Amrita School of Engineering, Coimbatore

Amritanagar – P. O., Ettimadai, Coimbatore - 641112

Department of Electrical and Electronics Engineering

19EEE312 Electric Drives and Controls Lab

Third Year B.Tech., (EEE), VI Semester

Regulation: 2019
 Department of Electrical and Electronics Engineering

19EEE312 Electric Drives and Controls Lab

Third Year B.Tech., (EEE), VI Semester

List of Experiments

Expt. Name of the Experiment C

No. y
c
l
e
1 Simulation of Speed Control of DC Motor using 1φ Phase
Controlled Converters
2 Simulation of Two Quadrant Operation of DC Motor using DC-DC
Chopper
3 Mathematical Modeling of Closed Loop Speed Controlled DC
Motor
4 Speed Control of DC Motor using 1ф Full Controlled Converter

5 Determination of Separately Excited DC Machine Parameters

CYCLE I
6 Speed Control of Chopper fed DC Motor Drive

7 AC Voltage Controller for speed control of Three Phase Induction

Motor
8 Control of Single Phase Induction Motor using AC Voltage
Controller
9 Simulation of V/f Speed Control of Three Phase Induction Motor

10 Simulation of BLDC Drive

CO-PO Mapping:
CO Statement PO1 PO2 PO3 PO4 PO5 PO6 PO7 PO8 PO9 PO10 PO11 PO12 PSO1 PSO2 PSO3
19EEE312.1 Understanding of the steady state 3 1
and dynamic characteristics of
AC, DC & special electrical
drives and controls.
19EEE312.2 Ability to apply the fundamental 3 3
concepts of AC and DC
machines and various power
converters for the development
of electric drive systems.
19EEE312.3 Ability to analyse the 3 3 1 1
performance of DC and AC
motor drives under various
operating conditions.
19EEE312.4 Ability to develop various 3 1 3 1 1 1 1
controllers for DC and AC
electric drives for different
applications
19EEE312.5 Ability to validate various AC, 3 1 2 2 3 1 2 1 1 1
DC drive & special electrical
drives using simulation and
hardware.
19EEE312 Electric Drives And Controls Lab 3 2 1 1 1 1 2 1 2 1
(PAM)

CO-Experiment Mapping:
Cos Experiment
CO1 Expt. No. 1 to 10
CO2 Expt. No. 1 to 10
CO3 Expt. No. 2,3,5,7 to 10
CO4 Expt. No. 2,3,5,7 to 10
CO5 Expt. No. 1 to 10

PO1: Engineering Knowledge

PO2: Problem Analysis
PO3: Design/Development of Solutions
PO4: Conduct Investigations of complex problems
PO5: Modern tools usage
PO6: Engineer and Society
PO7: Environment and Sustainability
PO8: Ethics
PO9: Individual & Team work
PO10: Communication
PO11: Project management & Finance
PO12: Lifelong learning

PSO 1: Build and manage electro dynamic systems using knowledge on electrical technology and semiconductor devices for allied services.
PSO 2: Use computational tools and network dynamics for design, analysis and control of power systems integrated with renewable energy and Electric Vehicle.
PSO 3: Leverage digital technologies employing state-of- the art control techniques and embedded controllers for industrial applications
Exp. No.: Date:
SIMULATION OF SPEED CONTROL OF DC MOTOR USING 1ϕ PHASE
CONTROLLED CONVERTERS

OBJECTIVE
The purpose of the experiment is to control the speed of a separately excited DC motor using 1ϕ phase
fully controlled converter and semi-converter in MATLAB Simulink. Analyze the waveforms such as output
voltage, load current, source current and voltage across the switch for various firing angles. Also analyze the
THD of input current and power factor of both the converters.

THEORY

1. Separately-excited DC Motor

Fig. 1 Equivalent Circuit of Separately-excited DC Motor

The equivalent circuit for a separately excited dc-motor is shown in Fig. 1. When a separately excited
motor is excited by a field current of if and an armature current of ia flows in the armature circuit, the motor
develops a back electromotive force (emf) and a torque to balance the load torque at a particular speed. The
field current if of a separately excited motor is independent of the armature current ia and any change in the
armature current has no effect on the field current. The field current is normally much less than the armature
current.

The equations describing the characteristics of a separately excited motor can be determined from Fig. 1.
The instantaneous field voltage vf is described as
di f
v f = R f i f + Lf (1)
dt

The instantaneous armature voltage is

dia
va = Raia + La + eg (2)
dt
The motor back emf, which is also known as speed voltage, is expressed as

eg = Kv i f (3)

The torque developed by the motor is

Td = K t i f i a (4)

The developed torque must be equal to the load torque:

d
Td = J + B + TL (5)
dt

where  = motor angular speed, rad/s;

B = viscous friction constant, Nm/rad/s;
Kv = voltage constant, V/A-rad/s;
Kt = torque constant, which equals voltage constant;
La = armature circuit inductance, H;
L f = field circuit inductance, H;

Ra = armature circuit resistance, Ω;

R f = field circuit resistance, Ω;

TL = load torque, Nm.

Under steady-state conditions, the time derivatives in these equations are zero and the steady-state average
quantities are
Vf = Rf I f (6)

Eg = K v  I f (7)

Va = Ra I a + Eg = Ra I a + KvI f (8)

T d = Kt I f I a = B  + TL (9)

The developed power is

Pd = Td  (10)

From Eq. (8), the speed of a separately excited motor can be found from
Va − Ra I a
= (11)
Kv I f

We can notice from Eq. (11) that the motor speed can be varied by (1) controlling the armature voltage Va ,
known as voltage control; (2) controlling the field current I f , known as field control; or (3) torque demand,
which corresponds to an armature current Ia , for a fixed field current I f . The speed, which corresponds to

the rated armature voltage, rated field current, and rated armature current, is known as the rated (or base)
speed.

2. 1ϕ Phase Fully Controlled Converter fed Separately-excited DC Motor

Fig. 2 1ϕ Full Converter Circuit, Waveforms (Continuous Conduction) and its Quadrant Operation
If the armature circuit of a dc motor is connected to the output of a single-phase controlled rectifier,
the armature voltage can be varied by varying the delay angle of the converter  . At a low delay angle, the
armature current may be discontinuous, and this would increase the losses in the motor. A smoothing
inductor, Lm, is normally connected in series with the armature circuit to reduce the ripple current to an
acceptable magnitude. A converter can also applied in the field circuit to control the field current by varying its
delay angle.

The armature voltage is varied by a single-phase full-wave converter, as shown in Fig. 2. It is a two- quadrant
drive and is limited to applications up to 15 kW. The armature converter gives +Va or –Va, and allows operation
in the first and fourth quadrants.
3. 1ϕ Phase Semi-converter fed Separately-excited DC Motor

Fig. 3 1ϕ Semi-converter Circuit, Waveforms (Continuous Conduction) and its Quadrant Operation
A single-phase semi-converter feeds the armature circuit, as shown in Fig. 3. It is a one-quadrant
drive and is limited to applications up to 15 kW. With a single-phase semi-converter in the armature circuit, the
average armature voltage is can given by
DC MOTOR SPECIFICATIONS (5 HP 240V 1750 RPM)
Rated Power (kW) –
Rated Voltage (V) –
Rated Speed (rpm) –
Rated Torque (Nm) –
Armature Resistance (Ω) –
Armature Inductance (H) –
Smoothing Inductance (H) –
Moment of Inertia (kg-m2) –
Friction Co-efficient (Nm-sec/rad) –

PERFORMANCE ANALYSIS TO BE CARRIED OUT:

1. Plot the waveforms of armature voltage, armature current, source current, voltage across the switch with
respect to input voltage for a value of delay angle α for both the converters.

2. Tabulate and plot average armature voltage with respect to delay angle for both the converters by
varying firing angle in the range of 0-  .
Sl. No. 1ϕ Full Converter fed SE DC Motor 1ϕ Semi-converter fed SE DC Motor
Delay Angle Average Armature Speed Delay Angle Average Armature Speed
α (deg) Voltage Va rpm α (deg) Voltage Va rpm

3. Plot the torque Vs speed characteristics of the motor for various firing angles for both the converters.

4. Observe the THD of input current for both the converters for a value of delay angle.
Delay angle α (deg) –
Input Current THD (%) for 1ϕ FC fed SE DC Motor –
Input Current THD (%) for 1ϕ SC fed SE DC Motor –
SE : Separately Excited
 5. Calculate the input power factor for both the converters for a value of delay angle.
Delay angle α (deg) –
Displacement angle of 1ϕ FC fed SE DC Motor –
Displacement angle of 1ϕ SC fed SE DC Motor –
Input Power Factor for 1ϕ FC fed SE DC Motor –
Input Power Factor for 1ϕ SC fed SE DC Motor –

INFERENCE & UNDERSTANDING

1. Comment on the input power factor of both the converters.

2. Comment on the THD of input current of both the converters.

3. The average output voltage of 1ϕ SC fed SE DC Motor is positive over the entire range of its firing
angle. Why?
 4. Explain the reason for operation of SE DC Motor in discontinuous conduction mode.

RESULT

Faculty Signature:
S.No. Components Rubrics Maximum Earned Marks
Marks

Connection, Simulation,Output

7
1
Simulation

Report: as per format 3

Inference : Observations

2 Result & Inference

Total 10
 Exp. No.: Date:
SIMULATION OF TWO QUADRANT OPERATION OF DC MOTOR USING DC-DC CHOPPER

OBJECTIVE

The purpose of the experiment is to control the speed of a separately excited DC motor using DC-DC
chopper in MATLAB Simulink. Also to analyze the characteristics of DC machine operating in two quadrants
for the following configurations:
1. Forward Motoring and Forward Braking (Quadrant 1 & 2)
2. Forward Motoring and Reverse Braking (Quadrant 1 & 4)

THEORY

1a. DC-DC Converter Drives

DC–DC converter (or simply chopper) drives are widely used in traction applications all over the world.
A DC–DC converter is connected between a fixed-voltage dc source and a dc motor to vary the armature
voltage. In addition to armature voltage control, a dc–dc converter can provide regenerative braking of the
motors and can return energy back to the supply. This energy-saving feature is particularly attractive to
transportation systems with frequent stops such as mass rapid transit. DC–DC converter drives are also used
in battery electric vehicles (BEVs). A dc motor can be operated in one of the four quadrants by controlling the
armature or field voltages (or currents). It is often required to reverse the armature or field terminals to operate
the motor in the desired quadrant. The possible control modes of a DC–DC converter drive are:
1. Power (or acceleration) control
2. Regenerative brake control

1b. Principle of Power Control

Fig. 1 Converter fed DC drive in Power Control: Circuit, Quadrant Operation and Waveforms
1
 The dc–dc converter is used to control the armature voltage of a dc motor. The circuit arrangement
of a converter-fed dc separately excited motor is shown in Fig 1. The dc–dc converter switch could be a
transistor or an IGBT or a GTO dc–dc converter. This is a one-quadrant drive and the waveforms for the
armature voltage, load current, and input current are shown in Fig. 1, assuming armature inductance of motor
is very high.
The average armature voltage is
Va = kVs (1)

where k is the duty cycle of the dc–dc converter. The power supplied to the motor is

Po = Va I a = kVs I a (2)

where Ia is the average armature current of the motor and it is ripple free. Assuming a lossless dc–dc
converter, the input power is
Pi = Po = kVs I a . The average value of the input current is
I s = kIa (3)

The equivalent input resistance of the dc–dc converter drive seen by the source is

(4)

By varying the duty cycle k, the power flow to the motor (and speed) can be controlled. For a finite value of

armature circuit inductance, ripples will be present in the armature current which oscillates.

1c. Principle of Regenerative Brake Control

Fig. 2 Regenerative Braking of SE DC Motor: Circuit, Quadrant Operation and Waveforms

2
 In regenerative braking, the motor act as a generator and the kinetic energy of the motor and load is
returned back to the supply. The application of dc–dc converters in regenerative braking can be explained
with Fig. 2. It requires rearranging the switch from powering mode to regenerative braking. Let us assume that
the armature of a separately excited motor is rotating due to the inertia of the motor (and load), and in case of
a transportation system, the kinetic energy of the vehicle or train would rotate the armature shaft. Then if the
transistor is switched on, the armature current rises due to the short-circuiting of the motor

terminals. If the dc–dc converter is turned off, diode Dm would be turned on and the energy stored in the

armature circuit inductances would be transferred to the supply, provided that the supply is receptive. It is a
one-quadrant drive and operates in the second quadrant, as shown in Fig 2 which also shows the voltage
and current waveforms assuming that the armature current (very high La ) is continuous and ripple free.
The average voltage across the dc–dc converter is

Vch = ( 1 − k )Vs (5)

If Ia is the average armature current, the regenerated power can be found from

Pg = I aVs ( 1 − k ) (6)

The voltage generated by the motor acting as a generator is

Eg = Kv I f = Vch + Rm I a = ( 1 − k )Vs + Rm I a (7)

where Kv is machine constant and  is the machine speed in rads per second. Therefore, the equivalent

load resistance of the motor acting as a generator is

Eg Vs
Req = = (1− k )+ R (8)
Ia Ia m

By varying the duty cycle k, the equivalent load resistance seen by the motor can be varied from Rm to
Vs
( + R m ) and the regenerative power can be controlled.
Ia
2. Two Quadrant DC-DC Converter Drives

Fig. 3 Two Quadrant (Forward Motoring and Forward Braking) Transistorized DC-DC Converter Drive

During power control, a dc–dc converter-fed drive operates in the first quadrant, where the armature voltage
and armature current are positive. In a regenerative braking (forward braking), the dc–dc converter drive
operates in the second quadrant, where the armature voltage is positive and the armature current is negative.
Two-quadrant operation as shown in Fig. 3, which is a transistorized two-quadrant drive is required to allow
power and regenerative braking control.

In power control (forward motoring), Transistor Q1 and diode D2 operate. When Q1 is turned on, the
supply voltage Vs is connected to the motor terminals. When Q1 is turned off, the armature current flows through
the freewheeling diode D2 and decays which is shown in Fig. 4 (a).

In regenerative control (forward braking), Transistor Q2 and diode D1 operate. When Q2 is turned on, the
motor acts as a generator and the armature current rises. When Q2 is turned off, the motor, acting as a
generator, returns energy to the supply through the regenerative diode D1 which is shown in Fig. 4 (b).

During forward motoring, a dc–dc converter-fed drive shown in Fig. 5 operate in the first quadrant, where
the armature voltage and armature current are positive. In a regenerative braking (reverse braking), the dc–dc
converter drive operates in the fourth quadrant, where the armature voltage is negative and the armature
current is positive.
 (a) (b)
Fig. 4. (a) First Quadrant Operation (Continuous) (b) Second Quadrant Operation (Continuous)

Fig. 5 Two Quadrant (Forward Motoring and Reverse Braking) Transistorized DC-DC Converter Drive

In forward motoring, when transistor Q1 and Q2 are turned on, the supply voltage Vs is connected to the
motor terminals. When Q1 is turned off, the armature current decays and goes into freewheeling mode through
Q2 and D1 which is shown in Fig. 6(a).

In regenerative control (reverse braking), when Q2 is turned on, the motor freewheels through Q2 and D1 and
the armature current rises. When Q2 is turned off, the motor, acting as a generator, returns energy to the supply
through the regenerative diode D1 and D2.and the armature current decays as shown in Fig. 6(b).
 (a) (b)
Fig. 6. (a) First Quadrant Operation (Continuous) (b) Fourth Quadrant Operation (Continuous)

DC MOTOR SPECIFICATIONS
Rated Power (kW) –
Rated Voltage (V) –
Rated Speed (rpm) –
Rated Torque (Nm) –
Armature Resistance (Ω) –
Armature Inductance (H) –
Smoothing Inductance (H) –
Moment of Inertia (kg-m2) –
Friction Co-efficient (Nm-sec/rad) –

PERFORMANCE ANALYSIS TO BE CARRIED OUT:

1. Plot the waveforms of armature voltage, armature current and source current for a value of duty ratio for
both the configurations of two quadrant chopper.(Assume duty ratio 50%)
 2. Tabulate and plot average armature voltage with respect to duty ratio for both the configurations by
varying duty ratio.
Sl. No. Chopper Configuration 1 Chopper Configuration 2
Duty Ratio Average Armature Speed Duty Ratio Average Armature Speed
Voltage Va rpm Voltage Va rpm
10%

70%

3. Plot torque Vs speed characteristics of the motor for various duty ratios.

INFERENCE & UNDERSTANDING

1. Comment on the performance characteristics of the DC machine when switching frequency of the
chopper is varied.

2. What are the practical limitations of operating the chopper at higher switching frequencies?

3. Why MOSFET switch is preferred for chopper control of DC Motor?

 RESULT

S.No. Components Rubrics Maximum Earned Marks

Marks

Connection, Simulation,Output

7
1
Simulation

Report: as per format 3

Inference : Observations

2 Result & Inference

Total 10

Faculty Signature:
 Exp. No.: Date:

MATHEMATICAL MODELING OF CLOSED LOOP SPEED CONTROLLED DC MOTOR

OBJECTIVE
The purpose of the experiment is to develop a mathematical model for a closed loop speed controlled
separately excited DC motor. Analyze the speed response of DC motor for various values of proportional (KP)
and integral (KI) gain using MATLAB Simulink.

THEORY

1. Mathematical Model of DC Motor

Fig. 1 Equivalent Circuit of Separately-excited DC Motor

The equivalent circuit for a separately excited dc-motor driving a load is shown in Fig. 1. The equations
describing the characteristics of a separately excited motor can be determined from Fig. 1. The armature circuit
is represented by

dia
va = Raia + La + eg (1)
dt

The motor back emf, which is also known as speed voltage, is expressed as
eg = Kv i f (2)

The torque developed by the motor is

Td = K t i f i a (3)

The developed torque must be equal to the load torque:

(4)
where  = motor angular speed, rad/s;
B = viscous friction constant, Nm/rad/s; Kv = voltage constant, V/A-rad/s;
Kt = torque constant, which equals voltage constant;
La = armature circuit inductance, H;
L f = field circuit inductance, H;

Ra = armature circuit resistance, Ω;

R f = field circuit resistance, Ω;

TL = load torque, Nm.

Applying Laplace Transform for Eq. (1) to Eq. (4) and solving for armature current and speed results in

Fig. 2 shows the block diagram for mathematical model of a DC Motor

Fig. 2. Block Diagram of DC Motor

Fig. 3 illustrates the general block diagram of a closed loop speed controlled DC Motor and its transfer function
model. Closed loop control is when the firing angle or duty cycle is varied automatically by a controller to achieve
a reference speed or torque. This requires the use of sensors to feedback the actual motor speed and torque to
be compared with the reference values. DC Motor control normally employs a “two loop control” technique. This
has an inner feedback loop to control the current (and hence torque) and an outer loop to control speed. When
position control is called for, a further outer position loop is added.

If the motor running light at a set speed and the speed reference signal is suddenly increased, the reference
speed is now greater than the actual speed and there will be a speed error signal, represented by the output
of the left-hand summing point. A speed error indicates that acceleration is required, which in turn means torque,
i.e. more current. The speed error is amplified by the speed controller and the output serves as the reference or
input signal to the inner control system. The inner feedback loop is a current-control loop, so when the current
reference increases, so does the motor armature current, thereby providing extra torque and

(a)

(b)
Fig. 3 Speed Control Block Diagram of Controller, Converter and Motor with Feedback. (a). General Block
Diagram. (b). Transfer Function Model
initiating acceleration. As the speed rises the speed error reduces, and the current and torque therefore reduce
to obtain a smooth approach to the target speed.
Current control loop is used to control torque via armature current and maintains current within a safe limit. It
amplifies the difference (or current error), and using the resulting amplified current error signal (an analogue
voltage) to control the firing angle α and hence the output voltage of the converter. It accelerates and decelerates
the drive at maximum permissible current and torque during transient operations. Proportional plus integral
controllers (PI) are usually employed for zero steady state error operation. The inner current loop is usually
employed for current limitation. As long as the current control loop functions properly, the motor current can
never exceed the reference value. Hence by limiting the magnitude of the current reference signal (by means of
a clamping circuit), the motor current can never exceed the specified value. For small errors in speed, the current
reference increases in proportion to the speed, thereby ensuring ‘linear system’ behaviour with a smooth
approach to the target speed. If the speed error exceeds a limit, the output of the speed-error amplifier saturates
and there is thus no further increase in the current reference. By arranging for thismaximum current reference
to correspond to the full (rated) current of the system there is no possibility of the current in the motor and
converter exceeding its rated value even if the speed error is large.

Speed control loop ensures that the actual speed is always equal to reference speed ω*. It provides response
to changes in ω*, TL and supply voltage without exceeding motor and converter capability. With the motor at rest
and if speed reference is suddenly increased from zero to full value, the speed error will be 100%, so the

output 𝑰𝒓𝒆𝒇 from the speed error amplifier will immediately saturate at its maximum value, which has been
deliberately clamped so as to correspond to a demand for the maximum (rated) current in the motor. The motor
current will therefore be at rated value, and the motor will accelerate at full torque. Speed and 𝑬𝒂 will therefore
rise at a constant rate, the applied voltage 𝑽𝒕 increasing steadily so that the difference (𝑽𝒕–𝑬𝒂) is sufficient to drive
rated current through the armature resistance. The output of the speed amplifier will remain saturated until the
actual speed is quite close to the target speed, and for all this time the motor current will therefore be held at full
value. Only when the speed is within a few percent of target will the speed-error amplifier come out of saturation.
Thereafter, as the speed continues to rise, and the speed error falls, the output of the speed-error amplifier falls
below the clamped level. Speed control then enters a linear regime, in which the correcting current (and hence
the torque) is proportional to speed error, thus giving a smooth approach to final speed.

SYSTEM SPECIFICATIONS
Armature Resistance Ra (Ω) –
Armature Inductance La (mH) –
Moment of Inertia (kg-m2) –
Friction Co-efficient (Nm-sec/rad) –
Back-emf Constant –
Torque Constant –
Converter Gain –
Current Controller KP and KI -
 0.2

0.012H

0.1

0.01

Kp=1,10,100; Ki =0.1

TL = 24Nm

Reference speed
Constant at 200Nm upto 3s
Constant at 80Nm from 3 to 6s
Linearly varies from 120 to 80 during 6 to 10s

PERFORMANCE ANALYSIS TO BE CARRIED OUT:

1. Set a reference speed and plot the speed response for different values of speed controller KP and KI.
Tabulate the rise time, peak time, settling time, peak overshoot and damping for each case.
Reference Speed =
Sl. KP KI Rise Peak Settling Peak Damping
No. Time Time Time Overshoot
 INFERENCE & UNDERSTANDING
1. Comment on the speed response for different values of KP and KI.

RESULT

Faculty Signature:

S.No. Components Rubrics Maximum Earned Marks

Marks
Report Format (Fill in Sl No.,date)
Arrangement of Equipment(Layout, neatness)
Initial Preparation, Correctness of Connection: (Correctness, Tightness, Cable Sizing) 5
1 Precautions : (Initial condition, Safety)
Connection,
Conduction Measurements/Meter Readings :
(No. of Readings, Range of Observation)

Calculation/Calculation &Graph: Formula/Scale, Axis titles and marking

Steps sample calculation)/Sketch
Units 5
2 Result & Inference Accuracy of computation/ Calculation
Inference : Result ,Observations

Total marks 10
Exp. No.: Date:
DETERMINATION OF SEPARATELY EXCITED DC MACHINE PARAMETERS

OBJECTIVE

The purpose of the experiment is to determine the following parameters in a separately excited DC
machine:
1. Armature Resistance, Ra
2. Armature Inductance, La
3. Back-emf Constant, Kb
4. Moment of Inertia, J
5. Damping Coefficient, B

THEORY

1. Separately-excited DC Motor

Fig. 1 Equivalent Circuit of Separately-excited DC Motor

The equivalent circuit for a separately excited dc-motor is shown in Fig. 1. When a separately excited
motor is excited by a field current of if and an armature current of ia flows in the armature circuit, the motor
develops a back electromotive force (emf) and a torque to balance the load torque at a particular speed. The
field current if of a separately excited motor is independent of the armature current ia and any change in the
armature current has no effect on the field current. The field current is normally much less than the armature
current.

The equations describing the characteristics of a separately excited motor can be determined from Fig. 1.
The instantaneous field current if is described as

di f
v f = R f i f + Lf (1)
dt
The instantaneous armature current can be found from

dia
va = Raia + La + eg (2)
dt

The motor back emf, which is also known as speed voltage, is expressed as
eg = Kv i f (3)

If the field flux is constant, then induced emf is proportional to rotor speed and the constant of proportionality
is known as induced emf or back emf constant. Then the induced emf is represented as

eg = Kb (4)

where Kb is the induced emf constant, given by

Kb = Kv f volt/(rad/sec) (5)

The torque developed by the motor is

Td = K t i f i a (6)

The developed torque must be equal to the load torque:

(7)

where  = motor angular speed, rad/s;

B = viscous friction constant, Nm/rad/s;
Kv = voltage constant, V/A-rad/s;
Kt = torque constant, which equals voltage constant;
La = armature circuit inductance, H;
L f = field circuit inductance, H;

Ra = armature circuit resistance, Ω;

R f = field circuit resistance, Ω;

TL = load torque, Nm

Under steady-state conditions, the time derivatives in these equations are zero and the steady-state average
quantities are

Vf = Rf I f (8)

Eg = K v  I f (9)

Va = Ra I a + Eg = Ra I a + KvI f (10)

Td = Kt I f I a = B + TL (11)
2. Measurement of Armature Resistance Ra

Analysis of the dc machine in steady-state operation requires a DC value for the armature resistance,
Ra. The DC value of armature resistance is measured between the armature terminals by applying a DC
voltage to circulate rated armature current. Vary the voltage and current and mark the corresponding values.

3. Measurement of Armature Inductance La

Fig. 2 Measurement of Armature Inductance

By applying a low AC voltage through a variac to the armature terminals, the current is measured. The
motor has to be at a standstill, keeping the induced emf at zero. Preferably, the residual voltage in the machine
is wiped out by repetitive application of positive and negative dc voltage to armature terminals. The test
schematic is shown in Fig. 2. The inductance is

Va2
− Ra2
Ia
La = (12)
2fs

where fs is the frequency in Hz and the armature resistance has to be the AC resistance of the armature
winding.

4. Back-emf Constant Kb

Specified field voltage (rated voltage) is applied and kept constant and the shaft is rotated by a prime
mover (another DC Motor) up to the speed given in the name plate (rated or base speed). The armature is
 open-circuited with a voltmeter connected across the terminals. The voltmeter reads the induced emf and its
readings are noted for various speeds and plotted as shown in Fig. 3. The slope of this curve at a specified
speed gives the emf constant in volt-sec/rad. The relation shown in Fig. 3 is known as the open-circuit
characteristic of the dc machine.

Fig. 3 Induced emf –vs-Speed characteristics at rated field current

5. Measurement of Moment of Inertia (J) and Friction Co-efficient (B) (Retardation Test)

The most common and simple method of determining J is by performing a test known as retardation
test on the drive. During this test, the motor is run upto a speed slightly higher than rated speed and the supply
to it is cut off. The power input to the motor before switching off the supply is noted. An oscillographic record of
speed of the motor at different instants of time after the supply has been cut off is made. If the source of energy
to a rotational system is cut off, it will continue to rotate due to initial kinetic energy stored in the system. But
as this energy is used to supply the rotational losses in the system, the machine slows down and gradually
stops. The power consumed in overcoming the rotational losses is given by
P = rate of change of kinetic energy
d 1
= ( J 2 )
dt 2

4 2 dN
= JX N. (13)
3600 dt

From the test results obtained by performing the retardation test, dN/dt at normal rated speed N can be found
graphically using the plot of speed vs time. As a first approximation, the measured input power to the motor
may be taken as P. Using eqn. (13), J can be calculated.
 Fig. 4 Graphical Method for determination of J
J can be determined more accurately by obtaining speed time curve from the retardation test as above and
also rotational losses vs speed plot as shown in Fig. 4. Using these two plots rotational losses vs time plot can
be obtained e.g. for time t1, ωm1 is found from the retardation plot. Then for this speed, rotational loss P1 is
obtained from the plot of rotational loss vs speed and plotted against t1. Area A enclosed between
rotational loss vs t plot and the time axis (shaded area), is the kinetic energy dissipated during retardation
1
test. If the initial speed of the drive during retardation test was ωmo then A = 2 𝐽𝜔𝑚𝑂 2 (14)

where Eb is the initial value of back emf

eb is the instantaneous value of back emf
 is the mechanical time constant
From eqn. (15), the value of mechanical time constant  can be determined. The mechanical time constant
 is defined as the ratio of moment of inertia to damping friction,
J
 = (16)
B

From eqn. 16, the value of damping friction B is determined.

DC MOTOR SPECIFICATIONS
Rated Power (kW) –
Rated Voltage (V) –
Rated Speed (rpm) –
Rated Torque (Nm) –

PERFORMANCE ANALYSIS TO BE CARRIED OUT:

1. Measure the value of Ra by conducting DC test.

Sl. No Va (Volts) Ia (Amps) Ra (ohms) = Va/ Ia

2. Measure the value of La by conducting AC test.

Sl. No V (Volts) I (Amps) Z (ohms) =V/I

Z = R2 + X 2 =

Va2
− Ra2
Ia
La =
2fs
 3. Determine the back-emf constant by conducting an open-circuit characteristic on DC Machine.
Sl. No N (rpm) V (volts) Time (sec) m (rad/sec) Kb (volt/(rad/sec)

4. Plot speed vs time and measure the value of input power. Calculate moment of inertia J using eqn. (13),

4 2 N. dN =
P=J X
3600 dt
J=

5. Calculate the mechanical time constant using eqn. (15) and determine damping friction B using eqn. (16)

eb ( t ) = Eb e−t / 

J
 =
B

B=

INFERENCE & UNDERSTANDING

1. What is the importance of calculating J and B in an electrical drive system?

2. Why AC test is performed on a DC machine to determine armature inductance La?

 3. Why the measurement of J is not accurate by conducting only the retardation test?

S.No. Components Rubrics Maximum Earned Marks

Marks
Report Format (Fill in Sl No.,date)
Arrangement of Equipment(Layout, neatness)
Initial Preparation, Correctness of Connection: (Correctness, Tightness, Cable Sizing) 5
1 Precautions : (Initial condition, Safety)
Connection,
Conduction Measurements/Meter Readings :
(No. of Readings, Range of Observation)

Calculation/Calculation &Graph: Formula/Scale, Axis titles and

marking
Steps sample calculation)/Sketch 5
2 Result & Inference Units
Accuracy of computation/ Calculation
Inference : Result ,Observations

Total marks 10
Exp. No.: Date:

SPEED CONTROL OF DC MOTOR USING 1ϕ PHASE FULL CONTROLLED CONVERTER

OBJECTIVE
The purpose of the experiment is to control the speed of a separately excited DC motor using 1ϕ phase
fully controlled converter by varying armature voltage. The converter is to be operated in continuous conduction
mode and capture the waveforms such as output voltage, load current, source current and voltage across the
switch for a delay angle in rectifier and inverter mode.

EQUIPMENT AND COMPONENTS USED

1ϕ Full Converter Kit with Control Unit

48V PMDC Motor
Digital Storage Oscilloscope
Connecting Wires

THEORY

1. Separately-excited DC Motor

Fig. 1 Equivalent Circuit of Separately-excited DC Motor

The equivalent circuit for a separately excited dc-motor is shown in Fig. 1. When a separately excited
motor is excited by a field current of if and an armature current of ia flows in the armature circuit, the motor
develops a back electromotive force (emf) and a torque to balance the load torque at a particular speed. The
field current if of a separately excited motor is independent of the armature current ia and any change in the
armature current has no effect on the field current. The field current is normally much less than the armature
current.

The equations describing the characteristics of a separately excited motor can be determined from Fig. 1.
The instantaneous field current if is described as
1
 + Lf di f
v f = Rf i f dt (1)

The instantaneous armature current can be found from

dia
va = Raia + La + eg (2)
dt

The motor back emf, which is also known as speed voltage, is expressed as
eg = Kv i f (3)

The torque developed by the motor is

Td = K t i f i a (4)

The developed torque must be equal to the load torque:

d
Td = J + B + TL (5)
dt

where  = motor angular speed, rad/s;

B = viscous friction constant, Nm/rad/s;
Kv = voltage constant, V/A-rad/s;
Kt = torque constant, which equals voltage constant;
La = armature circuit inductance, H;
L f = field circuit inductance, H;
Ra = armature circuit resistance, Ω;
R f = field circuit resistance, Ω;
TL = load torque, Nm.
Under steady-state conditions, the time derivatives in these equations are zero and the steady-state average
quantities are

Vf = Rf I f (6)
Eg = K v  I f (7)

Va = Ra I a + Eg = Ra I a + KvI f
(8)

Td = Kt I f I a = B + TL
(9)
The developed power is
Pd = Td  (10)

From Eq. (8), the speed of a separately excited motor can be found from
(11)
Va − Ra I a
=
Kv I f
We can notice from Eq. (11) that the motor speed can be varied by (1) controlling the armature voltage Va ,
known as voltage control; (2) controlling the field current I f , known as field control; or (3) torque demand,

which corresponds to an armature current Ia , for a fixed field current I f . The speed, which corresponds to

the rated armature voltage, rated field current, and rated armature current, is known as the rated (or base)
speed.

2. 1ϕ Phase Fully Controlled Converter fed Separately-excited DC Motor

Fig. 2 1ϕ Full Converter Circuit, Waveforms (Continuous Conduction) and its Quadrant Operation

The circuit arrangement of a single-phase full converter is shown in Fig. 2 with a highly inductive load
so that the load current is continuous and ripples free. During the positive half-cycle, thyristors T1 and T2 are

forward biased; when these two thyristors are turned on simultaneously at ωt = α, the load is connectedto

the input supply through T1 and T2. Due to the inductive load, thyristors T1 and T2 continue to conduct beyond

ωt =π, even though the input voltage is already negative. During the negative half-cycle of the input voltage,

thyristors T3 and T4 are forward biased; the turning on of thyristors T3 and T4 applies the supply voltage across
thyristors T1 and T2 as reverse blocking voltage. T1 and T2 are turned off due to line or natural commutation and
the load current is transferred from T1 and T2 to T3 and T4. Fig. 2 shows the regions of converter operation and
the waveforms for input voltage, output voltage, and input and output currents.

During the period from α to π, the input voltage vs and input current is are positive, and the power flows

from the supply to the load. The converter is said to be operated in rectification mode. During the period from

π to π + α, the input voltage vs is negative and the input current is is positive, and reverse power flows from
the load to the supply. The converter is said to be operated in inversion mode. This converter is extensively

used in industrial applications up to 15 kW. Depending on the value of α, the average output voltage could

be either positive or negative and it provides two-quadrant operation.

If the armature circuit of a dc motor is connected to the output of a single-phase controlled rectifier, the armature
voltage can be varied by varying the delay angle of the converter . At a low delay angle, the

3
 armature current may be discontinuous, and this would increase the losses in the motor. A smoothing
inductor, Lm, is normally connected in series with the armature circuit to reduce the ripple current to an

Fig. 3 Inversion Mode of Operation

acceptable magnitude. The armature converter gives +Va or –Va, and allows operation in the first and fourth
quadrants. Fig. 3 shows the waveforms for inversion mode of operation.
The average output voltage can be found from

(12)

Substituting Va in (11) gives the relation between speed and torque,

2Vm T
= cos − d2 R a (13)
K v Kv

DC MOTOR SPECIFICATIONS
Rated Power (kW) –
Rated Voltage (V) –
Rated Speed (rpm) –
Rated Torque (Nm) –
 Performance Analysis to be carried out:

1. Plot the waveforms of armature voltage, armature current, source current, voltage across the switch with
respect to input voltage for a value of delay angle α in continuous conduction mode for rectification and
inversion.
2. Tabulate and plot average armature voltage with respect to delay angle by varying firing angle in the
range of 0-  .
Sl. No. 1ϕ Full Converter fed SE DC Motor
Delay Angle Average Armature Speed
α (deg) Voltage Va rpm

3. Calculate the input power factor for a value of delay angle.

Delay angle α (deg) –
Displacement angle of 1ϕ FC fed SE DC Motor –
Input Power Factor for 1ϕ FC fed SE DC Motor –

INFERENCE & UNDERSTANDING

1. What is the importance of smoothing inductance in a 1ϕ Full Converter?

2. Mention the impact of firing angle on input power factor in a 1ϕ Fully Controlled Converter.
 3. If a freewheeling diode is connected to the output of 1ϕ Full Converter, how it will affect the
performance of the converter?

4. What are the practical limitations of operating the 1ϕ Full Converter in inversion mode?

RESULT

Faculty Signature:

S.No. Components Rubrics Maximum Earned Marks

Marks
Report Format (Fill in Sl No.,date)
Arrangement of Equipment(Layout, neatness)
Initial Preparation, Correctness of Connection: (Correctness, Tightness, Cable Sizing) 5
1 Precautions : (Initial condition, Safety)
Connection,
Conduction Measurements/Meter Readings :
(No. of Readings, Range of Observation)

Calculation/Calculation &Graph: Formula/Scale, Axis titles and

marking
Steps sample calculation)/Sketch 5
2 Result & Inference Units
Accuracy of computation/ Calculation
Inference : Result ,Observations

Total marks 10
Exp. No.: Date:

SPEED CONTROL OF CHOPPER FED DC MOTOR DRIVE

OBJECTIVE
1. To study the control circuit of single quadrant chopper drive for a separately excited DC motor by
observing the following waveforms:
(a) Gate–source signal, switching frequency
(b) Saw tooth voltage (Vr) and control voltage (Vc)
(c) Comparator output for a duty ratio δ = 0.8
2. Observe the following from power circuit:
(a) Duty ratio Vs No load speed for a constant load
(b) For 200V and 2/3rd of load excitation, observe armature current, input current and current
through freewheeling diode.

EQUIPMENT AND COMPONENTS USED

Single quadrant chopper with Control Unit

Separately excited DC Motor
Tacho-generator
Ammeter 0-5 A
Voltmeter 0-240 V
Digital Storage Oscilloscope
Connecting Wires

THEORY

1. Chopper fed Separately Excited DC Motor Drive:

In chopper circuit, the principle behind control of its output power is by switching the load ON/OFF
periodically. The switching device used for a DC-DC chopper is MOSFET/IGBT, for its simple turn ON/OFF
control. These devices can be turned ON/OFF by applying or removing its gate-source voltage.

Fig. 1 Chopper Controlled Separately-excited DC Motor with Voltage and Current Waveforms
 Fig. 1 shows DC chopper-fed motor drive, in which speed control is achieved by varying armature
voltage. Chopper fed drive is far better than the phase-controlled, for its reduced armature current ripple
being high chopping frequency is applied. The armature voltage and current waveform is shown with ton and
T - ton duration as ON and OFF time of the chopper with continuous current conduction mode.
ton
The average output voltage is given by,Va = Vs = Vs .D (1)
t on + t off
where D is duty ratio.

Va − Eb
The motor current is given by, I a = (2)
R

The maximum peak to peak current in the motor occurs at D=0.5 and it is given by
VS Ra
I = I 2 − I1 = tanh
Ra 4 fLa (3)

VS for La  T
4 fLa Ra

The upper and lower limit of motor current is controlled by current limit control. The ON and OFF time
of transistor is adjusted automatically, when the current increases beyond the upper limit, chopper is turned
off, the load current free wheels and starts to decrease. If the current falls below lower limit, chopperis turned
ON and load current starts increase. Higher the chopping frequency, lower the current ripple, but increase in
switching loss. The speed of the motor can be varied by varying the mean voltage applied across the motor
armature terminals, i.e., by varying the duty ratio. Discontinuous conduction is avoided in this case.
Duty Interval:
During chopper ON period duty interval 0<t<ton, The motor terminal voltage Va is equal to source voltage
V and armature current increases from ia1 to ia2. This interval is called as duty interval.
dia
Ra Ia + La + E =V; 0  t  t
on
dt (4)

Free Wheeling Interval:

During interval ton ≤ t ≤ T, at the instant t=ton chopper switch is turned off and Motor current free wheels
through the diode D and the motor terminal voltage is zero, during this interval current decreases from ia2 to ia1.
Motor operation during this interval is known as freewheeling interval.
dia
Ra Ia + La + E = 0; t on  t  T
dt (5)

Duty cycle (or) Duty Ratio:

Duty cycle is defined as the ratio of duty interval ton to chopper period T.
ton
=
T (6)
The speed of the motor is given by,
V Ra
 = − T
m 2
K K (7)

2. Chopper Control Circuit :

1. A+12V power supply with its ground tied to the armature terminal A2 in the power circuit shown.
To power control circuits other than the gate drive circuits.
2. A+8V power supply isolated to power the gate drive of the chopper.
3. A comparator giving a high level during the interval when the reference saw tooth voltage is more
than the control voltage and giving a low level otherwise.
4. An amplifier to feed the opto-coupler input when the output of the comparator is high.
5. An opto-coupler to produce a gate drive isolated from the controller ground.
6. A gate-drive signal shaper to produce a gate drive with good rise and fall time.
7. A gate drive amplifier to reduce the load on pulse shaper and to drive the current of the IGBT with
low impedance.
8. A current controller to limit the motor current as a protective measure. The motor current sensed
across the shunt in the armature circuit. If the armature current reaches a value such that the net
voltage at pin13 becomes negative, the pulse width of the comparator will decrease and limit the
motor current. Higher the gain of controller sharper will be the current limit.
3. Procedure:
1. Make the connection as per the circuit and energize the control circuit first to observe the gate source
signal (Scope ground at pin 11 and probe at pin 10). Adjust the control voltage at pin 4 to get a duty ratio
of 0.8 for the gate drive and note the waveform.
2. Observe and note the saw tooth reference voltage Vr waveform at PIN.3 and control voltage Vc at PIN.4.
Adjust the duty ratio to about 0.1 to observe the comparator output.
3. Excite the field winding of DC motor from autotransformer and adjust the field current to rated value of
0.56A.
4. Once the dc motor is excited, Observe and note the waveform of voltage across the motor (10:1 probe
A1 and scope ground at point A2). Ensure that the armature current is continuous and Note the on time
of chopper, armature voltage and speed. Increase the duty ratio by changing the control voltage in step
by step and observe the readings for each step until the armature voltage is 200V.
5. Switch on the load on the generator and adjust the load and duty ratio so that the motor draws 2/3 rd
rated current at 200V. Observe and note the waveform of armature current (1:1 probe at A 2 and scope
ground at C) Mark on the waveforms the duration when the chopper (transistor) conducts and when the
flywheel diode conducts.
6. Observing the current waveform by adjusting the duty ratio to 0.5 and note the armature current
waveform. Note the peak to peak motor current ripple to calculate the armature inductance.
 --12V,power supply--- saw toothgenerator-- comprator--
12v
7812

4
supply

V+

0
V-
11
0
2
1
Fig. 2 Chopper Control Circuit

4
V+
8V power
supply

1
7808

V-
21

11
C6

21

0
R14

2
C2

AMPLIFIER OPTO GATE

COUPULER GATE DRIVE SIGNAL DRIVE
SHAPPER AMPLIFIER
2
3

2
1
2

31
2
3

3
3
 _
Fig. 3 Chopper Controlled DC Motor - Power Circuit
DC MOTOR SPECIFICATIONS
Rated Power (kW) –
Rated Voltage (V) –
Rated Speed (rpm) –
Rated Current or Torque (A or Nm) –
PERFORMANCE ANALYSIS TO BE CARRIED OUT:

2. Tabulate the armature voltage, armature current and speed for various values of duty ratio.
Input voltage to chopper: 220 V Motor field current: 0.55 A

Chopper frequency =

S. No. ON Time Duty ratio Armature Voltage Speed ( rpm) Armature

(µs) (V) Current (A)

Calculation:
Chopper period =1/f = T =
ON time = tON =
Duty ratio = tON /T. =
From graph peak to peak armature current at duty ratio of 0.5 = A
Vs
= =
Armature inductance 4.I. f

3. Plot armature voltage Vs duty ratio and speed Vs duty ratio.

4. For 200V and 2/3rd of load excitation, observe and plot the input current, armature current and current
through freewheeling diode.

INFERENCE & UNDERSTANDING

1. Comment on the armature current ripple observed in chopper controlled DC Motor drive.
 2. Comment on the switching frequency of chopper controlled DC Motor drive.

3. Can duty ratio practically varied from 0 to 1? Justify.

RESULT

Faculty Signature:
S.No. Components Rubrics Maximum Earned Marks
Marks
Report Format (Fill in Sl No.,date)
Arrangement of Equipment(Layout, neatness)
Initial Preparation, Correctness of Connection: (Correctness, Tightness, Cable Sizing) 5
1
Connection, Precautions : (Initial condition, Safety)
Conduction Measurements/Meter Readings :
(No. of Readings, Range of Observation)

Calculation/Calculation &Graph: Formula/Scale, Axis titles and

marking
Steps sample calculation)/Sketch 5
2 Result & Inference Units
Accuracy of computation/ Calculation
Inference : Result ,Observations

Total marks 10
7
Exp. No.: Date:

CONTROL OF SINGLE PHASE INDUCTION MOTOR USING AC VOLTAGE CONTROLLER

OBJECTIVE

1. The purpose of the experiment is to vary the speed of a single phase induction motor by varying the firing
angle of AC Voltage Controller. Observe the voltage across the load and speed of the motor for various firing
angles. Also plot load voltage and load current waveform with respect to time for α greater than load angle.
2. Simulate a single phase AC Voltage Controller with RL load using MATLAB Simulink. Tabulate the rms
output voltage, current and THD for various triggering angles. Analyze load voltage and load current waveform
for a value of triggering angle greater than load angle.

EQUIPMENT AND COMPONENTS USED

Single-phase AC Voltage Controller with control unit

Single-phase Induction Motor
Tacho-generator
AC Ammeter 0-5 A
AC Voltmeter 0-300 V
Digital Storage Oscilloscope
Connecting Wires

THEORY

An AC Voltage Controller is a converter that controls the voltage, current, and average power delivered to
ac load from an ac source. Electronic switches connect and disconnect the source and the load at regular
intervals. In a switching scheme called phase control, switching takes place during every cycle of the source,
in effect removing some of the source waveform before it reaches the load.

The main applications of AC phase controllers are heating, lighting control and speed control of single and
three phase ac drives. They are simple and compact but introduce harmonics in the supply current and load
voltage especially at reduced output voltage. Power factor also reduces as the output rms voltage is reduced.
 (a)

(b)
Fig. 1. (a) Single-phase AC Voltage Controller with RL Load. (b). Waveforms – Input Voltage,Load
Voltage, Load Current and Switch Voltage.

Fig. 1 shows a single-phase AC Voltage Controller connected to a RL load and its corresponding
waveforms. Two thyristors T1 & T2 are connected in anti-parallel between load and source. Power delivered to
load depends on delay angle α and load natural power factor φ=tan-1(ωL/R). The rms output voltage canbe
expressed

(1)
 (a)

(b)

(c)
Fig. 2. (a) Single-phase AC Voltage Controller with single-phase induction motor. (b) Control circuit. (c)
Control circuit waveforms at test points
When the delay angle exceeds the power factor angle, the load current always reaches zero. If the delay angle
is less than load angle, a pure sinusoidal load current flows.
The experimental set up for the single phase induction motor control with control circuit and its waveforms
is shown in Fig. 2. The trigger source for the two SCRs T 1 and T2 should be isolated as their cathodes are at
different potentials (to trigger an SCR a positive voltage should be applied to the gate terminal with respect to
cathode terminal).

PROCEDURE:
1. Check the gating pulses between G1-K1 and G2-K2 of the UJT firing circuit.
2. Rig up the power circuit as given in Fig. 2(a).
3. Connect the pulses to the respective thyristor gates as shown in Fig. 2(b)
4. Start the motor on no load and vary the triggering angle (by varying the resistance R in Fig. 2(b)).
5. Observe the variation of stator rms voltage and speed for different delay angles.
6. Observe the harmonic spectrum of the input current for each firing angle and plot the harmonic
voltages for different delay angles.
7. Load the machine and observe the harmonic spectrum as the delay angle is varied.

INDUCTION MOTOR SPECIFICATIONS

Rated Power (kW) –
Rated Voltage (V) –
Rated Speed (rpm) –
Rated Current or Torque (A or Nm) –

PERFORMANCE ANALYSIS TO BE CARRIED OUT:

1. Tabulate rms output voltage across the load and speed of the motor for various firing angles.

S.No α β Output Speed (RPM)

Voltage (Vorms)
2. Plot load voltage and load current waveform with respect to time for a value of triggering angle greater than
load angle.

3. From the simulation of Voltage Controller feeding an RL load, tabulate rms output voltage, current, THD for
various values of firing angle.

Input Voltage =

R= L=

S.No α Vorms Iorms %THDv %THDi

INFERENCE & UNDERSTANDING

1. Comment on the effect of load angle on single-phase AC Voltage Controller.
 2. Comment on the speed control range of single-phase induction motor fed from voltage controller.

3. How speed control is possible with single-phase voltage controller fed single-phase induction motor
without varying frequency.

RESULT

Faculty Signature:

S.No. Components Rubrics Maximum Earned Marks

Marks

Connection, Simulation,Output

7
1
Simulation

Report: as per format 3

Inference : Observations

2 Result & Inference

Total 10
Exp. No.: Date:

SIMULATION OF V/f SPEED CONTROL OF THREE PHASE INDUCTION MOTOR

OBJECTIVE
The objective of the experiment is to control the speed of three phase Induction motor by open loop
Volts/Hz (V/f) control strategy using MATLAB Simulink.

THEORY

The open loop volts/Hz control of an induction motor is by far the most popular method of speed control
because of its simplicity, and these types of motors are widely used in industry. Traditionally, induction motors
have been used with open loop 50 Hz power supplies for constant speed applications. For adjustable speed
applications, frequency control is natural. However, voltage is required to be proportional to frequency so that
the flux (Ψs=Vs/ωe) remains constant, neglecting stator resistance drop.

Fig. 1. Open Loop V/Hz Control with Voltage-fed Inverter

 Fig. 1 shows the block diagram of Volts/Hz speed control method. The power circuit consists of
a diode rectifier with a three-phase ac supply, LC filter and PWM voltage-fed inverter. Ideally, no
feedback signals are needed for the control. The frequency ωe* is the primary control variable because
it is approximately equal to ωr, neglecting the small slip frequency ωsl of the machine. The phase voltage
Vs* command is directly generated from the frequency command by gain factor G, so that the flux
remains constant. If the stator resistance and leakage inductance of the machine is neglected, the flux
will also correspond to airgap flux or rotor flux. As the frequency becomes small at low speed, the stator
resistance tends to absorb major amount of stator voltage, thus weakening the flux. The boost voltage
VO is added so that the rated flux and corresponding full torque become available down to zero speed.
The effect of boost voltage becomes negligible at higher frequencies. The ωe* signal is integrated to
generate angle signal θe*, and the corresponding sinusoidal phase voltages va*, vb* and vc* signals are
generated by expressions shown in Fig. 1. These signals are provided to a PWM controller to generate
switching signals for inverter. The sinusoidal phase voltages va*, vb* and vc* which are the modulating
signals for three-phase inverter, each displaced by 120° are compared with a triangular waveform which
is the carrier signal with suitable switching frequency. The comparison of modulating signal with carrier
signal with proper amplitude modulation ratio (0≤ma≤1) and frequency modulation ratio (mf) leads to the
generation of switching pulses for three-phase inverter.

Fig. 2. Torque – Speed characteristics showing the effect of frequency variation, load torque andsupply
voltage changes
 Fig. 2 shows the drive’s steady state performance on a torque-speed plane with a fan or pump type load
(TL=Kωr2). As the frequency is gradually increased, the speed also increases almost proportionally as indicated
by points 1, 2, 3, 4 etc. The operation can be continued smoothly in the field-weakening regionwhere the
supply voltage Vs saturates. If the load torque is increased from TL (point 3) to TL ‘(point 3’) for the same frequency
command, the speed will drop from ωr to ωr ‘. Likewise if the line voltage decreases which lowers machine
terminal voltage, the speed will drop corresponding to point b.

INDUCTION MOTOR SPECIFICATIONS

Rated Power (kW) –
Rated Voltage (V) –
Rated Speed (rpm) –
Rated Torque (Nm) –
Number of Poles –
Rated Frequency -

PERFORMANCE ANALYSIS TO BE CARRIED OUT:

1. Construct the power and control circuit of three-phase inverter fed induction motor drive. Vary the
frequency and notice the speed of induction motor drive.

2. Observe various waveforms of controller such as modulating signal, carrier signal and PWM pulses by
varying ma and mf.

3. Vary the load (rated load and half the rated) of induction motor with rated frequency and voltage and plot
speed, stator current, line and phase voltage of induction motor with respect to time.

4. Vary the switching frequency of carrier signal and observe the THD of inverter output voltage.

INFERENCE & UNDERSTANDING

1. While operating below base speed, the voltage applied to the induction motor must be varied in
proportion to frequency. Why?
 2. Comment on the THD of inverter output voltage fed to machine terminals.

3. Comment on the effect of change in amplitude modulation ratio.

4. Comment on the operation of induction motor operating in field weakening region.

RESULT

Faculty Signature:

S.No. Components Rubrics Maximum Earned Marks

Marks

Connection, Simulation,Output

7
1
Simulation

Report: as per format 3

2 Result & Inference Inference : Observations

Total 10