JIMMA UNIVERSITY

JIMMA INSTITUTE OF TECHNOLOGY

SCHOOL OF ELECTRICAL AND COMPUTER ENGINEERING
INDUSTRIAL CONTROL STREAM

TCPTP PHASE -IV

Title - DC MOTOR SPEED CONTROL

Group Member Id .No

1. AMIR BEHERDIN…………………………………….00700/05
2. EYERUSALEM SOLOMON…………………………01068/05
3. YISHAK MOHAMMED……………………………...02184/05
4. KEWANIT TSEGAYE……………………………….01140/03

Advisor- Mr. Mahari

Submission Date June, 2016

 Declaration
This project is worked by our group members and all the sources of material used for the project

Has been duty acknowledged.

Group Member Signature
AMIR BEHERDIN ___________________
EYERUSALEM SOLOMON ___________________
YISHAK MOHAMMED ___________________

This Project has been submitted for examination with my approval as a university advisor.

Project advisor Mr. Mahari ______________________

Abstract
The utilization of the electric motor in today’s market is ever increasing. As this trend continues,
so does the demand for a cost effective and efficient speed control system also become high. The
purpose of this project is to design and implement a high-quality, high-efficiency, low-cost dc
motor speed control system to address this issue. The circuit achieves speed control by using Two-
Quadrant three phase converter-controlled dc motor drive.

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Acknowledgment
All praise is due to God, the lord of the worlds. The successful completion of any task would be
impossible without the help of others. First of all, we would like to express our gratitude to Jimma
University, Jimma Institute of technology and the School of Electrical and Computer Engineering
for giving this opportunity. We would like to express our heartfelt gratitude to our adviser
Mr.Mahari for his unreserved contribution during this project works.

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Table of Contents
Abstract ............................................................................................................................................ I
Acknowledgment ............................................................................................................................ II
CHAPTER ONE ............................................................................................................................. 1
INTRODUCTION ...................................................................................................................... 1
Problem of statement .................................................................................................................. 3
Objectives ................................................................................................................................... 4
General objective .................................................................................................................... 4
Specific objective .................................................................................................................... 4
Project Scope .............................................................................................................................. 4
Significance of the study............................................................................................................. 4
Project outline ............................................................................................................................. 5
CHAPTER 2 ................................................................................................................................... 6
LITERATURE REVIEW ........................................................................................................... 6
Literature review and theory ....................................................................................................... 6
CHAPTER 3 ................................................................................................................................... 8
DC motor .................................................................................................................................... 8
Pulse Generator (Thyristor) ........................................................................................................ 9
Universal Bridge ......................................................................................................................... 9
Two-Quadrant three phase converter-controlled dc motor drive .............................................. 10
Transfer function of the subsystem ........................................................................................... 12
DC motor and load ................................................................................................................ 12
Converter............................................................................................................................... 13
Current and Speed controller .................................................................................................... 13
Current feedback ................................................................................................................... 13
Speed feedback ..................................................................................................................... 13
Design of controller .................................................................................................................. 14
Current controller .................................................................................................................. 15
Speed controller .................................................................................................................... 16
CHAPTER FOUR ......................................................................................................................... 17
Simulation and Result ............................................................................................................... 17
Overall diagram ........................................................................................................................ 17
CHAPTER FIVE .......................................................................................................................... 19
Conclusion and Recommendation ............................................................................................ 19

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 Conclusion ................................................................................................................................ 19
Recommendation ...................................................................................................................... 20
Reference ...................................................................................................................................... 21

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 List of figure
Figure 3.1 Pulse Generator (Thyristor) ........................................................................................... 9
Figure 3.2 Universal Bridge ............................................................................................................ 9
Figure 3.3 overall block diagram .................................................................................................. 10
Figure3.4 Speed-control two-quadrant dc motor drive ................................................................. 11
Figure 3.5 DC motor and current-control loop ............................................................................. 12
Figure3.6 Block diagram of motor drive ...................................................................................... 14
Figure3.7 Current-control loop ..................................................................................................... 15
Figure3.8 Representation of the outer speed loop in the dc motor drive ...................................... 16
Figure 4.1 Overall circuit diagram ................................................................................................ 17
Figure 4.2 output obtained from scope ......................................................................................... 18

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 CHAPTER ONE
1.1. INTRODUCTION

In spite of development of power electronics resources, the direct current machines are becoming
more and more useful in so far as they have found wide application i.e., automobile industry
(electric vehicle), weak power used battery system (motor of toy), the electric traction in the
multimachine systems etc. The speed of DC motor can be adjusted to a great extent so as to provide
easy control and high performance (Raghavan 2005). In general, an accurate speed control scheme
of converter fed drive requires two closed loops namely an inner current control loop and an outer
speed control loop. A suitable controller is used for these loops. The best known controller used
in industry is the Proportional Integral (PI) controller because of its simple structure and robust
performance in a wide range of operating conditions. This linear regulator is based on a very simple
structure, whose performance depends only on two parameters namely the proportional gain (Kp)
and the integral gain (Ki). PI controller is widely used in drive applications because it is simple
and robust. Industrial drives are subjected to variation in parameters and parameter perturbations,
which when becomes significant makes the system unstable. So the control engineers are on the
lookout for automatic tuning procedures. PI control is a fundamental control technology and it
makes up 90% of automatic controllers on process control fields (Carl Knospe 2006). It is also
necessary for the total energy saving system or the model predictive control to operate each single
loop control system appropriately and thus the PI control is absolutely essential. Mathematical
models of DC motor drive systems derived from theoretical considerations are practically complex
and are of higher order. The design of controllers for higher order DC drive system leads to
computationally difficult and cumbersome tasks. In this regard, model order reduction technique
is employed to obtain an equivalent reduced order model of the given converter fed DC drive. The
controller design available in the literature are suitable for reduced order models only. Hence the
controller is designed for the obtained reduced order model with the help of pole zero cancellation
technique. The derived controller parameters were adjusted till the designers specifications are
meted out. The tuned controller is attached with the original higher order system and the closed
loop response is observed for stabilization process. For an ideal control performance by the PI
controller, an appropriate PI parameter tuning is necessary. In fact, PI parameter tuning depends
on operator’s know-how; therefore a PI parameter has not been frequently optimal from the

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viewpoint of qualities. From the control point of view, DC motor exhibit excellent control
characteristics because of the decoupled nature of the field (Raghavan 2005). Recently, many
modern control methodologies such as nonlinear control (Weerasooriya and Sharkawi 1991),
optimal control (Reyer and Papalambros 2000) variable structure control (Lin et al 1999) and
adaptive control (Rubaai and Kotaru 2000) have been extensively proposed for DC motor control.
However, these approaches are either complex in theoretical bases or difficult to implement (Lin
and Jan 2002). PI control with its two term functionality covering treatment to both transient and
steady state response, offers the simplest and yet most efficient solution to many real world control
problems (Ang et al 2005). In spite of the simple structure and robustness of this method, optimally
tuning gains of PI controllers have been quite difficult to predict. Frequently used PI controller
tuning methods are Ziegler-Nichols method (ZN) and Symmetric Optimum (SO) tuning method.
These tuning methods are very simple, but cannot guarantee to be always effective. However, the
major inconvenience of these methods are the necessity of the a priori knowledge of the various
parameters of the motor. To surmount this inconvenience, optimization procedure may be used for
the better design `of controller. Genetic Algorithm method have been widely used in control
applications. They are stochastic optimization methods based on the principles of natural
biological evolution. The GA method have been employed successfully to solve complex
optimization problems. The use of GA method in the determination of the different controller
parameters is effective due to their fast convergence and reasonable accuracy. The parameters of
the PI controller are determined by an objective function. The goal of this work is tuning the PI
controller parameters with the help of GA and that has been compared with the conventional (SO)
PI controller.

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1.2. Problem of statement

Without controlling the speed of a DC motor it is difficult to utilize it for different application
having different speed. In addition to this it is expensive to have a different machine (motor) in
order to have various speed.

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1.3. Objectives
1.3.1 General objective
 Controlling the speed of dc motor

1.3.2. Specific objective

 Enhancement of response fast response with small overshoot
 Improved steady-state accuracy
 Achieving a low noise controller

1.4. Project Scope

This project mainly describes the DC motor control using Two-Quadrant three phase converter-
controlled dc motor drive. This can be shown using MATLAB simulation.

1.5. Significance of the study

This project studies about controlling of the DC motor control using Two-Quadrant three phase
converter-controlled dc motor drive. Controlled dc motor drive enables us to know the required
alpha value for specific speed.

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 1.6. Project outline

Chapter One- Introduction, Problem of statement, General and Specific Objective

Chapter Two- Literature review
Chapter Three- Methodology and design system
Chapter Four- Simulation and Result
Chapter Five- Conclusion and Recommendation

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 CHAPTER 2
LITERATURE REVIEW
2.1 Literature review and theory
Modern industrial processes have extensive electronic devices in their machines. These electronic
devices can be extremely sensitive to voltage disturbances, especially sags. DC drives are
particularly sensitive to voltage sags due to their inherent lack of energy storage. To improve the
ability of DC drives to ride-through voltage sags, one of two choices can be made. One is to prevent
equipment from exposure to sag. This can be done by using UPS-type ac supplies. These UPS
must handle entire load current, so these are not usually viable solutions. Secondly, the drives
themselves can be altered to improve their ride-through capability. This solution is the preferred
one since it minimizes the sensitivity to the sag instead of preventing the sag’s occurrence. To
implement this solution, the thyristor firing strategy can be altered to provide rectifier operation
during balanced sags. Furthermore, an advanced scheme could utilize predictive algorithms to
actively fire the thyristors on an independent basis. This method would provide a suitable output
voltage for the motor operation during most unbalanced and balanced sags. This type of approach
would eliminate the effect of the sag on the motor’s speed or would minimize its deceleration.
Wilson. W.J et al. (1991) his objective was to analyze the mathematical behavior of the system
and this knowledge to advantage in the control of armature current. After the firing control
algorithm is executed, the DSP compares of real value of current with the expected one and the
corresponding error is processed with the variable-gain PI regulator. The output of this stage
combined with the predictive control is used to decide how to control the converter during the next
sampling period. This control Structure allows the effective control to high band width system
using a relatively long sampling period. The current controller can easily be incorporated in a speed
or position control scheme since calculations for the current control and firing angle require only
a fraction of the control period. The performance characteristics of DC series motor by Abdel-
Raheem, G.M et al.(1989) having a modulated phase-angle controlled single triac or thyristor in
series with one of the motor ac supply line are presented. The motor current is unified using a
rectifier bridge. The mathematical model describing the performance of the motor in the different
modes of operation is given. Saturation in iron parts, iron losses, mechanical losses and the
dependence of the motor inductance on the motor current are considered. The practical feasibility
of the new proposed method of control is demonstrated by comparing the theoretically predicted
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and the experimentally obtained dynamic and steady state performance. The way in which the N/T
ratio and the phase angle are chosen, so as to have a certain motor average speed together with a
given maximum permissible speed ripple is explained. Interesting equipment and a procedure for
applying automatic control and computer since theories to industrial applications have been
presented by Fallah. M.K. etal. (1991). they allow the students to combine theory with the reality
and attract their enthusiasm. Some improvements (interface with PC, static identification…) are
being realized. Industrial application of motor control systems in japan were outlined in this paper
by hori.T. (1994). The constant speed motor have been replaced by the variable speed motor for
improving performance function, energy saving, light weight, small size, maintenance,
comfortableness and so on. The purposes introducing variables peed motor are various and depend
on the customers (user) needs (requests) maker proposal and social background. This flow will be
continued and motor control systems will become more familiar to our life, with the „light‟ and
„dark‟ parts. A reasonable number of works have found in the literature, regarding the employment
of microcontrollers devices for the control of DC motors, the paper of Yousef S. Entomic[8] had
described Motorola 68HC11 microcontroller based adjustable speed closed loop DC motor drive.
An IGB switch is used in buck configuration with PWM technique to control the armature voltage
of the motor. EA AI CHOON [4] had shown in his thesis how PIC 16F877A can be used for DC
motor speed control. The controller will maintain the speed at desired speed when there is a
variation of load. Gyorgy Gyorok and et.al.[9] had introduced a work dealt that the microcontroller
controls of the motor speed by PWM, further determines the expected value by prediction
algorithm and for the prediction an exact DC motor model needed is create. Payal P.Raval and
Prof.C.R.mehta[10] had published a study on control techniques of PIC 16F877A microcontroller
and MOSFET, mechanism assignments of analyzed by mainly focusing with the modeling and
simulation of DC motor using MATLAB. S. Kamal Viswanath, M. Gowtham, P. Ashok Kumar
and K. Rohit Naik. (2011) ware worked on general speed control of DC using microcontroller
8051 which was the most helpful to our project as to know how we can control the output voltage
by varying the pulse width modulation. The draw back in this project is the speed level is dependent
on the number of switches i.e. to control the speed in many different levels you have to have a
number of switches. Finally concluding the above authors‟ reviews, a lot of methods can be used
to control the speed of a DC motor.

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 CHAPTER 3
METHODOLOGY AND DESIGN SYSTEM
3.1. DC motor
A DC motor is an electric motor that runs on direct current (DC) electricity. The device that
converts electrical energy into mechanical energy is called as a motor. The motor that utilizes a
DC supply to produce mechanical output is DC Motor. DC motors were used to run machinery,
often eliminating the need for a local steam engine or internal combustion engine. DC motors can
operate directly from rechargeable batteries, providing the motive power for the first electric
vehicles. Today DC motors are still found in applications as small as toys and disk drives, or in
large sizes to operate steel rolling mills and paper machines. Modern DC motors are nearly always
operated in conjunction with power electronic devices. It works on the principle of
electromagnetism. A current carrying conductor when placed in an external magnetic field will
experience a force proportional to the current in the conductor. DC motor speed controllers are
very useful for controlling the motion of robotic and industrial automation systems. DC motor can
provide a high starting torque and it is also possible to obtain speed control over wide range. There
are several controllers that can used to control the speed of the motor such as by using thyristor,
phase locked-loop control, chopper circuit, Fuzzy Logic Controller and etc.
3.1.1 Advantages of DC motor
The advantages of using these types of motors over conventionally used AC motors
are stated below.
• DC motors have higher controller efficiency.
• DC motors have typical 98% efficiency.
• DC motors have better overload and peak voltage characteristics.
• The main advantage of using these DC motors ids that the speed- torque characteristics can be
varied to almost any useful form.

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 4.2. Pulse Generator (Thyristor)

The Pulse Generator (Thyristor) block generates two pulse trains. These control a twelve-pulse
thyristor converter made of two three-phase full-wave thyristor bridges (also called Graetz
bridges). In steady-state condition, each pulse train consists of six equidistant square pulses with
60 degrees shift between them. The first set of pulses (PY) is sent to the six-pulse bridge connected
to the wye (Y) secondary winding of the Y/Y/Delta converter transformer. The second set of pulses
(PD) is sent to the six-pulse bridge connected to the delta secondary winding of the converter
transformer. The PD pulses can be set to lead or lag the PY pulses by 30 electrical degrees,
depending on the configuration of the delta connection of the converter transformer.

Figure 3.1 Pulse Generator (Thyristor)

4.3. Universal Bridge

The Universal Bridge block implements a universal three-phase power converter that consists of
up to six power switches connected in a bridge configuration. The type of power switch and
converter configuration are selectable from the dialog box. The Universal Bridge block allows
simulation of converters using either naturally commutated (or line-commutated) power electronic
devices (diodes or thyristors) and forced-commutated devices (GTO, IGBT, and MOSFET).The
Universal Bridge block is the basic block for building two-level voltage-sourced converters (VSC).
The device numbering is different if the power electronic devices are naturally commutated or
forced-commutated. For a naturally commutated three-phase converter (diode and thyristor),
numbering follows the natural order of commutation:

Figure 3.2 Universal Bridge

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 4.4. Two-Quadrant three phase converter-controlled dc motor drive

The overall block diagram for the system is shown in figure 3.1

Figure 3.3 overall block diagram

The control schematic of a two-quadrant converter-controlled separately-excited dc motor drive is
shown in the figure below. The motor drive shown is a speed-controlled system. The thyristor
bridge converter gets its ac supply through a three-phase transformer and fast-acting ac contactor.
The dc output is fed to the armature of the dc motor. The field is separately excited, and the field
supply can be kept constant or regulated, depending on the need for the field-weakening mode of
operation. The dc motor has a tachogeneraor whose output is utilized for closing the speed loop.
The motor is driving a load considered to be frictional for this treatment. The output of the
tachogenrator is filtered to remove the ripples to provide the signal, 𝑤𝑚𝑟 . The speed command 𝑤𝑟∗
is compared to the speed signal to produce a speed error signal. This signal is processed through a
proportional-plus-integral (PI) controller to determine the torque command. The torque command
is limited to keep it within the safe current limits, and the current command is obtained by proper
scaling. The armature current command 𝑖𝑎∗ is compared to the actual armature current 𝑖𝑎 to have a
zero current error. In case there is an error, a PI current controller processes it to alter the control
signal 𝑣𝑐 . The control signal accordingly modifies the triggering angle α to be sent to the converter
for implementation.

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 Figure3.4 Speed-control two-quadrant dc motor drive
The inner current loop assures a fast current response and hence also limit the current to a safe
present level. The inner current loop makes the convertor a linear current amplifier. The outer
speed loop ensures that the actual speed is always equal to the commanded speed and the any
transient is overcome within the shortest feasible time without exceeding the motor and the
convertor capability.
The operation of close-loop speed-controlled drive is explained from one or two particular
instances of speed command. A speed from zero to rated value is commanded, and the motor is
assumed to be at standstill. This will generate a large speed error and a torque command and in
turn an armature current command. The armature current error will generate the triggering angle
to supply a preset maximum dc voltage across the motor terminal. The inner current loop will
maintain the current at their maximum level, thus accelerating the motor rapidly. When the rotor
attain the commanded value, the torque command will settle down to a value equal to the sum of
the load torque and other motor losses to keep the motor in steady state.
The design of gain and time constant of the speed and current controllers is of paramount
importance in meeting the dynamic specification of the motor drive.

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 4.5. Transfer function of the subsystem
4.5.1. DC motor and load

The dc machine contain an inner loop due to the induced emf. It is not physically seen; it is
magnetically coupled. The inner current loop will cross this back emf loop, creating a complexity
in the development of the model. The diagram below show this phenomena.

Figure 3.5 DC motor and current-control loop

The load is assumed to be proportional to speed and is given as

𝑇1 = 𝐵𝑙 𝜔𝑚 3.1
To decouple the inner current loop from the machine-inherent induced-emf loop, it is necessary to
split the transfer functions between the speed and voltage into two cascaded transfer function, first
between speed and armature current and then between armature current and input voltage,
represented as
𝑤𝑚 (𝑠) 𝑤𝑚 (𝑠) 𝐼𝑎 (𝑠)
= .𝑉 3.2
𝑉𝑎 (𝑠) 𝐼𝑎 (𝑠) 𝑎 (𝑠)

where
𝑤𝑚 (𝑠) 𝑏 𝐾
= 𝐵 (1+𝑠𝑇 3.3
𝐼𝑎 (𝑠) 𝑡 𝑚)

𝐼𝑎 (𝑠) 𝑚1+𝑠𝑇
= 𝐾1 (1+𝑠𝑇 )(1+𝑠𝑇 3.4
𝑉𝑎 (𝑠) 1 ) 2

𝐽
𝑇𝑚 = 𝐵 3.5
𝑡

𝐵𝑡 = 𝐵1 + 𝐵𝑙 3.6
𝐵
𝐾1 = 𝐾2 +𝑅𝑡 3.7
𝑏 𝑎 𝐵𝑡

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 4.5.2. Converter

The converter after linearization is represented as

𝑉𝑎 (𝑠) 𝐾𝑟
𝐺𝑟 (𝑠) = = 1+𝑠𝑇 3.8
𝑣𝑐 (𝑠) 𝑟

The delay time 𝑇𝑟 and gain are evaluated.

4.6. Current and Speed controller

The current and speed controllers are of proportional-integral type. They are represented as
𝐾𝑐 (1+𝑠𝑇𝑐 )
𝐺𝑐 (𝑠) = 3.9
𝑠𝑇𝑐
𝐾𝑠 (1+𝑠𝑇𝑠 )
𝐺𝑠 (𝑠) = 3.10
𝑠𝑇𝑠

where the subscripts c and s correspond to the current and speed controllers, respectively. The K
and T correspond to gain and time constant of the controllers
4.6.1. Current feedback

The gain of the current feedback is𝐻𝑐 . No filtering is required in most case. In the case of
filtering requirement, low-pass can be included in the analysis. Even then, the time constant of
the filter might not be greater than a millisecond.

4.6.2. Speed feedback

Most high performance systems use a dc tachogenerator, and the filter required is low-pass, with
a time constant 10ms. The transfer function of the speed feedback filter is
𝜔 𝐾
𝐺𝜔 (𝑠) = 1+𝑠𝑇 3.11
𝜔

where 𝐾𝜔 is the gain 𝑇𝜔 is the time constant.

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4.7. Design of controller

The overall closed-loop system is shown in the figure below. It is seen that the current loop
does not contain the inner induce-emf loop. The design of control loops starts from the
innermost (fastest) loop and proceeds to the slowest loop, which in this case is the outer
speed loop. The reason to proceed from the inner to the outer loop in the design process is
that the gain and time constants of only one controller at a time are solved, instead of
solving for the gain and time constant of all the controllers simultaneously. Not only this
that logical; it also has a particular implication. Note that every motor drive need not be
speed-controlled but may be torque controlled, such as for a traction application. In this
case, the current loop is essential and exists regardless of whether the speed loop is going
to be closed. Additionally, the performance of the outer loop is dependent on the inner
loop; therefore, the tuning of the inner loop has to precede the design and tuning of the
outer loop. That way, the dynamics of the inner loop can be simplified and the impact of
the outer loop on its performance could be minimized.

Figure3.6 Block diagram of motor drive

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 4.7.1. Current controller

The current-control loop is shown in the figure below.

Figure3.7 Current-control loop

The loop gain function is
𝐾1 𝐾𝑐 𝐾𝑟 𝐻𝑐 (1+𝑠𝑇 )(1+𝑠𝑇 )
𝑐 𝑚
𝐺𝐻𝑖 (𝑠) = { } . 𝑠(1+𝑠𝑇 )(1+𝑠𝑇 3.12
𝑇𝑐 1 )(1+𝑠𝑇 )
2 𝑟

This is a fourth order system, and simplification is necessary to synthesize a controller without
resorting to a computer. Nothing that 𝑇𝑚 is on the order of a second and in the vicinity of the gain
crossover frequency, we see that the following approximation is valid.
(1 + 𝑠𝑇𝑚 ) ≅ 𝑠𝑇𝑚
which reduce the loop gain function to
𝐾(1+𝑠𝑇 )
𝐺𝐻𝑖 (𝑠) = (1+𝑠𝑇 )(1+𝑠𝑇 𝑐)(1+𝑠𝑇 ) 3.13
1 2 𝑟

where
𝐾1 𝐾𝑐 𝐾𝑟 𝐻𝑐 𝑇𝑚
𝐾={ } 3.14
𝑇𝑐

The time constants in the denominator are seen to have the relationship
𝑇𝑟 < 𝑇2 < 𝑇1
The equation (3) can be reduced to second order, to facilitate a simple controller synthesis, by
judiciously selecting
𝑇𝑐 = 𝑇2
Then the loop function is
𝐾
𝐺𝐻𝑖 (𝑠) ≅ (1+𝑠𝑇 )(1+𝑠𝑇 ) 3.15
1 𝑟

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The characteristic equation or denominator of the transfer function between the armature current
and its command is
(1 + 𝑠𝑇1 )(1 + 𝑠𝑇𝑟 ) + 𝐾 = 0 3.16
This equation is expressed in standard form as
𝑇1 + 𝑇𝑟 𝐾+1
𝑇1 𝑇𝑟 (𝑠 2 + 𝑠 ( )+𝑇 𝑇 ) =0 3.17
𝑇1 𝑇𝑟 1 𝑟

From which the natural frequency and damping ratio are obtained as
𝐾+1
𝜔𝑛2 = 3. 18
𝑇1 𝑇𝑟

𝑇1 + 𝑇𝑟
𝑇1 𝑇𝑟
𝜉= ( 𝐾+1
) 3.20
2√
𝑇1 𝑇𝑟

Where 𝜔𝑛 and 𝜉 are the natural frequency and damping ratio, respectively.

4.7.2. Speed controller

The speed loop with the first-order approximation of the current-control loop is shown below

Figure3.8 Representation of the outer speed loop in the dc motor drive

The loop gain function is
𝐾𝑠 𝐾𝑖 𝐾𝑏 𝐻𝑤 (1+𝑠𝑇 )
𝐺𝐻𝑠 (𝑠) = { } . 𝑠(1+𝑠𝑇 )(1+𝑠𝑇𝑠 )(1+𝑠𝑇 3.21
𝐵𝑡 𝑇𝑠 𝑖 𝑚 𝜔)

This is a fourth-order system. To reduce the order of the system for analytical design of the speed
controller, approximation serves. In the vicinity of the gain crossover frequency, the following is
valid:
(1 + 𝑠𝑇𝑚 ) ≅ 𝑠𝑇𝑚

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 Chapter Four
5. Simulation and Result
4.1. Overall diagram

The following diagram shows the overall circuit for Two-Quadrant three phase converter-
controlled dc motor drive.

Figure 4.1 Overall circuit diagram

And the output seen in the scope is provided below

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Figure 4.2 output obtained from scope

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 Chapter Five
6. Conclusion and Recommendation
5.1. Conclusion

The design of the gain constant of current controller is of paramount importance in meeting the
dynamic specifications of the motor drive. This paper helps to obtain the same with the help of
model order reduction technique. The proposed model order reduction method is mathematically
simple and produces the stable reduced order system if the given system is stable. The optimal
value of current controller gain to suppress the oscillations at the output was obtained by trial and
error method but it may be selected optimally by applying the neural network concepts or genetic
algorithm.

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5.2. Recommendation

The design process can be extended to further controlling system such as position controller. And
also the controller can be replace with some artificial intelligence system such as Fuzzy logic
controller, Artificial Neural Network (ANN) for a better performance and accuracy.

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Reference
[1]. https://en.wikipedia.org/wiki/DC_motor at 11:05am accessed on June 2, 2016
[2]. Dr. M. Meenakshi, Microprocessor Based Digital PID Controller for Speed Control of
D.C.Motor, IEEE First International Conference on Emerging Trends in Engineering and
Technology, IEEE, 2008, pp.960-965.
[3]. David J. McGowan, D. John Morrow, Multiple Input Governor Control for a Diesel, Dual
fuel technologies generating set, IEEE transactions on energy conversion, vol. 23, NO. 3, IEEE,
2008, pp.851 -859.
[4] Qian Xiong, Jinliang Shi, Guorong Chen, Zeng Peng, “Research on Idle Speed Control for
EFI Gasoline engine with ETB”, 2009,pp. 222-226.
[5] [R._Krishnan]_Electric_Motor_Drives_Modeling,_Ana(BookZZ.org)

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