Two-phase electrical power

Two-phase electrical power was an early 20th century polyphase alternating current electric power distribution system. Two circuits were used, with voltage phases differing by 90 degrees. Usually circuits used four wires, two for each phase. Less frequently, three wires were used, with a common wire with a larger-diameter conductor. Some early two-phase generators had two complete rotor and field assemblies, with windings physically offset by 90 electrical degrees to provide two-phase power. The generators at Niagara Falls installed in 1895 were the largest generators in the world at the time and were two-phase machines.
The advantage of two-phase electrical power was that it allowed for simple, self-starting electric motors. In the early days of electrical engineering, it was easier to analyze and design two-phase systems where the phases were completely separated. [1] It was not until the invention of the method of symmetrical components in 1918 that polyphase power systems had a convenient mathematical tool for describing unbalanced load cases. The revolving magnetic field produced with a two-phase system allowed electric motors to provide torque from zero motor speed, which was not possible with a single-phase induction motor (without extra starting means). Induction motors designed for two-phase operation use the same winding configuration as capacitor start single-phase motors.
Three-phase electric power requires less conductor mass for the same voltage and overall amount of power, compared with a two-phase four-wire circuit of the same carrying capacity. It has all but replaced two-phase power for commercial distribution of electrical energy, but two-phase circuits are still found in certain control systems.
Two-phase circuits typically use two separate pairs of current-carrying conductors. Alternatively, three wires may be used, but the common conductor carries the vector sum of the phase currents, which requires a larger conductor. Three phase can share conductors so that the three phases can be carried on three conductors of the same size. In electrical power distribution, a requirement of only three conductors rather than four represented a considerable distribution-wire cost savings due to the expense of conductors and installation.
Two-phase power can be derived from a three-phase source using two transformers in a Scott connection. One transformer primary is connected across two phases of the supply. The second transformer is connected to a center-tap of the first transformer, and is wound for 86.6% of the phase-to-phase voltage on the 3-phase system. The secondaries of the transformers will have two phases 90 degrees apart in time, and a balanced two-phase load will be evenly balanced over the three supply phases.Three-wire, 120/240 volt single phase power used in the USA and Canada is sometimes incorrectly called "two-phase". The proper term is split phase or 3-wire single-phase.

Single-phase electric power

In electrical engineering, single-phase electric power refers to the distribution of alternating current electric power using a system in which all the voltages of the supply vary in unison. Single-phase distribution is used when loads are mostly lighting and heating, with few large electric motors. A single-phase supply connected to an alternating current electric motor does not produce a revolving magnetic field; single-phase motors need additional circuits for starting, and such motors are uncommon above 10 or 20 kW in rating.
In contrast, in a three-phase system, the currents in each conductor reach their peak instantaneous values sequentially, not simultaneously; in each cycle of the power frequency, first one, then the second, then the third current reaches its maximum value. The waveforms of the three supply conductors are offset from one another in time (delayed in phase) by one-third of their period.Standard frequencies of single-phase power systems are either 50 or 60 Hz. Special single-phase traction power networks may operate at 16.67 Hz or other frequencies to power electric railways.
Splitting out:-

No arrangement of transformers can convert a single-phase load into a balanced load on a polyphase system. A single-phase load may be powered from a three-phase distribution system either by connection between a phase and neutral or by connecting the load between two phases. The load device must be designed for the voltage in each case. The neutral point in a three phase system exists at the mathematical center of an equilateral triangle formed by the three phase points, and the phase-to-phase voltage is accordingly times the phase-to-neutral voltage.[1] For example, in places using a 415 volt 3 phase system, the phase-to-neutral voltage is 240 volts, allowing single-phase lighting to be connected phase-to-neutral and three-phase motors to be connected to all three phases.
In North America, a typical three-phase system will have 208 volts between the phases and 120 volts between phase and neutral. If heating equipment designed for the 240-volt three-wire single phase system is connected to two phases of a 208 volt supply, it will only produce 75% of its rated heating effect. Single-phase motors may have taps to allow their use on either 208 V or 240 V supplies.
On higher voltage systems (kilovolts) where a single phase transformer is in use to supply a low voltage system the method of splitting varies. In North America utility distribution practice, the primary of the step-down transformer is wired across a single high voltage feed wire and neutral, at least for smaller supplies (see photo of transformer on right). Rural distribution may be a single phase at a medium voltage; in some areas single wire earth return distribution is used when customers are very far apart. In Britain the step-down primary is wired phase-phase.
Applications:-

Single-phase power distribution is widely used especially in rural areas, where the cost of a three-phase distribution network is high and motor loads are small and uncommon.
High power systems, say, hundreds of kVA or larger, are nearly always three phase. The largest supply normally available as single phase varies according to the standards of the electrical utility. In the UK a single-phase household supply may be rated 100 A or even 125 A, meaning that there is little need for 3 phase in a domestic or small commercial environment. Much of the rest of Europe has traditionally had much smaller limits on the size of single phase supplies resulting in even houses being supplied with 3 phase (in urban areas with three-phase supply networks).
In North America, individual residences and small commercial buildings with services up to about 100 kV·A (417 amperes at 240 volts) will usually have three-wire single-phase distribution, often with only one customer per distribution transformer. In exceptional cases larger single-phase three-wire services can be provided, usually only in remote areas where polyphase distribution is not available. In rural areas farmers who wish to use three-phase motors may install a phase converter if only a single-phase supply is available. Larger consumers such as large buildings, shopping centres, factories, office blocks, and multiple-unit apartment blocks will have three-phase service. In densely-populated areas of cities, network power distribution is used with many customers and many supply transformers connected to provide hundreds or thousands of kV·A load concentrated over a few hundred square metres.
Three-wire single-phase systems are rarely used in the UK where large loads are needed off only two high voltage phases.
Single-phase power may be used for electric railways; the largest single-phase generator in the world, at Neckarwestheim Nuclear Power Plant, supplies a railway system on a dedicated traction power network.

Electric field

In physics, the space surrounding an electric charge or in the presence of a time-varying magnetic field has a property called an electric field. This electric field exerts a force on other electrically charged objects. The concept of an electric field was introduced by Michael Faraday.
The electric field is a vector field with SI units of newtons per coulomb (N C−1) or, equivalently, volts per metre (V m−1). The SI base units of the electric field are kg·m·s−3·A−1. The strength of the field at a given point is defined as the force that would be exerted on a positive test charge of +1 coulomb placed at that point; the direction of the field is given by the direction of that force. Electric fields contain electrical energy with energy density proportional to the square of the field intensity. The electric field is to charge as gravitational acceleration is to mass and force density is to volume.A moving charge has not just an electric field but also a magnetic field, and in general the electric and magnetic fields are not completely separate phenomena; what one observer perceives as an electric field, another observer in a different frame of reference perceives as a mixture of electric and magnetic fields. For this reason, one speaks of "electromagnetism" or "electromagnetic fields." In quantum mechanics, disturbances in the electromagnetic fields are called photons, and the energy of photons is quantized.

Wattmeter

The wattmeter is an instrument for measuring the electric power (or the supply rate of electrical energy) in watts of any given circuit.
Electrodynamic:-
The traditional analog wattmeter is an electrodynamic instrument. The device consists of a pair of fixed coils, known as current coils, and a movable coil known as the potential coil.
The current coils connected in series with the circuit, while the potential coil is connected in parallel. Also, on analog wattmeters, the potential coil carries a needle that moves over a scale to indicate the measurement. A current flowing through the current coil generates an electromagnetic field around the coil. The strength of this field is proportional to the line current and in phase with it. The potential coil has, as a general rule, a high-value resistor connected in series with it to reduce the current that flows through it.
The result of this arrangement is that on a dc circuit, the deflection of the needle is proportional to both the current and the voltage, thus conforming to the equation W=VA or P=VI. On an ac circuit the deflection is proportional to the average instantaneous product of voltage and current, thus measuring true power, and possibly (depending on load characteristics) showing a different reading to that obtained by simply multiplying the readings showing on a stand-alone voltmeter and a stand-alone ammeter in the same circuit.
The two circuits of a wattmeter can be damaged by excessive current. The ammeter and voltmeter are both vulnerable to overheating — in case of an overload, their pointers will be driven off scale — but in the wattmeter, either or even both the current and potential circuits can overheat without the pointer approaching the end of the scale! This is because the position of the pointer depends on the power factor, voltage and current. Thus, a circuit with a low power factor will give a low reading on the wattmeter, even when both of its circuits are loaded to the maximum safety limit. Therefore, a wattmeter is rated not only in watts, but also in volts and amperes.
Electrodynamometer:-
An early current meter was the electrodynamometer. Used in the early 20th century, the Siemens electrodynamometer, for example, is a form of an electrodynamic ammeter, that has a fixed coil which is surrounded by another coil having its axis at right angles to that of the fixed coil. This second coil is suspended by a number of silk fibres, and to the coil is also attached a spiral spring the other end of which is fastened to a torsion head. If then the torsion head is twisted, the suspended coil experiences a torque and is displaced through and angle equal to that of the torsion head. The current can be passed into and out of the movable coil by permitting the ends of the coil to dip into two mercury cups.
If a current is passed through the fixed coil and movable coil in series with one another, the movable coil tends to displace itself so as to bring the axes of the coils, which are normally at right angles, more into the same direction. This tendency can be resisted by giving a twist to the torsion head and so applying to the movable coil through the spring a restoring torque, which opposes the torque due to the dynamic action of the currents. If then the torsion head is provided with an index needle, and also if the movable coil is provided with an indicating point, it is possible to measure the torsional angle through which the head must be twisted to bring the movable coil back to its zero position. In these circumstances, the torsional angle becomes a measure of the torque and therefore of the product of the strengths of the currents in the two coils, that is to say, of the square of the strength of the current passing through the two coils if they are joined up in series. The instrument can therefore be graduated by passing through it known and measured continuous currents, and it then becomes available for use with either continuous or alternating currents. The instrument can be provided with a curve or table showing the current corresponding to each angular displacement of the torsion head.

Integrated circuit

In electronics, an integrated circuit (also known as IC, microcircuit, microchip, silicon chip, or chip) is a miniaturized electronic circuit (consisting mainly of semiconductor devices, as well as passive components) that has been manufactured in the surface of a thin substrate of semiconductor material. Integrated circuits are used in almost all electronic equipment in use today and have revolutionized the world of electronics.
A hybrid integrated circuit is a miniaturized electronic circuit constructed of individual semiconductor devices, as well as passive components, bonded to a substrate or circuit board.
Introduction:-
Integrated circuits were made possible by experimental discoveries which showed that semiconductor devices could perform the functions of vacuum tubes, and by mid-20th-century technology advancements in semiconductor device fabrication. The integration of large numbers of tiny transistors into a small chip was an enormous improvement over the manual assembly of circuits using discrete electronic components. The integrated circuit's mass production capability, reliability, and building-block approach to circuit design ensured the rapid adoption of standardized ICs in place of designs using discrete transistors.
There are two main advantages of ICs over discrete circuits: cost and performance. Cost is low because the chips, with all their components, are printed as a unit by photolithography and not constructed one transistor at a time. Furthermore, much less material is used to construct a circuit as a packaged IC die than as a discrete circuit. Performance is high since the components switch quickly and consume little power (compared to their discrete counterparts) because the components are small and close together. As of 2006, chip areas range from a few square millimeters to around 350 mm2, with up to 1 million transistors per mm2.
Invantion:-
The idea of an integrated circuit was conceived by a radar scientist working for the Royal Radar Establishment of the British Ministry of Defence, Geoffrey W.A. Dummer (1909-2002), who published it at the Symposium on Progress in Quality Electronic Components in Washington, D.C. on May 7, 1952. He gave many symposia publicly to propagate his ideas.
Dummer unsuccessfully attempted to build such a circuit in 1956.
The integrated circuit can be credited as being invented by both Jack Kilby of Texas Instruments and Robert Noyce of Fairchild Semiconductor [3] working independently of each other. Kilby recorded his initial ideas concerning the integrated circuit in July 1958 and successfully demonstrated the first working integrated circuit on September 12, 1958. In his patent application of February 6, 1959, Kilby described his new device as “a body of semiconductor material ... wherein all the components of the electronic circuit are completely integrated.”
Kilby won the 2000 Nobel Prize in Physics for his part of the invention of the integrated circuit. Robert Noyce also came up with his own idea of integrated circuit, half a year later than Kilby. Noyce's chip had solved many practical problems that the microchip developed by Kilby had not. Noyce's chip, made at Fairchild, was made of silicon, whereas Kilby's chip was made of germanium.
Early developments of the integrated circuit go back to 1949, when the German engineer Werner Jacobi (Siemens AG) filed a patent for an integrated-circuit-like semiconductor amplifying device showing five transistors on a common substrate arranged in a 2-stage amplifier arrangement. Jacobi discloses small and cheap hearing aids as typical industrial applications of his patent. A commercial use of his patent has not been reported.
A precursor idea to the IC was to create small ceramic squares (wafers), each one containing a single miniaturized component. Components could then be integrated and wired into a bidimensional or tridimensional compact grid. This idea, which looked very promising in 1957, was proposed to the US Army by Jack Kilby, and led to the short-lived Micromodule Program (similar to 1951's Project Tinkertoy). However, as the project was gaining momentum, Kilby came up with a new, revolutionary design: the IC.
The aforementioned Noyce credited Kurt Lehovec of Sprague Electric for the principle of p-n junction isolation caused by the action of a biased p-n junction (the diode) as a key concept behind the IC.

History of electrical engineering

This article details the history of electrical engineering. Topics also included are the general developments and notable individuals within the electrical engineering profession.
History:-

Thales of Miletus, an ancient greek philosopher, writing at around 600 BCE, described a form of static electricity, noting that rubbing fur on various substances, such as amber, would cause a particular attraction between the two. He noted that the amber buttons could attract light objects such as hair and that if they rubbed the amber for long enough they could even get a spark to jump.At around 450 B.C. Democritus, a later Greek philosopher, developed an atomic theory that was remarkably similar to our modern atomic theory. His mentor, Leucippus, is credited with this same theory. The hypothesis of Leucippus and Democritus held everything to be composed of atoms. But these atoms, called "atomos", were indivisible, and indestructible. He presciently stated that between atoms lies empty space, and that atoms are constantly in motion. He was incorrect only in stating that atoms come different sizes and shapes. Each object had its own shaped and sized atom.
An object found in Iraq in 1938, dated to about 250 BCE and called the Baghdad Battery, resembles a galvanic cell and is believed by some to have been used for electroplating in Mesopotamia, although this has not yet been proven.
Thales of Miletus, an ancient greek philosopher, writing at around 600 BCE, described a form of static electricity, noting that rubbing fur on various substances, such as amber, would cause a particular attraction between the two. He noted that the amber buttons could attract light objects such as hair and that if they rubbed the amber for long enough they could even get a spark to jump.
At around 450 B.C. Democritus, a later Greek philosopher, developed an atomic theory that was remarkably similar to our modern atomic theory. His mentor, Leucippus, is credited with this same theory. The hypothesis of Leucippus and Democritus held everything to be composed of atoms. But these atoms, called "atomos", were indivisible, and indestructible. He presciently stated that between atoms lies empty space, and that atoms are constantly in motion. He was incorrect only in stating that atoms come different sizes and shapes. Each object had its own shaped and sized atom.
An object found in Iraq in 1938, dated to about 250 BCE and called the Baghdad Battery, resembles a galvanic cell and is believed by some to have been used for electroplating in Mesopotamia, although this has not yet been proven.
During the latter part of the 1800s, the study of electricity was largely considered to be a subfield of physics. It was not until the late 19th century that universities started to offer degrees in electrical engineering. In 1882, Darmstadt University of Technology founded the first chair and the first faculty of electrical engineering worldwide. In the same year, under Professor Charles Cross, the Massachusetts Institute of Technology began offering the first option of Electrical Engineering within a physics department. In 1883, Darmstadt University of Technology and Cornell University introduced the world's first courses of study in electrical engineering and in 1885 the University College London founded the first chair of electrical engineering in the United Kingdom. The University of Missouri subsequently established the first department of electrical engineering in the United States in 1886.
During this period work in the area increased dramatically. In 1882 Edison switched on the world's first large-scale electrical supply network that provided 110 volts direct current to fifty-nine customers in lower Manhattan. In 1887 Nikola Tesla filed a number of patents related to a competing form of power distribution known as alternating current. In the following years a bitter rivalry between Tesla and Edison, known as the "War of Currents", took place over the preferred method of distribution. AC eventually replaced DC for generation and power distribution, enormously extending the range and improving the safety and efficiency of power distribution.The efforts of the two did much to further electrical engineering—Tesla's work on induction motors and polyphase systems influenced the field for years to come, while Edison's work on telegraphy and his development of the stock ticker proved lucrative for his company, which ultimately became General Electric.However, by the end of the 19th century, other key figures in the progress of electrical engineering were beginning to emerge.Charles Proteus Steinmetz helped foster the development of alternating current that made possible the expansion of the electric power industry in the United States, formulating mathematical theories for engineers.

Hybrid electric vehicle

A hybrid electric vehicle (HEV) combines a conventional internal combustion engine propulsion system with an electric propulsion system. The presence of the electric powertrain is intended to achieve either better fuel economy than a conventional vehicle, or better performance. A variety of types of HEV exist, and the degree to which they function as EVs varies as well. The most common form of HEV is the hybrid electric car, although hybrid electric trucks (pickups and tractors) also exist.
Modern HEVs make use of efficiency-improving technologies such as regenerative braking, which converts the vehicle's kinetic energy into battery-replenishing electric energy, rather than wasting it as heat energy as conventional brakes do. Some varieties of HEVs use their internal combustion engine to generate electricity by spinning an electrical generator (this combination is known as a motor-generator), to either recharge their batteries or to directly power the electric drive motors. Many HEVs reduce idle emissions by shutting down the ICE at idle and restarting it when needed; this is known as a start-stop system. A hybrid-electric produces less emissions from its ICE than a comparably-sized gasoline car, as an HEV's gasoline engine is usually smaller than a pure fossil-fuel vehicle, and if not used to directly drive the car, can be geared to run at maximum efficiency, further improving fuel economy.
The hybrid-electric vehicle did not become widely available until the release of the Toyota Prius in Japan in 1997, followed by the Honda Insight in 1999. While initially perceived as unnecessary due to the low cost of gasoline, worldwide increases in the price of petroleum caused many automakers to release hybrids in the late 2000s; they are now perceived as a core segment of the automotive market of the future.Worldwide sales of hybrid vehicles produced by Toyota reached 1.0 million vehicles by May 31, 2007, and the 2.0 million mark was reached by August 31, 2009, with hybrids sold in 50 countries. Worldwide sales are led by the Prius, with cumulative sales of 1.43 million by Augut 2009. The second-generation Honda Insight was the top-selling vehicle in Japan in April 2009, marking the first occasion that an HEV has received the distinction. American automakers have made development of hybrid cars a top priority.
History:-
In 1901, while employed at Lohner Coach Factory, Ferdinand Porsche designed the Mixte, a 4WD series-hybrid version of "System Lohner-Porsche" electric carriage previously appeared in 1900 Paris Salon. The Mixte included a pair of generators driven by 2.5-hp Daimler IC engines to extend operating range. The Mixte broke several Austrian speed records, and also won the Exelberg Rally in 1901 with Porsche himself driving. The Mixte used a gasoline engine powering a generator, which in turn powered electric hub motors, with a small battery pack for reliability. It had a range of 50 km, a top speed of 50 km/h and a power of 5.22 kW during 20 minutes.
In 1905, H. Piper filed a US patent application for a hybrid vehicle.
The 1915 Dual Power, made by the Woods Motor Vehicle electric car maker, had a four-cylinder ICE and an electric motor. Below 15 mph (25 km/h) the electric motor alone drove the vehicle, drawing power from a battery pack, and above this speed the "main" engine cut in to take the car up to its 35 mph (55 km/h) top speed. About 600 were made up to 1918.
The first gasoline-electric hybrid car was released by the Woods Motor Vehicle Company of Chicago in 1917. The hybrid was a commercial failure, proving to be too slow for its price, and too difficult to service.
In 1931 Erich Gaichen invented and drove from Altenburg to Berlin a 1/2 horsepower electric car containing features later incorporated into hybrid cars. Its maximum speed was 25 miles per hour (40 km/h), but it was licensed by the Motor Transport Office, taxed by the German Revenue Department and patented by the German Reichs-Patent Amt. The car battery was re-charged by the motor when the car went downhill. Additional power to charge the battery was provided by a cylinder of compressed air which was re-charged by small air pumps activated by vibrations of the chassis and the brakes and by igniting oxyhydrogen gas. An account of the car and his characterization as a "crank inventor" can be found in Arthur Koestler's autobiography, Arrow in the Blue, pages 269-271, which summarize a contemporaneous newspaper account written by Koestler. No production beyond the prototype was reported.
Current technologey:-
A more recent working prototype of the HEV was built by Victor Wouk (one of the scientists involved with the Henney Kilowatt, the first transistor-based electric car). Wouk's work with HEVs in the 1960s and 1970s earned him the title as the "Godfather of the Hybrid".Wouk installed a prototype hybrid drivetrain (with a 16 kW electric motor) into a 1972 Buick Skylark provided by GM for the 1970 Federal Clean Car Incentive Program, but the program was stopped by the United States Environmental Protection Agency (EPA) in 1976 while Eric Stork, the head of the EPA at the time, was accused of a prejudicial coverup.
The regenerative braking system, the core design concept of most production HEVs, was developed by electrical engineer David Arthurs around 1978 using off-the shelf components and an Opel GT. However the voltage controller to link the batteries, motor (a jet-engine starter motor), and DC generator was Arthurs'. The vehicle exhibited 75 miles per US gallon (3.1 L/100 km; 90 mpg-imp) fuel efficiency and plans for it (as well as somewhat updated versions) are still available through the Mother Earth News web site. The Mother Earth News' own 1980 version claimed nearly 84 miles per US gallon (2.8 L/100 km; 101 mpg-imp).
In 1989, Audi produced its first iteration of the Audi Duo (or Audi 100 Avant duo) experimental vehicle, a plug-in parallel hybrid based on the Audi 100 Avant quattro. This car had a 12.6 bhp Siemens electric motor which drove the rear wheels. A trunk-mounted nickel-cadmium battery supplied energy to the motor that drove the rear wheels. The vehicle's front wheels were powered by a 2.3-litre five-cylinder engine with an output of 136 bhp (101 kW). The intent was to produce a vehicle which could operate on the engine in the country and electric mode in the city. Mode of operation could be selected by the driver. Just ten vehicles are believed to have been made; one drawback was that due to the extra weight of the electric drive, the vehicles were less efficient when running on their engines alone than standard Audi 100s with the same engine.
Two years later, Audi, unveiled the second duo generation - likewise based on the Audi 100 Avant quattro. Once again this featured an electric motor, a 28.6 bhp (21.3 kW) three-phase machine, driving the rear wheels. This time, however, the rear wheels were additionally powered via the Torsen differential from the main engine compartment, which housed a 2.0-litre four-cylinder engine.
The Bill Clinton administration initiated the Partnership for a New Generation of Vehicles (PNGV) program on 29 September 1993 that involved Chrysler, Ford, General Motors, USCAR, the DoE, and other various governmental agencies to engineer the next efficient and clean vehicle. The NRC cited automakers’ moves to produce HEVs as evidence that technologies developed under PNGV were being rapidly adopted on production lines, as called for under Goal 2. Based on information received from automakers, NRC reviewers questioned whether the “Big Three” would be able to move from the concept phase to cost effective, pre-production prototype vehicles by 2004, as set out in Goal 3. The program was replaced by the hydrogen-focused FreedomCAR initiative by the George W. Bush administration in 2001, an initiative to fund research too risky for the private sector to engage in, with the long-term goal of developing effectively carbon emission- and petroleum-free vehicles.