AALIM MUHAMMED SALEGH COLLEGE OF ENGINEERING

DEPARTMENT OF ELECTRICAL & ELECTRONICS ENGINEERING

EE8601 – SOLID STATE DRIVES
QUESTION BANK WITH ANSWER KEY
PART-B
Unit-1
1. Explain about different types of load and load characteristics? (April/May 2019)

i)Various load torques can be classified into broad categories:

1. Active load torques
2. Passive load torques
Load torques which has the potential to drive the motor under equilibrium conditions are called
active load torques. Such load torques usually retains their sign when the drive rotation is changed
(reversed).
Example:
Torque due to force of gravity
Torque due tension
Torque due to compression and torsion etc
Load torques which always oppose the motion and change their sign on the reversal of motion are
called passive load torques.
Example:
Torque due to friction, cutting etc.
Components of Load Torques:
The load torque Tl can be further divided in to following components
Friction Torque (TF):
Friction will be present at the motor shaft and also in various parts of the load. TF is the
equivalent value of various friction torques referred to the motor shaft.
Windage Torque (TW):
When motor runs, wind generates a torque opposing the motion. This is known as
windage torque.
Torque required to do useful mechanical work:
Nature of this torque depends upon particular application. It may be constant and
independent of speed. It may be some function of speed, it may be time invariant or time variant,
its nature may also change with the load’s mode of operation.
Friction at zero speed is called diction or static friction. In order to start the drive the
motor should at least exceeds diction.
Friction torque can also be resolved into three components

Component Tv varies linearly with speed is called VISCOUS friction and is given by
T v = B ωm
Where B is viscous friction co-efficient.
Another component TC, which is independent of speed, is known as COULOMB friction.
Third component Ts accounts for additional torque present at stand still. Since Ts is present only
at stand still it is not taken into account in the dynamic analysis. Wind age torque, TW which is
proportional to speed Squared is given by
Tw  Cm2
From the above discussions, for finite speed
T1  TL  Bm  TC  C2m
ii)Characteristics of Different types of Loads:
One of the essential requirements in the section of a particular type of motor for driving a
machine is the matching of speed-torque characteristics of the given drive unit and that of the
motor. Therefore the knowledge of how the load torque varies with speed of the driven machine
is necessary. Different types of loads exhibit different speed torque characteristics. However, most
of the industrial loads can be classified into the following four categories.
i. Constant torque type load
ii. Torque proportional to speed (Generator Type load)
iii. Torque proportional to square of the speed (Fan type load)
iv. Torque inversely proportional to speed (Constant power type load)
Constant Torque characteristics:
Most of the working machines that have mechanical nature of work like shaping, cutting,
grinding or shearing, require constant torque irrespective of speed. Similarly cranes during the
hoisting and conveyors handling constant weight of material per unit time also exhibit this type of
Characteristics
Torque Proportional to speed:
Separately excited dc generators connected to a constant resistance load, eddy current
brakes have speed torque characteristics given by, T=k

Torque proportional to square of the speed:

Another type of load met in practice is the one in which load torque is proportional to the
square of the speed. Examples: Fans rotary pumps, Compressors, Ship propellers.

Torque Inversely proportional to speed:

Certain types of lathes, boring machines, milling machines, steel mill coiler and electric
traction load exhibit hyperbolic speed-torque characteristics
2.i). Write about the different types of Electric Drive and application of electric drives?

i. Group Drive:
This drive consists of a single motor, which drives one or more line shafts supported on
bearings. The line shaft may be fitted with either pulleys and belts or gears, by means of which
a group of machines or mechanisms may be operated. It is also sometimes called as SHAFT
DRIVES.
Advantages:
 A single large motor can be used instead of number of small motors
 Disadvantages:
 There is no flexibility. If the single motor used develops fault, the whole process will
be stopped.
ii.Individual Electric Drive:
In this drive each individual machine is driven by a separate motor. This motor also
imparts motion to various parts of the machine.
Advantages:
 Low cost
 Suitable rating of motor can be selected exactly.
iii. Multi Motor Electric Drive:
In this drive system, there are several drives, each of which serves to actuate one of the
working parts of the drive mechanisms.
E.g.: Complicated metal cutting machine tools Paper making industries,
Rolling machines etc.
Applications of Electric drives:
Paper mills, Cement Mills, Textile mills, Sugar Mills
Steel Mills, Electric Traction, Petrochemical Industries Electrical Vehicles

ii) State the essential parts of electrical drive. What are the functions of power modulator?
Essential parts of electrical drive:
a. Electrical motor and load
b. Power modulator
c. Source
d. Control unit
e. Sensing unit
Source Power Modulator Motor Load

Control unit Sensing unit

Electrical motors;
 Dc motors : Series, Shunt, Compound motors.
Induction motors : Squirrel cage , Wound rotor and linear.
Synchronous motors : Permanent magnet and wound field.
Special motors : BLDC (Brushless Dc motor)
Stepper motor and SRM (Switched Reluctance)
The above motors can be used to drive the loads.

Power modulators:
Functions:
Power modulator modulates flow of power from the source to the motor in such a manner
that motor is imparted Speed-Torque characteristics required by the motor.
It restricts source and motor currents with in permissible values.
It converts electrical energy of the source in the form of suitable to the motor.
Select the mode of operation of the motor
i.e., Motoring (or) braking.
Types of power modulator:
AC to DC Converters
AC to AC Converters, (AC Voltage Controller)
Cyclo Converters
DC to DC Converters (Choppers)
Dc to AC Converters (Inverters)
C) Sources:
In India, 1φ 3φ, 50 Hz Ac supplies are Readily Available In Most Locations.
Very Low Power drives - 1φ Source.
Low Power Medium power drives - 3φ , 400 V source.
Higher power rating drives – 3.3 KV , 6.6 KV , 11 KV source.
DC drives powered from a battery.
Range 24 V, 48 V, 110 V DC.
D) Control unit :
Control for a power modulator are provided in control unit.
Nature of control unit for a particular drive depends on the power modulator that is used.
When semi conductor converters are used , the control unit will consists of firing circuits.
When sophisticated control is required micro processor can be used.
E ) Sensing unit :
It performs two functions.
Speed sensing.
Current sensing.
Speed sensing :
It is required for implementation of closed loop speed control schemes. Speed is sensed
by tachometers. When high speed accuracies required , digital tachometers are used.
Current sensing :
2 type of Current Sensing

Used Current sensor It involves the use of non-inductive

employing hall effect. resistance shunt in conjuction with
an isolation amplifier.

Sensing circuits output will be feed in to control unit to achieve the automation operations.

ii)What are the main factors which decide the choice of electrical drive for a given application?
Choice (or) Selection of Electrical Drives :
 Capital and running cost, maintenance needs, life.
 Environment locations.
 Reliability.
 Space and weight restrictions.
 Requirements related restrictions.
 Type of source, magnitude of voltage, power factor, voltage fluctuations,
harmonics.
 Steady – State operations requirements:
 Nature of S-T Characteristics
 Speed regulation , Speed fluctuations
 Speed range , duty cycle
 Quadrants of operation
 Transient operation requirements:
 Values of accelerations, deceleration.
 Starting, braking, reversing performances.

3.i) Explain in detail about multiquadrant operations? (April/May 2019, April/May 2018)

(Forward braking) ω (Forward motoring)

II I
-T T
III IV
(Reverse motoring) (Reverse braking)
-ω
i) Quadrant-I :

Power developed by a motor is given by the product of speed and torque. Here,

Torque (T) -> Positive ; Speed (ω) -> Positive. Hence , machine works as a motor, called forward
motoring. (Note: Power developed is positive.)

Quadrant-II:

Here, Speed (ω) -> Positive; Torque (T) => negative

So, developed power in motor is negative. But motor running (ω) in same direction as mentioned in
the Quadrant I. Hence machine works under braking opposing the motion. So called as ‘’ forward braking’’.

Quadrant iii:

Here, Torque (T) => Negative.

Speed (ω) => Negative.

So, developed power is positive (-T x - ω =+ ve)

Hence, motor running in reverse direction. ie, Reverse motoring mode.

Quadrant- iv:

Here, Speed (w) => - ve

Torque (T) => + ve

So, developed power is negative (- ω x + T = - ve). So Reverse braking is achieved here.

Example: Multi – quadrant operation with hoist load: T T
ω ω

MOTI
MOTI
Cou
nter Load
Em
ed
pty

- T T T
T T
ω ω

MOTI MOTI

Em Load
pty ed
-
ii)What are the different modes of operation of electrical drives and explain it?

Modes of operation of electric drives:

An Electrical drives operates in three modes.

Steady State
Acceleration including starting.
Deceleration including stopping.
Steady state operation
When motor torque = Load torque, steady – state operation is achieved.
The steady – state operation for a given motor speed is realised by the adjustment of steady – state motor – torque
curve such that the motor and load – torques are equal at this speed.
Note:
Change in motor speed (SWM) is achieved by varying the steady – state motor speed torque curve so that
motor torque equals the load torque at the new desired speed.
Refer the waveform, When the electric motor parameters are adjusted to provide speed – torque curve-1, drive runs
at wm,.
Similarly,
When motor parameters are ω adjusted
m
to provide speed – torque curve – 2, our drive runs at WM2.
TL
ωm1
1
ωm2
2

Note:
T
When TL opposes the motion, the machine works as a motor in Quadrant – I and III.
When TL acts to assist the motion, motor operetes in Quadrant II & IV for braking.
Acceleration including starting:
Acceleration and deceleration modes are transient operations of the motor.
Drive operations in acceleration mode whenever an increase in its speed is required. In accelerating mode,
the developed torque is more than the load torque T  TL  .
Increase in motor torque is accomplished by an increase in motor current. Care must be taken to restrict the
motor current within a value which is safe for both motor & power modulator.
In applications involving acceleration periods of long duration, current must not be allowed to exceed the
rated value. When acceleration periods are of short duration a current higher than the rated value is allowed
during acceleration.

SOFT START:
In some applications the motor should accelerate smoothly, without any jerk. This is achieved when
Tstarting can be increased steplessly from its zero value. Such start is known as ‘’SOFT START’’.
Deceleration mode including stopping:
 -> In deceleration mode developed torque is less than the load torque T  TL  .
Motor operation in deceleration mode is required when decrease in its speed is required.
Deceleration mode starts when TL >T. In those applications where TL is always present with substantial
magnitude, enough deceleration can be achieved by simply reducing the T = 0.
When deceleration mode is carried out using electric braking, the operating point moves along the path
PS3T3R. When much braking is used, the operation takes place along the path PS2T2R.
All the discussions about deceleration mode are applicable to stopping also. In most of the applications
requiring frequent, quick, accurate (or) rapid emergency stops, the electric braking is mainly used.
Ex:
Electric trains are required quick stops.

Electric braking ωm
Motoring
T1
S3 ωm2
Acceleration
ωm1
Deceleration

ωm2 T2
T3 R

-Torque O Torque

4. .i. Drive the equations for equivalent moment of inertia and load torque of loads with translation
motion and rotational motion?
Different parts of load may be coupled through different mechanisms.
These mechanisms are  Gears, v – belt, crank shaft.
Motor may go under translation (or) rotational motions due to load.
LOAD WITH ROTATIONAL MOTION:
J => Equivalent moment of inertia of motor – load system.
T => Equivalent torque, all ref to motor shaft.

ωm n
Motor Load
TL0
ωm1 J1
ωm
Load
TL1
n1
(Gear)

J0 J1
Figure shows loads with rotational motion. It consists of motor, two loads and gear. Here, motor is driving two
loads.
One load -> directly connected to the shaft. Another load -> through a gear with n & n, teeth, connected with shaft.
n teeth

Fig 2. Gear set – up.

To motor shift to load L1
Let, J0 => Moment of inertia of motor & load directly coupled to its shaft.
J1 => Moment of inertia of load connected to the gear.
ωM => Motor speed. n1 teeth
ω M, => Speed of the load coupled through a gear.
TL0 => Load torque. (The load is directly connected to motor shaft.)
TL1 => Load torque (The load is directly connected to the gear.)
m n1
Gear ratio, a1   .
m n
Note: The losses are neglected ie, loss less transmission system.
Note: The losses are neglected ie, loss less transmission system.
WKT, The kinetic energy due to equivalent inertia must be equal to the kinetic energy of various moving parts in
our motor – load system.
Thus,
1 1 1
J m2  J Om2  J , m2 ,
2 2 2
J m2  J 0m2  J , m2 , ------------ 1
LOAD WITH TRANSLATION MOTION:

LOAD Rotational to
MOTOR linear motion
transmission
Mass, M1
 J0  Force, F1

Here, motor driving two loads.

One load → coupled directly to motor’s shaft.

Another load → connected with rotation to linear motion converter system connected to shaft.

Let, J0 => Moment of inertia of motor & load directly coupled to it.

M1=> Mass of the load with translation motion.

TL0 => Load torque directly coupled to motor.

F1=> Force of load with translation motion.

ωm=> Motor speed.

V1=> Velocity of load with translation motion.

ii. Derive the mathematical condition for steady- state stability of equilibrium point? (Nov/Dec 2019)

 When T= TL, Equilibrium speed of a motor-load system can be obtained. At this speed, Electric drive will
operate in steady-state.
 This concept of steady state stability is developed to readily evaluate the stability of an equilibrium point from
the steady-state speed-torque curves of motor-load system.

Now consider, equilibrium point A from fig(1), ωm

ωm ωm
ωm ωm
T T T
A TL A TL
TL TL T
C D

Torque Torque Torque Torque

Fig (1) Fig (2) Fig (3) Fig (4)

 The point A is stable state when the operation will be restored to it after a small departure from it due to
disturbance in the motor (or) load.
 Due to some disturbance, a reduction of Δωm speed. At this new speed, T>TL, consequently, motor will
accelerate and operation will be restored to “A”.
 Similarly, An increase of Δωm. A this new speed, TL>T resulting in to deceleration and operation will be
restored to point A.
 Equilibrium point will be stable, when equolibrium point is satisfied following condition,
 UNIT-2
Part - B

1. Explain the operation of 1Φ fully controlled converter fed separately excited DC motor with neat
waveforms and derive the speed-Torque characteristics? (16 marks) (April/May 2018)
(or)
Describe the operation of 1Φ fully controlled converter fed separately excited DC motor and obtain the
expression of motor speed for continuous and discontinuous modes of operation?

Ia

Ra
T1 T3
A
1Φ AC La
Va
source B
+

E
_ If +
b

T4 T2 Vf
_
_
T1 T3  upper Arm 
T1,T2,T3,T4=> Thyristors  
T2 T4  lower Arm 
Ra => Armature resistance of DC motor
La => Armature inductance of DC motor
Eb => Back EMF (act as a battery here) of DC motor
Vf => Field voltage of Excitation voltage.
If => Field current
Va => Output voltage (DC) from Rectifier which is fed to DC motor in order to control the speed.
Ia => Armature current flowing through DC motor.
DURING POSSTIVE HALF CYCLE:

From circut, A is positive with respect to B

A=> +Ve ; B=-Ve.
So, T1 and T2 => Forward biased.
T3 and T4 => Reverse biased.
(Note: Only forward biased thristors can be triggered by giving gate pulse. So it will be switched-ON and
give a way to flow the current.)
Now, we can apply the gate pulse to T 1 and T2 from α=00 to 1800 (or) 0 to π.
Let’s consider, At t   , where α=> firing angle.(gate pulse given)
T1 and T2 starts to conduct (ie, ON state) and current flow from source →
A→T1→MOTOR→T2→B and negative end of the source.
So, we can understand that by varying “α”, we can apply different value (ie, magnitude) of input
voltage(Va) in to DC motor to control its speed.
CURRENT PATH DIAGRAM:

+
T1 T3 DC
A M
O
T
B O
R _
T2
T4
DURING NEGATIVE HALF CYCLE OF SOURCE(AC):
Now, A=> -Ve ; B=> +Ve.
So, T1 and T2 => Reverse biased and T3 and T4 => Forward biased.
Now, At t     , (Gate pulse is given to make (or) switch ON the T3 and T4)
So, T3 and T4 starts to conduct (ie, ON state) and allow to flow the current from source to load (ie, Motor)
CURRENT PATH DIAGRAM:

Ia
T1 +
T3
DC
1Φ A M
O
T
AC B O
R _
T4 T2

Note :

Continuous Conduction : Conduction takes place from  to    No gap. In output wave forms due to inductor
effect.
Discontinuous Conduction: Conduction takes place from  to  then there is a gap. Then conduction starts from π+α

Note: gap between " to    " Due to inductor effect (or) free wheeling (FD) action.
OUTPUT WAVE FORMS:

(a) Continuous Conduction

V
Source voltage
Vs π 2 3 4 ω
0

Va
or Output voltage
π 2π 3π ω
α π+ 2π+ 3π+

I
Output current
ω

(b) Discontinuous conductions:

V
Input voltage
V π 2 3 4
0 ω

V
a
Output voltage
β 2 ω
α π 2π

β Output current
α π απ ω
 Speed-Torque characterstics: (For 1Φ fully controlled vectifier fed DC motor)

Speed ωm

Discontinuous Conduction
α=00
α=600
Continuous Conduction
Torque
α=900
α=1200
α=1600

Tr => Rated torque

2).Explain about the 1Φ Half controlled rectifier fed D.C motor drive? (16 marks)
Ia
+

Ra
T1 T2
1Φ AC A
La
50 H2 Va
supply B FD

E
If +
D2 D1 Vf
_
_
Here, Va and Ia always +Ve. So it is called as one Quadrant converter.

During Postive half cycle: Va

A=+Ve; B=-Ve
Ia
So, T1 and D1 => Forward biased; T2, D2 => Reverse biased.

+
T1 T2 DC
A M
O
FD T
B O
R _
D2 D1

D1=> starts to conduct immediately

But T1=> will conduct after applying gate signal on it.
So, At ωt=α; T1 and D1=> begins the current flow from source to motor.
Now, we can apply different value of armature (or) Input voltage to motor to control its speed.
During π to π+α:

Free wheeling operation takes place stored energy in inductor (La) is discharged through load and free wheeling
diode (FD). Here, Va  0;Ia   Ve

M
F O
T
O

During negative half cycle:

T2 +
T1 M
O
1Φ A T
Va
AC O
B FD R
_
D2 D1 Ia

A=-Ve ; B=+Ve

T2, D2 => Forward biased. Now curren flows from source then,

Output wave forms:

Vm

Vs
π 2π 3π 4π ωt
0

Va

T1D1 T2D2 T1D1

α ωt
π π+α 2π 2π+α 3π

Ia FD
FD

ωt

Speed
(ωm)

α
Torque
3) Draw the circuit diagram and explain the operation of chopper fed separately excited DC motor device the
expression for speed. (or) Four quadrant operation of DC motor (or) type-E chopper? (April/May 2018)

CH1 D1 D3
DC MOTOR CH3

VS
(DC) R La
Ia Eb
+ _
Va
CH2 CH4
D2 D4
_

CH1, CH2, CH3, CH4=> BJT (or) Transistors used as switch for ON/OFF purpose only.

D1, D2, D3, D4, => used for free wheeling purpose

Chopper=> Fixed (or) constant D.C is converted into variable D.C.

This circuit arrangement can help the motor to operate in forward motoring, forward braking & Reverse
motoring, Reverse braking modes. By applying switching sequency of CH1, CH2, CH3, CH4.

Va
Forward Braking Forward Motoring

D1, D4=ON CH1 and CH4=ON

By CH2=OFF
2 1
-Ia Ia
3 4
CH3 and CH2=ON D3, D2=ON
By CH4=OFF

Reverse Motoring Reverse Braking

a) Forward motoring mode: -Va

CH1 and CH4 => Kept “ON” state.

CH2 and CH3 =>Kept “OFF” state.

So, source voltage is applied to load (ie, Motor), Vs=Va and load current (Ia) begins to flow.

Here, both output voltage (Va) and load current (Ia) are positive giving first quadrant operation.

Is

CH1
+ DC MOTOR
VS
_
Ra La Eb

_
CH4
Va +
Ia
This first quadrant operation fives the forward motoring mode.

b) Reverse motoring mode:

CH2 and CH3=> Kept ON

CH1 and CH4=> Kept OFF.

So, source voltage (Vs) is applied to load (ie, motor), -Va=Vs and load current (Ia) begins to flow.

Here, Both output voltage (Va) and load current (Ia) are negative giving third quadrand operation.

This third quadrant operation gives the reverse motoring mode.

Is Ia CH3
+
Vs _

_ Ra La Eb
+

CH2 Va

c) Reverse Braking mode: [4th quadrant operation]

Is Ia D3
+
_

Ra La Eb

D2
_
Va +

 Load EMF “E” must have its polarity reversed.

 Now “L” has stored energy due to previous mode (or) operation
 This stored energy is fedback to source through D2 and D3 by switching OFF the CH4. Here
Va  Ve ;Ia   Ve

d) Forward braking mode: [3rd Quadrant operation]

 “L” has stored energy During “ON” of CH2

 This stored energy is fedback to source through D1, D4. When CH2 is switched OFF.
di
EL  Vs .Here, Va   Ve;I a   Ve
dt
+
 Power flow from load ro source.

_
D1 Va +

Vs

Ra La Eb
Ia
D4

_
4. Explain about 3 phase fully controlled fed separately excited D.C Motor drive? (April/May 2019)
Three phase controlled rectifiers are used in large power DC motor drives. Three phase controlled
rectifier gives more number of voltage per cycle of supply frequency. This makes motor current continuous
and filter requirement also less.
The number of voltage pulses per cycle depends upon the number of thyristors and their
connections for three phase controlled rectifiers. In three phase drives, the armature circuit is connected to
the output of a three phase controlled rectifier .

Three phase drives are used for high power applications up to megawatts power level. The ripple
frequency of armature voltage is greater than that of the single phase drives and its requires less inductance
in the armature circuit to reduce the armature current ripple.
Three phase full converter are used in industrial application up to 1500KW drives. It is a two
quadrant converter.
Principle of Operation:
Three phase full converter bridge circuit connected across the armature terminals is shown fig.
The voltage and current waveforms of the converter. The circuit works as a three AC to DC converter for
firing angle delay 00 < α < 90 0 and as a line commutated inverter for 900 < α < 1800 . A three full
converter fed DC motor is performed where generation of power is required.
The average motor armature voltage is given by


32
Va   Vab d  t  ..2.49


6

 
In the above substitute Vab  3Vm sin  t   d  t  …2.50
 6
3 3
We have Va  Vm cos  …2.51

Speed Torque Relations:
The drive speed is given by
Va  E b  Ia R a Where E b  K a 
Then Va  K a m  Ia R a

Va  Ia R a
m  …2.52
Ka 
In separately excited DC motor K a Ia  T therefore (2.52) becomes
Va Ra
m   T …2.53
K a   K a  2
IMPORTANT FORMULAE:
 Unit-3

UNIT-III
1) Explain about vector controlled Induction motor drives? (April/May 2019)

 Scalar control method gives poor dynamic response and an induction motor exhibts non linear multi
variables and highly coupled characteristics. These above problems can be solved by “vector (or) field
oriented control”.
 The vector control de-couples the two components of stator current
a) One providing the airgap flex. It provides independent control
b) Second producing the torque.
of flux and torque

&

Control characteristics are

linearized.
 Vector controlled induction motor drive can operate as a separately excited DC motor drive.

VECTOR INVERTER 3Φ
CONTROL IM

Ids*=> Direct-axis component of stator current.

Iqs*=> Quadrature-axis component of stator current.

These Ids*,Iqs* are synchrorously rotating reference frame

And Ids=> Analogous to the field current “If”.

Iqs=> Analogous to the armature current “Ia”. } of DC motor

Therefore, Induction motor’s Torque developed, T d=Km  r If

 r => Absolute peak value of simusoidal spac flux linkage

Ids=> field component I

Iqs=> torque component
ω
I
s
Ids is oriented in the direction of  r

Iqs* is  to  r under all operating conditions.

Thes space vectors rotate synchronously at frequency “WS”.

Thus, the vector control must ensure the correct orientation space vectors and generate the control input signals. The
below figure shows vector control implementation principle with machine “de-qemodel”.
Control Machine
I
N
V
de-qe ds-qs E a-b-c ds-qs Machine
to to T to to de-qe
s s
d -q a-b-c E s s
d -q de-qe Model

UNITY
Cosθe, sinθe
GAIN
Inverse transformation Transformation
 The inverter generates currents ia, ib, ic, in response to the corresponding command currents ia*,
ib* and ic* from the controller. The machine terminals currents ia, ib, ic are converted to i dss and i sqs
components by 3Φ to 2Φ transformation. These two components are converted to synchronously rotating
frame (into ids and iqs) components by the unit vector components cosθ2 and sinθ2 before applying them to
the machine. The machine is represented by internal conversions into the de-qe model.
The controller makes two stages of transformation as shown in above diagram ie, figure. Here,
the control currents ids* and iqs* are correspond to the mechines currents ids and iqs. In addition that, the
unit vector (cosθ 2 and sinθ2) ensures correct alignment of ids current with the flux vector  r and iqs
current is  to it.
Note that the transformation and inverse transformation including the innertor ideally donot
incorporate any dynamics. Therefore, the reponse to i ds and iqs is instantaneous expect for any delays due
to computational and sampling times.

2). Explain about the slip power recovery schemes of induction motor? 16Marks

SLIP POWER RECOVERY SCHEMES:

This system is mainly used for induction motor speed control. The speed control in induction motor has
poor efficiency due to wasting of slip power in the rotor circuit. By using recovery schemes the induction motor
speed is controlled to avoid slip power loss.
The slip power is classfied into two types
Scherbius system
Kramer system
a. Scherbius drive system:
This system provides feedback path i.e. the watage of slip power is again fed to AC mains supply. The
static scherbius system is of two types
Conventional scherbius system
Static scherbius system
i) Conventional schebius system:
In this system the recovery scheme is done by feedback path. The output of three phase Induction motor is
connected to the DC motor by coupling them the mechanical power input of DC motor is converted into electrical
power and fed to induction generator and again back to mains.

ii) Static Scherbius drive system:

The phenomenon of this system is same as conventional type but the only difference is this system provides
with diode bridge rectifier along with thyristor bridge inverter. This is also known as Sun-synchronous cascade drive.

When induction motor is operating at slip frequency the rotor slip power is rectified by the diode rectifier.
The output of rectifier is fed to inverter three phase bridge again the output is fed back to supply lines with the help
of transformer.
 Natural commutation proves involves across slip rings bus-bars. The induced emf frequency is made equal to
rotor emf frequency by rectification of slip ring voltage to obtain speed control at injected voltage.
 In this circuit if commutation overlap is negligible the output voltage of uncontrolled three phase bridge rectifier
is obtained as

Advantages
Intead of other speed control methods working range
can be obtained at any speed.
If over excitation is occurred at rotor, it will take lead
current which improves system performance
-------------------------------
--------------------------------
--------------------------------
Output power cascading:
Disadvantages
Motor turns ration is less than unity
For reliable thyristor commutation inverter firing
angle kept less than 1800
To improve power factor, capacitor is introduced into
stator or rotor sides
PWM technique is employed by replacing thyristor
Slip is inversely proportional to power factor, hence if
power factor decreases the slip increase.

The cascaded set with excessive excitation of auxiliary DC machine will run at high speed with low torque.
The speed of main motor in this scheme is controlled by field regulation of auxiliary DC machine. This is called “
Constant output power cascading”

b. Static kramer drive:

In this method the rotatory slip power is coverted into DC by a diode bridge. The DC power is fed to the
DC motor which is mechanically coupled with the Induction motor. The speed control is done by varyig the fie;d
currenr If’
 From the characteristics you can easily observe the voltage and field current differences. The steady state
operation is possible at Vd1=Vd2
For large speed applications the diode bridge is replaced by using thyristor bridge, the speed can be
controlled by varying the firing angle. Upto standstill condition the speed can be controlled.
Modification:
The static Kramer drive system is modified by placing commutator less DC motor instead of DC machine.
The DC motor consists of synchronous motor fed by load commutated inverter, the speed is controlled by field
current.

 If field current and inverter voltage reduced to zero then the drive runs at synchronous speed. This drive has
better power factor and less harmonic content in line current compared to static Kramer drive. In this system
the power is not fed back to the line.
3).Discuss in detail with suitable diagrams and waveforms the v/f control technique of speed control
method of induction motor.

26
27
4.Explain the stator voltage control.

28
29
 UNIT-4
1) Explain the concept of V/F control mode of synchronous motor?
OR
i).Expain the concept of open loop V/F control (separate control) of synchronous motor?
(April/May 2019, April/May 2018)
ii).Explain the concept of self-control technique? (April/May 2018)

Variable Frequency Control

We know that, the synchronous speed is given by,
120f
NS  ; NS f.
P
From the above equation, it is clear that the speed of a synchronous motor can be
controlled by varying the frequency of the supply.
As in the case of induction motors, the stator flux is maintained constant by keeping the
(v/f) ratio constant in this motor also. Constant flux operation ensures that the maximum
torque at all frequencies is same.
v/f ratio is increased at low frequencies to increase the torque producing capability of
motor.
Above rated speed, the stator voltage is kept constant and the frequency alone is increased.
In this case, the torque produced by the motor may be reduced.
Variable frequency control may be achieved by any one of the methods listed below.
1. True synchronous mode (or) separate controlled mode.
2. Self synchronous mode (or) self controlled mode.

True synchronous mode (or) Separate controlled mode

In this mode of speed control, the stator supply frequency is controlled from outside by using
a separate oscillator.
The frequency is changed from one value to the other gradually so that the difference between
synchronous speed and rotor speed is small during any speed change.
This gradual change in frequency helps the rotor to follow the stator speed properly at all
operating points.
When the desired speed is reached, the rotor gets locked with the stator flux speed (rotor
pulls into step) after hunting oscillations.
The block diagram of self control of multiple synchronous motors is shown in Fig. .1
This tends to make rotor speed to track the changes in synchronous speed. This method is best
suited for multiple synchronous reluctance (or) PM machine drives where, close speed tracking
is essential among number of machines for application such as fiber spining mills, textile and
paper mills

 Synchronous speed is directly proportional to frequency. So that the rotor always keeps
track the changes of speed. Here all the machine are connected in parallel to the same
inverter which is response to the command frequency.
 A flux control black is used which changes the stator voltage with frequency so as to
constant flux for speed below base speed below and constant terminal voltage for speed
above base speed.

Accurate speed tacking is required. When the desired synchronous speed (or frequency) is
reached, the rotor pulls into step, after hunting osscillations. This method can also be used for
smooth starting and regenerative braking.

30
 Fig. .1
Here a voltage source inverter is used to
feed the synchronous motors. It may be
either a stepped wave inverter or a PWM
inverter.
A rectifier is used to supply dc voltage to
the inverter. The rectifier will be a full
converter if a six step inverter is used.
If a PWM inverter is used, then a diode
rectifier is sufficient at the input side.
A smoothing inductor is used to filter out
the ripples present in the dc link voltage.
The frequency command f* is applied to
the VSI through a delay circuit. This delay
circuit ensures that the rotor follows the
stator speed.

Self control mode of synchronous motor drive

In self control, the stator supply frequency is changed proportional to the rotor speed.
Hence the stator rmf rotates at the same speed as the rotor speed.
This ensures that the rotor moves in synchronism with stator at all operating points.
Consequently a self controlled motor will never come out of synchronism or step.
It does not suffer from hunting oscillations.

Staror
Inverter
Rotor
+
DC
_ θe
Control Absolute magnet
(Sensor)
Position encoder

Delay Command

Disadvantages of open loop control

Hunting of motor
Problems of instability
Poor dynamic behavior
Harmonic distortion

All the above disadvantages except harmonic distortion may be completely eliminated by using the
motor in self control mode.
The block diagram of a self controlled motor fed from a 3 phase inverter is shown in Fig. 5.2.
The inverter may be a CSI or VSI. Depending on the type of inverter, the input dc source may be a
controllable current source or controllable voltage source.

31
 Fig. 5.2 Self Controlled Synchronous Motor
The inverter output frequency is determined by the rotor speed.
The accurate speed of the rotor is tracked by using rotor position sensors.
The output of rotor position sensor is used to produce firing pulses for the semi conductor switches
used in the converter which feeds the motor.
It means that the instants at which the switching devices operate to turn the stator windings ON and
OFF is determined by the rotor position sensors.
The switches are fired at a frequency proportional to the motor speed.
With the increase of load if the rotor slows down, then the stator supply frequency automatically
changes so that the rotor remains synchronized with the rotating field.
When the motor starts from rest, the motor current will be large at first and then will decrease with
increase of speed.
The speed of the motor is controlled by varying the dc link voltage to the inverter.
This dc link voltage is controlled by varying the firing pulses of the controlled rectifier.
Four quadrant operation is possible if the inverter is fed from a full converter.

Self controlled synchronous motor fed from a load commutated thyristor inverter
A self controlled synchronous motor employing a load commutated thyristor inverter is shown in
Fig. 5.3
The drive employs two converters. One is called the side converter and the other is called the load
side converter.
Source side converter
It is a line commutated thyristor converter. It works as a line commutated controlled rectifier in the
firing angle range of 0≤αs≤90

Its output voltage Vds and the output current Id are positive.
Source side converter works as a line commutated inverter in the firing angle range of
90º≤αs≤180º.
Now the voltage Vds is negative and the output current Id are positive
Load side converter
When synchronous motor operates at leading power factor, the thyristors of the load side converter
can be commutated by the motor induced voltages.
It is called load commutation. This converter operates as an inverter and delivers a negative V dl and
positive Id in the firing angle range of 90º≤αs≤180º

It operates as a rectifier and delivers a positive Vdl and Id in the firing angle range of 0≤αs≤90

32
 Fig. 3

The synchronous motor can be operated at leading power factor by adjusting the field excitation of it.
In this condition, the inverter operates as line commutated inverter.
When source side converter is operated as rectifier and load side converter as inverter, then the
power flows from ac source to the motor which gives motoring operation.
When source side converter is operated as inverter and load side converter as rectifier, then the
power flows from the motor to ac source which gives regenerative braking operation.
The torque produced by the motor depends on the difference in voltages Vds & Vdl. i.e (Vds – Vdl).
The speed of the motor is changed by changing the voltage Vds which in turn is changed by varying
the firing angle of source side converter.
When the source side and load side converters are working as inverters, the firing angle of each
thyristor switches should be less than 1800 to avoid the short circuit of the dc supply.
It may happen if two devices in the same leg conduct when firing angle is 180 0. So care should be
taken for commutation overlap and turn off of thyristors.
Let the commutation lead angle for load side converter as βl. Then, βl =180º -αl

If commutation overlap is neglected, then the input ac current will lag the input dc voltage by an
angle l.
As the motor current is opposite to converter input current, the motor current will lead the terminal
voltage by an angle βl. Hence the motor operates at leading power factor.
For low values of βl, the power factor will be high and the inverter rating will be low.
The value of βl may be reduced by reducing the sub transient inductance of the machine. It is done
by using damper windings.
When the load side converter acts as inverter, it is operated with a fixed commutation lead angle β lc
and when it acts as rectifier, it is operated with β = 180 0.
At high power factor, the rating of the converter required is reduced. This is achieved by operating
the load side converter with constant margin angle control.
If μ is the commutation overlap of thyristor under commutation, then the duration for which reverse
bias applied is,
For successful commutation,
Where tq is the turn off time of thyristors.
The commutation overlap is proportional to the dc link current Id. Keeping a minimum value of ,
the value of can be calculated.
Keeping, the value of will be reduced and hence power factor will improve.
This control scheme is called constant margin angle control.
At low speeds, motor voltage will be less and not enough for commutating the thyristors.
Hence force commutation is used when the motor speed is below 10% of rated speed

33
2. Describe the VSI fed synchronous motor drives and CSI synchronous motor drives:

 Here the de link voltage is variable by using phase controlled rectifier. Disadvantage is commutation is
difficult at low speed.
 Since the output voltage is square wave, the inverter is called variable voltage inverter (or) square wave
inverter.

Three combinations are possible to provide a variable voltage variable frequency supply to
synchronous motor fed from VSI,

(i) Square wave invertors (ii) PWM invertors

(iii) Chopper with square wave invertors.

In all the cases, the SM can be operated either in separate (or) self controlled mode.

When a PWM Inverter is used, their harmonic effects are reduced. The stator current are less peaky and have
due to harmonic current and, hence additional losses due to harmonic and consequent motor healing and torque
pulsations are decreased.

Generally an VSI fed SM drive has,

 Reasonable efficency.
 Converter cost is high.
 Multimotor operation is possible.
 Open loop(separate) control may pose stability problems at low speeds. CLM mode is very stable.
 PWM drive has better dynamic response than square wave drive.
 Find application as general purpose drive for low and medium powers.

34
b) Separate control of SM fed from PWM inverter.

c) Self control of synchronous motor fed from PWM inverter

CSI SYNCHRONOUS MOTOR DRIVES:

When a synchronous motor fed from CSI, the motor currents are quasi- square wave if the commutation is
instantaneous. Forced commutation is provided in the inverter circuit to extend the speed range from zero to
base speed.

 The motor may be operated at UPF. Large inductance present in the DC link which makes the source
current fed to the inverter a constant are hence it is a current source inverter.

Among all drives possible with synchronous motor, LCI fed synchronous motor is popular in CLM mode.
At low speeds the commutation should be assisted. We shall see some of the methods employed for starting and
bringing the motor to a speed where the load commutation can take only for low speed the size of the circuitry is
relatively small.

a) A CSI using individual commutation is very commonly used and shown in figure also. The motor may be
operated at UPF. From the figure, it can be seen that, a large inductance is present in the DC-link which
makes the source current fed to inverter a constant hence it is a current source inverter.
b) Forced commutation at low speeds can also be obtained by means a auxiliary thyristor at the fourth leg of
the inverter. A commutating capacitor is connected across the star point and the common point of the two

35
 auxiliary thyristors. At low speeds the voltage across the capacitor is used for commutating the main
thyristors.

Once the machine achieves the speed where load commutation can take place, the fourth leg is cut-off. This
type of inverter is called as third harmonic commutated inverter.
c) Small auxiliary motor can be used to run the synchronous motor. Upto desired speed when the power is
small.

3.i). Explain self control technique of synchronous motor with constant margin angle control.
(April/May 2019, Nov/Dec 2019)
Constant Marginal Angle control:
The operation of the inverter at the minimum safe value of the margin angle gives the highest power
factor and the maximum torque per ampere of the armature current, thus allowing the most efficient use of both
the inverter and motor.

The given below figure shows the constant margin angle control for a wound field motor drive
employing a rotor position encoder. This drive has an outer speed loop and an inner current loop.

36
The rotor position can be sensed by using rotor position encoder. It gives the actual value of speed ω m. This
signal is fed to the comparator. This comparator compares ωm and ωm* (ref-value). The output of the comparator
is fed to the speed controller and current limited. It gives the reference current value I d*. Id is the DC link
current. It is sensed by current sensor and fed to the comparator. The comparator is fed to the current controller.
It generates the trigger pulses. It is fed to the controlled rectified circuit. In addition, it has an arrangement to
produce constant flux operation and constant margin angle control.

From the value of dc link current command Id*, Is and 0.5 u are produced by blocks 1 and 2
respectively. The signal Φ is generated from γ min and 0.5u in adder 3. In block 4, If is calculated from the
known values of Is, Φ and Im. Note that the magnetizing current Im is held constant at its rated value Im to keep
the flux constant.

This drive has an outer speed loop and inner current loop. The rotor position sensed by using rotor position
encoder.

 The output of comparator fed to the speed controller and current limiter. It generates trigger pulse. I f* sets
reference for the closed loop control of the field current IF.
 The load commutated inverter drives are in medium, High power drives.
 This drives are used for the starting of large synchronous machines in gas turbine and pumped storage
plants.

ii). Power factor control of Synchronous Motor

By varying the excitation of a synchronous motor, it can be made to operate at lagging, leading and
unity power factor.
The V curve of a synchronous machine shows armature current as a function of field current. With
increasing field current, the armature current at first decreases, then reaches a minimum, then
increases.

37
 The minimum point is also the point at which power factor is unity.
Excitation at which the power factor is unity is termed normal excitation voltage. The magnitude of
current at this excitation is minimum.
The current drawn from by the motor will be minimum at unity power factor. Hence power losses
will be minimum and the efficiency increases.
Excitation voltage more than normal excitation is called over excitation voltage.
Excitation voltage less than normal excitation is called under excitation.
Power factor is varied by varying the field current of the synchronous motor. This is possible in
wound field machine.
Motor voltage and current are sensed and given to power factor calculator where the phase angle
between the current and voltage is computed.
An over-excited synchronous motor has a leading power factor. This makes it useful for power
factor correction of industrial loads.

From this diagram ,the motor voltage and current are sensed and fed to the power
factor calculator.The power factor calculator computes the phase angle between the
two and therefore the power factor.It is the actual power factor value.The computed
power factor value is compared against the power factor commanded value by using
error detector.The error is amplified by thye error amplifier,and its output varies the
field current power factor confirm to the commanded value.

38
4).Describe using a diagram the working of a sinusoidally excited permanent magnet synchronous

motor.

39
 UNIT-5
PART-B

1) i). Explain about converter selection and characteristics?

The ratings of the power converters and its power switches are derived from the motor and load
specifications.

When the input is ac, the dc motor can be operated from rectifiers. If the motor ratings are low, we can
use single phase (1Φ) controller rectifiers and for high rating 3Φ controlled rectifiers are used. Some approximate
derivations are given below.

Imax= maximum current allowed to the motor.

The rms value of the current in each power device is then based on the fact that, it is conducting for 1200 in a
cycle and that, the current is constant. The rms value of the current in the power device is

Imax
Irms   0.577 Imax
3

The voltage is the maximum line to line voltage of the supply mains,

Vt  2V

I1= fimdamental rms component of the ac input current

1 2 3 2 3
I1  . I max  I max
2  

I1= 0.78 Imax

The output power of the power converter is given by

P0=Va Imax

=(1.35 V cosα) Imax

P0= 1.35 V Imax cosα

Assume, no losses in the power conveter, the Pi=P0

Pi=> Input Power ; P0= output power

P0=Pi=1.35V Imax cosα

I1
Imax=  1.282 I1
0.078

Pi P0  3 V I1 cos 

The above equation gives the real power in a balanced 3Φ ac system. Here “cosα” is the input power factor.

Α=> Power factor angle.

The reactive power is given by.

40
Qi  3VI,sin   1.35V Imax sin 

The input apparent power is,

PVA  (Pi )2  (Qi )2  1.35V Imax  3 V I,

The phase controlled rectifiers always consumes reactive power. Due to this they are expensive to operate where
the reactive power is to be paid for. It also generate harmonics. The above two features are the main
disadvantages of the phase controlled converter fed DC motor drives.

ii).) Derive the transfer function of the power converter?

AC (or) DC
Control Signal  τc=> Converter time delay
Ec(S) Kc Ea(S)  Kc=> Converter gain

E a (S) KC
Converter Transfer function is G C (S)  
E C (S) 1  s C

Converter gain for a maximum control voltage “E cm” is given as

2Vm 2 2VS V
KC    0.9 S  K c
 E cm  E cm E cm

Where, Vs=> 1Φ ac voltage

Ecm=> maximum control gain is given by

3Vml 3 2 VL
KC  
 Ecm  Ecm

1.35 VL
KC  ; where,VL => 3Φ line voltage
E cm

Ecm=> maximum control voltage

Once α thristor is switched ON, its “α” can’t be changed. The new “α” can be implemented within 60 0 ie, angle
between two thyristors gating.

The delay may be treated as one half of this interval

6012
C  × time period of one cycle.
360

1 1
C   sec ; G C (S)  K C e  s C
12 f 5
KC
G C(S) 
1  s C

41
 2) Explain the design procedure of speed controller?

 DC tachogenerator is attached to the motor shaft.

 Error signal EN(S) is used to control the armature voltage.
 The applied armature voltage is controlled by a 1Φ (or) 3Φ full converter.

1ΦAC

Er(S) EN(S Speed Ec(S) Bridge Ea(S) Ia(S) N(S)

Ks Kc
) controller controller
Speed Bridge
controller controller

Kt

Most commonly used speed controllers are:

1. Proportional (P) controller.

2. Proportional-Integral (PI) controller.

i) P-Controller:

The transfer function of the speed controller is,

N(S) G(S)

E r (S) 1  G(S) H(S)

K m1 (1  s m ) K m2
Where, G(S)  KS K C
1  s m1 1  s m

KS K C K m1K m2
G(S)  ; H(S)  K t
1  s m1

K S K C K m1K m2 K S K C K m1K m2
N(S) 1  s m1 1  s m1
 
E r (S) K S K C K m1K m2 1  s m1  K S K C K m1K m2 K t
1  Kt
1  s m1 1  s m1

N(S) KS K C K m1K m2

E r (S) 1  s m1  K S K C K m1K m2 K t

Dividing by 1  KS KC K m1K m2 K t in both numerator and demonator.

 K S K C K m1K m2 
 
N(S)  1  K S K C K m1K m2 K t 

E r (S) s m1
1
1  K S K C K m1K m2 K t

42
N(S) K1 KS K C K m1K m2
 Where, K1 
E r (S) 1  s 1 1  KS K C K m1K m2 K t

m1
1 
1  KS K C K m1K m2 K t

If KS KC Km1 Km2 Kt>>1, we can neglect it

KS K C K m1K m2 1
So, K1  
KS K C K m1K m2 K t K t

m1
1 
KS K C K m1K m2 K t

Ia (S) Ia (S) N(S)

WKT,  
E r (S) E r (S) N(S)

Ia (S) N(S) Ia (S)

 
E r (S) E r (S) N(S)

Ia (S) K1 1  s m Ia (S) 1  s m1

  Sin ce  
E r (S) 1  s 1 K m2 N(S) K m2

Er
If the input Er(S) is a step input, E r (S) 
S

K1 (1  s m ) E r K E (1  s m )
Ia (S)   1 r
K m2 (1  s 1 ) S K s  (s  1 )
1
m2 1

Now, Dividing by Km2 τ1,

K1E r (1  s m ) / K m2 1
Ia (S) 
K m2 s1 1
(S  )
K m2 1 1

K1E r (1  s m ) / K m2 1
Ia (S) 
1
S(S  )
1

Using Partial fraction,

K1E r (1  s m ) / K m2 1 A1 A2
Ia (S)   
 1 S S 1
S S  
 1  1

43
 1
A1 (S  )  A 2S
K1E r (1  m ) / K m2 1 1
Ia (S)  
S(S  )
1  1
S S  
1  1 
K1E r (1  s m )  1
 A1  S    A 2S
K m2 1  1 
K1 E r K 1 E r  m A
 S  S  A1  A 2   1
K m2 1 K m2 1 1

Equate the constant term on both sides,

K1E r m
 A1  A 2
K m2 1

K1E r m KE KE
1  1 r  A 2 Sin ce A1  1 r
K m2 K m2 K m2

K1 E r   m 
Now, A2    1
K m2  1 

 K1E r K1E r  m  
    1 
K S K m2  1 
Ia (S)   m2 
  1 
  S  
  1  
KE E K    
Ia (S)  1 r  r 1 m 1
K m2S  1
K m2 1  S  
 1 

 
 
E r K1  1  m  1  1 
Ia (S)   
K m2  S  1   1 
 S   
  1  

Taking inverse laplace transform.

E r K1  m  1  t 
Ia (t)  1   e / 1 
K m2  1 

Since τm>>>τ1, τ1 can be negelected

When t→α, Ia(t)→Ia(α)

Ia    
E r K1
K m2
1  e 
E r K1
Ia    
Km2

Normalizing the current Ia(t) w.r.t the steady state current Ia(α),

44
  1 m  1  t 1 
  e 
Ia (t) E r K1  S 1 

Ia () K m2 E r K1
K m2

Ia (t) T  T t
 1  m 1 e T1
I a ( ) T1

Equation shows, small change in “Er”will change in a large sudden change in current that delays slowly this over
current may cause the system. So current controller is used.

3) Explain the design procedure of current controller

 Speed error signal will limit the motor voltage.

 It would be beneficial to limit the current to some maximum allowable value. This objective can be achieved
by the following configuration.

a) P-Controller:
1ΦAC

EI(S) Ei(S) Ec(S) Ea(S) Ia(S)

Ks Kc
Speed Bridge
controller controller

Kr

Kr=> gain of the current transducer.

KI=> gain of the current controller.

Ia(S)=> output of the current controller.

The Transfer function is,

K1K C K m1 (1  s m )
Ia (S) (1  s m )

E I (S)  K K K (1  s m ) 
1   1 C m1 Kr 
 (1  s m ) 
K1K C K m1 (1  s m )
(1  s m )

(1  s m )  K1K C K m1K r (1  s m )
(1  s m )

Ia (S) K I K C K m1  K I K C K m1mS

E I (S) 1  s m  K I K C K m1K r  K I K C K m1K r mS
K I K C K m1  K I K C K m1m S

1  K I K C K m1K r   S  m1  K I K C K m1K r m 

Dividing by 1+KIKCKm1Kr in numerator and denominator,

45
 K I K C K m1  K I K C K m1m S
Ia (S) 1  K I K C K m1K r 

E I (S)    K I K C K m1K r m 
1  S  m1 
 1  K I K C K m1K r 

Ia (S) K / IC (1  s m )

E I (S) (1  s m2 )

K I K C K m1   K I K C K m1m
Where, K IC   2; m2  m1 3
1  K r K I K C K m1 1  K I K C K m1K r

Since KIKCKrKm1>>1,

K I K C K m1 1
K IC  4
K r K I K C K m1 Kr

m1  K I K C K m1m m1

m2    m  5
K I K C K m1K r K I K C K m1K r

Also τm>>τm1, therefore τm1 is neglected.

τm2=τm - 6

From equation 1 and 6, pole zero cancellation is possible, resulting in no overshot (or) time delay.

Ia (S) K IC 1  s m 

E I (S) 1  s m 
Therefore,
1  s m 

K r 1  s m2 

1
Since K r 
Kr

Ia (S)  1 
   7
E I (S)  K r  KIC=

1ΦAC

EI(S) Ea(S)
Er(S) EN(S Ia(S) N(S)
Ks Kc Kc
)
Speed
Current Converter
controller
controller
Without tachogenerator filter:
Kr

Current controller

Kt
Speed controller

46
 Current controller
Ia(S)

Er(S) N(S)
EN(S
Ks
)

=KIC

Kt
Without tachogenerator filter

K S K IC K m2 (1  s m ) K S K IC K m2
N(S) (1  s m )(1  s m ) 1  s m
 
E r (S) 1  K S K IC K m2 (1  s m ) K K K K
K t 1  S IC m2 t
(1  s m )(1  s m ) 1  s m

N(S) K S K IC K m2 K S K IC K m2
 
E r (S) 1  s m   K S K IC K m2 K t 1  K S K IC K m2 K t   s m

Dividing by 1  KS K IC K m2 K t in numerator and deominator,

K S K IC K m2 K S K IC K m2
N(S) 1  K S K IC K m2 K t  1  K S K IC K m2 K t 
 
E r (S) 1  K S K IC K m2 K t  s m  s m 
 1 
1  K S IC m2 t 
K K K  1  K S K IC K m2 K t 

N(S) K2 KS K IC K m2
 Where, K 2 
E r (S) 1  s 2 1  KS K IC K m2 K t

Since KS K IC Km2 K t >>1,”1” can be negelected, So

KS K IC K m2 1
K2  8
KS K IC K m2 K t Kt

m
2  9
KS K IC K m2 K t

Ia (S) Ia (S) N(S) Ia (S) N(S)

WKT,   
E r (S) E r (S) N(S) N(S) E r (S)
1  s m K2
 
K m2 1  s 2
Ia (S) K 2 1  s m 

E r (S) K m2 1  s 2 

K m2
Now, we can say that N(S)=Ia(S)
1  s m

Ia K m2
For step input, N(S) 
S 1  s m 

47
Speed N(S)Ia

ii) Tachogenerator with filter:

Er(S) EN(S EI(S) Ia(S) N(S)

Ks KIC
)
Speed Current
controller controller

Tachogenerator with filter

K S K IC K m2
N(S) 1  s m 
Transfer function is, 
E r (S)  K K K  Kt 
1   S IC m2   
 1  s m  1  s  t 

K S K IC K m2
1  s m 

 1  s m 1  s  t   K S K IC K m2 K t 
 
 1  s m 1  s t  
K S K IC K m2 1  s t 

1  s t   s m  s 2 m t  K s K IC K m2 K t
K S K IC K m2 1  s t 

1  KS K IC K m2 K t  s  t  m   s 2 m t
Dividing by 1+KsKtKm2KIC in numerator and clenorninator,

 K S K m2 K IC 1  st  
 
N(S)
  1  K t K S K m2 K IC 
E r (S)  s  t  m  s 2 m t 
1   
 1  K K K
t S m2 IC K 1  K t s m2 IC 
K K K
N(S) K S K m2 K IC 1  s t 

E r (S)  s  t  m  s 2 m t 
1    1  K t K S K m2 K IC 
 K1 K1 

Where, K1=1+KtKsKm2KIC

τt=> tachogenetor filter time constant.

If KtKsKm2KIC>>1,

48
So, K1=KtKsKm2KIC

Ia (S) N(S) Ia (S)

WKT,  
E r (S) E r (S) N(S)

Ia (S) K S K m2 K IC 1  s t  1  s m
 
E r (S) s  t  m  s 2 m t 1  K t K S K m2 K IC  K m2
1 
K1 K1

Ia (S) K S K IC 1  s t 1  s m 

E r (S)  s  t  m  s 2 m  t 
1  K t KS K m2 K IC  1   
 K1 K1 

P-I Controller:

Er(S) EN(S EI(S) Ia(S) N(S)

Ks KIC
)
Speed Current
controller controller

Tachogenerator with filter

KS K m2 K IC 1  Ss 
G(S)  ;H(S)  K t
s S 1  s m 

follow the steps of “P” controller, then final transfer function is

Ia (S)  1  1  s S 1  s m 
 
E r (S)  K t K m2  1  s S  s 2 S 2 

4.Derive the transfer Function for DC Motor:

The figure at the right represents a DC motor attached to an inertial load. The voltages applied to the
field and armature sides of the motor are represented by Vf and Va . The resistances and inductances
of the field and armature sides of the motor are represented by R f, Lf, Ra, and La.

The torque generated by the motor is proportional to if and ia the currents in the field and armature
sides of the motor.

49
Tm  Kif ia (1.1)

Field- Current Controlled:

In a field-current controlled motor, the armature current i a is held constant, and the field
current is controlled through the field voltage Vf. In this case, the motor torque increases linearly
with the field current. We write

Tm  K mf if

By taking Laplace transforms of both sides of this equation gives the transfer function from the input
current to the resulting torque.

Tm S
 K mf (1.2)
I f  S

For the field side of the motor the voltage/current relationship is

Vf  VR  VL

 Rf if  Lf  dif dt 

The transfer function from the input voltage to the resulting current is found by taking Laplace
transforms of both sides of this equation.

If  S 1 Lf 
 (1st order system) (1.3)
Vf S S   R f Lf 

The transfer function from the input voltage to the resulting motor torque is found by combining
equations (1.2) and (1.3).

Tm S Tm S If S  K mf Lf 

  (1st order system) (1.4)
Vf S If S Vf S S   R f Lf 

So, a step input in field voltage results in an exponential rise in the motor torque.

An equation that describes the rotational motion of the inertial load is found by summing moments

M  T m  cW  JW (Counter clockwise positive)

or JW + cW = Tm

W  S 1 J 
 (1st order system) (1.5)
Tm S S   c J 

Combining equations (1.4) and (1.5) gives the transfer function from the input field voltage to the
resulting speed change

50
 W  S W S Tm S K mf Lf 
  (2nd order system) (1.6)
Vf S Tm S Vf S S  c J S  R f Lf 

Finally, since W = dq /dt, the transfer function from input field voltage to the resulting rotational
position change is

q  S q  S W  S  K mf Lf 
  (3rd order system) (1.7)
Vf S W S Vf S S S  c J S  R f Lf 

Armature-Current Controlled:

In a armature-current controlled motor, the field current if is held constant, and the armature
current is controlled through the armature voltage Va. In this case, the motor torque increases linearly
with the armature current. We write

Tm  K ma ia

The transfer function from the input armature current to the resulting motor torque is

Tm S
 K ma (1.8)
I a  S

Equations (1.8), (1.11) and (1.12) together can be represented by the closed loop block diagram
shown below.

Block diagram reduction gives the transfer function from the input armature voltage to the resulting
speed change.

51
 W  S  K ma La J 
 (2nd order system) (1.13)
Va S S  R a La S  c J    K b K ma La J 

The transfer function from the input armature voltage to the resulting angular position change is
found by multiplying Equation (1.13) by 1/s.

The voltage/ current relationship for the armature side of the motor is

Va  VR  VL  Vb (1.9)

Where Vb represents the “back EMF” induced by the rotation of the armature windings in a magnetic
field. The back EMF Vb is proportional to the speed W, i.e. Vb S  Kb W S . Taking Laplace
transforms of Equation (1.9) gives

Va S  Vb S   R a  LaS Ia S (1.10)

or

Va S  Kb W S   R a  LaS Ia S (1.11)

As before, the transfer function from the input motor torque to rotational speed changes is

W  S 1 J 
 (1st order system) (1.12)
Tm S S   c J 

52