SG174637A1 - Test platform for electric alternators - Google Patents
Test platform for electric alternators Download PDFInfo
- Publication number
- SG174637A1 SG174637A1 SG2010016855A SG2010016855A SG174637A1 SG 174637 A1 SG174637 A1 SG 174637A1 SG 2010016855 A SG2010016855 A SG 2010016855A SG 2010016855 A SG2010016855 A SG 2010016855A SG 174637 A1 SG174637 A1 SG 174637A1
- Authority
- SG
- Singapore
- Prior art keywords
- alternator
- synchronous motor
- test
- layout
- electric
- Prior art date
Links
- 238000012360 testing method Methods 0.000 title claims abstract description 25
- 238000000034 method Methods 0.000 claims abstract description 8
- 230000001360 synchronised effect Effects 0.000 claims description 18
- 230000005611 electricity Effects 0.000 abstract description 3
- 241001591024 Samea Species 0.000 abstract 1
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000005284 excitation Effects 0.000 description 3
- 230000003213 activating effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000000819 phase cycle Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/34—Testing dynamo-electric machines
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Tests Of Circuit Breakers, Generators, And Electric Motors (AREA)
Abstract
Test Platform for Electric AlternatorsAbstractThis invention provides an energy efficient way to test large sizealternator by using a small amount of electricity. This eliminates theneed to connect large size electric motors directly to the Mains, whichcan be complicated and expensive. This invention uses the electricitygenerated by the alternator and feed it back into an electric motor todrive the alternator again. Energy losses are topped-up to keep theprocess going.With this process in place the alternator is can be operated the sameas it has been connected to the Mains and a wide range of tests canbe performed on the alternator and have minimum impact to theMains.One of the important values that can be verified in this setup is theefficiency of the alternator.Fig 1.
Description
Test Platform for Electric Alternators
This invention is to allow for the efficiency of large size alternator to be determined.
This invention provides an alternative energy efficient way to test alternator by using a small amount of electricity. This eliminates the need to use large size electric motors, which can be complicated and expensive.
In the testing of alternators, it is typical to connect the alternator to a diesel engine to drive the alternator. The engine is used to drive the alternator to its operating perimeters and the alternator is tested by the use of load banks. The load banks used are usually resistive type, which is 1.0 power factor, because it is cheaper and more readily available. Therefore testing at 1.0 power factor is not an accurate reflection of the actual usage. In actual usage 0.8 power factor is usually experienced. The use of 0.8 power factor load banks is more expensive.
The use of load banks also means that the electricity generated is directly converted to heat and not used to do any useful work. This is a very big waste of energy.
Therefore to test the alternator using a diesel engine and load bank configuration is more expensive and not environmentally friendly. It is more expensive because of the need to burn diesel fuel, use 0.8 power factor load bank and use of a diesel engine. The diesel engine can only be fitted to a limited size of alternators, beyond which a bigger or smaller diesel engine will be required.
The use of the diesel engine method to test the alternator also does not allow for the efficiency of the alternator to be determined.
Fig. 1 is a block diagram showing the various mechanical and electrical components of the embodiment of this invention.
One object of the present invention is to provide an economical alternator tester.
Another object is the provision of such a tester which allows for reactive power loading of the alternator. Industry requirement is usually between 0.8 to 1.0 pf (power factor), but other values may be required depending on requirement.
Another object is the provision of such an alternator tester which can perform over speeding test of 20%.
Another object is the provision of such an alternator tester which can perform over load test of 20% to 50%.
Another object is the provision of such an alternator tester which can perform testing in 50Hz (1500rpm) or 60Hz (1800rpm).
Another object is the provision of such an alternator tester which can perform testing in 3 phase or 1 phase.
These and other objects will become apparent to those skilled in the art in light of the following drawings and accompanying figures.
Referring to Fig. 1 which illustrates a preferred embodiment of the invention, an alternator test fixture is represented at 10 and the electronic analysis and control equipment to operate the fixture is represented at 20.
The alternator test fixture 10 include an alternator rigidly mounted undergoing test 70, a shaft extension 30 with a pulley mounted and supported by low friction bearings, a synchronous motor 40 supported by low friction bearings and another motor 50 is connected to the shaft extension 30 using pulley and belt. The synchronous motor 40 is connected to the shaft extension by a rigid coupling. The alternator under test 70 is connected to the torque transducer 230 by a flexible coupling, which is in turn connected to the shaft extension 30 by a rigid coupling.
The low friction bearings are used to support / suspend the synchronous motor 40.
A worm gear wheel is mounted to the body of the synchronous motor 40.
A worm gear mounted on a shaft and driven by an electric motor 250, matches with the worm gear wheel to turn the synchronous motor 40 body. The electric motor 250 is to be able to rotate in both directions.
A rotation speed sensor 60 is used to provide feedback to the
Variable Speed Drive 140 to keep the speed at the preset level.
The alternator being tested may be of 1 or 2 bearing configuration.
The electronic analysis and control equipment 20 is located remote from the test fixture 10 and is connected thereto by means of cables
110, 180, 200 and 270. Cable 80 supplies power to operate the electronic analysis and control equipment. Cable 90 is used to control the synchronous motor 50. Cable 100 is used to connect the alternator under test with the synchronous motor 40. Cable 110 is used to control the motorized switch 120 and provide measurement signals to the Digital Display 130. Cable 270 controls the rotation of the synchronous motor body. Cable 180 controls the excitation of the synchronous motor 40. Cable 200 provides excitation voltage and ampere signal read-out for the alternator under test.
The electronic analysis and control equipment 20 consists of variable
DC power supply 150, swivel motor control 260, motorized switch control, synchronization circuit 190, torque controller 240, and all related meters 130, 160 and 170.
In operation, the electric motor is started by a push button on the
Variable Speed Drive 140 interface panel. The speed of the electric motor is allowed to stablise at the preset value, either 1500rpm or 1800rpm. The rotation speed sensor 60 will provide feedback to the
Variable Speed Drive 140 to ensure the rotation speed is kept constant at the preset level.
The required voltage is set at the Automatic Voltage Regulator (AVR) on the alternator under test. The required voltage is also set at the synchronous motor 40 by adjusting the excitation using the variable
DC power supply 150 and observing DC Voltage and Ampere meters 160 & 170.
The phase sequence of the alternator and synchronous motor is checked to ensure that they are the same.
When the synchronization circuit 190 is activated, the synchronizing point is brought to the 12 o'clock position by rotating the synchronous motor 40 body using the swivel motor 250. The swivel motor 250 is controlled by the swivel motor direction control 260 circuit.
When the synchronization position is reached, the synchronization circuit 190 will provide a signal to close the motorized switch 120.
The indication lamp 210 will provide indication of the switch status.
The alternator and synchronous motor is now connected and operating at no load or very low load.
Rotating the synchronous motor 40 body and adjusting the variable
DC power supply 150 allows control of the amount of load (KVA and
KW) and power factor (pf) on the alternator under test 70.
The parameters of KVA, KW, pf, Voltage, Current, and Frequency can be read off from the Digital Display 130. The operating torque value can be read off from the Torque Controller 240.
With the alternator 70 and synchronous motor 40 mechanically and electrically connected in this way. The alternator 70 can be tested at any load from No Load to Full Load and at any Power Factor from 0 to 1.0 lagging or leading.
To electrically disconnect the alternator 70 and synchronous motor 40 the loading to the alternator is to be reduced to the lowest possible level and then activating the push button 220 to open the motorized switch 120. The switch status can be observed by the indication lamps 210.
While the form of apparatus herein described constitutes a preferred embodiment of this invention, it is to be understood that the invention is not limited to this precise form of apparatus and that changes may be made therein without departing from the scope of the invention, which is defined in the appended claims.
Claims (4)
1. An apparatus for the testing of alternators, the mechanical layout of the test apparatus. The layout chosen in this invention is the preferred layout, it is to be understood that the invention is not limited to this precise form of layout. Layouts that effectives the same transfer of energies are a preferred embodiment of this invention.
2. Method and procedure of electrically connecting / disconnecting the synchronous motor 40 and alternator 70.
3. Method and procedure of controlling the loading of the alternator 70 is the preferred layout, it is to be understood that the invention is not limited to this precise form of layout. Layouts that effectives the same action of rotating the synchronous motor 40 body are a preferred embodiment of this invention.
4. Method and procedure of measuring the component elements that makes up the efficiency of the alternator 70 and deriving at the efficiency of the alternator 70.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SG2010016855A SG174637A1 (en) | 2010-03-10 | 2010-03-10 | Test platform for electric alternators |
| PCT/SG2010/000400 WO2011112149A2 (en) | 2010-03-10 | 2010-10-19 | Test platform for electric alternators |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SG2010016855A SG174637A1 (en) | 2010-03-10 | 2010-03-10 | Test platform for electric alternators |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| SG174637A1 true SG174637A1 (en) | 2011-10-28 |
Family
ID=44564045
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SG2010016855A SG174637A1 (en) | 2010-03-10 | 2010-03-10 | Test platform for electric alternators |
Country Status (2)
| Country | Link |
|---|---|
| SG (1) | SG174637A1 (en) |
| WO (1) | WO2011112149A2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013247705A (en) * | 2012-05-23 | 2013-12-09 | Fuji Electric Co Ltd | Motor performance testing device |
| CN103048618B (en) * | 2012-12-14 | 2015-06-10 | 新疆希望电子有限公司 | Test method of counter supporting unit motor |
| CN104569810A (en) * | 2013-10-29 | 2015-04-29 | 北京精密机电控制设备研究所 | Load testing system for high-speed motor |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4335619A (en) * | 1980-03-05 | 1982-06-22 | Westinghouse Electric Corp. | Motor load test apparatus |
| US6791332B2 (en) * | 2002-12-10 | 2004-09-14 | Spx Corporation | Alternator testing device and method |
| CN201199260Y (en) * | 2008-03-20 | 2009-02-25 | 胜利油田胜利动力机械集团有限公司 | Test-bed for generator |
| TWI381627B (en) * | 2008-06-16 | 2013-01-01 | Univ Nat Penghu | Generator detection method and device thereof |
-
2010
- 2010-03-10 SG SG2010016855A patent/SG174637A1/en unknown
- 2010-10-19 WO PCT/SG2010/000400 patent/WO2011112149A2/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| WO2011112149A2 (en) | 2011-09-15 |
| WO2011112149A3 (en) | 2012-08-09 |
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