Electrical Drive Unit-Ii: Vii Semester ETEE-401

ELECTRICAL DRIVE
UNIT-II
VII SEMESTER
ETEE-401
1 Department of Electrical and Electronics Engineering, BVCOE New Delhi

Subject: Electrical Drives , Instructor: Bharat Singh
Introduction: DC Motor Drives
➢ Direct current (dc) motors have variable characteristics and
are used extensively in variable-speed drives.
➢ DC motors can provide a high starting torque and it is also
possible to obtain speed control over a wide range.
➢ The methods of speed control are normally simpler and less
expensive than those of AC drives.
➢ DC motors play a significant role in modern industrial
drives.
➢ Both series and separately excited DC motors are normally
used in variable-speed drives, but series motors are
traditionally employed for traction applications
Department of Electrical and Electronics Engineering,
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➢ Due to commutators, DC motors are not suitable for
very high-speed applications and require more
maintenance than AC motors.
➢ With the recent advancements in power conversions,
control techniques, and microcomputers, the ac motor
drives are becoming increasingly competitive with
DC motor drives.
➢ Although the future trend is toward AC drives, DC
drives are currently used in many industries. It might
be a few decades before the DC drives are completely
replaced by AC drives.
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➢ Controlled rectifiers provide a variable dc output
voltage from a fixed ac voltage, whereas a dc-dc
converter can provide a variable dc voltage from a
fixed dc voltage.
➢ Due to their ability to supply a continuously variable
dc voltage, controlled rectifiers and dc-dc converters
made a revolution in modern industrial control
equipment and variable-speed drives, with power
levels ranging from fractional horsepower to several
megawatts
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➢ Controlled rectifiers are generally used for the speed
control of dc motors.
➢ The alternative form would be a diode rectifier followed by
dc-dc converter.
➢ DC drives can be classified, in general, into three types:
1. Single-phase drives
2. Three-phase drives
3. DC-DC converter drives

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Controlled Rectifier- and DC-DC Converter-Fed Drives

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Basic Characteristics of Shunt DC Motors
• The motor speed can be varied by

– controlling the armature voltage Va, known as voltage control;
– controlling the field current If, known as field control; or
– torque demand, which corresponds to an armature current Ia, for a fixed
field current If.
• The speed, which corresponds to the rated armature voltage, rated field
current and rated armature current, is known as the rated (or base) speed.
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➢ The speeds of the dc shunt motor decreases with increase in armature
current due to loading.
➢ The graph representing variation of speed with armature current is
drooping slightly.
➢ The drop in speed from no load to full load will be about 3 to 6 percent.
➢ But the armature reaction effect weakens the field on load and tends to
oppose drop in speed so
➢ so that the rarely drops by more than about 5 percent from no load to
full load.
➢ Therefore shunt motor is considered as constant speed motor.

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➢ From the above two characteristics of dc shunt motor, the torque developed
and speed at various armature currents of dc shunt motor may be noted.
➢ If these values are plotted, the graph representing the variation of speed with
torque developed is obtained.
➢ This curve resembles the speed Vs current characteristics as the torque is
directly proportional to the armature current.
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Basic Characteristics of Shunt DC Motors
❖ In practice, for a speed less than the base speed, the armature current and
field currents are maintained constant to meet the torque demand, and the
armature voltage Va is varied to control the speed.
❖ For speed higher than the base speed, the armature voltage is maintained
at the rated value and the field current is varied to control the speed.
❖ However, the power developed by the motor (= torque X speed) remains
constant.
❖ Figure below shows the characteristics of torque, power, armature current,
and field current against the speed.

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Basic Characteristics of Series DC Motors
• The motor speed can be varied by

– controlling the armature voltage Va, known as voltage control;
– armature current Ia, which is a measure of the torque demand.
• A series motor can provide a high torque, especially at starting; and for
thisDepartment
reason, of Electrical and Electronics Engineering,
BVCOE New Delhi
series motors are commonly used in traction applications.
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Basic Characteristics of Series DC Motors
• For a speed up to the base speed, the armature voltage is varied and the
torque is maintained constant.
• Once the rated armature voltage is applied, the speed-torque relationship
follows the natural characteristic of the motor and the power (= torque X
speed) remains constant.
• As the torque demand is reduced, the speed increases.
• At a very light load, the speed could be very high and it is not advisable
to run a dc series motor without a load.

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Characteristics of DC series Motor

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Starting Methods of DC Motor
 The starting of DC motor is somewhat different from the starting of all

other types of electrical motor. This difference is credited to the fact that a DC
motor unlike other types of motor has a very high starting current that has the
potential of damaging the internal circuit of the DC motor if not restricted to
some limited value. This limitation to the starting current of DC motor is
brought about by means of the starter. Thus the distinguishing fact about the
starting methods of DC motor is that it is facilitated by means of a starter.
Or rather a device containing a variable resistance connected in series to the
armature winding so as to limit the starting current of DC motor to a desired
optimum value taking into consideration the safety aspect of the motor.

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The main principal of this being the addition of external electrical
resistance Rext to the armature winding, so as to increase the
effective resistance to Ra + Rext, thus limiting the armature current to
the rated value. The new value of starting armature current is
desirably low and is given by.

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Operating Modes
• In variable-speed applications, a dc motor may be operating in one or

more modes:
– motoring,
– regenerative braking,
– dynamic braking,
– plugging, and
– four quadrants.
Motoring: The arrangements for motoring are shown in fig. Back emf Eg is
less than supply voltage Vy. Both armature and field currents are positive.
The motor develops torque to meet the load demand.

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Operating Modes
Regenerative braking:
• The arrangements for regenerative braking are shown in Figure
• The motor acts as a generator and develops an induced voltage Eg. Eg
must be greater than supply voltage Va.
• The armature current is negative, but the field current is positive.
• The kinetic energy of the motor is returned to the supply.
• A series motor is usually connected as a self-excited generator.
• For self-excitation, it is necessary that the field current aids the residual
flux. This is normally accomplished by reversing the armature terminals
or the field terminals.

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Regenerative braking in DC Shunt
Motor
➢ This method is used when the load on the motor has overhauling characteristics as in the
lowering of the case of a hoist or downgrade motion of electric train.
➢ Regenerative takes place when Eb becomes greater than V. this happens when the overhauling
load acts as a prime mover and so drives the machine as a generator.
➢ Hence ,the direction of Ia and armature torque is reversed and speed falls until eb becomes
less than V.
➢ During slowing down of the motor ,power is returned to the line which may be used for
supplying another train on an upgrade motion there by essential to have some type of
mechanical braking also in order to hold the load in the event of power failure.
➢ At zero torque characteristics passes through the point corresponding to ideal no load speed,
no as in the case of motoring.
➢ From the characteristics curves, it is clear that, higher the armature circuit resistance ,the
higher is the speed at which the motor has to run for a given braking torque.

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Fig Regenerative braking Characteristics and N-T Characteristics

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 In DC series motor, regenerative braking is not possible without necessary
modifications, because reversal of Ia would result in reversal of field and hence
of Eb.
 This method is however used in traction motors with special arrangements.

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Operating Modes
Dynamic braking:
• The arrangements shown in Figure are similar to those of regenerative
braking, except the supply voltage Va is replaced by a braking resistance
Rb,.
• The kinetic energy of the motor is dissipated in Rb.

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The field winding is left connected across the supply and it is undisturbed.
The braking effect is controlled by varying the series resistance R.
Fig. Rheostatic braking in DC Shunt Motor

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Speed-torque characteristics under dynamic braking
➢ It will be a straight line through the origin in the second quadrant .
➢ In the first quadrant ,the curve shows that the motor is operating steadily for a
given load torque TL at the point A on its natural characteristics.
➢ The speed no represents ideal no load speed.
➢ Due to braking the operating point shifts to point B on the characteristics in the II
quadrant from point A.
➢ The motor then decelerates along B O to stand still condition.
➢ The slope of the braking characteristics in II quadrant can be controlled by
varying the braking resistor R.
➢ Hence, any braking time can be obtained by proper choice of the braking resistor
R.

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In this method of breaking, the motor is disconnected from the supply, the field
connections are reversed and motor is connected in series with a variable
resistance R as shown in
Fig. Rheostatic braking in DC Series Motor

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The field connections are reversed to make sure that, the current through the field
winding flows in the same direction as before (i.e., from A to B )in order to assist
for residual magnetism.
➢ In practice, the variable resistance used for starting purpose is itself used for
braking purposes.
➢ The speed-torque characteristics of DC series motor during rheostatic braking

is shown in the following figure. explanations are similar to rheostatic braking
method applied to DC shunt motor.

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Operating Modes
Plugging:
• Plugging is a type of braking. The connections for plugging are
shown in Figure.
• The armature terminals are reversed while running. The supply
voltage Va and the induced voltage Eg act in the same direction.
• The armature current is reversed, thereby producing a braking
torque. The field current is positive.
• For a series motor, either the armature terminals or field terminals
should be reversed, but not both.
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Plugging in DC Series Motor
In this method of braking, the connections of the armature are reversed and a
variable resistance R is put in series with the armature

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Plugging in DC Shunt Motor

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➢ Due to the reversal of armature connections, both V and Eb start acting in the
same direction around the circuit.
➢ In order to limit the armature current to a safe value, it is essential to insert a
resistor in the circuit while reversing the armature connections.
➢ When compared with rheostat braking, plugging gives better braking torque.
➢ This method is commonly used for Printing presses, elevators, rolling mills
and machine tools.

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Numerical
1. A 220 V, 970 rpm, 100A dc separately excited motor has an
armature resistance of 0.05 ohm. It is braked by plugging
from an initial speed of 1000 rpm. Calculate
a) Resistance to be placed in armature circuit to limit braking
current to the twice full load value.
b) Braking torque?
c) Torque when speed has fallen to zero?

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Operating Modes
Four Quadrants:
• Figure shows the polarities of the supply voltage Va, back emf Eg, and
armature current Ia for a separately excited motor.
• In forward motoring (quadrant I), Va, Eg, and Ia are all positive. The torque and
speed are also positive in this quadrant.
• During forward braking (quadrant II), the motor runs in the forward direction
and the induced emf Eg continues to be positive. For the torque to be negative
and the direction of energy flow to reverse, the armature current must be
negative. The supply voltage Va should be kept less than Eg.

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• In reverse motoring (quadrant III), Va, Eg, and Ia are all negative.
The torque and speed are also negative in this quadrant. To keep
the torque negative and the energy flow from the source to the
motor, the back emf Eg must satisfy the condition | Va | > | Eg |.
The polarity of Eg can be reversed by changing the direction of
field current or by reversing the armature terminals.
• During reverse braking (quadrant IV), the motor runs in the
reverse direction. Va, and Eg continue to be negative. For the
torque to be positive and the energy to flow from the motor to the
source, the armature current must be positive. The induced emf Eg
must satisfy the condition | Va | < | Eg |.

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Operating Modes
Four Quadrants:
• Figure 15.8 shows the polarities of the supply voltage Va, back emf
Eg, and armature current Ia for a separately excited motor.

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Single-Phase Drives
• If the armature circuit of a dc motor is connected to the output of a

single-phase controlled rectifier, the armature voltage can be varied by
varying the delay angle of the converter aa.
• The basic circuit agreement for a single-phase converter-fed separately
excited motor is shown in Figure .
• At a low delay angle, the armature current may be discontinuous, and
this would increase the losses in the motor.
• A smoothing inductor, Lm, is normally connected in series with the
armature circuit to reduce the ripple current to an acceptable magnitude.
• A converter is also applied in the field circuit to control the field current
by varying the delay angle af.
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Single-Phase Drives
• Depending on the type of single-phase converters,

– single-phase drives may be subdivided into:
– Single-phase half-wave-converter drives.
– Single-phase semi converter drives.
– Single-phase full-converter drives.
– Single-phase dual-converter drives.

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Single-Phase Half-Wave-Converter Drives
• A single-phase half-wave converter feeds a dc motor, as shown below.

• The armature current is normally discontinuous unless a very large
inductor is connected in the armature circuit.
• A freewheeling diode is always required for a dc motor load and it is a
one-quadrant drive.
• The applications of this drive are limited to the 0.5 kW power level.
• Figure shows the waveforms for a highly inductive load.
• A half-wave converter in the field circuit would increase the magnetic
losses of the motor due to a high ripple content on the field excitation
current.
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Single-Phase Half-Wave-Converter Drives

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Single-Phase Full-Wave-Converter Drives
• The armature voltage is varied by a single-phase full-wave converter, as

shown in Figure 15.13a.
• It is a two-quadrant drive, as shown in Figure 15.13b, and is limited to
applications up to 15 kW.
• The armature converter gives + Va or - Va, and allows operation in the
first and fourth quadrants.
• During regeneration for reversing the direction of power flow, the back
emf of the motor can be reversed by reversing the field excitation.

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Single-Phase Full-Wave-Converter Drives
• The converter in the field circuit could be a full, or even a dual converter.
• The reversal of the armature or field allows operation in the second and
third quadrants.
• The current waveforms for a highly inductive load are shown in Figure
15.13c for powering action.

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Single-Phase Dual-Converter Drives
• Two single-phase full-wave converters are connected.

• Either converter 1 operates to supply a positive armature voltage, Va, or
converter 2 operates to supply a negative armature voltage, - Va.
• Converter 1 provides operation in the first and fourth quadrants, and
converter 2, in the second and third quadrants.
• It is a four-quadrant drive and permits four modes of operation: forward
powering, forward braking (regeneration), reverse powering, and reverse
braking (regeneration).
• It is limited to applications up to 15 kW. The field converter could be a
full-wave or a dual converter.

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Single-Phase Dual-Converter Drives

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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
megawatt power levels.
• The ripple frequency of the armature voltage is higher than that of
single-phase drives and it requires less inductance in the armature
circuit to reduce the armature ripple current.
• The armature current is mostly continuous, and therefore the motor
performance is better compared with that of single-phase drives.
• Similar to the single-phase drives, three-phase drives may also be
subdivided into:
– Three-phase half-wave-converter drives.
– Three-phase semiconverter drives.
– Three-phase full-converter drives.
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Three-Phase Half-Wave-Converter Drives

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Three-Phase Full-Wave-Converter Drives
• A three-phase full-wave-converter drive is a two-quadrant drive without

any field reversal, and is limited to applications up to 1500 kW.
• During regeneration for reversing the direction of power
• However, the back emf of the motor is reversed by reversing the field
excitation.
• The converter in the field circuit should be a single- or three-phase full
converter.

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Three-Phase Dual-Converter Drives
• Two three-phase full-wave converters are connected in an arrangement

similar to Figure.
• Either converter 1 operates to supply a positive armature voltage, Va or
converter 2 operates to supply a negative armature voltage, -Va.
• It is a four-quadrant drive and is limited to applications up to 1500 kW.
• The field converter can be a full-wave converter.
• If converter 1 operates with a delay angle of

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Closed-Loop Control of DC Drives
• The speed of dc motors changes with the load torque.

• To maintain a constant speed, the armature (and or field) voltage
should be varied continuously by varying the delay angle of ac-dc
converters or duty cycle of dc-dc converters.
• In practical drive systems it is required to operate the drive at a
constant torque or constant power; in addition, controlled acceleration
and deceleration are required.
• Most industrial drives operate as closed-loop feedback systems.
• A closed-loop control system has the advantages of improved
accuracy, fast dynamic response, and reduced effects of load
disturbances and system nonlinearities.

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Closed-Loop Control of DC Drives
• The block diagram of a closed-loop converter-fed separately excited dc

drive is shown in Figure.
• If the speed of the motor decreases due to the application of additional
load torque, the speed error Ve increases.
• The speed controller responses with an increased control signal Vc,
change the delay angle or duty cycle of the converter, and increase the
armature voltage of the motor.
• An increased armature voltage develops more torque to restore the
motor speed to the original value.
• The drive normally passes through a transient period until the developed
torque is equal to the load torque.

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Time Ratio Control (TRC)
In this control scheme, time ratio Ton/T (duty ratio) is varied. This is
realized by two different ways called Constant Frequency System and
Variable FrequencySystemasdescribed below:
Constant FrequencySystem
In this scheme, on-time is varied but chopping frequency f is kept
constant. Variation of Ton means adjustment of pulse width, as such this
scheme is also called pulse-width-modulation scheme.

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Variable FrequencySystem
In this technique, the chopping frequency f is varied and either (i) on-
time Ton is kept constant or (ii) off-time Toff is kept constant. This
method of controlling duty ratio is also called Frequency- modulation
scheme.

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Tutorial
Question 1. A 400 3-phase ac supply feeds a separately excited
dc motor through two 3-phase full converters, one for
armature and other for the field. The firing angle of field
converter is zero. Ra=0.3 ohm and Rf=250 ohm. The armature
current is equal to rated value of 50A. The motor voltage
constant is 1.3 V/A-rad/sec. The speed is 1200 rpm. Find the
firing angle of converter in the armature circuit. [47.07]

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Question 2: A 230V single phase 50Hz supply feeds the
armature and field circuits of a separately excited dc motor
through full converters. The firing angle of converter in the
field circuit is zero. The armature and field resistances are 0.25
ohm and 200 ohm respectively. The torque and voltage
constants are 1.1. The firing angle of converter in the armature
circuit is 45 degree and armature current is 50A. Find the
torque developed and motor speed. Assume brush contact drop
is 1V/brush.

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Motoring Mode:
Fig. shows this mode of operation with one quadrant chopper
feeding the motor from a dc voltage V. The field is excited by
separate source. Fig shows the quadrant of operation. The
voltage across armature is given by:
𝑉𝑎 = 𝛼𝑉
Where 𝛼 is duty cycle of chopper
Freewheeling diode is necessary so that armature current flow
when chopper is off. The power supplied to the motor is
𝑃 = 𝑉𝑎 𝐼𝑎 = 𝛼𝑉𝐼𝑎

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The reason for discontinuous current be:
1. High L/R ratio or low time constant.
2. Low duty cycle .
3. High value of back emf E.

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Current- Limit Control
➢ In this control strategy, the on and off of chopper circuit is decided by the
previous set value of load current. The two set values are maximum load
current and minimum loadcurrent.
➢ When the load current reaches the upper limit, chopper is switched off. When
the load current falls below lower limit, the chopper is switched on.
Switching frequency of chopper can be controlled by setting maximum and
minimum level ofcurrent.
➢ Current limit control involves feedback loop, the trigger circuit for the
chopper is therefore more complex. PWM technique is the commonly chosen
control strategy for the power control in chopper circuit
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Comparison of converter fed and Chopper fed
DC Drives
Excellent speed control characteristics, wide range of speed
control, Adjustable voltage fed to armature terminal for speed
control.
Availability of supply.
❖ The ripple in output of chopper is less than that in output of
converter , less ripple means lower losses
❖ The chances of discontinuous operation in chopper drive are
lesser than in conveter drive. Therefore speed regulation and
transient response of chopper drive are better than in
converter drive.
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❖ To reduce the ripple in the o/p of a converter with higher
pulse number is necessary. A converter with higher pulse no.
has lower utilization factor and more constant.

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Q3: 220v, 1000rpm, 100 A separately excited dc motor has
armature resistance 0.1 ohm, load torque equal rated torque,
motor speed? If voltage drops to 200V.

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Dynamics of Separately Excited DC
Motor
The dynamic behavior can be calculated if a small signal
dynamic model and transfer function relating angular speed wm
with applied voltage V and torque Tl is found. The dynamic
analysis is under following assumption.
1. The axis of armature mmf is fixed in space along q-axis.
2. The demagnetization due to armature reaction is
neglected.
3. The magnetic circuit is unsaturated. Thus the armature and
field inductances are constant.

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Fig. Separately excited DC Motor coupled with mechanical load.
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1. J is polar moment of Inertia.
2. Br viscous friction coefficient
3. Wm angular speed.
The KVL equation for armature circuit is:

𝑑𝑖𝑎
𝑣 = 𝑖𝑎 𝑅𝑎 + 𝐿𝑎 + 𝑒𝑏
𝑑𝑡
Φ is constant.
𝑑𝑖𝑎
𝑣 = 𝑖𝑎 𝑅𝑎 + 𝐿𝑎 + 𝐾𝑒 𝑤𝑚
𝑑𝑡
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At the motor shaft the electromagnetic torque T is equal to sum
of opposing torque.
𝑑𝑤𝑚
𝑇=𝐽 + 𝐵𝑟 𝑤𝑚 + 𝑇𝐿
𝑑𝑡
Φ is constant.
𝑑𝑤𝑚
𝑇=𝑘𝑡 𝐼𝑎 = 𝐽 + 𝐵𝑟 𝑤𝑚 + 𝑇𝐿
𝑑𝑡
By taking laplace transform
𝑉 𝑠 = 𝑘𝑒 𝜔𝑚 𝑠 + 𝑅𝑎 + 𝑠𝐿𝑎 𝐼𝑎 𝑠
𝑇 𝑠 = 𝑘𝑡 𝐼𝑎 𝑠 = 𝐵𝑟 + 𝑠𝐽 𝑤𝑚 𝑠 +𝑇𝐿 (𝑠)
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 𝜏𝑚 𝑖𝑠 𝑚𝑒𝑐ℎ𝑎𝑛𝑖𝑐𝑎𝑙 𝑡𝑖𝑚𝑒 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡.
Fig. Block diagram of Separately excited Motor

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Tutorial
Question 1. A 220V, 1500rpm, 10A separately excited dc
motor having armature resistance of 3 ohm supplied from a
single phase fully controlled converter with an input voltage of
230V ac. Find the firing angle for half the motor torque at 600
rpm. Assume continuous conduction.

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Solution:

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Question 2 : A 2.2KW, 220V, 1000rpm separately excited dc
motor has armature resistance of 2 ohm. It is controlled by a step-
down chopper operating at 250 Hz from 220 V mains load torque is
proportional to speed, when duty cycle of chopper is 0.9 speed is
1200rpm. Find on time of chopper for a speed of 800rpm. Assume
that torque is proportional to armature current.

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Question 3: A 230V dc series motor runs at 1000rpm while taking a
current of 100 A. The armature and field winding resistance are 0.1
ohm each. The motor is operated under dynamic braking at twice the
rated torque and 800 rpm speed. Find the value of braking current
and braking resistor?

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Question 4: A 220V separately excited dc motor has armature
resistance of 0.05ohm speed of 1000 rpm and armature current is
100A. The motor is braked by plugging a) resistance to be added in
armature to limit the braking current to the twice of full load
current. B) Initial Braking torque c) braking torque when speed has
fallen to 500 rpm.

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Question 5: A 200V 940 rpm separately excited dc motor has
armature resistance of 0.02 ohm. The motor is fed from single
quadrant step down chopper. The input to the chopper is 200V dc.
Assume continuous conduction and find duty cycle of chopper for
motoring at rated torque at 500 rpm. The rated armature current is
100A.

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ELECTRICAL DRIVE

1 Department of Electrical and Electronics Engineering, BVCOE New Delhi

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

• The motor speed can be varied by

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

• The motor speed can be varied by

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

 The starting of DC motor is somewhat different from the starting of all

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

• In variable-speed applications, a dc motor may be operating in one or

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Fig. Rheostatic braking in DC Shunt Motor

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Fig. Rheostatic braking in DC Series Motor

Department of Electrical and Electronics Engineering,

➢ The speed-torque characteristics of DC series motor during rheostatic braking

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

• If the armature circuit of a dc motor is connected to the output of a

• Depending on the type of single-phase converters,

Department of Electrical and Electronics Engineering,

• A single-phase half-wave converter feeds a dc motor, as shown below.

Department of Electrical and Electronics Engineering,

• The armature voltage is varied by a single-phase full-wave converter, as

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

• Two single-phase full-wave converters are connected.

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

• The armature circuit is connected to the output of a three-phase

Department of Electrical and Electronics Engineering,

• A three-phase full-wave-converter drive is a two-quadrant drive without

Department of Electrical and Electronics Engineering,

• Two three-phase full-wave converters are connected in an arrangement

Department of Electrical and Electronics Engineering,

• The speed of dc motors changes with the load torque.

Department of Electrical and Electronics Engineering,

• The block diagram of a closed-loop converter-fed separately excited dc

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,

Department of Electrical and Electronics Engineering,