AC Propulsion – Ramco - MIT - ICA Improving the Efficiency of High

AC Propulsion – Ramco - MIT - ICA
Improving the Efficiency of High Speed Induction Motors
Using Die Cast Copper Rotors
Version 1.5 – 11 July 2013
Paul Carosa & Wally Rippel – AC Propulsion
Dan Seger & Jay Sanner - Ramco
James Kirtley, Jr. - MIT
Malcolm Burwell - ICA
1 Executive Summary
Traction electric motors are becoming more common in automotive applications, due to
the growing popularity of hybrid and electrical vehicles. Generally two different types of
motors are used in electric vehicle (EV) applications, DC brushless and induction
motors. DC brushless motors are more common in EV applications, but high prices and
price volatility in the rare earth market has been making it difficult for motor
manufacturers to control and manage costs. These price issues are making induction
motors more attractive for EV applications.
Induction motors using copper rotors are more efficient than those employing aluminum
rotors, and over the past decade the International Copper Association has focused on
commercializing technology to reduce the costs associated with die casting copper
rotors. However, it has recently been recognized that, when the rotor is operating at
high speeds, the efficiency of inverter-driven motors incorporating die cast copper rotors
is often slightly lower than those using fabricated copper rotors.
The goals of this project therefore were twofold:
a) Identify procedures that can be used to produce die cast copper rotors that
develop efficiencies at high rotational speeds similar to fabricated copper rotors.
b) Identify the mechanism that is responsible for the lower efficiency of the die cast
copper rotors.
A series of copper rotors were die cast using a range of process parameters. Casting
parameters examined included coating of the lamination stack, quenching immediately
after casting, performing a heat treatment after cooling the cast rotors to room
temperature, and changing the skew of the rotors. Dynamometer testing was
performed to determine the impact of rotor condition on motor efficiency.
The project met its first goal: die casting parameters were identified that produced
copper rotors that improve cast-rotor motor efficiencies in-line with motors employing
fabricated rotors. The two casting parameters that appeared to have the biggest impact
on improving efficiency were quenching of the rotor immediately upon ejection from the
casting die, along with the use of an insulating coating applied to the lamination stack to
better isolate the conductor bars from the laminations (physically, thermally and
electrically).
The project was unable to completely meet its second goal: rather than identifying a
single causal mechanism, the following three mechanisms were identified that could be
the reason for the lower efficiencies of the die cast rotors:
2 (i)
(ii)
(iii)
Increased electrical shorting between the rotor bars and the laminations of die
cast rotors could increase circumferential parasitic currents from either bar-tobar or inter-laminar currents.
The high temperatures associated with copper die casting could cause
thermal breakdown of the lamination coating, allowing lamination-tolamination and lamination-to-end-ring shorting.
The end rings of fabricated rotors have higher electrical resistance than die
cast rotors due to the brazing material used in their fabrication. It is possible
that this high resistance is reducing frequency-dependent losses that are
apparent in the pure copper cage.
It is suggested that a next step in narrowing to one causal mechanism would be the
sponsoring of a Ph.D. student at the University of Wisconsin to examine these effects.
In addition, a series of bench-scale tests are described. The goals of this testing were
to identify improved coatings for the laminations and stack, and to characterize changes
in the electrical properties of the lamination steel that occur during heating of the
laminations to the high temperatures associated with copper die casting. The coating
test work is anticipated to continue beyond the close of this project, and will be reported
separately in the future.
3 TableofContents
Executive Summary ................................................................................................................................ 2 Index ....................................................................................................................................................... 4 1. Introduction ..................................................................................................................................... 5 2. Background ...................................................................................................................................... 7 3. Goals of Project ................................................................................................................................ 9 4. Project Participants ........................................................................................................................ 10 5. Procedures ..................................................................................................................................... 11 6. Results ............................................................................................................................................ 17 6.1 Quality of Die Castings ............................................................................................................. 17 6.1.1 6‐inch Copper Rotors ...................................................................................................... 17 6.1.2 6‐Inch and 3‐inch Aluminum Rotors .............................................................................. 17 6.1.3 3‐inch Copper Rotors ...................................................................................................... 17 6.2 Electrical Tests to Evaluate Quality of the Cast Conductor Bars .............................................. 18 6.3 Chemical Analysis of Die Cast Rotors ....................................................................................... 18 6.4 Results from Dynamometer Testing ........................................................................................ 20 6.5 End Ring to Lamination Resistance Measurements................................................................. 23 6.6 Further Evaluation of Coatings for the Lamination Stack ........................................................ 24 6.7 Evaluation of Alternate Lamination Coatings .......................................................................... 25 6.8 Changes in Electrical performance of Laminations after Casting ............................................ 27 7. Discussion ...................................................................................................................................... 30 8. Summary & Conclusions ................................................................................................................ 32 9. Future Work ................................................................................................................................... 34 10. References/Bibliography ................................................................................................................ 35 Appendix 1: Brief Description of the Die Casting and Fabrication Methods for Producing Rotors ..... 36 Appendix 2: Detailed Description of Motor, Rotor and Laminations ................................................... 38 Appendix 3: Sections Cut through 6‐Inch Long Copper Die Cast Rotors .............................................. 39 Appendix 4: Sections Cut through 6‐Inch Long Aluminum Die Cast Rotors ......................................... 41 Appendix 5: Sections Cut through 3‐Inch Long Copper Die Cast Rotors .............................................. 43 Appendix 6: Efficiency Data .................................................................................................................. 46 4 1. Introduction
Due to the growing popularity of hybrid and electrical vehicles (xEVs), traction electric
motors are becoming common in automotive applications. There are a number of
different terminologies associated with these types of vehicles, including hybrid electric
vehicles (HEV, such as the Toyota Prius), battery electric vehicle (BEV, such as the
Tesla Model S), plug in hybrid electric vehicles (PHEV, such as the recently released
Toyota Prius Plug-In Hybrid) and extended range electric vehicles (EREV, such as the
Chevy Volt), but all utilize an electric motor to provide some (or all) of the traction
supplied to the vehicle’s drive wheels. Historically two different types of motors have
been used in xEV applications, induction and DC brushless motors. For an induction
motor, rotation is generated via magnetic fields from the stator inducing current in the
rotor. The most common form of induction motors utilize a squirrel-cage rotor (such as
the one shown in Figure 1), which comprises a series of longitudinal conductor bars
(usually made of aluminum or copper) inserted into slots located towards the periphery
of a stack of steel laminations. The conductor bars are connected at both ends by
shorting “end” rings, producing what is known as a squirrel cage structure. In contrast,
DC brushless motors typically employ permanent magnets in the rotors. Both motors
use stationary coils in the motor housings to create the rotating magnetic fields that
cause the rotor to spin.
Figure 1: Copper die cast rotor
The high energy permanent magnets used in DC brushless motors are made from
neodymium and other rare earth materials, and while the prices of these materials were
relatively low and stable until 2010, since then they have been subject to enormous
price volatility (Figure 2), making it more difficult for xEV manufacturers to control and
manage costs. In addition, induction motors typically have a significantly lower
acquisition cost for xEV applications, compared with DC brushless motors. The price
5 volatility in the rare earth markets has made induction motors more attractive for xEV
manufacturers.
Figure 2: Historical pricing information for rate earth materials used in high energy permanent
magnets
6 2. Background
As induction motors are typically less efficient than permanent magnet motors, efforts
are continuously underway to improve their efficiency. One approach has been to
develop more economic processes for making the squirrel cage from a highly
conductive material such as copper. The squirrel cages for induction motors are
typically produced from either aluminum or copper, and rotors can be manufactured by
either casting or a fabrication approach, where the squirrel cage is brazed together from
a large number of machined pieces (the details of the die cast and fabrication methods
are described in more detail in Appendix 1). The lowest cost approach for producing
rotors is by die casting aluminum in the squirrel cage, but as the electrical conductivity
of pure copper is more than 60% greater than that of aluminum, rotors constructed from
copper generally produce motors of higher overall efficiency. However, the high melting
point of copper (1083oC/1982oF for copper versus 660oC/1220oF for aluminum) makes
copper rotors more difficult and more costly to die cast. Historically, copper rotors
(especially large rotors) have generally been produced using the fabrication approach,
despite the high costs associated with assembly and brazing.
Over the past ten years, the International Copper Association has focused on
commercializing technology to reduce costs associated with die casting copper rotors.
During that period, however, it has been recognized that, when the rotor is operating at
the high rotational speeds associated with xEVs (up to 15,000 rpm), the efficiency of
inverter-driven motors incorporating die cast copper rotors is slightly lower than motors
using fabricated copper rotors (Figure 3). This phenomenon is not apparent when the
rotor is rotating at lower speeds (1,800-3,000 rpm), or with motors that are not inverter
driven.
This difference is surprising, as it might be expected that the efficiency associated with
fabricated copper rotors would be lower, as the cages of fabricated rotors generally
have higher electrical resistance due to the brazing material used in their manufacture.
This is emphasized by the data in Table 1, which shows the theoretical resistance for 75
mm long aluminum and copper squirrel cages. When comparing measured and
calculated values, the aluminum and copper die cast rotors are close to theoretical,
while the measured values for the fabricated rotors are significantly higher, again
probably due to the brazing materials in their cages. Accordingly the main purpose of
this project was to identify the cause of the lower efficiencies of the copper die cast
rotors, and identify processing conditions that produce copper die cast rotors having
equal or even higher efficiencies than their fabricated counterparts.
7 Figure 3: Efficiencies of different motors at high rotational speeds
Resistance
(μΩ)
Item
Calculated
Measured
75 mm long fabricated copper rotor
1.86
3.00
75 mm long cast copper rotor
2.16
2.00
75 mm long cast aluminum rotor
3.52
3.33
Table 1: Effective internal cage resistance analysis for different squirrel cage materials†
†
Note that the resistance calculated for the fabricated rotor was lower than that of the cast rotor as the fabricated rotor was assumed to have a 1.0‐inch long end ring, while the end ring of the cast rotor was 0.6‐inches long (this is discussed in more detail in Section 5 of this report). 8 3. Goals of Project
The goals of this project were twofold:
1) Identify procedures to produce die cast copper rotors that develop efficiencies at
high rotational speeds similar to fabricated copper rotors.
2) Identify the mechanism that is responsible for the lower efficiency of the die cast
copper rotors.
9 4. Project Participants
Four organizations/individuals participated in this project. Their roles are summarized
below.

AC Propulsion (ACP) is located in San Dimas, CA and is a leader in the
development, design and manufacture of drivetrain systems for electric vehicles.
ACP designed the motor used in this project and supplied the laminations used
to produce the cast rotors. That motor design is currently made with fabricated
copper components, so ACP was able to supply a fabricated baseline version of
the motor with which to compare cast versions. In addition, ACP did much of the
performance testing, particularly efficiency measurements via dynamometer
testing of the copper and aluminum rotors.

Located in Greenville, OH, Ramco Electric Motors, Inc. (Ramco) is a
manufacturer of electric motors, stators & rotors for use in industrial, commercial,
military & aerospace applications. Ramco used a proprietary die casting process
for the production of the copper and aluminum rotors examined in this study.

Dr. Jim Kirtley, Jr. is a professor of electrical engineering at the Massachusetts
Institute of Technology in Cambridge, Massachusetts. Dr. Kirtley provided motor
design, consulting and magnetic testing services for this project.

The program was led and managed by Malcolm Burwell of the International
Copper Association (ICA), New York, NY. The ICA also provided funding for
tooling and materials used in this work.
10 5. Procedures
Initially it had been planned to employ the 6-inch long rotors used in ACP’s AC-150
motor for the testing performed in this project, but due to casting issues described later
in this report, the focus was changed to the shorter 3-inch long rotors used in ACP’s
AC-75 motor. The AC-75 is an air cooled three-phase induction motor designed
specifically for automotive applications (Figure 4). Specifications for the motor are listed
in Table 2, and details of the motor construction are provided in Appendix 2.
Figure 4: AC-75 motor used in this study
Item
Magnitude
Peak shaft torque
>115 Nm
Shaft power – peak
>75 kW
Shaft power – continuous
>25 kW
Rotor length
3.0 inches
Rotor diameter
4.95 inches
Number of conductor bars in rotor
68
Maximum speed
13,000 rpm
Dry weight
34 kg
Table 2: Specifications for the AC-75 motor
This motor typically uses a fabricated copper rotor. For the die casting trials described
here, the design of the rotor was essentially unchanged, except that the length of the
11 end rings were reduced from 1.0-inches used with the fabricated rotor to 0.6-inches for
the die cast rotor. However, as the electrical resistance of a cast copper end ring will be
lower than that of a fabricated end ring (due to the high number of brazed joints in a
multi-part brazed end ring of the AC-75), this was not expected to negatively impact
efficiency.
The copper rotors were all die cast at the Ramco plant in Greenville, Ohio using a
proprietary die casting processes marketed as Ramcast†.
During the course of this project a total of 37 rotors were cast. The first 18 rotors were
6-inches long, and were used to attempt to identify casting parameters that would fully
fill the end rings and slots. The long, thin conductor bars made it difficult to attain
repeatable bar-fill quality. Process parameters used to produce these initial 18 rotors
are summarized in Table 3. Due to the poor quality of these castings, only limited
testing was performed on these 6-inch long rotors.
Rotor No.
Alloy
1
Cu
Stack Preheat
(oF)
Room temp
2
Cu
Room Temp
No
3
Cu
Room Temp
No
4
Cu
Room Temp
Yes
5
Cu
775
Yes
6
Cu
735
Yes
7
Cu
785
Yes
8
Cu
780
Yes
9
Cu
770
Yes
10
Cu
788
Yes
11
Cu
782
Yes
12
Al
785
Yes
13
Al
782
Yes
14
Al
788
Yes
15
Al
810
Yes
16
Al
812
Yes
17
Al
784
Yes
18
Cu
1145
Yes
Coating
No
Table 3: Processing conditions for first 18 rotors
†
Note that the Ramcast process does not use the vertical THT machines described on the Ramco web site. 12 After these initial 18 castings were produced, the rotor length was shortened to 3inches, and casting quality improved significantly.
This allowed the study to
systematically vary a number of process parameters, to determine the impact upon both
casting quality and electrical efficiency of each of these parameters. The parameters
used to produce these 19 rotors are summarized in Table 4, and each of the variables
examined is discussed in more detail below.
Rotor
No.
Quench
after
Cast
Post Cast
Heat
Treatment
Coated
Slots
Skew
(No. of bars)
Alloy
Evaluation Method
19
N
N
Y
0
Cu
Band saw
20
N
N
Y
0
Cu Elect/Weight/Band Saw
21
N
N
Y
0
Cu Elect/Weight/Band Saw
22
N
N
Y
0
Cu Elect/Weight
23
N
N
Y
0
Cu Elect/Weight 24
Y
N
Y
0
Cu Elect/Weight 25
Y
N
Y
0
Cu Elect/Weight 26
N
Y
Y
0
Cu Elect/Weight 27
N
Y
Y
0
Cu Elect/Weight 28
N
N
N
0
Cu Elect/Weight 29
N
N
N
0
Cu Elect/Weight 30
N
N
Y
3
Cu Elect/Weight 31
N
N
Y
3
Cu Elect/Weight 32
N
N
Y
5
Cu Elect/Weight 33
N
N
Y
5
Cu Elect/Weight 34
N
N
Y
0
Al Elect/Weight 35
N
N
Y
0
Al Elect/Weight 36
Y
N
Y
0
Cu Elect/Weight 37
Y
N
Y
0
Cu Elect/Weight Table 4: Testing matrix. Note that rotors 19 thru 23 used the “standard” casting conditions,
and for rotors 24 thru 37 one variable was adjusted for each casting, as highlighted in
the Table. Rotors 19 thru 21 were destructively tested to confirm high casting quality
Rotor length – As described above, the rotors tested for electrical efficiency in this study
were all 3-inch long.
13 Materials - The majority of the rotors were cast using copper alloy C102 (high purity
oxygen-free copper). The chemical specification for this alloy is listed in Table 5(1).
Composition (wt.%)
Element
Nominal
Minimum
Maximum
Copper (incl. silver)
--
99.95
--
Residual Deoxidants
--
None
Table 5: Chemical composition specification for copper alloy C102(1)
For comparative purposes, several rotors were also die cast from aluminum alloy 170.1,
and the chemical specification for this alloy is listed in Table 6(2).
Al min
99.7 (a)
Si
(b)
Fe
(b)
Mn
(c)
Cr
(c)
Zn
0.05
Ti
(c)
Unspecified Other
Elements
Each
Total
0.03 (c)
0.10
(a) The Al content is the difference between 100.00% and the sum of all other metallic elements
present in amounts of 0.010% or more each, expressed to the second decimal before
determining the sum
(b) Fe/Si ratio = 1.5 minimum
(c) Mn+Cr+Ti+V = 0.025%max
Table 6: Chemical composition specification for aluminum alloy 170.1 (in wt.%)(2)
Laminations – The main 0.014-inch (0.35 mm) thick laminations used in this study were
supplied by JFE Steel Corp. through ACP’s factory in China. Two thicker (0.031-inch,
0.79 mm) laminations fabricated by Proto Laminations from cold rolled steel were
placed at each end of the stack to prevent lamination bending during high pressure
filling with molten copper. More details about the laminations are provided in Appendix
2.
Coatings Used on Lamination Stack - As shown in Table 3, the first three rotors were
cast without applying any additional coating to the lamination stack. However, after
experiencing problems filling the rotor, all other rotors were cast after Ramco applied a
proprietary, white-colored ceramic coating to the whole stack. This coating was applied
by dipping the assembled lamination stack into a container of the coating material, and
a photograph of the typical coating thickness on the inside of the slots is shown in
Figure 5. The coating was approximately 0.05 mm (0.002-inches) thick. This coating is
14 typically used to provide a thermal barrier between copper and steel to prevent
premature solidification during casting.
Skew - The fabricated copper rotors normally used with both the AC-75 and the AC-150
motors do not have any conductor bar skew. However, an analysis performed at the
start of this project suggested that incorporating skew could improve performance and
efficiency. Therefore, rotor castings were included that implemented three different
skews – the zero skew normally used with this rotor, along with skews corresponding to
the width of three and five conductor bars.
Figure 5: Photograph of a slot in a non-ACP lamination stack, after the application of the white
coating
Stack Preheat - The stack preheat temperatures for the first 18 rotors are listed in Table
3. For the remaining 19 rotors, the stack preheat temperature was standardized to
425±28oC (800±50oF).
Quench after Ejection from Die - Once the cast rotors were ejected from the casting die,
two different cooling regimes were examined, air cooling and a rapid quench. In each
case, the rotors were at a temperature of about 350-370oC (650-700oF) when ejected
from the die, and the air cooled samples were simply allowed to naturally cool to room
temperature. For the water quenched samples, approximately 45 to 60 seconds
elapsed from opening the die to plunging the castings into a tank of water. The tank
contained about 170-190 liters (45-50 gallons) of water at an approximate temperature
of 20oC (65-70oF). No quenching additives were present in the water.
Post Cast Heat Treatment & Quench - The impact of a post casting heat treatment upon
rotor efficiency was also evaluated. Select rotors that had been air cooled to room
temperature following ejection from the die were subsequently placed into a furnace
15 pre-heated at 427oC (800oF) for a period of 90 to 120 minutes. After removal from the
furnace, the rotors were water quenched as described above.
Performance testing of the die cast rotors was carried out using an in-house
dynamometer at ACP (Figure 6). Efficiency was calculated by comparing input power to
the mechanical power developed, and measurement accuracy is believed to be 0.1% of
full scale. All efficiencies measured were DC-to-shaft efficiencies and included the
efficiency of the inverter, which was assumed to be constant for all tests. The same
stator was used for all efficiency measurements, and each measurement presented in
this report is the average of five separate measurements.
Efficiency measurements were performed at two power levels (10 kW and 50 kW), two
rotational speeds (8,000 rpm and 10,000 rpm), and at two rotor temperatures (50oC and
100oC). These speeds were chosen because it was known in the industry that they
would demonstrate the difference between fabricated and cast rotors.
Rotor
temperature measurements were performed with an infrared pyrometer using the
following procedure - rotor temperatures were monitored as they increased during
operation, and efficiency measurements were performed once the rotors achieved a
temperature of either 50oC or 100oC. Both end rings were painted black to ensure
stable temperature readings.
Figure 6: Dynamometer used at AC Propulsion for efficiency testing
16 6. Results
This section describes the results from various tests performed during the project.
6.1 Quality of Die Castings
This initial section describes the quality of the die cast rotors produced in this study,
including the 6-inch long copper rotors, the 6-inch and 3-inch long aluminum rotors and
the 3-inch long copper rotors. Photographs of sections through a number of the die cast
rotors are shown in Appendix 3 through Appendix 5.
6.1.1 6-inch Copper Rotors
As noted earlier, Ramco experienced severe problems while attempting to die cast the
six inch long copper rotors. As summarized in Table 3, 13 attempts were made to cast
the 6-inch long copper rotors, and although some variation in casting quality was
observed, none of the 6-inch long copper rotor castings were fully filled.
Photographs of sections through some of these rotors are shown in Appendix 3. Figure
A3-1 shows sections through rotor number 3, and large holes and non-filled areas can
be seen in both the end rings and the conductor bars. Rotor quality improved
somewhat with rotors 4 and 5 (Figure A3-2), but the quality of other castings (numbers
7, 9 and 18) was also poor.
6.1.2 6-inch and 3-inch Aluminum Rotors
Similar problems were not experienced when die casting both 6-inch and 3-inch long
aluminum rotors. X-rays and photographs of sections through some aluminum rotors
are shown in Appendix 4. Sections cut through the rotors showed that the conductor
bars were essentially fully filled (Figure A4-1), and little-to-no porosity was observed on
x-rays through either the end rings or the slots (Figure A4-2).
6.1.3 3-inch Copper Rotors
Once the rotor length was reduced from 6-inches to 3-inches, the quality of the die cast
copper rotors improved significantly. Appendix 5 shows a series of photographs of
sections cut through two of the 3-inch long copper rotors. The quality of the these rotors
is very high, with very little porosity or non-fill observed in either the end rings or the
conductor bars. The quality of these copper die cast rotors was considered adequate to
perform the testing outlined in Table 4.
17 6.2 Electrical Tests to Evaluate Quality of the Cast Conductor Bars
Additional testing was performed to evaluate the quality of the conductor bars for each
of the die cast rotors. The experimental set-up is shown in Figure 7. A 50 amp DC
current was applied between opposite sides of the two end rings, and a pair of probes
used to measure the potential difference along each conductor bar. If a conductor bar
had poor cast quality, or had a total break (due to non-filling during casting), this would
be revealed by a high potential difference.
Figure 7: Experimental set-up of test similar to that used by ACP to evaluate the quality of the
conductor bars in the die cast rotors
This is a rapid, non-destructive test procedure used on manufacturing lines to confirm
the quality of rotor cage integrity. In all the 3-inch rotors tested in this study, the results
of these electrical measurements were consistent, with acceptable quality of rotor
integrity.
6.3 Chemical Analysis of Die Cast Rotors
The chemical composition of the copper used to produce the rotor was analyzed, to
determine if impurities dissolved in the copper could be the cause of the observed
efficiency reduction. Both the copper used to produce the rotors, as well as the copper
from one of the cast rotors were analyzed. All elements (except oxygen) were analyzed
using inductively coupled plasma mass spectrometry, while oxygen concentrations were
determined using a Leco oxygen analyzer.
The measured chemistries are listed in Table 7. The only element showing any
significant increase after casting is oxygen. However, only those elements that dissolve
18 into a solid solution of copper will have a significant impact on electrical conductivity,
and elements known to have a major impact on reducing electrical conductivity are
shown in Figure 8. If an element, such as oxygen, does not dissolve to any significant
extent in a copper solid solution, but instead forms second phase particles with copper,
such an element has only a minor impact on electrical conductivity.
Composition at Different Locations (wt.%)
Element
Raw Material
Pre-Casting
Gate End Ring
Surface of
Conductor Bar
Opposite Gate
End Ring
Iron
<0.001
<0.001
0.003
<0.001
Oxygen
<0.001
0.12
--
0.12
Phosphorous
<0.005
<0.005
<0.005
<0.005
Manganese
<0.001
<0.001
<0.001
<0.001
Silicon
0.008
<0.005
0.015
<0.005
Nickel
0.001
0.001
0.001
0.001
Chromium
<0.001
<0.001
<0.001
<0.001
Table 7: Chemical composition measurements – samples taken from an early 6-inch long rotor
casting
Figure 8:
Impact of different elements in solid solution on the electrical conductivity of
copper(3)
19 Figure 9 provides information regarding the solubility of oxygen into a copper solid
solution(4,5). Data published by Horrigan(5) summarizes measurements by various
researchers (Figure 9b). Those data show that the maximum solubility of oxygen in
solid copper at 1000oC is most likely less than 0.02%, and at 600oC is most likely less
than 0.01%. Therefore, the remainder of the oxygen shown in Table 7 must be present
as copper oxide particles. It is unlikely that such low solubilities of oxygen as shown in
Figure 9b would have a significant impact on electrical conductivity. This conclusion is
backed-up by the electrical performance of copper alloy C110 – this alloy allows a
maximum oxygen content of 0.04%, but it still has excellent electrical conductivity(1).
Figure 9: Cu-O phase diagram
a) Copper end of the phase diagram(4)
b) Solubility of oxygen in solid copper(5)
To further analyze the impact of contamination of the copper by oxygen (or any other
element), electrical conductivity measurements were performed on the runners of each
of the 3-inch long rotors. The results are listed in Table 8, showing that conductivity
values for the copper rotors range between 99.0 and 100.7% IACS. This confirms the
analysis discussed above, that the copper is not being contaminated by any impurities
that reduce conductivity.
6.4 Results from Dynamometer Testing
Die cast rotors 22 through 37 were all dynamometer tested at ACP using the equipment
shown in Figure 6. The casting parameters used to produce these rotors are
summarized in Table 4. To provide baseline data, two fabricated copper rotors were
20 also tested, one before and one after the cast rotors (to confirm absence of drift in the
dynamometer test equipment).
Rotor Number
Electrical Conductivity
(% IACS)
19
100.0
20
99.8
21
100.3
22
100.1
23
100.0
24
99.0
25
99.8
26
100.2
27
100.4
28
100.6
29
100.4
30
100.3
31
100.3
32
100.0
33
100.4
34
61.2*
35
61.2*
36
100.7
37
100.1
*Aluminum rotors
Table 8: Electrical conductivity measurements performed on the runners of the 3-inch long cast
rotors
The efficiency data at two rotational speeds (8,000 rpm and 10,000 rpm), two
temperatures (50oC and 100oC) and two power levels (10 kW and 50 kW) are listed in
Table A6-1 in Appendix 6. Table A6-2 in the same appendix shows the difference in
efficiency for each condition compared to the baseline measurement for the fabricated
copper rotor shown on the first row of the Table. The average loss in efficiency for each
condition examined in this study is then summarized in Table A6-3, and these data are
reproduced in Figure 10 below. This shows that the four rotors that were water
quenched immediately after ejection from the casting die have the lowest loss in
efficiency, having an efficiency only 0.2% lower on average than the fabricated copper
21 rotor. The “standard” casting conditions (including air cooling), and those rotors given a
post casting heat treatment have slightly lower average efficiencies, 0.50% and 0.57%
lower than the fabricated copper, respectively. The rotors cast without the Ramco
proprietary ceramic coating had even lower efficiency, while the rotors produced with
skew both exhibited poor efficiencies (this latter result is to be expected, given the rotor
bar shorting that was present, which is known to counteract any benefits from skewed
rotor bars).
Loss in Efficiency 4.00
3.00
2.00
1.00
0.00
Quench
Standard
PCHT
No coat
Skew 5
Skew 3
Figure 10: Average efficiency loss for each condition examined
The data shown in Appendix 6 and Figure 10 indicate that quenching immediately after
casting had the biggest impact upon improving efficiency, while casting without the
proprietary ceramic coating on the lamination stack degraded efficiency. These two
observations suggest that minimizing physical and electrical contact between the die
cast copper conductor bars and the lamination stack had the biggest impact on
efficiency improvements. It seems likely that quenching immediately following casting
“breaks” the cast conductor bars away from the lamination stack, due to the difference
in coefficient of thermal expansion between the copper and the steel. The presence of
the ceramic coating is believed to lower the copper-to-steel adhesion and promote
breakaway. Performing an elevated temperature heat treatment after cooling the rotor
to room temperature did not have a similar effect, possibly due to the relatively low
treatment temperature examined in this study.
22 Figure 11 summarizes these conclusions: it is a modified version of a Figure shown
earlier in this report, but now includes the data for the efficiency of copper die cast
rotors incorporating water quenching immediately after casting. This shows that the
efficiency of motors utilizing die cast copper rotors is now essentially the same as those
using fabricated rotors.
Figure 11: Efficiencies of different motors at high rotational speeds, incorporating the data for
the rotors water quenched immediately after die casting
6.5 End Ring to Lamination Resistance Measurements
To further evaluate the impact of casting parameters on the amount of physical and
electrical contact between the cast copper and the lamination stack, additional
measurements were made of the electrical resistance between the end ring and the
lamination stack for rotors cast under different conditions. A 100 A current was applied
between the shaft rear end and the front end ring. The electrical resistance was
measured between the front end ring and the lamination surface using a digital volt
meter. The results, which are summarized in Table 9, show very little difference for any
of the copper rotors cast in this study, while the resistance measurements were about
three orders of magnitude higher for the fabricated rotor.
This appears to contradict the analysis presented in the previous section, which
suggested that the use of the ceramic coating together with quenching immediately after
casting had improved motor efficiency by minimizing the electrical contact between the
23 die cast copper conductor bars and the lamination stack. Additional work appears to be
required to better characterize the state of the interface between the conductor bars and
the laminations.
Rotor Number
Rotor Material
Condition
Resistance
(μΩ)
22
Cu
Normal
1.2
23
Cu
Normal
1.2 – 4.6
24
Cu
Quench
0.15 – 3.0
25
Cu
Quench
0.65 – 6.8
29
Cu
No coat
1.0
31
Cu
Skew 3
1.3
34
Al
--
13
35
Al
--
5-7
Fabricated
Cu
--
1,450
Table 9: Electrical resistance measurements between the front end ring and the lamination
surface for rotors produced under different conditions
6.6 Further Evaluation of Coatings for the Lamination Stack
The proprietary ceramic coating applied to the outside of the lamination stack prior to
casting has three main functions – (1) to minimize heat loss from the molten copper to
the cooler lamination stack (thereby maximizing castability), (2) to provide some level of
electrical insulation between the copper conductor bars and the lamination steel, and (3)
to provide a weakness zone from which the bar can pull away from the steel during the
forces generated from differential contraction quench.
The data in Appendix 6 appears to show that this coating was partially successful in
improving the efficiency of the die cast copper rotors, by providing a barrier between the
liquid copper and the steel laminations. To examine how well this coating was standing
up to the injection of molten copper, several rotors were sectioned to directly examine
the interface between the cast copper and the lamination stack. One such sample is
shown in Figure 12, which indicates that some of the white coating material did survive
the copper die casting process, and was still present on the surfaces of both the copper
24 conductor bar and the slot. A brown material, possibly iron oxide, was also present on
the surfaces of the conductor bar and the laminations.
Figure 12: Sectioned samples from a copper rotor, showing the surface of the cast copper
conductor bar (right) and inside surface of the slot in the lamination stack (left)
Figure 13 shows a section of a cast copper conductor bar, and the ceramic coating
material is still present over at least a portion of the cast surface. The sample also
clearly shows witness marks from individual laminations within the rotor stack,
confirming that the copper does indeed make intimate contact with each individual
lamination edge during the die casting operation.
Figure 13: Piece of copper conductor bar sectioned from a die cast rotor
6.7 Evaluation of Alternate Lamination Coatings
Ramco has also performed some first-pass bench-scale testing to identify potential
replacements for the C5 lamination coating. Two coatings were examined, Remisol EB
5308 and EB 5620, both manufactured by Rembrandtin (www.rembrandtin.com). The
25 EB 5308 material is described as an inorganic/organic hybrid coating with inorganic
insulating pigments that is resistant to continuous exposure to temperatures of above
270°C. Phosphoric acid in the liquid coating forms an iron phosphate layer on the steel
lamination, which should survive the molten copper temperatures. Samples of both
coatings have been obtained from Rembrandtin, and simple testing has been performed
where small rectangular coated steel samples were dipped into baths of either molten
aluminum (at 705oC/1300oF) or molten copper (at 1300oC/2375oF). Figure 14 shows
the results from the testing, indicating that while both the aluminum and the copper
adhered somewhat to the samples, the copper buildup was more extensive and thicker
(about 0.25 mm/0.01-inches per side).
a)
b)
Figure 14: Surface condition after immersion of samples EB 5308 and EB 5620 into molten
metals
a) Molten aluminum
b) Molten copper
To further quantify this testing, electrical resistance measurements were performed to
determine the degree to which the coatings were still intact after immersion. Probes
were used to perform the measurements at the following three locations (see Figure
15):



Probe location 1 – Coating had been removed by mechanical abrasion
Probe location 2 – As received coating
Probe location 3 – Portion of sample immersed into molten metal
The electrical resistance results are summarized in Table 10, which shows that the
electrical resistance was lower for the samples dipped into molten copper. However,
these resistance measurements are still high (22,000 Ω), and would most likely be
adequate to insulate the lamination stack from the copper conductor bars.
These
results suggest, therefore, that both these coatings could be suitable for copper die cast
rotors, and it would be worthwhile to perform castings trials with these coatings on the
26 slot surfaces (with and without the proprietary Ramco ceramic coating) further reducing
bar-to-lamination resistance to determine the coatings’ impact on overall efficiency.
Figure 15: Locations uses to test electrical resistivity
Coating
Liquid Metal
Probe Locations
1+2
∞
∞
∞
∞
∞
1+3
22,000
1+2
∞
1+3
22,000
1+2
5308
1+3
Aluminum
1+2
5620
1+3
5308
Copper
5620
Resistance
(ohms)
Table 10: Results of electrical resistivity measurements on coating samples EB 5308 and EB
5630 after dipping into molten aluminum or molten copper
6.8 Changes in Electrical Performance of Laminations after Casting
A separate series of bench-scale tests have been performed to determine whether
heating of the lamination steel during the copper die casting operation negatively
impacts its electrical performance. For the production of both fabricated copper rotors
and aluminum die cast rotors, the laminations stacks are only heated to a relatively low
temperature (a maximum of 800oC and 700oC, respectively), while the laminations will
be heated to a much higher temperature during copper die casting. This suggest the
possibility that the magnetic properties of the lamination steel could be affected
differently in copper die cast rotors as compared to both fabricated copper rotors and
cast aluminum rotors.
To investigate this possible effect, two types of laminations were tested - as-received
laminations, and laminators extracted from copper rotors after die casting. The electrical
27 properties of the steel were tested at two locations for each lamination – adjacent to the
slot OD and adjacent to the slot ID. Copper wire was wound around each of the
laminations (as shown in Figure 16), and the circuit used in Figure 17 used to test
performance at each location.
a)
b)
Figure 16: Windings used to test electrical performance of the lamination steel
Figure 17: Circuit used to test the electrical performance of the lamination steel
Testing showed that the lamination steel located adjacent to both the lD of the slot and
the OD of the slot showed only minor changes in electrical performance after die casting
(Figure 18). It is unlikely that a change in the steel’s magnetic performance during die
casting could explain the lower efficiency of the die cast rotors.
28 a)
b)
As received After casting Figure 18: Comparing electrical performance of the steel laminations before and after casting
with copper
a) Testing performed at the ID of the slot using the configuration shown in Figure
16a (at 1 kHz)
b) Testing performed at the OD of the slot using the configuration shown in Figure
16b (at 8 kHz)
29 7. Discussion
The data presented in Figure 10 and Figure 11 of this report indicate that casting
conditions have been identified that improve the efficiency of motors using die cast
rotors, bringing their efficiencies in-line with motors using fabricated rotors. The two
parameters that appeared to have the biggest impact on improving efficiency were
quenching of the rotor immediately upon ejection from the casting die, along with the
use of a ceramic coating applied to the lamination stack. Both of these parameters
appeared to isolate the conductor bars from the lamination stack, physically thermally
and electrically.
During this study, five possible explanations were generated as possible mechanisms
responsible for the lower efficiencies of the die cast rotors, and it is worthwhile
discussing each of these mechanisms in relation to the results of this study. In the
following section, each of the five mechanisms is initially presented followed by a brief
discussion of the results from this study in relation to the proposed mechanism.
(i)
During solidification, the liquid copper that has filled the rotor die (and the
lamination slots) is subjected to a very high pressure of several thousand
pounds-per-square inch. The liquid copper in the slots will be pushed against the
laminations, and so will make much better contact than the copper rods inserted
into the slots of fabricated rotors. Electrical shorting between the rotor bars and
the laminations of die cast rotors could increase either circumferential parasitic
currents from bar-to-bar or inter-laminar currents. The losses associated with
this mechanism are likely to be higher when the rotor is spinning at high speeds
(10,000 rpm versus 1,800 rpm), as centrifugal forces will push the copper
conductors bars against the lamination stack.
The impact upon efficiency of quenching after casting plus the use of the ceramic
coating (shown in Figure 10, Figure 11 and Appendix 6) suggest that electrical
shorting between the rotor bars and laminations could indeed be the cause of the
reduced efficiency. It should be noted that the mechanism of efficiency reduction
associated with bar-to-lamination shorting is not fully understood. However, as
described in Section 9 below, further work is underway to identify coatings that
will improve the level of insulation between the conductor bars and the
laminations.
(ii)
The web in the laminations at the OD of the slots is very thin and so will be
heated to a very high temperature during casting and solidification of the liquid
30 copper. It was postulated that this high temperature could degrade the electrical
and magnetic performance of the steel, leading to higher losses.
However, data shown in Figure 18 suggest that heating of the lamination steel
during the copper die casting process has not significantly impacted the electrical
properties of the steel. This explanation, therefore, has been discarded.
(iii)
The laminations have a coating on their surfaces. The high temperatures
associated with copper die casting could cause thermal breakdown of the
coating, allowing lamination-to-lamination and lamination-to-end-ring shorting.
The data from Table 10 indicates that some breakdown of the C5 coating has
occurred during the copper die casting process, but it is likely that lamination-tolamination insulation is still adequate. The bar-to-lamination resistance is still
low, which could be the origin of the lower efficiencies. This effect should be
further investigated by coating the interior of the bar slots with inorganic coatings
that lower the resistance, such as those from Rembrandtin.
(iv)
The end rings of fabricated rotors have higher electrical resistance than die cast
rotors due to the brazing material used in their fabrication. It is possible that this
high resistance is reducing frequency-dependent losses that are apparent in the
pure copper cage.
No attempt was made in this project to examine the impact of the electrical
conductivity of the brazed rotors on motor efficiency. This mechanism should be
explored in future work.
(v)
Minor contamination of the liquid copper by impurity elements would significantly
reduce electrical conductivity, thereby reducing overall efficiency of the motors.
Testing of both the chemical composition (Table 7) and electrical resistivity
(Table 8) indicate that contamination of the liquid copper did not occur, and so
this is not the reason for the lower efficiency associated with die cast copper
rotors. This mechanism was also discarded.
31 8. Summary & Conclusions
1. The goals of this project were twofold:
a. Identify procedures that can be used to produce die cast copper rotors
that develop efficiencies at high rotational speeds similar to fabricated
copper rotors.
b. Identify the mechanism that is responsible for the lower efficiency of the
die cast copper rotors.
2. A series of copper rotors were die cast using a range of process parameters.
Dynamometer testing was performed to determine the impact of rotor condition
on motor efficiency. Testing confirmed the difference in electrical efficiency at
high speeds between fabricated and die cast rotors.
3. The project met its first goal: die casting conditions have been identified that
produce copper rotors that bring motor efficiencies in-line with motors employing
fabricated rotors. The two casting parameters that appeared to have the biggest
impact on improving efficiency were quenching of the rotor immediately upon
ejection from the casting die, along with the use of a coating applied to the
lamination stack to better isolate the conductor bars from the laminations, both
physically and electrically.
4. The project was unable to completely meet its second goal: mechanisms
responsible for the improved efficiencies of the die cast rotors are discussed, and
the following three possibilities remain:
a. Electrical shorting between the rotor bars and the laminations of the die
cast rotors originating from the high pressures used with the die casting
process.
b. Thermal breakdown of the lamination coating due to the high
temperatures associated with copper die casting, allowing lamination-tolamination and lamination-to-end-ring shorting.
c. High resistance of the fabricated end rings reducing frequency-dependent
losses that are apparent in the pure copper cages.
5. A series of bench-scale tests are also described, having the goals of identifying
improved coatings for the laminations and stack, and characterizing changes in
the electrical properties of the lamination steel due to the high temperatures
associated with copper die casting. This work should be continued beyond the
current project to determine if standard C5 coatings applied to the slot interiors
32 can completely isolate the bars from the laminations, and, if so, if the efficiency is
further increased.
33 9. Future Work
Suggested future work on this project involves the following:
1. A focus of future work should be to attempt to produce a cast copper rotor where
the cage is fully insulated from the lamination core. This could be used as a
baseline for demonstrating the ideal case where parasitic losses between the
conductor bars and the laminations are completely eliminated. Certainly data
shown in Figure 10 and Figure 11 has shown that coatings applied to the slots of
the lamination stack can improve electrical isolation between the conductor bars
and the laminations, leading to efficiency improvements. In the current project, a
nano-silicon coating and two Rembrandtin coatings have been identified that may
provide improved isolation.
Coating of a few laminations stacks and
production/testing of the copper rotors for efficiency should be pursued.
2. Section 7 of this report discuses which of five possible five mechanisms might be
responsible for the improved efficiency observed in this project. A more detailed
study is necessary to evaluate the leading three of these potential mechanisms in
more detail. It is recommended that a Ph.D. project be initiated, to allow a
student sufficient time to examine each mechanism in detail.
34 10. References/Bibliography
1. Standards Handbook: Wrought Copper and Copper Alloy Mill Products, Part 2 –
Alloy Data, Pub: Copper development Association, 1973
2. ASM Handbook, Aluminum and Aluminum Alloys, Ed: J.R. Davis, 1993, p 25
3. ASM Handbook, Copper and Copper Alloys, Ed: J.R. Davis, 2008, p 4
4. ASM Handbook, Phase Diagrams, p 2-174
5. Virginia Horrigan, Met. Trans. 8A, 1977, p 785
35 Appendix 1: Brief Description of the Die Casting and Fabrication Methods for
Producing Rotors
A rotor for an induction motor consists of two portions, a lamination stack and a squirrel
cage. The stack consists of a series of thin steel laminations, generally produced by
stamping from sheet, each containing a series of slots around their circumference
(Figure A1-1). To produce a fabricated rotor, copper conductor bars are inserted into
each of the slots and the two end rings are constructed from a series of machined bars.
This whole copper assembly is then brazed into place.
Figure A1-1: Lamination stack for a rotor
With the die casting method, the lamination stack is loaded into a reusable steel die,
and liquid metal is injected into the die to produce the end rings and conductors bars.
Figure A1-2 shows the type of die casting machines used to produce the castings.
Figure A1-3 shows a model of the casting shape produced when die casting a rotor (the
casting die and lamination stack are not shown). The liquid metal is fed from the biscuit
along the runner and through the gate into the first end ring. After filling the first end
ring, the liquid metal flows through the multiple slots and into the second end ring.
Once the liquid metal has solidified, the casting is ejected from the die and the runner
system removed.
36 Figure A1-2: Die casting machines
b) Horizontal injection
c) Vertical injection
Figure A1-3: Model of the shape cast when die casting a rotor (note that the die and
lamination stack are not shown)
Appendix 2: Detailed Description of Motor, Rotor and Laminations
Geometric and process information regarding the construction of the stator and rotor of
the AC-75 motor are provided in Table A2-1.
37 Motor
Stator
Rotor
Lamination
Item
Magnitude
Poles
4
Phase
3
OD
8-inches
Bore
5-inches
Gap between stator and rotor
0.015-inches
Number of slots
48
Overall Length
3-inches
End ring length – fabricated rotors
1.0-inches
End ring length – die cast rotors
0.6-inches
Number of slots
68
Thickness
0.014-inches
Lamination supplier
JFE Steel Corp.
Condition
Fully processed
Annealing after stamping
None
Coating
C5
Table A2-1: Geometric and processing information for the LCM-150 motor
38 Appendix 3: Sections Cut through 6-Inch Long Copper Die Cast Rotors
Figure A3-1: Sections through rotor number 2
a) Non-fill in the slots
b) Large pores in the opposite-gate end ring
39 Figure A3-2: Sections through shot number 4
a)
Gate end ring
b)
Bar sections, close to gate end ring
c)
Bar sections, close to opposite-gate end ring
d)
Opposite-gate end ring
40 Appendix 4: Sections Cut through 6-Inch Long Aluminum Die Cast Rotors
Figure A4-1: Sections through shot number 14 (aluminum rotor)
a)
GE bar fill
b)
GE mid stack bar fill
c)
OGER mid stack bar fill
d)
OGER bar fill
41 Figure A4-2: X-rays through end rings of 6-inch long aluminum die cast rotors
a)
Gate end ring
b)
Opposite-gate end ring
42 Appendix 5 – Sections Cut through Two 3-Inch Long Copper Die Cast Rotors
43 44 Figure A5-1: Sections through 3-inch long copper rotor numbers 20 and 21
45 Appendix 6 – Efficiency Data
The tables in this appendix show the efficiency data from dynamometer testing of the
various rotors.
50o C rotor
Rotor
No.
Condition
8k rpm
100oC rotor
10k rpm
8k rpm
10k rpm
10kW
50kW
10kW
50kW
10kW
50kW
10kW
50kW
Baseline
Cu Fab
91.90
92.41
91.24
90.60
91.38
91.77
90.43
89.90
26
Cu
PCHT
90.60
91.69
91.76
90.34
90.04
91.04
91.22
89.18
91.41
91.95
90.73
89.32
91.05
91.34
90.19
88.23
Cu
no coat
90.74
91.64
89.71
89.74
90.04
90.91
89.51
89.00
90.99
91.86
90.40
89.96
90.67
91.17
90.13
89.19
Cu
skew 3
88.13
88.26
87.15
84.71
87.80
87.68
86.76
84.43
89.02
88.54
88.49
84.32
88.62
87.79
87.83
84.42
Cu
skew 5
89.89
87.81
89.43
83.03
89.37
87.07
88.78
81.38
90.36
88.34
89.99
83.41
89.79
87.58
89.36
82.67
91.50
91.75
91.16
91.02
91.07
90.99
90.81
90.30
89.97
91.36
89.39
90.37
89.56
90.41
88.64
89.44
Cu
Normal.
91.28
92.11
90.75
90.62
91.09
91.38
90.11
89.38
90.88
91.78
90.13
90.76
91.00
91.91
90.53
89.42
92.04
92.27
91.45
91.07
91.40
91.88
91.56
90.25
25
Cu
quench
91.50
92.01
90.37
90.47
91.14
91.35
90.56
89.80
Baseline
Cu Fab
91.78
92.31
91.58
90.86
91.44
91.68
91.34
90.04
37
Cu
quench
91.54
91.88
90.48
90.38
90.56
91.35
90.05
89.52
91.25
91.94
90.80
90.84
90.53
91.33
90.74
89.96
27
28
29
30
31
32
33
34
35
22
23
24
36
Al
Table A6-1: Efficiency data from dynamometer testing. Note each data point is the average of
five individual measurements, and the data is shown in the order of testing. The
figures are percentages and represent the overall DC-to-shaft efficiency of the
motor+inverter system
46 50oC rotor Rotor No. Condition 8k rpm 100oC rotor 10k rpm 8k rpm 10k rpm 10kW 50kW 10kW 50kW 10kW 50kW 10kW 50kW Baseline Cu Fab 0 0 0 0 0 0 0 0 26 Cu PCHT ‐1.30 ‐0.72 0.52 ‐0.26 ‐1.34 ‐0.73 0.79 ‐0.72 ‐0.49 ‐0.46 ‐0.51 ‐1.28 ‐0.33 ‐0.43 ‐0.24 ‐1.67 Cu no coat ‐1.16 ‐0.77 ‐1.53 ‐0.86 ‐1.34 ‐0.86 ‐0.92 ‐0.90 ‐0.91 ‐0.55 ‐0.84 ‐0.64 ‐0.71 ‐0.60 ‐0.30 ‐0.71 Cu skew 3 ‐3.77 ‐4.15 ‐4.09 ‐5.89 ‐3.58 ‐4.09 ‐3.67 ‐5.47 ‐2.88 ‐3.87 ‐2.75 ‐6.28 ‐2.76 ‐3.98 ‐2.60 ‐5.48 Cu skew 5 ‐2.01 ‐4.60 ‐1.81 ‐7.57 ‐2.01 ‐4.70 ‐1.65 ‐8.52 ‐1.54 ‐4.07 ‐1.25 ‐7.19 ‐1.59 ‐4.19 ‐1.07 ‐7.23 ‐0.40 ‐0.66 ‐0.08 0.42 ‐0.31 ‐0.78 0.38 0.40 ‐1.93 ‐1.05 ‐1.85 ‐0.23 ‐1.82 ‐1.36 ‐1.79 ‐0.46 ‐0.62 ‐0.30 ‐0.49 0.02 ‐0.29 ‐0.39 ‐0.32 ‐0.52 ‐1.02 ‐0.63 ‐1.11 0.16 ‐0.38 0.14 0.10 ‐0.48 27 28 29 30 31 32 33 34 35 22 23 Al Cu normal 0.14 ‐0.14 0.21 0.47 0.02 0.11 1.13 0.35 25 Cu quench ‐0.40 ‐0.40 ‐0.87 ‐0.13 ‐0.24 ‐0.42 0.13 ‐0.10 Baseline Cu Fab ‐0.12 ‐0.10 0.34 0.26 0.06 ‐0.09 0.91 0.14 37 Cu quench ‐0.36 ‐0.53 ‐0.76 ‐0.22 ‐0.82 ‐0.42 ‐0.38 ‐0.38 ‐0.65 ‐0.47 ‐0.44 0.24 ‐0.85 ‐0.44 0.31 0.06 24 36 Table A6-2:
Difference in % efficiency for each condition compared to the baseline
measurement for the fabricated copper rotor shown on the first row of Table A6-1
Condition
Average Efficiency
Loss
Quench
0.20
Normal
0.50
PCHT
0.57
No coat
0.85
Skew 5
3.81
Skew 3
4.08
Table A6-3: Average loss in efficiency for each condition, as compared with the basline data for
a fabricated copper rotor shown in first row of Tables A6-1 and A6-2
47