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NOTICE , Th>s report was prePart-d as an account of work sPcmsomd by an agency of the
United States Government. Neither the United States Government nor any agency thereof,
nor any of the,, employees. nor any of t!mr mntract cm. mbcontmctors, or their
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Government, any agency thereof or any of their contractors or subcontractors.
David B. Clauss
Thomas G. Carrie
Division 5523
Sandia National Laboratories**
Albuquerque, New Mexico 87185
Abstract
—
* This work was supported by the U.S. Department of Energy
Contract DE-AC094-76DPO0789
** A. U.S. Department of Energy Facility
3
Contents
!?s9s
Introduction. . . . . . . . . . . . . . . . . . . . . . ● 6
Conclusions. . . . . . . . . . . . . . . . . . . . . . . . 36
Acknowledgement. . . . . . . . . . . . . . . . . . . . . . 36
Illustrations
Figure -
1 DOE/ALCOA Low Cost 17M vertical axis wind
turbine installed at Rocky Flats, Colorado. 7
4
12--15 Model prediction for Low Cost turbine start-up
in zero wind speed.
5
Introduction
Transient events during operation of Darrieus vertical-axis
wind turbines can cause torque levels in the drive line which
are unacceptable for many components. Start-up and braking in
various ambient conditions are typical events during which peak
torques may reach excessive magnitudes. Experience with
research vertical axis wind turbines (VAWT) indicates that peak
torques of 2 to 3 times rated torque are typical during
starting and braking, which implies an undesired overdesign of
drive-line compon~nts. The objective of the present
investigation is to develop an analytical tool which can be
used to predict drive-train behavior for several different
loading conditions.
Analysis is needed to determine which starting and braking
methods are most effective in reducing the peak torques seen in
the drive-line. Areas deserving investigation include start-up
in high winds, as well as electrical and mechanical methods
(clutches) designed to achieve a softer start. The relative
effectiveness of low speed vs. high speed braking, and
definition of a braking rate which will decrease dynamic
amplification to an acceptable level also merit study.
Although this paper will deal primarily with turbine start-up
in zero ambient wind speed and the effects of a slip clutch on
transient response, the model can easily be adapted to study
the problems mentioned above.
The model and the numerical results as well are based on
experimental data obtained on the Low Cost 17M VAWT installed
at Rocky Flats, CO, Figur= 1. The method, however, is
essentially general to all VAW’T’S. A Fortran program called
DYDTA (DYnamic Drive Train Analysis) numerically evaluates the
differential equations of motion and plots results. The
program is briefly described in Appendix A.
Figure 1. DOE/ALCOA Low Cost 17M Vertical Axis Wind Turbine
installed at Rocky Flats, CO.
7
The Drive Train Model
Typically, a VAWT drive train consists of the turbine rotor
(blades and rotating tower), the transmission, a brake disc and
an induction motor/generator which are connected in series by
shafts and couplings. Additional mechanical components may be
present, and the drive train topography may vary depending upon
the specific turbine design. Additional components may include
a timing belt (for incremental adjustment of turbine operating
speed) and/or a slip clutch. The position of the brake
relative to the transmission and clutch, if present, is the
most variable element in drive train topography. For instance
on the Low Cost 17M turbine at Rocky Flats, Figure 1, the brake
is on the high speed shaft, whereas earlier turbines have had
the brake on the low speed shaft.
The transient response depends on the natural
characteristics of the system and the functional form of the
applied torques. The physical representation of the drive
train is shown in Figure 2, along with physical values for the
Low Cost turbine. For generality the model includes the slip
clutch, as well as applied torques on each inertial element.
Several assumptions are made, all of which may not be
applicable to a given VAWT design. The low speed shaft is
considered to be the only significant stiffness in the system
since, in an equivalent system, it appears much softer than
both the high speed shaft and the rotating tower. As larger
turbines are built and tower height increases, the tower
stiffness may approach the same value of stiffness as the low
speed shaft, and at some point tower stiffness may have to be
included in the model. On the other hand, the effect of the
transmission’s gear ratio on the equivalent stiffness of the
high speed shaft seems to insure that the high speed stiffness
will remain large relative to low speed stiffness, and thus the
high speed shaft can be effectively modeled as a rigid
element. The motor torque curve as specified by the
manufacturer is modified by a constant scale factor less than
ROTOR
‘MO1’
-+
T##lTG
BRAKE r
TROT
TRANSMISSION
L JR
‘M ‘
motor inertia = 1.291 lb-ft-s2
‘B =
brake inertia = 1.598 lb-ft-s2
‘R =
rotor inertia = 4.042 X 104 lb-ft-s2
c= Viscous damping = 1.1 X 103 lb~ft-s
‘L =
low speed shaft stiffness = 8.626 X 105 lb-ft
timing belt ratio = 1, 40/38, 44/38
‘1 =
‘2 = transmissionratio = 35.07
‘MOT =
motor torque, ‘MOT(u)
‘BRK =
brake torque, TBRK(t)
T
ROT =
aerodynamictorque, TROT(W, t)
+“- -’0-
el (i$ ‘Bf3K
JB
3(a) 3(b)
Ts
JR
3(c)
10
permits treatment of the nonlinear effect of the clutch in a
simple way since torque through the clutch can be expressed
explicitly. Referring to Figures 2 and 3, Tc and Ts are
defined and calculated as follows:
..
‘M”l = ‘MOT - Tc\nl, (2)
JBe3 = Tc - TBRK - Ts\n2, (3)
JR8 ~ = Ts + TROT, (4)
ITC[<
— Tmax; (5)
T = maximum torque passed by clutch.
max
4
T MA)(
r
–T MAX
..
‘lJMo 1
+J6=nT - T~/n2 . (6)
B3 1 MOT - ‘BRK
12
= fJ2
f31\nl, (7)
$1 =
$2 = 83 = ‘264’ (8)
$3 = ‘265” (9)
.
(JME + JB)~l
= ‘lTMOT - ‘BRK - ‘LE($2-V3) - cE(i2-V3)’ ’10)
J2 = i~r (11)
.*
JRE;3 = KLE(~2-~3) + CE($2-~3) + TROT\n2; (12)
whlere
2
= nlJM, (13)
‘ME
J = JR\n~, (14)
RE
= KL\n~, (15)
‘LE
= C\n~. (16)
CE
Tc = —
+ Tmax (17)
13
~
TBRK
—
‘ME; 1 = ‘lTMOT + ‘max’ (18)
JB~ ~ = —
+ Tmax - TBM - KLE($2 -$3) - Ce (“V2 -$3) , (19)
= Tmax (21)
‘Ce
and
dT
--=>0 (22)
dt
14
where the subscript e indicates the result obtained from the
engagement equations. If TCe is negative, then inequality
(Z!2)is directed in the opposite sense. Now assume that the
clutch is slipping, so that 62 ~ 63. Re-engagement occurs
when the velocities across the clutch become equal again:
and if
lTcel —
<T max”
15
1200
1000
BREAKDOWN
800
600 - LOCKED
// ROTOR
4.
400
RATED -
y-
200 PULLUP
0
IDLE
-200
o 200 400 600 800 1000 1200 1400 1600 1800 2000
SPEED-RPM
17
J~ ‘ n12 J~ + JB
Figure 7. System representation with clutch engaged.
$“:}=x/nl JM
‘MA
■
~B
JR
8(a] 8(b)
18
positive damping (1 d.o.f., Ud = ~. ), bllt the
n
oppclsite effect on mode shape (in Figure 7, negative damping
from the motor tends to increase the oscillations of the motor
and brake relative to the rotor) . Thus, up to breakdown,
damping is negligible and the system can be viewed as shown in
Figure 9(a). The natural frequencies and mode shapes of the
JRE
9(a) 9(b)
= o,
d ‘LE (J
S + JRE)
(24)
‘SJRE
= o, 2.586 HZ
1.000
1.000
1.000 ‘
I
J2)=
●
1-
JS+J
RE
(25)
1.000
-0.083
19
The mode shape indicates that the generator/brake is moving
with much greater amplitude than the rotor, so that the mode
basically represents the motor/brake winding up about the low
speed shaft, Figure 9(b). Indeed, if JRE >> J~ (typically
the case for VAWT’S) , equation (24) can be approximatedby
K
u=—
d LE
‘s
(26)
as given in [2].
For the Low Cost turbine this corresponds to a critical
damping factor of over 200%, which indicates that the
generator/brake oscillation will be very small. As an
approximation, the generator can then be considered to be fixed
when the motor speed is greater than the breakdown speed, as
shown in Figure 10, so that the first mode resembles the rotor
winding up on the low speed shaft.
J~
‘RE
20
The frequency for the system in Figure 10 is simply
4
us—.
‘LE
‘RE
(28)
21
:
o“
co
me
10
o
.
co
o .
Oo i-l
o 0 0 l-l
0,
0 m u) o“
U3 N o y y
22
2.0 I I I I I I 1 I I
1.0
0.0
x
-1.0
-2.0
-3.0 29,300
-4.0
.
-5.0
I I I I 1 I I I 1
-6.0
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME(SEC)
vs. time
12. DYDTA prediction - Low speed shaft torque
during start-up in zero wind - no clutch.
N
LA)
o
0
ol
0
.
.
0,
. \ 0
co
. 1= 0
*“
II
. n o*
m w
. o
I *
●
m
o r+
m a)
L1
5
.5’
I 0. i%
0
o o o o
0 0 0 0
al 0 co
24
2000
1800
1600
1400
1200
1000
800
600
400
200
0
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME-SEC
Figure 14. DYDTA prediction - Motor speed vs. time for start-up
in zero wind - no clutch.
60
50
40
30
20
10
0 I 1 I 1 I I I 1 I
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME-SEC
28
as a possibility for reducing peak torques. DYDTA has been
used to analyze the effect of a slip clutch on torque levels
during start-up. The results indicate a clutch could
significantly lower the peak torques seen by the low speed
shaft, with the following secondary benefit. The clutch also
reduces the time to breakdown for the motor (t~D), which
reduces the current drawn by the motor and protects it from
overload. It appears that an appropriately chosen clutch would
be well within margins of safety with respect to heat
dissipation and power absorption capabilities.
The characteristics of a typical slip clutch were discussed
earlier; recall that the clutch passes torque uniformly up to
sc)memaximum value (Tmax) which can be adjusted by changing
the deflection of a compression spring. With this in mind a
parametric study was done using DYDTA to determine what value
or’ range of Tmax would best reduce torque levels. Obviously
T~lax should be above the rated turbine torque, which is 427
ft-lbs (15,000 ft-lbs referred to the low speed shaft), or else
pc)wer could be absorbed by the clutch during normal operation.
The optimum value for Tmax for the Low Cost turbine
appears to be 475 ft-lbs (16?700 ft-lbs referred to the low
speed shaft), for which the results predicted by DYDTA are
shown in Figures 16-21. With the clutch present, the maximum
tc)rquein the low speed shaft occurs during the initial
overshoot, and its magnitude has been reduced 38% from 40,000
ft-lbs to 25,000 ft-lbs. The growth of torque oscillations
dc)es not occur because slipping of the clutch decouples the
mc~tor from the drive train, thereby isolating the low speed
shaft from the negative damping produced by the motor. Note
that the torque in the low speed shaft can exceed Tmax,
de!spite the clutch, because of the inertial reaction of the
brake. This implies that the slip clutch should be located as
close to the component needing protection as is physically
pc~ssible.
The clipping action of the clutch is demonstrated in Figure
17; the torque transmitted through the clutch cannot exceed
29
(d
o
2.0
1.0
—
15.@s
x
-1.0
——. . ——. ——— — TMAX
-2.0
(REFERRED TO LOW
25,100 SPEED SHAFT)
-3.0
-4.0
-5.0
-6.0
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME(SEC)
Figure 16. DYDTA prediction - Low speed shaft torque vs. time
during start-up in zero wind with clutch.
500
250
-250
-500
-750
-1000
-1250
-1500
0.0 2.0 4.0 6.O 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME(SEC)
Figure 17. DYDTA prediction - Torque transmitted through clutch
vs. time during start-up in zero wind with clutch.
L.d
N
1200
1000
800
600 .
400
200 .
-200 1 I I 1 1 I 1 1 I
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME-SEC
1800
1600
1400 ~
1200
z
n
a 1000
800 i
I
600
400
I 200 ,
‘1
I 1 I 1 I 1 1 I I I
I o
1
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME-SEC
Figure 19. DYDTA prediction - Motor speed vs. time for
start-up in zero wind with clutch.
2000
1800
1600
1400
1200
1000
800
600
400
200
0
0.0- 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME-SEC
Figure 20. DYDTA prediction - Clutch speed (rotor side) vs. time for
start-up in zero wind.
@ 40.0
0
-
10.0
5.0
0.0 t
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
TIME(SEC)
Conclusions
DYDTA represents an initial step towards understanding and
analyzing methods of controlling transient behavior in VAWT
drive trains. Results for start-up in zero wind speed show
exceptional agreement with experimental records on the Low Cost
17M turbine, thus providing verification of modeling accuracy.
DYDTA is currently being used to predict responses for several
different transient operations and possible design
modifications intended to reduce transient torque levels. It
is expected to become a versatile, easily implemented drive
train design tool.
Acknowledgments
The assistance of the following is gratefully
acknowledged: T. M. Leonard for his programming ideas and
support, P. S. Veers and K. W. Schuler for their help towards
understanding and describing the slip clutch, and W. N.
Sullivan for the initiation of this project.
References
37
The code is written to be fully user-interactive; the user
is prompted for all input. Required input includes mechanical
properties of the system (inertia, damping and stiffness), gear
ratios, and a code number for the desired drive train
topology. The user must also input information which
characterizes the applied torques (motor, brake, and/or
aerodynamic) which are to be considered. Typically this
consists of inputting several points of torque vs. speed and/or
time data. Optional input includes the initial conditions and
the integration parameters, although default values exist.
Output can be in either tabular or plot form, and the amount of
information is controlled by user input. Available output
includes speed, torque, and power as functions of time in all
relevant mechanical components.
38
Appendix B
/’
/“ To
/“ ~ ‘2 ‘1
/’ ~ Applied
Torque
/; ●
/
Clutch
There are two operating states for the clutch, engagement and
slip, as discussed earlier. The equations of motion for this
system for the two states are given below.
39
Engagement Equations
Slip Equations
..
(B5)
‘A = ‘o - ‘c ‘
..
(B6)
‘2e2 + ‘e2 = ‘c ‘
‘rc = —
+ T (B7)
max “
40
These solutions apply as long as the clutch stays engaged. The
point in time, ts, at which the clutch starts to slip, if
ever, can be computed from the clutch torque equation (B4),
..
Tc =T
o - ’161 “
Now applying the slip equations (B5), (B6), and (B7) with
Tc = + Tmax, we find
..
IT , and
‘1°1 = - 4 0
.. (B15)
=;To.
‘2°2 + ’02
41
slipping, {l + ~z, consequently the velocities and angles no
longer remain equal. Solving the equations (B15) with the
initial conditions (B14), we find
To
f
‘1 ‘ir-
and (B16)
r -1
for all t, ts : t —
and te
< te , where
42
0 ENGAGED SLIPPING
1’ ‘2 ENGAGED
To
r
I I
o T–
n 1 * (JJt
1
I
.
‘1’ ’92
.
I
1
I
, 1
1
‘2
I Discontinuity
in ?$land g
2
I
To
o
v a
I
I
I
t5
1
Discontinuity in
Clutch Torque
1
v
1
1
r’
I
te
, 1
P- ut
1
0 lT/3 2?T/3 n 471/3 5n/3 2n
43
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Commonwealth Scientific aid -
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viinnipeg, Manitoba
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Technion-Israel Institute of P.O. BOX 260
Technology DK-400 Roskilde
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●
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