Control of direct current hoists in iron and steel mills

Download Control of direct current hoists in iron and steel mills

Post on 09-Apr-2017

218 views

Category:

Documents

6 download

Embed Size (px)

TRANSCRIPT

  • Presented at the 308th meeting of the American Institute of Electrical Engineers, Pittsburgh, Pa., April 16, 1915.

    Copyright 1915. By A. I. E. E. (Subject to final revision foi the Transactions.)

    CONTROL OF DIRECT CURRENT HQISTS IN IRON AND STEEL MILLS

    BY G. E . STOLTZ AND W . O. LUM

    ABSTRACT OF PAPER The control problem discussed in this paper is confined en

    tirely to a typical example of a skip hoist. An outline of the conditions existing in the case of this particular application is given in which the load on the hoist is divided into three parts, namely, the friction load, the inertia of moving parts, and the useful work in hoisting the net load. The proper cycle of operations is determined, which in turn determines the required characteristics for the motor and controller which are together considered as a unit. The details of this d-c. skip hoist control are described and illustrated.

    THIS SUBJECT would, in general, confine our discussion to skip hoists, cranes and ore handling machinery, the operation of each being sufficiently different from the others to warrant individual consideration. To treat each of these applications properly would require too much time, so it has been decided to confine our discussion to a typical example of a skip hoist.

    In order to design control apparatus intelligently for an application of this kind, it is necessary for the engineer to understand fully the function of the various parts of the driven apparatus as well as the operating characteristics of the electrical machinery. We will therefore outline the existing conditions of this particular application, and then suggest a control which seems best to meet the definite requirements set forth.

    SKIP HOISTS Fig. 1 is an illustration of a typical hoist which -has been

    selected for consideration in this paper. The load on a skip hoist can be divided into three parts, namely, friction load, inertia of the moving parts, and useful work in hoisting the net load.

    The static friction at the moment of starting is, of course, Manuscript of this paper was received March 30, 1915.

    723

  • 724 STOLTZ AND LU M: [April 16

    greater than the running friction, but it is a comparatively small item, and with the machine in approximately continuous operation the static friction is not excessive, so that it is ordinary practise not to differentiate between static and running friction in calculating the load cycle. No formula can be used to determine definitely the friction, but various empirical rules are employed which approximate the true values sufficiently close to that obtained on hoists under normal operating conditions.

    F I G . 2 C H A R T SHOWING R E L A T I V E I N E R T I A V A L U E S OF M O V I N G P A R T S

    AMotor armature BDrums CCars and ropes

    F I G . 1SKETCH OF TYPICAL S K I P H O I S T

    - - i l l

    1/

    f

    0 5 1

    No

    D 1 SECO

    ..-.ad

    5 ft NDS

    0 2

    ~1 K

    5 3

    \| 0 3

    5

    F I G . 3

    The next item involved is the inertia of the moving parts. The apparatus involved consists of the drums, sheaves, gearing, armature, ropes, skips, and net load. The energy required to overcome the inertia of a moving body varies directly as its weight and as the square of its velocity. Therefore to minimize the starting and braking peaks, care should be exercised in the design of the apparatus. The diameter of the rotating parts should be kept as small as possible consistent with good mechanical design, as the velocity of these parts is a direct function of the diameter. This feature is characteristic of reversing mill motors, which are designed long and small in diameter to reduce their flywheel effect.

  • 1915] CONTROL OF DIRECT-DURRENT HOISTS 725

    The weight of the armature is comparatively small, but its high velocity makes it an important item as is indicated in Fig. 2.

    The skip will occasionally be operated empty, the cycle being approximately as indicated in Fig. 3. The normal operation of this particular skip is two loads of coke, net weight 3000 lb. each, two loads of limestone, 3000 lb. each, two more of coke and four loads of ore, 6000 lb. each. This cycle will be varied to obtain satisfactory distribution of the material in the furnace, but is sufficiently near the average operating conditions for our purpose. Occasionally a load of scrap weighing 9000 lb. will be hoisted, but this is rare and need not be taken into consideration except as an overload for a few seconds. Fig. 4 graphically illustrates the load cycle when hoisting a 3000-lb.

    F I G . 5 C H A R T S H O W I N G D I S TRIBUTION OF E N E R G Y W H E N ACCELERATING 3000 L B . LOAD ARheostatic loss CFriction BInertia DUseful work

    load. The curve is plotted between time, expressed in seconds, and torque expressed in equivalent horse power. During the accelerating period the dash line AB represents the actual mechanical output of the motor, but, since we are interested in the current taken from the line, all energy values will be expressed in the horse power equivalent of torque. The area enclosed in the triangle ABC represents the energy dissipated in the starting resistors during the accelerating period. This is one-half of the total input while coming up to full speed, as indicated in Fig. 5.

    It will be noted in Fig. 4 that the initial peak is only 66h.p., whereas we would naturally expect it to be 105 h.p. This is the result of lifting the top skip off its track.

    Before dynamic braking was introduced, with magnetic control, it was necessary to lift the skip two to four inches off the track when hoisting light loads to make sure the heavy loads

    F I G . 4

  • 726 STOLTZ AND LU M: [April 16

    would rise to a sufficient height to dump. At present dynamic braking can be made severe enough to practically stop all loads at one position. There is nothing to gain by doing this, and the rope is therefore adjusted normally to lift the top car off the track a few inches. This utilizes the whole car as a counterbalance and helps to land the skips more carefully. When the cars are again started the top skip still acts to its full capacity as a counterbalance and reduces the initial current peak accordingly.

    On a vertical hoist the line CB would be straight, the difference in height of the two points being due to the transfer of the weight of the rope from the load to the counterbalance side of the hoist. During the acceleration period the top car comes down over the knuckle, which changes its effect as a counterbalance, and accounts for the shape of the curve CB.

    100

    a^b

    L S J I x 2 5

    0

    C

    k

    h /

    1 1

    i /

    )

    \

    E

    ) ' 1 b "i

    6000 L

    5 i SECO

    2 NDS

    =

    5

    K X

    0 3

    \ \

    5 4 U

    125

    100

    g 75

    50

    o

    0

    t

    k \

    / / /

    / /

    /

    ) i

    v

    L

    1 u 1

    9000 L

    b SECC

    Load

    2 )NDS

    b 3

    \ W \

    (f j

    \ \

    N

    b 4 J

    FIG. 6 FIG. 7

    The line DE represents the load when hoisting at constant speed. As the loaded car rises and the empty skip lowers, the net weight of the rope gradually favors the counter-balance and decreases the energy taken from the line.

    During the period F it is proposed to operate the control to obtain a gradual slow-down. When the loaded car goes up over the knuckle and starts to dump very little energy is required to continue its travel, as indicated by the shape of the slow-down curve. During this period we have friction and net weight acting against the inertia of all moving parts. If the latter is not sufficient to carry the car to its destination the motor will take energy from the line. Just before the cars reach their final position, dynamic braking should be introduced to bring the apparatus to a stop, at which time the line switches should be opened and the holding brake applied.

  • 1915] CONTROL OF DIRECT-CURRENT HOISTS 727

    Fig. 6 represents the 6000-lb. ore load, and Fig. 7 the occasional 9000-lb. scrap load. Both are developed in the same manner as Fig. 4. The time of acceleration increases with the load, as the series switches will not operate so rapidly as with light load.

    The interval of time between hoisting varies considerably, but the capacity of the control installed is determined by the maximum demand which generally occurs after a breakdown. if the skip is not in operation for a period of time, the burden in the furnace may become so low that two or three hours are required to bring the furnace back to its normal condition. The rating of the control should therefore be based on the regular cycle of hoisting the 3000-lb. and 6000-lb. loads with an average interval between trips of eight seconds. The ap:?

    paratus will then be somewhat liberal for ordinary operating conditions, but this is a point which should be received with favor, as low maintenance and continuity of operation are important in an application of this type.

    The root-mean-square current will determine the carrying capacity of the switches with reference to heating. For the different loads these values, as well as the maximum values, are as follows :

    R. M. S. Maximum Load H.P Current H.P. Current

    9000 6000 3000 Friction

    76 57 42 24

    300 240 182 116

    128 110 102 83

    500 430 400 334

    The average heating current taken from the line during the heaviest cycle of hoisting the 3000-lb. and 6000-lb. loads is 210 amperes, and the maximum is 430 amperes. The accelerating switches can open immediately after the last switch i