written as,
Td = k t ia (4)
19
5.2. Operations
The average developed torque can be maximized and torque ripple can be minimized if the
EMF waveform has a trapezoidal waveform. Trapezoidal waveform can be achieved by switching
the MOSFETs or IGBTs in such a way that two-phase windings are always connected in series
during whole conduction period of 60 degrees. In addition, proper shaping and magnetizing the
permanent magnets (PMs) and stator windings are important factors to obtain trapezoidal waveform.
Owing to manufacturing tolerances, armature reactions, and other parasitic effects, EMF waveform
is never ideally flat. However, the torque ripple below 10% can be achieved.
5.3. Sizing Procedure and Dimensions

The volume of all PMs used in a motor can be expressed as Vm = 2 p h w l , where p is
number of poles, and h, w, and l are height, width, and length of the PM, respectively. The output
power of a PM machine is proportional to volume and quality of PM and maximum electromagnetic
power developed by a PM machine can be expressed as (using operating diagram of PM material),
π2 ξ
Pmax = f B r H cVm (5)
2 k f k ad (1 + ε )
The apparent electromagnetic power crossing the air gap is,
S elm = 0.5 π 2 k D 2 Li n s B g Am (6)
and the output power coefficient is,
σ p = 0.5 π 2 k Am B g η Cosφ (7)
The air gap magnetic flux density,
Φf
Bg = (8)
α i τ Li
for sizing procedure of NdFeB PM machines can initially be estimated as B g ≈ (0.7 0.9 )Br . The
magnetic flux density can also be approximately estimated on the basis of
Br
Bg ≈ (9)
µ rrec g
1+
h
There is a free choice in the effective length of the armature stack, i.e., ratio of Li /D depends on the
motor application. The air gap is advised to be 0.3 to 1.0 mm for small PM machines. The smaller
the air gap, the lower the starting current. However, smaller air gap tends to increase the effect of
armature reaction and detent torque.
Permanent magnet brushless DC motors predominantly have surface-mounted magnet rotors
with large effective pole-arc coefficients. For an ideal rectangular distribution of air gap magnetic
flux density B g =constant in the interval of 0 ≤ x ≤ τ , where τ is pole pitch, or from 0 to 180
degrees,
τ
Φ f = Li ∫B
0
g dx = τ Li B g (10)
Including the pole shoe width b p < τ and a fringing flux, the EMF contributing to the to the
electromagnetic power is,
E f = 8 p N k α i τ Li B g n (11)
20
The electromagnetic torque developed by the motor is,
4
Td = p N k α i(sq ) τ Li B g n (12)
π
5.4. Design Considerations

Power density and torque density are the measures to judge how best the active materials of
a BLDC motor are utilized. NdFeB magnets offer the highest energy density at reasonable costs.
Their major drawback, compared to SmCo, is temperature sensitivity. When using NdFeB magnets,
the motor’s temperature must be kept below 170 deg. to 250 deg. Since the rotor losses are small,
passive cooling is employed for the rotor. The main dimensions (inner stator diameter and effective
length of core) for the BLDC are determined by rated power output, air gap magnetic flux density,
and armature line current, as described above.
5.5. Finite Element Analysis

The geometry of the motor is as shown in Figure 3.
Figure 3. Geometry of the designed PM BLDC motor.
21
Using Maxwell 2D software package, above design was analyzed and various solutions are
presented in sections to follow. The software generated initial mesh and then it was refined as per the
requirement. Enlarged view of the final mesh is shown in Figure 4.
Figure 4. Enlarged view of the final mesh using Maxwell 2D.
Solutions for the torque was obtained and compared to the design specifications. Design
torque and torque obtained by FE analysis were closely matched, which strengthened the design
objective. Experimental verifications are also included with this report. Figure 5 shows the torque
solution based on the FE analysis for the proposed design.
22
Figure 5. Torque solution based on the FE analysis using Maxwell 2D.
Distribution of flux lines and magnetic flux density are shown in Figures 6 and 7.
Figure 6. Magnetic flux density (designed motor).
23
Figure 7. Distribution of flux lines (designed motor).
Design parameters are chosen based on the analytical methodology as explained above. The
design is verified by FE analysis using Maxwell 2D software package. The results of analytical
methodology and FE analysis are closely matching. Therefore, it can be concluded that design is
capable of giving optimum performance which not only meets the minimum requirements, but also
gives better operations. Experimental results support this conclusion. Figure 8-10 show the
fabricated motor.
24
Figure 8. Permanent magnet rotor of the BLDC motor.
Figure 9. Stator of the BLDC motor.
Figure 10. Rotor and stator of the BLDC motor.
25
6. BLDC DRIVE DESIGN
The Permanent Magnet (PM) Brush-Less DC (BLDC) motor shares the same torque speed
characteristics and the basic operating principles of the brushed DC motor. The main difference is
that the field windings are replaced by permanent magnets and the commutation is done
electronically. Using PM and eliminating the brushes offer many distinctive advantages, such as:
• High-performance torque control

• Low torque ripples
• Long life
• High power to weight ratio
• Low noise and low EMI
• Better heat dissipation
• Low maintenance
• Very High speed
Our complete driving system has three main boards as follows:
1. The AC/DC Boost converter with power factor correction.

2. The three-phase bipolar inverter circuit.
3. The brush-less DC motor controller with closed loop feature.
Many ancillary factions have been added to assure reliable and efficient operation of the complete
drive, such as over current protection, low voltage lockout, a complete isolation between the control
circuit and the high voltage side of the inverter, and grounding of all metallic parts that do not
belongs to the live circuit. The complete layout of the proposed PM BLDC drive is shown in Figure
11. The experimental set-up is shown in Figure 12.
Fuse
Relay
Single Phase ON/OFF Single Phase
Standard Three Three Phase
AC supply EMI AC-DC Boost
RL 20Ω Phase PWM PM
220V 25W Filter Converter with
inverter BLDC Motor
60 Hz PF correction
Over current Gate Derive

Protection Circuit
Voltage
Controller
Control
Speed Command
Figure 11. Layout of the permanent magnet brushless DC drive.
26
Figure 12. Developed PM BLDC adjustable-speed motor drive.
6.1. AC/DC Boost Converter

To reach the desired high speed of the motor (5000rpm) and according to the back-emf
sensitivity factor (0.75V/rpm), the DC link of the inverter should be fixed at 375V DC. To achieve
this high DC link voltage from the main (220 VAC, 60Hz) along with high power factor and lower
Total Harmonic Distortion (THD) of the supply current, Boost converter is used. Boost converter,
which operates in Continuous Conduction Mode (CCM), offers an excellent choice to get the
desired DC voltage with high power factor and near sinusoidal input current waveform. As shown in
Figure 13, the AC/DC Boost converter utilizes one bridge converter, one inductor, one MOSFET,
one fast switching diode, and one bulk capacitor. Additional EMI filter is used at the input AC side
to reduce EMI.
Lb Db
Diode bridge
EMI Filter
Qb
AC Line Vdc
120V C hf Cbulk
60 Hz
Rsb
Figure 13. Circuit diagram of the Boost converter.
To simply control the Boost converter, NCP1650 is used. This new IC is an advanced IC for
power factor correction that can operate over a wide range of input voltages, and output power levels.
It is designed to operate on 50/60 Hz power systems. This controller offers several different
27
protection methods to assure safe, reliable operation under any conditions. The PWM is a fixed
frequency, average current mode controller with a wide complement of features. These features
allow for both flexibility as well as precision in its application to a circuit. Critical components of the
internal circuitry are designed for high accuracy, which allows for precise power and current limiting,
therefore minimizing the amount of over design necessary for the power stage components. The
NCP1650 is designed with a true power limiting circuit that will maintain excellent power factor
even in constant power mode. It also contains features that allow for fast transient response to
changing load currents and line voltages. The full feature of the used controller can be summarized
as follows:
Fixed Frequency Operation
Average Current Mode PWM
Continuous or Discontinuous Mode Operation
Fast Line/Load Transient Compensation
True Power Limiting Circuit
High Accuracy Multipliers
Undervoltage Lockout
Overvoltage Limiting Comparator
Ramp Compensation Does Not Affect Oscillator Accuracy
Operation from 25 to 250 kHz
And the protective features are:
Output voltage overshoot protection

Low line input protection
Instantaneous current limit
Line frequency current limit
Maximum power limit
The Tope view of the NCP6050 is shown in Figurer. 14. The simplified block diagram of this power
factor controller is shown in Figurer. 15. The function of each pin is summarized in Table VI.
Figure.14. Top view of NCP6050.
28
In the power factor correction board the switching frequency is set up at 50 KHz. The used inductor
is 150 µH . The used MOSFET is FDH27N50 with rated current of 27Amp and 500V, and the used
diode is STTA2006PI with rated current of 20 Amp and 600V. The maximum power is set at
750Watts. Also, three protective features are included, the first is a protection against over voltage
runaway due to load removal, input under voltage lockout, cycle-by-cycle current limiting through a
current limiting resistance, Rsb , and maximum power control.
The achieved design provides a power factor of at least 0.95 through power rang of 100Watts up to
the maximum settled power 750Watts.
Figure. 15. Simplified Block Diagram of NCP1650.
29
Table VI. Pin Function Description of NCP1650
Pin No. Function Description

1 Vcc Provides power to the device. This pin is monitored for undervoltage and the unit will not
operate if the VCC voltage is not within the UVLO range.
2 Vref 6.5 volt regulated reference output. This reference voltage is disabled when the chip is in
the shutdown mode.
3 AC Provides pole for the ac Reference Amplifier. This amplifier compares the sum of the ac
Compensation input voltage and the low frequency component of the input current to the reference
signal. The response must be slow enough to filter out most of the high frequency content
of the current signal that is injected from the current sense amplifier, but fast enough to
cause minimal distortion to the line frequency information.
4 Reference This pin accommodates a capacitor to ground for filtering and stability of the ac error
Filter amplifier. The ac error amplifier is a transconductance amplifier and is terminated with an
internal high impedance load.
5 AC Input The rectified input ac sine wave is connected to this pin. This information is used for the
reference comparator, maximum power circuit, and the average current compensation
circuit.
6 Feedback/ The DC output of the converter is reduced through a resistive voltage divider, to a level of
Shutdown 4.0 volts, and connected to this pin to provide feedback for the voltage regulation loop.
This pin also provides an input undervoltage lockout feature by disabling the chip until the
divided output voltage exceeds 0.75 volts. It can also be used as a shutdown pin by
shorting it to ground with an open collector comparator, or a small signal transistor.
7 Loop A compensation network for the voltage regulation loop is connected to the output of the
Compensation voltage error amplifier at this pin.
8 Power A compensation network for the maximum power loop, is connected to the output of the
Compensation power error amplifier at this pin.
9 Pmax This pin allows the output of the power multiplier to be scaled for the desired maximum
power limit level. This multiplier is a proprietary switching design and requires both a
resistor and capacitor to ground. The value of this resistor is determined in conjunction
with R10.
10 Iavg An external resistor with a low temperature coefficient is connected from this terminal to
ground, to set and stabilize the gain of the Current Sense Amplifier output that drives the
Power Multiplier and the ac error amplifier. This resistor should be of the same type as
that used on pin 9. The value of this resistor will determine the maximum average current
that the unit will allow before limiting will occur.
11 Iavgfltr A capacitor connected to this pin filters the high frequency component from the
instantaneous current waveform, to create a waveform that resembles the average line
current.
12 IS- Negative current sense input. Designed to connect to the negative side of the current
shunt.
13 Ramp This pin biases the ramp compensation circuit, to adjust the amount of compensation that
Compensation is added to the instantaneous current and ac error amp outputs.
14 CT Timing capacitor for the internal oscillator. This capacitor adjusts the oscillator frequency.
15 GND Ground reference for the circuit.
16 Output Drive Drive output for power FET or IGBT. Capable of driving small devices, or can be
connected to an external driver for larger transistors.
30
6.2. Inverter
The used inverter is the standard bipolar three-phase one, which utilizes six MOSFETs
arranged in three legs as shown in Figurer 16. The standard inverter is always recommended for
high power application (typically higher than 100W). The power MOSFET is selected because it is
easy to drive, efficient, and inexpensive. The used power MOSFET is “FDH27N50” which has a
current rating of 27A and voltage rating of 500V and low on state resistance is 190mΩ. There are
three attributes that make MOSFETs more reliable to be used in the BLDC inverter and other
PWM systems. First, it can withstand high stress during commutations of the MOSFETs internal
source drain diode. Secondly, MOSFETs are less susceptible to failure caused by brief drain-to-
source over voltage transients. Finally, the MOSFETs have minimum gate-to-source rupture voltage
ratings of 40V. A greater rupture voltage not only improves tolerance to electrostatic discharge and
unanticipated gate-to-source voltage spikes, but it also extends the MOSFETs lifetime at all
operating voltages. As the speed of the PM BLDC motor is proportional to the applied voltage,
PWM control is used to control the effective DC link voltage over the armature windings. The
theoretical waveforms of the PM BLDC and the phase currents are shown in Figurer. 17.
For over current protection, sense resistance Rsi is used. The sense voltage over Rsi , which
is proportional to the load current, is fed into a comparator on the main control board. The over
current circuit limits the current not to exceed 140% of the rated current at the starting and in the
case of overload. The designed value of Rsi is 0.02Ω/3W.
Q A+ QB + QC +
A
B
Vdc CBulk
C
Q A− Q B− QC − T hree phase PM
BLDC motor
R si
Overcurrent
Protection
Circuit
Figure 16. Three-phase unipolar inverter.
31
ea
ia
7π 9π 11π
6 6 6
0 π π 2π
6 2
5π
6
π
θr
eb
ib
0
θr
ec
ic
0
θr
Figure 17. Ideal back-emf and phase current waveforms of the BLDC motor.
6.3. Controller
The main duty of the brush-less DC motor controller is to decode the signals from the Hall
effect sensors and generate correct logics to electronically commutate the motor. After comparing
many brush-less DC motor controllers, we found that the analog linear controller is very cheap,
easy to implement, and requires fewer components along with high performance. The selected
controller for the brush-less DC system highlighted here is built mainly with MC33035 and a closed
loop adaptor chip, the MC33039. The two ICs are examples of many brush-less controller ICs that
can be used to design a simple and low cost controller for the brush-less motors.
6.3.1. MC33035
MC33035 is a 24-pin linear IC; its pin connection is shown in Figure 18. The function of
each pin is illustrated throughout Figure 19 and Table VI.
As depicted in Figure 19, the MC33035 has an internal encoder, which decodes the signals
from the Hall effect sensors and generates logic signals for proper switching sequence of the inverter
switches. The generated commutation logic is internally fed into the six output drivers consisting of
three open collector NPN transistors that drive the upper legs of the bridge and three totem pole
drivers that control the devices. The open collector outputs can sink 50mA and the three lower totem
pole outputs can source/sink 100mA.
To set the oscillator frequency, the values of timing components RT and CT are selected.
From the MC33035’s data sheet, the value of RT and CT are set to be 5.1kΩ and 9.1nF. This
provides a nominal pulse width modulation frequency of 22 kHz, just above the audible range.
32
Figure 18. Pin connection of MC33033 (top view).
The speed can be changed from 0 rpm to the maximum speed (5000rpm) by changing the
voltage of pin 11 from 0V to 3.25V. A potentiometer is connected to this pin to adjust its voltage
when the maximum voltage of the speed command voltage is 10V. Additional resistance of 10
Ω/0.5W and one diode and resettable fuse are connected in parallel with potentiometer to avoided
damage due to any accidental reversed polarity; this is completely illustrated in Figure 20.
6.3.2. MC33039
The MC33035’s circuitry contains one of the major elements for closed loop speed control.
The only piece lacking is one that monitors motor RPM and generates a signal proportional to motor
speed, a function that traditionally has been the domain of a tachometer. Once provided with a motor
speed signal, the MC33035’s high performance error amplifier and its internal oscillator form the
last major links in the control loop. The closed loop adaptor, MC33039, is a low cost, space saving
IC. At each positive or negative transition of the Hall effect sensors, the MC33039 generates a pulse
with a fixed ON time. The output signal can then be filtered to obtain a voltage proportional to motor
speed. Design of MC33035/MC33039-based system should begin with setting the system timing,
which originates in the MC33039.
Selection of timing components for the MC33039 is based on the desired maximum motor
RPM. Since our motor has four pairs of poles and three Hall sensors, for every mechanical
revolution, each Hall-effect sensor delivers four pulses and the three sensors generate twelve pulses.
The MC33039 generates 24 pulses, one for each rising and falling edge. For a given maximum
motor speed, the output pulse width has a maximum limit. As the maximum desired speed is
5000rpm, which is about 83 revolutions per second, the MC33039 will generate 83 x 24, or 2000
pulses per second. The 2 kHz frequency dictates that the maximum pulse width must be less than 0.5
33
mSec. From MC33039’s data sheet, one can determine the values of the timing components R and C
to be 200 kΩ and 2.2 nF, respectively. This results in a pulse width of 450us.
Both inputs and output of the MC33035’s error amplifier are accessible to accommodate the
control methods. This can be done by filtering the MC33039’s output with a low pass filter to
generate a voltage proportional to motor speed and feed the resulting signal into the inverting input
of the MC33035’s comparator. A signal proportional to desired motor speed drives the non–
inverting input.
When motor speed falls below the desired speed, the MC33035 extends the output pulse
width to the drive transistors. When motor speed is greater than the desired speed, the duty cycle
decreases. The schematic of a closed loop brush-less motor control system is shown in Figure 20.
Speed
Set
Figure 19. The representative schematic diagram of MC33035.
34
Table VII. Pin description of MC33035 brushless DC controller.
Pin Number Name Function
These three open collector Top Drive outputs are designed to
1, 2, 24 BT, AT, CT
drive the external upper power switch transistors.
The Forward/Reverse Input is used to change the direction of
3 Fwd/Rev motor rotation. This pin is closed to give the desired direction of
rotation.
4, 5, 6 SA, SB, SC These three Sensor Inputs control the commutation sequence.
A logic high at this input causes the motor to run, while a low
7 Output Enable
causes it to coast.
This output provides charging current for the oscillator timing
Reference
8 capacitor CT and a reference for the error amplifier. It may also
Output
serve to furnish sensor power.
Current Sense A 100 mV signal, with respect to Pin 15, at this input terminates
9 Noninverting output switch conduction during a given oscillator cycle. This pin
Input normally connects to the topside of the current sense resistor.
The Oscillator frequency is programmed by the values selected
10 Oscillator
for the timing components, RT and CT.
Error Amp
This input is normally connected to the speed command voltage,
11 Non- inverting
the maximum voltage that can be applied to this pin is 6.25 V.
Input
Error Amp This input is kept for compensation to regulate the speed and it is
12
Inverting Input connected to the output of the closed adaptor MC33039.
Error Amp
This pin is available for compensation in closed loop
13 Out/PWM
applications.
Input
This open collector output is active low during one or more of the
following conditions: Invalid Sensor Input code, Enable Input at
14 Fault Output logic 0, Current Sense Input greater than 100 mV (Pin 9 with
respect to Pin 15), Undervoltage Lockout activation, and Thermal
Shutdown.
Reference pin for internal 100 mV threshold. This pin is
Current Sense
15 normally connected to the bottom side of the current sense
Inverting Input
resistor.
This pin supplies a ground for the control circuit and should be
16 Gnd
referenced back to the power source ground.
This pin is the positive supply of the control IC. The controller is
17 VCC
functional over a minimum VCC range of 10 to 30 V.
The high state (VOH) of the Bottom Drive Outputs is set by the
18 VC voltage applied to this pin. The controller is operational over a
minimum VC range of 10 to 30 V.
These three totem pole Bottom Drive Outputs are designed for
19, 20, 21 CB, BB, AB
direct drive of the external bottom power switch transistors.
The high state is for 60o hall sensors spacing and low state is for
22 60o/120O Select 120o spacing. As our motor has 60o hall sensor spacing. This pin
is kept in high state.
A logic low state at this input allows the motor to run, while a
23 Brake high state does not allow motor operation and if operating causes
rapid deceleration.
35
AT Vcc Isolated Power supply Vc
BT 15V HPR414
15V
Top Drive
Pulses
1 24 CT
2 23
95KΩ
To FR/REV 2 KΩ
3 22 2N3903
To Activate
22 µF
SA 4 21
AB
Pulses from SB Bottom Drive
Hall sensor
5 20
BB Pulses
MC33035P
SC 6 19
CB
VCC 15V
5.1KΩ 7 18
9.1uF 8 17
9 16
Vref
VCC 15V
10 15
10Ω / 0.5W 1KΩ

Resettable fuse 11 14
0.1A
To Relay
To En/Dis
12 13
22uf
0.1uf VCC 15V 5Ω 5Ω
1.2MΩ ISP817
4. 7 K Ω
Rsi
2.2 nF
4 KΩ Fault Current
Detection stage
1 8
47Ω
200 KΩ
MC33039P
2 7
3 6
2.2nf
4 5
Figure 20. Closed loop control circuit for the BLDC drive.
6.3.3. MOSFET’s Gate Drive Circuit

In the main inverter circuits, there are six MOSFETs. Generally, the magnitude of the system voltage
affects how one might deliver power to the MC33035 and generate the gate drive supply for the N–
channel power MOSFETs. Here, the maximum applied voltage to the motor windings is 400V, since
the MC33035 operates perfectly at a voltage between 10-20 V, it is desired to isolate the control
board from the higher voltage of the power circuit. This can be done by using three high speed dual-
36
optocouplers (HCPL-2531) and three dual-gate drivers (IR2102); this can be implemented as shown
in Figure. 21.
VC 15V
UF4001
VCC 15V
1KΩ 22uf
1 8 1 8
2 .2 KΩ 25Ω
AT 2 7 2 7 QA+
1KΩ 2 .2 KΩ
AB 3 6 3 6
25Ω
4 5 4 5 QA −
HCPL- 2531 IR2101
VC 15V
UF4001
VCC 15V
1KΩ 22uf
1 8 1 8
2 .2 KΩ 25Ω
BT 2 7 2 7 QB +
1KΩ 2 .2 KΩ
BB 3 6 3 6
25Ω
4 5 4 5 QB−
HCPL- 2531 IR2101
VC 15V
UF4001
VCC 15V
1KΩ 22uf
1 8 1 8
2.2 KΩ 25Ω
CT 2 7 2 7 QC +
1KΩ 2.2 KΩ
CB 3 6 3 6
25Ω
4 5 4 5 QC −
HCPL- 2531 IR2101
Figure 21. The driving stage (isolation between the control board and the power board).
37
To go for more reliable solution, six optocouplers have been used along with sic gate driver.
For the higher side switches IR2118 is used as shown in Figurer. 22, while for the lower driver
IR2125 is used. The functional block diagram of IR2125 is shown in Figurer. 23. The IR2125 offers
current detection and current limiting loop to limit driven power transistor current and
programmable shutdown time. The protection circuitry of IR2125 detects over-current in the driven
power transistor and limits the gate drive voltage. Cycle by cycle shutdown is programmed by an
external capacitor, which directly controls the time interval between detection of the over-current
limiting conditions and latched shutdown. The driving circuit for lower side MOSFETs is shown in
Figure 24.
VC 15V
VCC 15V
0.1uF
1 . 5 KΩ 22uf
1 6 1 8
2 .9 K Ω
25Ω Q A+
AT 2 5 2 7
3 4 3 6
H11N1M
4 5
IR2118
Figure 22. Driving circuit for the high side transistor.
Figure 23. Functional block diagram of IR2125.
38
VC 15V
VCC 15V
0.1uF
1 .5 K Ω
1 6 1 8
2.9 KΩ
25Ω
AB 2 5 2 7 QA−
3 4 3 6
H11N1M 22nf 50Ω RS

100 pF 4 5 500Ω 0.03Ω
IR2125
Figure 24. Driving circuit for the low side transistor.
6.3.4. Power supply for the control Board

The control board is supplied using step down transformer, bridge rectifier, and smoothing capacitor
and voltage regulator as shown in Figure 25. Additional voltage regulator is used to maintain a
constant 5 volts supply for the hall sensors. The power supply is protected at the secondary side of
the transformer using a resettable fuse of 0.4A trip current. The complete brushless DC motor drive
fed from DC supply is shown in figure 26.
MC7805
5VDC
To Hall Sensors
220/16 0.1uF
200mA
MC7815
220VAC HPR1414 15VDC
220uF 15VDC
1uF To Controller
35V 22uF
15VDC
All capacitors are 35V unless otherwise To the inverter gate drivers
mentioned
Figure 25. On board power supply for the controller and the gate drivers.
39
Figure 26. Basic control and inverter boards.
6.3.5. Protective Features

There are many protective features of the controller; these futures can be summarized as
follows:
A. Over Current Protection: The overcurrent detection is achieved by sensing the voltage drop
over the current sense resistor Rsi . The sense voltage, which is proportional to the load current,
is fed into a comparator on board the MC33035. Once an over current condition is detected, the
output drivers turn-off the power MOSFETs in the remainder of the oscillator cycle. Because the
isolation between the power circuit and the control circuit is necessary, the sense voltage on the
current sense resistance is transmitted to the current sense terminal of the MC33035 through an
optocoupler, as shown in Figure 20. Also, the overcurrent protection is successfully don by
IR2125, which has cycle-by-cycle current limiting and ability to shutdown the MOSFET when
the time of the short circuit exceeds 1 usec. Additional a fast acting fuse of 10 Amp is used in
the supply side to protect the whole drive boards from any accidental fault.
B. Undervoltage Lockout: In addition to overcurrent management, the MC33035 provides

undervoltage lockouts that terminate the drive to the output transistors if any of three conditions
occur. The first is insufficient voltage to operate the IC. The second occurs when there is
insufficient voltage to drive the power MOSFET gates. Finally, the output drivers turn off the
power MOSFETs when the MC33035 does not sustain its on board 6.25 V reference.
C. Thermal Shutdown: Internal thermal shutdown circuitry is provided to protect the IC in the
event the maximum junction temperature is exceeded. When activated, typically at 170oC, the IC
acts as though the Output Enable was grounded.
D. Additional Features: Whenever any fault condition is present, an NPN transistor capable of
sinking 16mA pulls the Fault Output pin (pin 14) low. Potential uses of the Fault Output include
alerting a problem, lighting an LED, implementing a soft start feature to limit motor start up
currents, or latching the system off at the first sign of a problem or after a fixed delay.
40
E. Grounding: To complete the security of the system, all the metallic parts that do not belong to
the live parts as well as the body of the motor are connected to the ground.
7. Simulation and Experimental Results

This section is mainly dedicated to present waveforms from the simulations and experimental
models, to illustrate the complete operation of the drive. The following machine parameters are
considered in the simulation model:
• Stator resistance: 2.4 Ω/phase

• Stator self-inductance: 4.8 mH/phase
• Stator mutual inductance: - 0.25 mH/phase
• Number of poles: 8
• Back-emf constant: 0.67V.s/rad
• Torque constant: 0.67Nm/A
• Rotor inertia: 500 mKg.m2
• Mechanical time constant: 2.03 msec.
• Electrical time constant: 2.00 msec.
• Conduction pulse width for the driver: 120o
• DC link voltage: 375V
Figure 27. Motor simulation results at 5000rpm and 1.2 N-m average torque.
(The ripple in the speed is negligible).
41
Figure 28. Driving pulses for ( Q A− and QB − ), 10V/div.
Pulses generated from MC33035, motor speed: 1500rpm.
Figure 29. Inverted driving pulses for ( Q A+ and QB − ), 10V/div.

Pulses generated from MC33035, motor speed: 1500rpm.
42
Figure 30. Voltage of phase A and phase B ( Van and Vbn ).
DC link voltage: 375V, motor speed: 1500rpm; Vref : 3.1V.
Figure 31. Vac and Vbc

DC link voltage: 375V, motor speed: 1500rpm; Vref : 3.1V.
43
Figure 32. Voltage of phase A and phase B ( Van and Vbn )
DC link voltage: 375V, motor speed: 5000rpm, Vref : 10V.
Figure 33. Vac and Vbc

DC link voltage: 375V, motor speed: 5000rpm, Vref : 10V.
44
Figure 34. Supply current waveform using the NCP1650, 2.5A/div.
Operational performance characteristics of the machine with different loads have been tested
comprehensively. The following measurements have been done when the motor was operating at
1500rpm and rated torque of 3.2 N-m. The motor was loaded by a magnetic brake in our laboratory.
• RMS Supply current: 3.4A

• RMS Supply voltage: 220VAC/60Hz
• Measured power factor: 0.83 lagging
• Measured Total Harmonic Distortion (THD): 5%
• Efficiency: 78.5%
It should be noted that, to get a speed of 1500rpm, the reference speed command voltage was 3.1;
when the motor was loaded, the speed deceased to 1450rpm, i.e. the speed regulation is 3.3%. The
motor no load current at 1500rpm is about 0.3 A. the speeds in rpm versus the speed commands are
given in table VIII.
Table VIII: Speed versus the speed command voltage.
Speed (rpm) 150 450 750 1050 1500 2500 3500 5000
Speed
0.5 1.0 1.5 2.1 3.1 5.1 7 10
Command (V)
9. Dissemination and Impact on Community

During the academic year 2002/2003, the results of this project have been disseminated in
two one-day workshops for high school students and their parents at Illinois Institute of
Technology (IIT). We have also developed presentations and demonstrations for the Camras
scholarship candidates and their parents. Approximately 75 high school seniors and their parents
have visited IIT in spring for the Camras scholarships. By the end of the summer, we will have one
more presentation for the Camras candidates and three more workshops for high school students and
their parents. These activities have been organized through the pre-engineering program at IIT.
45
The student team also presented this project at IIT Undergraduate Research and IPRO
Conference on Friday, May 2, 2003. This work has also been presented at the poster session in this
conference.
We have also submitted a paper to the 2003 Electrical Manufacturing and Coil Winding
Conference to be held in Indianapolis, Indiana, September 2003. This paper has been accepted and
will be presented by the student team. We also plan to submit a paper to 2004 IEEE 18th Applied
Power Electronics Conference. We will also present this project at the Midwest Renewable Energy
Conference on June 18. The result of our experience will also be shared with interested universities,
colleges, high schools, industries, businesses, and government organizations.
Furthermore, a dedicated Internet Web site (http://www.ece.iit.edu/~fec/) linked to various
other related sites has been established and will be maintained by the Electrical and Computer
Engineering Department.
The student team leader has been working with his high school’s local community in south
Chicago area (presently mostly Hispanic and African-American) to expose the underrepresented
community to power electronics and its potential. The students are encouraged and motivated to
participate in our project as well. The website will be upgraded to involve the community in the
competition and begin attracting attention for further programs that would inform and expose the
community to the potential of a power electronics education.
10. Sponsors
Other than the laboratory facilities, the Electrical and Computer Engineering Department has
provided limited funds to help secure special parts and equipment. Additional financial support has
been provided by the Grainger Power Electronics and Motor Drives Laboratory fund. The student
team has also been contacting potential sponsors to secure outside sponsorship. Sponsorship of the
following companies for this work is gratefully acknowledged.
• Advanced Magnetic Products, http://www.steward.com/

• Allegro Microsystems Incorporated, http://www.allegromicro.com/
• Ansoft Corporation, http://www.ansoft.com/
• API Delevan, http://www.delevan.com
• Bodine Electric Company, http://www.bodine-electric.com/
• C&D Technologies, Inc., http://www.cdtechno.com/
• Coilcraft, Inc., http://www.coilcraft.com/
• Fairchild Semiconductor, http://www.fairchildsemi.com/
• Infranor Inc., http://www.infranorusa.com/
• International Rectifier, http://www.irf.com/
• IXYS Corporation, http://www.ixys.net/
• Mills Electric Co.
• MPC Products Corporation, http://www.mpcproducts.com/
• NJR Corporation, http://www.njr.com/
• ON Semiconductor, http://www.onsemi.com/
• Poly-Scientific, Northrop Grumman Component Technologies, Inc., http://www.polysci.com/
• ST Microelectronics, http://us.st.com/
• API Delevan, http://www.delevan.com
46
ACKNOWLEDGEMENT
We would like to thank Mr. Craig Scott and MPC Products Corporation, Skokie, Illinois as
well as Mills Electric Co. of Indiana for the technical assistance and providing the team their
machine manufacturing facility, which have been extremely helpful in fabricating the designed
BLDC motor. Support of Mr. James E. Marth, Bodine Electric Company, Chicago, Illinois is also
gratefully acknowledged. We would also like to thank Mr. John Carbone and Infranor Inc.,
Naugatuck, Connecticut for their support.
REFERENCES
[1] A. El-Sharkawi, Fundamentals of Electric Drives, Brooks/Cole Publishing, 2000.
[2] Taking Control of Energy Use, Home Energy Magazine Online, May/June 1998,
http://hem.dis.anl.gov/eehem/98/980509.html#98050915
[3] Consortium for Energy Efficiency (CEE), http://www.cee1.org/
[4] United States Industrial Electric Motor Systems Market Opportunities Assessment, Dec. 2002,
Office of Industrial Technologies (OIT), http://ww.oit.doe.gov/bestpractices/pdfs/mtrmkt.pdf
[5] Motors Matter, Home Energy Magazine Online, July/August 2000,
http://homeenergy.org/archive/hem.dis.anl.gov/eehem/00/000713.html#tab2
[6] Key World Energy Statistics, International Energy Agency (IEA),
http://ww.iea.org/statist/keyworld2002/key2002/keystats.htm
[7] Accelerated Global Warming and CO2 Emissions, Hydrogen Now! Journal, Issue 2, Article
1a, http://ww.hydrogen.co.uk/h2_now/journal/issue-1.htm
[8] Electronic Motor Drives 2001-2005, Report #1202, Drives Research Corporation, August 2001.
[9] John C. Andreas, Energy Efficient Electric Motors, Marcel Dekker, Inc., 1992.
[10] White Goods, Green Consumer Guide, http://ww.greenconsumerguide.com
[11] Energy Efficient Electric Motor Selection, Optimum Utility Systems, 2002,
http://ww.optimumus.com/motors.htm#Differences
[12] P. T. Krein, Elements of Power Electronics, Oxford University Press, 1998.
[13] N. Mohan, Electric Drives: An Integrative Approach, MNPERE, Minneapolis, 2001.
[14] N. Mohan, Advanced Electric Drives, MNPERE, Minneapolis, 2001.
[15] R. Krishnan, Electric Motor Drives: Modeling, Analysis, and Control, Prentice-Hall, 2001.
[16] B. K. Bose, Modern Power Electronics and AC Drives, Prentice Hall PTR, 2002.
[17] N. Mohan, T. M. Undeland, and W. P. Robbins, Power Electronics: Converters, Applications,
and Design, John Wiley & Sons, 1995.
[18] D. H. Hart, Introduction to Power Electronics, Prentice-Hall, 1997.
[19] R. W. Erickson and D. Maksimovic, Fundamentals of Power Electronics, 2nd Edition, Kluwer
Academic Publishers, 2001.
[20] T. L. Skvarenina, The Power Electronics Handbook, CRC Press, 2002.
[21] M. H. Rashid, Power Electronics, 2nd Edition, Prentice Hall, 1993.
[22] J. G. Kassakian, M. F. Schlecht, and G. C. Verghese, Principles of Power Electronics, Addison
Wesley, 1991.
[23] A. M. Trzynadlowski, Introduction to Modern Power Electronics, John Wiley and Sons, 1998.
[24] Alliance to Save Energy, http://ww.ase.org/
[25] http://ww.energy.wsu.edu/
[26] J. F. Gieras and M. Wind, Permanent Magnet Motor Technology: Design and Applications,
Second Edition, Marcel Dekker Inc., New York Basel.
[27] Maxwell 2D Manual, Ansoft Corporation.
47
2003 FUTURE ENERGY CHALLENGE
Inverter and Motor Costing Spreadsheet
UNIVERSITY: Illinois Institute of Technology
NAME OF MAIN CONTACT: Prof. Ali Emadi
PROJECT NAME: Single-Phase Adjustable-Speed Motor
DATE: 5/16/2003
VOLT VOLT CUR CUR UNIT EXTENDED

DEVICE QTY DESIG UNIT MEASURE (Vpk) (Vrms) (Avg) (Arms) COST COST
DIODE 4 Bridge 600 15 2.88 11.50
DIODE
DIODE
DIODE
DIODE - DUAL MODULE
DIODE - DUAL MODULE
IGBT 6 TO-247 600 27 6.52 39.13
IGBT
IGBT
IGBT
IGBT
IGBT
TRANSISTOR
TRANSISTOR
TRANSISTOR
TRANSISTOR
TRANSISTOR
MOSFET
MOSFET
MOSFET
MOSFET
MOSFET - SINGLE MODULE
MOSFET - SINGLE MODULE
SCR
SCR
SCR
CAP (ALUM) 1 DC Link 800 uF 400 17.82 17.82
CAP (ALUM) uF
CAP (ALUM) uF
CAP (ALUM) uF
CAP (ALUM) uF
CAP (ALUM) uF
CAP (ALUM) uF
CAP (FILM) 3 TO-247 0.25 uF 500 0.92 2.75
CAP (FILM) uF
CAP (FILM) uF
CAP (FILM) uF
CAP (FILM) uF
CAP (FILM) uF
POWER RESISTOR 1 R-Relay 25 W 1.84 1.84
POWER RESISTOR W
POWER RESISTOR W
POWER RESISTOR W
POWER RESISTOR W
POWER RESISTOR W
60 Hz INDUCTOR UH
60 Hz INDUCTOR UH
60 Hz INDUCTOR UH
60 Hz INDUCTOR UH
CONTACTORS
CONTACTORS
60 Hz TRANSFORMER
60 Hz TRANSFORMER
Mass Scaled Mass Mass UNIT EXTENDED
Electromagnetic Devices QTY DESIG note (kg) (kg) COST COST
MAG (HF Ferrite) 1 Pass FLT kg of Ferrite 0.05 kg copper 0.01 0.23 0.23
MAG (HF Powdered Iron) kg of Powdered Iron kg copper
MAG (HF Cool Mu) kg of Cool Mu kg copper
MAG (Laminations) kg of Si-steel kg copper
MAG (Soft Mag Material) kg of SMC kg copper
Aluminum Die Castings kg of Al
MAGNETS (Ferrite) kg of Ferrite
MAGNETS (Neo) kg of Neo
Area Area UNIT EXTENDED
Area/Vol Scaled Devices QTY DESIG note (sq.in.) (sq.in.) COST COST
Rotor Retaining Shrowd sq.cm
CIR. BOARD (1 Layer) 3 sq.cm 29.25 0.23 0.68
CIR. BOARD (2 Layer) sq.cm
CIR. BOARD (4 Layer) sq.cm
Rubber Isolation cu. cm
UNIT EXTENDED
Other Motor Devices QTY DESIG COST COST
Bearings (Sleave) 2 0.70
Bearings (Ball Bearings)
LOSSES (Inverter or Motor) Motor 70 W 1.93 1.93
CONTROLS, Programming, Layout, Revision Managment 3.83
PACKAGING, Enclosure, Parts Mounting, Parts Management 3.83
OTHER (EXPLAIN)
TOTAL 84.24

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Final Project Report

Executive Summary ........................................................................................................................ 3

1.1. The Importance of Electric Motor Drives

1.1.1. Electric Motor Drive Fundamentals

Figure 1. A typical adjustable-speed drive system.

1.1.2. Motor Drive Parameters

1.1.3. The Impact of Motor Efficiency

Table I. Global effects of motor drive efficiency improvements.

1.2.1. Motors at a Glance

1.2.2. Variable Speed Advantages

1.2.3. Government Regulation

1.2.4. Case Study

Table II. Characteristics of different drives.

Table III. Efficient motor options for indoor blowers.

3. MULTI-DISCIPLINARY TEAM INFORMATION

Aly A. Aboul-Naga, Graduate Assistant, Ph.D.

Marina Kramskaya, B.S. (May 2003), EE

Sahar Kohanim, B.S. (May 2003), Chemistry

Anthony Villagomez, Team Leader, B.S. (May

Loren McDaniel, M.S. (Dec. 2003), ME

4. PERMANENT MAGNET BRUSH-LESS DC MACHINE

5. BLDC MOTOR DESIGN1

VDC = Inverter Input DC Voltage

5.1. Governing Equations

5.3. Sizing Procedure and Dimensions

5.4. Design Considerations

5.5. Finite Element Analysis

Figure 3. Geometry of the designed PM BLDC motor.

Figure 4. Enlarged view of the final mesh using Maxwell 2D.

Figure 6. Magnetic flux density (designed motor).

Figure 9. Stator of the BLDC motor.

Figure 10. Rotor and stator of the BLDC motor.

• High-performance torque control

Our complete driving system has three main boards as follows:

1. The AC/DC Boost converter with power factor correction.

Over current Gate Derive

Figure 11. Layout of the permanent magnet brushless DC drive.

6.1. AC/DC Boost Converter

Figure 13. Circuit diagram of the Boost converter.

And the protective features are:

Output voltage overshoot protection

Figure.14. Top view of NCP6050.

Figure. 15. Simplified Block Diagram of NCP1650.

Pin No. Function Description

Figure 16. Three-phase unipolar inverter.

Figure 19. The representative schematic diagram of MC33035.

10Ω / 0.5W 1KΩ

6.3.3. MOSFET’s Gate Drive Circuit

Figure 22. Driving circuit for the high side transistor.

Figure 23. Functional block diagram of IR2125.

H11N1M 22nf 50Ω RS

Figure 24. Driving circuit for the low side transistor.

6.3.4. Power supply for the control Board

6.3.5. Protective Features

B. Undervoltage Lockout: In addition to overcurrent management, the MC33035 provides

7. Simulation and Experimental Results

• Stator resistance: 2.4 Ω/phase

Figure 29. Inverted driving pulses for ( Q A+ and QB − ), 10V/div.

Figure 31. Vac and Vbc