Technical Paper 620

Modeling and optimization

of the energy production
based on Eo-Synchro
application Authors: Mohamad ISSA a,1, Éric DUBÉ b,2,
Mohammadjavad MOBARRA a,3, Jean FISET b,4,
Adrian ILINCA a,5
Abstract a Laboratoire de Recherche en Énergie Éolienne,

In this paper, we are studying an innovative solution to Université du Québec à Rimouski, 300 allée des
reduce fuel consumption and production cost for electricity ursulines, Rimouski, Québec G5L 3A1, Canada
b Entreprise EO-SYNCHRO, Département De la
production by diesel generators. The solution is particularly
suitable for remote areas where the cost of energy is very Recherche et Du Développement, 201 Rue
high not only of inherent cost of technology but also due to Monseigneur Bourget, Lévis, Québec, G6V 6Z9,
Canada
transportation cost. After a brief description of power
generation based on a conventional synchronous alternator, 1 [email protected] 2 [email protected]
3 [email protected]
the attention is focused on the Eo-Synchro concept. Then 4 [email protected] 5 [email protected]
an innovative approach for optimizing the energy is
proposed; it is based from the fact that the structure that
contains the stator windings of the alternator is mounted on
roller bearings which allows its free rotation around the axis peaking at 147$CAD/barrel in July 2008, averaging over
of the rotor, consequently stopping the rotor structure from 100$/barrel during 2011, averaging over 110$/barrel until
being static and aims to minimize the unit cost of electricity. October 2014, and then it fell to 80$/barrel. Recently, the
Our model yields improved performance on fuel saving at oil price is around 45$/barrel. Despite this considerable
all generator load stages compared to the conventional drop, the diesel fuel prices are losing only a few cents in
model. Experimental results on a 75kW Diesel Generator some provinces in Canada. According to Statistic Canada, in
(DG) validate the performance of the proposed model. St. John’s Newfoundland, the diesel fuel lost only 5.7¢/L,
and in Whitehorse in Yukon increased by 3.5¢/L and in
Keywords Yellowknife in Northwest Territories was set to rise up to
9.3¢/L in October 2014 compared to 2013. According to
Diesel generator, power generation system, electrical Statistics Canada (http://www5.statcan.gc.ca), the decline in
machines, control of rotor speed, control of stator speed, crude oil prices is not felt at the pump in this region.
Eo-Synchro concept, fuel saving. However, the pump price gasoline only decreased by
11.8¢/L from a high of $112 per barrel to a low of $35 per
barrel in December 2015. Therefore, the decrease in oil
1. Introduction prices has not greatly affected the price of diesel fuel,
Most of the remote and isolated communities or technical which implies that the electrical energy produced using only
installations (communication relays, meteorological systems, oil and energy source will always remain expensive, at any
tourist facilities, farms, etc) that are not connected to cost per barrel [6]. According to Hydro Quebec, extending
national electric distribution grids rely on diesel engines to the main grid to these isolated areas will cost around
generate electricity [1]. In Canada, approximately 200,000 (1M $/km), which is impossible to do with the actual
people live in more than 300 remote communities (Yukon, economic crisis.
Northwest Territories, Nunavut, etc) that use diesel
generated electricity, which is responsible for the emission There are two types of DGs. The first type consists of a
of 1.2 million tons of greenhouse gases annually [2]. In Diesel Engine (DE) running at a fixed speed coupled with a
Quebec alone, there are over 14,000 subscribers scattered in Synchronous Generator (SG); this solution has the
about forty communities that are not connected to the main advantage of simplicity. However, there are some
electrical grid. Each community constitutes an autonomous drawbacks, including high level of noise regardless of the
network that uses diesel generators for electricity power level required by the load, high level of greenhouse
production [3]. The diesel power generating units, while gases emission (GHG) even when load power demand is
requiring relatively little investment, are generally expensive low and over dimensioning in case of non-linear or
to exploit and maintain, particularly when they are unbalanced loads. The second type of DG operates with a
functioning regularly at partial load [4]. The use of diesel variable speed. In this option the DE is coupled with an
power generators under weak operating factors accelerates electrical generator operating at variable speed. This
wear and increases fuel consumption [5]. During the past concept is able to reduce fuel consumption and reduce the
several years, the oil prices have achieved historic highs, cost of DG power generation [7]. Currently, most existing

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Technical paper 620

DGs in remote areas operate at a constant rotational speed variable speeds in direct relation to the electrical load demand
due to the restriction of the constant frequency required at [12]. In a previous work [13], Peter Dengler and Marcus
the terminals of the generator. This operating mode causes Geimer from Karlsruhe Institute of Technology demonstrated
high fuel consumption, as well as increases the maintenance that using an electronic converter is an easier way to provide a
costs [6]. To overcome these drawbacks, variable speed system at variable engine speed but at constant electric
DGs are being proposed as an alternate configuration frequency (VSCF). These devices are already available on the
(Pena et al, 2008). Compared to the fixed speed DGs, market for other purposes, but a system with a generator in
variable speed DGs, are more efficient but costly, due to the VSCF technology is still not established in the market as their
use of power converters or mechanical transmissions. higher investment costs are not yet proved to be economically
justified by lower fuel consumption [13]. The objective of this
In our project, we investigate another possibility that, when study is to demonstrate that the Eo-Synchro application is
coupled to a DG operating in a power unit (Figure 1), the able to reduce the fuel consumption and to reduce the cost of
alternator with the Eo-Synchro application features can DG power generation. The structure of the present article is
operate at variable speeds without the need for costly power as follows. Section 3. presents the design approach of the
electronics components to generate a constant frequency at active power generation by a synchronous alternator in
the generator terminals. Per its configuration, the system can general followed by the mechanical concept of Eo-Synchro
compensate for a lower or higher heat motor speed with no and its principle control. In Section 4. we present the bench
perturbation on the wave quality of the electricity being test and discuss the results obtained in order to demonstrate
generated. It can operate in instant and/or prolonged mode, the efficiency of Eo-Synchro technology for generator
depending on the desired application. The system can applications. In Section 5. we provide a preliminary
therefore be used to compensate brief speed fluctuations or conclusion of our study and a perspective for future work.
extended under-speed use while still compensating for
intermittent and brief speed fluctuations [7, 8].
3. The design approach
3.1 Three phase synchronous alternator
The active power which is supplied by a three-phase
synchronous generator is given by:
MECHANICAL
COUPLING E0 Eb
P = sinδ(1)
Xs
EO- where:
HEAT SYNCHRO
ALTERNATOR WITH
MOTOR MOBILE STATOR P = active power provided per phase (W);
E0 = induced voltage per phase (V);
Eb = voltage across terminal per phase (V);
Xs = synchronous resistance per phase (Ω);
δ = internal phase difference angle between E0 and Eb, in electrical
degree.

Parameters E0 and Eb are normally controlled by an

Automatic Voltage Regulator (AVR). This unit is integrated
with the alternator and maintains the voltage produced by the
Figure 1 Illustration of alternator with mobile stator alternator at a present value [14]. The magnetic field of the
(Eo-Synchro application) coupled to heat motor alternator must rotate at the rated speed, that is 60Hz in
North America. When connecting an alternator to a public
electricity grid, the electricity grid one must be considered to
The project was developed by Concept Fiset Inc and was be extremely large. Such a grid, to which hundreds of
performed by the project partners Renewable Energy Research alternators and thousands of various loads are connected,
Laboratory of University of Quebec at Rimouski. The consequently imposes a voltage and a fixed frequency to any
Eo-Synchro concept has three international patents including apparatus that is connected. According to this principle, when
Canada [7, 8] , the United States [9] and Australia [10]. synchronizing an alternator on an infinite grid, the induced
voltage E0 is equal to and in phase with the voltage Eb of the
grid. Therefore, according to the above equation, the voltages
2. Objectives and methodology E0 and Eb being fixed by the grid and the reactance Xs being
A conventional DG consists of an engine connected directly specific to the structure of the alternator, the only parameter
to a synchronous alternator to produce electricity [11]. Since which could modify the active power P provided by the
the electricity produced must be at a fixed frequency, normally alternator, is the electrical phase angle δ between the stator
50Hz or 60Hz, the engine must rotate at a constant speed and rotor electrical field. This electrical angle δ is associated
(typically 1,500rpm for 50Hz or 1,800rpm for 60Hz), no with the mechanical angle α through the following equation:
matter what the power demand is. One solution to save fuel
pa
in a diesel generator is to enable the engine to operate at δ = (2) Where p is the number of poles.
2

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 Modeling and optimization of the energy production based on Eo-Synchro application

When the motor develops a torque, the poles of the rotor synchronous speed) is 1,800rpm. In a synchronous alternator,
move backward of the poles of the stator. the rotating speed of the stator field must be identical to the
rotating speed of the rotor field. The two fields are therefore
In a standard synchronous alternator, the stator is stationary. stationary with respect to one another and rotate at a constant
If a torque is applied to the rotor, its axis has a tendency to speed. From a mechanical point of view, if free rotation of
deviate from the central axis of the stator. Figure 2 confirms the stator is possible, the equation which describes the
this principle for a synchronous motor however, it is applied synchronous speed n in rpm is the following:
as well to a synchronous alternator.
nsync = nrotor – nstator (4)

and by transmutation,

nstator = nrotor – nsync (5)

When a negative value of nstator occurs, it means that the

stator rotates mechanically in the opposite direction with
respect to the rotor [16]. Therefore, to maintain a
synchronous speed of 1,800rpm, if the rotor rotates at
1,650rpm, the stator must rotate in the opposite direction at
150rpm so that the resulting speed is 1,800rpm. If the rotor
rotates at 1,800rpm, the stator must remain mechanically
stationary. If the rotor rotates at 1,950rpm, the stator must
rotate at 150rpm in the same direction as the rotor. In a
standard alternator, where the stator is stationary (nstator =
Figure 2 When the motor develops a torque, the
poles of the rotor move backward of the poles of
0rpm) and the rotor is rotating, the synchronous speed then
the stator. The angle δ between the axis of the
corresponds exclusively to the mechanical speed of the rotor.
rotor and the central axis of the stator is a Therefore, for a 4-pole synchronous alternator, to have a
measurement of the torque produced [15]. frequency of 60Hz, the rotor must rotate at a constant and
stable mechanical speed of 1,800rpm. In a production
generator unit which uses a standard synchronous alternator,
The difference rests on the fact that the torque is applied to control of the mechanical speed of the rotor is therefore of
the shaft of the machine (generator mode) and is not prime importance to maintain an optimum phase angle, with
generated by the machine (motor mode). According to an optimum power supply. In practice, this control is
Figure 3 the maximum power provided by an alternator is exercised at the level of the opening of the governor valves
obtained at an electrical phase difference angle δ of 90°. of a turbine in the case of a hydro-electric power station or
However, for stability reasons [14], the wattage rating of an from the angle of attack of the blades (pitch) in the case of a
alternator is reached at an electrical phase difference angle δ wind power turbine for example.
of 30°, ie a mechanical phase difference angle α of 15° for a
4-pole alternator. 3.2 The Eo-Synchro concept as applied to power units
The Eo-Synchro application is a power unit control system
The rotating speed of the electric field is equal to:
with a highly original approach for power generation based on
120 f an innovative alternator design. Modifications to the structure
nsync = (3)
holding the stator windings are the leading principle behind
p
the Eo-Synchro application where this structure now rotates
freely in reference to the rotor and frame. An auxiliary motor,
driven by a dedicated automatic controller, dictates the desired
position, speed or acceleration of the stator structure. This
concept ensures regular wave quality regardless of speed
variations of the rotor. No energy goes through power
electronic equipment as in conventional technologies [8, 9, 10].

3.2.1 Rotating stator concept

To generate electricity in a power unit, a synchronous
alternator transforms the mechanical energy coming from a
heat motor into electrical energy [17]. When this alternator
incorporates the Eo-Synchro concept by allowing the
mechanical rotation of the stator windings, the synchronous
Figure 3 Power and torque in terms of the internal speed of this alternator can remain constant through:
angle δ for a 40kW synchronous motor, 1,200rpm,
60Hz. The maximum power is 100kW. ■ Control of rotor speed only (existing design)
■ Control of stator speed only (new design) [8, 9, 10]
In the case of a 4-pole alternator which operates at 60Hz, the ■ Control of both speeds simultaneously (new design)
rotating speed of the electric field inside the stator (also called [8, 9, 10]

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Technical paper 620

With the Eo-Synchro design, it becomes possible to control

the synchronous speed of a 3-phase alternator by controlling Compensating Motor
Driving Belt
the mechanical speed of the stator (control of stator speed & Pulleys
only). In addition, because the Eo-Synchro application is
entirely independent from the drive mechanism, it can be
adapted to any type of rotor speed control and integrated Mechanical
Coupling System
into any type of power generation unit (reciprocating engine,
wind turbine, hydraulic turbine, gas turbine, etc).

Figure 4 shows a prototype of the Eo-Synchro alternator,

rated at 75kW. Rotor speed can vary from 1,575 to
2,025rpm. The main system components are identified in
Figure 5.1 and 5.2. Flanges &
Bushes

Standard Rotor
Stator on Bearings

Figure 5.1 Main components of the

Eo-Synchro concept

Electric machine
Synchronous
alternator Casing of Compensating
motor

Figure 4 The concept and prototype of Eo-Synchro

Brackets & Pulley
bolts

For this prototype, a three-phase synchronous alternator was

modified to allow the stator windings to rotate around the Belt
rotor. No other modifications were made on the alternator
rotor. The stator windings also remain the same.

The stator drive (compensating motor) is mounted in a casing

affixed to the top of the casing of the synchronous motor
using an assembly means comprising of brackets and bolts
such that the output shaft of the stator drive is aligned in a Pulley
parallel orientation with the stator shaft [8, 9, 10]. The output
shaft of the stator drive and the stator shaft are connected Figure 5.2 A perspective view of the mechanical
using a timing belt and pulleys. The bottom pulley is fitted to components of an example configuration of the
the distal end of the stator shaft extending outside the casing electrical generator using the Eo-Synchro concept
of the synchronous alternator and the top pulley is fitted to
the output shaft of the stator drive such that both pulleys are
vertically aligned with one another. The timing belt links the
two pulleys for one to drive the other.

3.2.2 Stator speed control

In the illustrated system (Figure 6) the controlling unit
receives a feedback signal from an encoder which senses the
position, or the speed of the stator. In this case, the encoder
is positioned on the rotor to sense the position, and thereby
the speed, of the rotor. The controlling unit also reads the
produced alternating current as a feedback. From the received
feedback signal and/or alternating current, the controlling
unit produces the control signal which is inputted to the
variable speed drive to control the rotation of the stator drive
(compensating motor) and thereby of the stator of the
synchronous alternator.
Figure 6 A schematic view illustrating an electrical
generation system for producing electric current
The controlling unit may use the feedback signal, the reading with a regulated frequency
of the alternating current, or a combination of both. The

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 Modeling and optimization of the energy production based on Eo-Synchro application

controlling unit can be provided as a programmable logic PF and the total harmonic distortion (TDH) of the current
controller, a computer or any other processing unit for and voltage.
example. The variable speed drive is typically powered using
the electric current produced by the alternator and the Y1: CURRENT Y2: CURRENT
VOLTAGE VOLTAGE
frequency regulation consequently consumes part of the
POWER POWER
produced power, but the total balance of produced electric PF PF
power remains positive. By controlling the rotation of the THD THD
stator about the rotor, the relative speed, and thereby the
frequency of the generated electric current, can be regulated
[18]. For example, in a typical wind turbine generator
(Figure 7), a 60Hz alternating current is generated in a 4-pole-
3-phase alternator that rotates at 1,800rpm [19].

DE SA

COUPLE
SPEED
MECHANICAL DRV
POWER

Compensating
Motor
Figure 8 Schematic of the bench test

Three phase
alternator Figure 9 shows the main components of the bench test and
their technical characteristics. All tests were performed with a
mechanical power between 20kW and 60kW at 600V and a
speed ranging from 1,400rpm to 1,800rpm.
Figure 7 The Eo-Synchro applied in a wind turbine

Compensating Motor: 600V, 3P - 20HP, 1,755rpm

When the wind is strong, the speed of the prime mover, ie
the wind turbine, may rotate faster, at 2,000rpm for example.
In order to compensate for such a higher rotation speed of
the rotor, the stator is rotated at 200rpm in the direction of
rotation of the rotor. The relative speed between the rotor
and the stator is thus 1,800rpm (2,000rpm -200rpm:
l,800rpm). If the speed of the rotor decreases due to weak
winds for example, eg at 1,500rpm, the stator is rotated at
300rpm in the direction opposite to the rotor. The relative
speed is thus 1,800rpm (1,500rpm +300rpm: l,800rpm).

4. Eo-Synchro application for power units

Diesel Engine: Synchronous
In order to demonstrate the efficiency of Eo-Synchro
PERKINS, 83kW @ Alternator: 600V, 3P -
technology for a generator application, we performed bench
2,200rpm 75kW - STAMFORD
testing in an R&D pilot facility of an industry leading
Model No. 1104D-44TA A06C539061
generator supplier in collaboration with the Renewable
Energy Research Laboratory at the University of Quebec in
Rimouski, Canada. The following is a summary of the bench Figure 9 Main components of the bench test
test work performed.

4.1 Description of the test bench

4.2 About the tests
Figure 8 shows the schematic of the bench test studied. It
consists of DE as a prime mover coupled to an SA. A We started the tests without introducing the compensating
compensating motor mounted on the top of the alternator motor (stator fixed) in order to evaluate the engine fuel
and coupled to a drive provides the necessary rotation speed consumption at different applied loads. Table 1 illustrates
of the stator of the SA. The DE was instrumented by a the different applied loads and fuel consumption in g/kWh.
torque sensor and speed sensor. This allowed us to measure Subsequently, we performed the same tests mentioned
the mechanical power supplied to the SA. Also, the output of above but with the application of Eo-Synchro technology.
the SA was instrumented with the global output. We were Table 2 illustrates the fuel consumption results with stator
able to measure the current and voltage of each line with the speed control.

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Technical paper 620

Table 1 Evaluation of fuel consumption with a blocked stator with a blocked stator. However, when the load is increased to
80%, we achieved a significant gain of 7% on fuel
Blocked Stator Without Eo-Synchro Intervention consumption followed by 8% for a load of 90%.
Load Load Consumption Engine speed Unfortunately, the test was suspended at 100% when the load
(%) (kW) g/kWh (rpm) was increased to 100% because the spyder had broken.

100 60 262,7 1655 Table 3: Efficiency of the consumption variation

90 54 289,6 1585
80 48 286,7 1550
70 42 270,5 1550 Consumption Variation
60 36 262,5 1550
Loads Blocked Stator Vs Eo-Synchro
50 30 265,3 1525
(%)
40 24 311,7 1500
30 18 346,7 1500
100 -
90 +8,18%
Table 2 Evaluation of fuel consumption with Eo-Synchro 80 +7,18%
70 -0,40%
With Eo-Synchro System 60 -0,30%
50 +5,50%
Load Load Consumption Engine speed 40 +12,48%
(%) (kW) g/kWh (rpm) 30 +9,98%

100 60 Uncompleted test,

spyder had broken
90 54 265,9 1600 Figure 11 further illustrates the effect the Eo-Synchro
80 48 266,1 1600 technology can have on improving DE fuel consumption for
70 42 270,4 1525 different loads.
60 36 263,3 1500
50 30 250,7 1480
40 24 272,8 1430
30 18 312,1 1430

4.3 Results comparison

First, it is important to note that both tests were done off-
grid and the THD of the output current was below 2%. As
observed in Table 1 and 2, when the Eo-Synchro technology
is applied, fuel consumption decreases significantly when the
engine is running at low load (40% and less). However, we
must note that variable speed generators in remote area
applications will regularly run at lower loads. Figure 10
illustrates a typical load for a remote area using a DE as a
primary electricity source [20].
Figure 11 Effect of the Eo-Synchro application on
fuel consumption.

5. Conclusion
This article presented the innovative features of the
Eo-Synchro technology which originate from a rotational
non-fixed stator design and a fuel savings evaluation for a
DE generator application that can be achieved by
controlling the rotation of the stator. A decrease of the
heat losses to the DE exhaust is facilitated by allowing for
lower engine operating speed at low power load with the
Figure 10 Example of a typical electrical daily load Eo-Synchro technology. For this reason significant fuel
profile in a remote area. The peak load for any savings of up to 12% can be obtained at low DE
community occurs during the daytime hours when generator power loads (40%). The maximum gas pressure
residents, businesses and manufacturers consume in the combustion chamber has to stay below a certain
electricity at their peak demand. threshold and limits the intake pressure and therefore the
fuel savings can be realized. This is why the fuel economy
is higher for lower loads. Based on our results, for a 1MW
Table 3 shows the fuel consumption difference between the DE generator unit, the fuel saving are projected to be 23g
conventional generator model (stator is fixed) and when per kWh at 90% load. For an 1MW unit producing
Eo-Synchro technology is applied. As we can see, results 1,000kWh, fuel savings would be 23kg/h. For equivalent
obtained at 60% and 70% of applied loads are highlighted in purposes, as 1 liter of fuel weighs approximately 0.85kg,
red because they are very close to a conventional generator we can assume fuel saving of 27 liters/h, which represents

8 Power Engineer December 2017 www.idgte.org

 Modeling and optimization of the energy production based on Eo-Synchro application

an annual fuel saving of 216,500 liters (57,190 US gallon)

over 8,000 hours of annual operation. However, in the [6] MiloudRezkallah 2016. Design and control of
present paper, only an evaluation of fuel consumption standalone and hybrid standalone power
based on 75kW DE has been demonstrated. Current generation systems. Thèse de
estimation aims at bounding the hoped fuel economy for a doctoratélectronique, Montréal, École de
1MW DE. technologiesupérieure.

While the present paper presents the original aspect of [7] Fiset Jean, Canadian Intellectual Property Office
Eo-Synchro technology and theoretical results that are valid -Patent no.2580360: Energy Transfer Apparatus
for a small DE, some preliminary experimental results [8] Fiset Jean, Canadian Intellectual Property Office
under a 500kW DE were conducted under a new test bench -Patent no.2697420 :Mechanical Regulation Of
by PhD researchers at University of Quebec in Rimouski Electrical Frequency In An Electrical
and will be published shortly. The published experimental Generation System
results cover a mathematical model to characterize the [9] Jean Fiset, Tony Durand, United States Patent &
generated power model and the results of fuel economy Trademark Office - Patent no.
savings obtained. n US8258641B2:Mechanical Regulation Of
Electrical Frequency In An Electrical
Generation System
Nomenclature
[10] Jean Fiset, Tony Durand, Australian Patent -
DE Diesel Engine Patent no. 2008291635:Mechanical Regulation
DG Diesel Generator Of Electrical Frequency In An Electrical
VSCF Variable Speed @ Constant Frequency Generation System
SA Synchronous Alternator [11] TiberiuTudorache, and Cristian Roman: The
Numerical Modeling of Transient Regimes of
DRV Drive
Diesel Generator Sets.
SG Synchronous Generator ActaPolytechnicaHungarica, vol. 7(2), 2010.
GHG Green House Gases emission
[12] ChemNayar : Innovative Remote Micro-Grid
PF Power Factor Systems. International Journal of Environment
TDH Total Distortion Harmonic and SustainabilityISSN 1927‐9566 | Vol. 1 No.
3, pp. 53‐65 (2012), Regen Group Pty Ltd,
Curtin University of Technology, Western
Australia, Australia
[13] Peter Dengler and Marcus Geimer : Potential of
Reduced Fuel Consumption of Diesel Electric
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