DC Motors

DC Motors
DC Motors
 DC machines are basically electromechanical energy
conversion devices, the same DC machine can be
operated as a DC Generator or DC Motor, depending
upon the application and requirement. Construction ally
there is no difference between both.
GENERATOR
Mech. I/P Rotate Elect. O/P Gen.
Mode
Torque/Force I/P O/P Voltage
ELECTRIC MACHINE
Motor
Mode
Mech. O/P Rotate O/P I/P Elect. I/P
Torque/Force Voltage
MOTOR
Principle of DC Motor
 When a current carrying conductor is placed in a magnetic
field, it will experience a mechanical force and rotates in the
direction of force and the direction of force is given by
Fleming’s Left Hand Rule (FLHR) and the magnitude is given by
F= BIL Newtons,
 B= Flux density (Tesla)
 I= current flowing through the conductor (Amps),
 L= Active length (m) of the conductor.
Fleming’s Left Hand Rule
 Stretch 3 fingers of the left hand, Thumb, Fore finger and the middle
finger, put the middle finger in the direction of current, fore finger in
the direction of flux, then Thumb will gives the direction the Force or
motion of conductor. For DC Generator to find out the voltage
direction we apply Fleming’s Right hand rule.
 Consider a simple loop coil placed between N & S pole. A D.C Voltage is applied
through slipt ring and brushes. According to F.L.H.R for a given reference(assuming
the same current directions as in generator)the force experienced by the conductor
under north pole is in the downward direction. Similarly as the commutator rotates
with the coil, the force exerted on the conductor under south pole is in the upward
direction) The force experienced by all conductors will give rise to a net force and the
armature rotates in anticlockwise direction. If generator is rotated clockwise, than the
motor rotates A.C.W (opposite Direction)
0-180 Force 180 - 360 Force
A C C A
N S N S
B D D B
X X
Force Force
1 2 1 2
a b b a
+ _ + _
Supply Supply
Current Direction B A C D Current Direction D C A B
Torque is Unidirectional
 Suppose if the commutator is not rotated.
180 - 360
C A
Force
N S Same as first figure,
D B they don’t change D.C
X Force
1 2
to A.C, so the torque is
a b Bi-directional
+ _
Current Direction B A C D
Supply
The function of commutator in a DC Motor is to convert D.C into A.C

and to produce unidirectional torque in the armature. In this case it is also
called as “Mechanical Inverter”. The direction of rotation depends
on the force or torque developed. It can be reversed by reversing
armature polarity or field polarity, but not both simultaneously.
Motor Action in a Generator
 According to the fundamental laws of nature, Energy conversion
process from one form to other happens through an “opposition”.
 The opposition in a DC Generator from mechanical to electrical energy
conversion is in the form of “Motor Action”.
 When the generator is rotated in clockwise direction there is induced
emf and a current carrying conductor is rotating in the magnetic field.
 Therefore it will experience a force & the direction is according to
FLHR to a generator conductor, the force is in anticlockwise direction
which is a “Magnetic Drag” or Magnetic Pull or Backward Torque, its
magnitude is directly proportional to the load current.
 Backward Torque IL
 The prime mover has to rotate the generator against this
“mechanical opposition”, in order to have mechanical to
electrical energy conversion.
Mechanical Opposition
Mech I/P Elect. O/P
Generator
Generator Action in a Motor
 Consider a motor rotating in anticlockwise direction than the current
carrying conductor rotates in the magnetic field, there is an EMF
induced according to Faradays laws.
 Its direction is according to F.R.H.R.
 Therefore applying this to motor, rotating anticlockwise, the EMF
induced is exactly opposite to the supply voltage V, applied across
armature. Due to its counter direction, it is called as “Counter EMF
or Back EMF”, which is given by
 Eb = φZN/60 * P/A Volts
 In a motor for electrical to mechanical energy conversion, there
is an “electrical opposition”, which is called Generating Action
in a Motor.
Electrical Opposition
Elec. I/P Mech. O/P
Motor
Significance of Back EMF
 It plays a major role of opposition for energy conversion.
 Efficiency of the motor significantly depends on Back EMF.
 Voltage Equation: V= Eb + Ia Ra Volts
 Power Equation: V Ia = Eb Ia + Ia^2 Ra Watts
 V IL = Eb Ia + Ia^2 Ra (Ia Approximately = IL)
 Input Power = Output power + Losses (Ia^2 Ra )
 Input Power = V IL
 Output Power = Eb Ia (Electrical equivalent of Mechanical Power
developed in Motor)
 Efficiency 𝛈 = output/Input = Eb Ia / V Ia = Eb / V
 𝛈 α Eb (Efficiency is maximum if Eb is as close to V as Possible but
Eb < V.
 Mechanical Power Developed : Eb Ia =V Ia - Ia^2 Ra
 For maximum power generated in Motor dPm/dIa = 0
 d/dIa (V Ia - Ia^2 Ra ) = 0
 V= 2 Ia Ra
 Or Ia Ra =V/2
 Substituting above relation in V= Eb + Ia Ra
 V= Eb +V/2
 Eb = V/2 (Condition for maximum power developed in Motor)
 For developing maximum mechanical power the back emf should be half
of the supply voltage but under such condition the efficiency of the
motor is less than 50 % (𝛈 = output/Input = Eb Ia / V Ia = 0.5 V/ V).
Therefore the motors are not designed for maximum output condition
but maximum efficiency for a particular load selected near rating.
 Reason for decreased efficiency:
 Ia = (V – Eb) / Ra = (V – V/2)/ Ra = V/ 2Ra ( Since Ra is very small Ia is very high i.e 50%
losses Ia Ra = V/2)
 The current drawn by the motor is governed by Back EMF
 Ia = (V – Eb) / Ra
 Back EMF makes the motor “self regulating” in nature.
 Eb α Ф N
 Self Regulating : Consider a motor running on NO Load. It draws a small NO load current, in
order to supply a No load torque ( to make motor run against losses at no load).
 ON Load: when it is loaded, the torque should increase, in order to drive the increase in
load. Therefore the current drawn by the motor should increase. This sequence happens by
: variation in Eb. When the motor is loaded, ‘N’ speed reduces , which inturn reduces Eb
back emf and increase the armature current. Ia = (V- Eb) / Ra. Which developed more
rotational torque, the reduction of speed is up to a point where Te = TL (load torque).
Therefore the reduction in speed will stop and the motor runs at a new speed which is less
than No load speed, depends upon the type of the load of motor.
 When the Load is removed: As the load torque becomes zero the surplus electromagnetic
torque makes the armature speed to rise, consequently “Eb” increases and reduces “Ia” &
Torque.
 Therefore “Eb” makes the motor “Self Regulating”
Classification of DC Motors
 Types of DC Motors: As the construction is identical the types
are also similar to DC Generators.
 In case of DC motors there is no self-excited motors, as they are
basically doubly excited.
 1. Permanent Magnet DC Motors (very small in size which uses
PM, which operates around 6V-12V DC, widely used in
Automobiles/cars).
 2. Separately Excited Motor
 3. Shunt Motor
 4. Series Motor Cumulative
Long Shunt
 5. Compound Motor: Differential
Short Shunt
Cumulative
Classification of DC Motors
Separately Excited DC Motor
 Needs two voltage sources, one for Field and one for Armature.
 Not practically used motors or in applications. (Servo Mechanism
or Automatic Control Applications , Accurately controlled from
either side (field & Armature))
If Ia = IL
I
a Ia = IL
DC Ia = (V- Eb) / Ra
Vf Eb Supply V = Eb + Ia Ra + BCD
Voltage
Ra (V)
DC Shunt Motor
 For a given condition, Supply voltage, the flux is approximately
constant. (Фsh α Ish = V/Rsh , V-Constant)
 Shunt motors are approximated as “Constant Flux Motor” from No-
Load to Rated Load Condition.
Ish Ia IL
DC
Ia = IL - Ish
Rsh Eb Supply Ish = V/ Rsh
Voltage
(V)
V = Eb + Ia Ra + BCD
Ra
DC Series Motor
 If load increases Ia Increases, Series flux (Фse) increases up to
saturation (Фse α Ia)
Ise
Ia
Rse IL
DC IL = Ia = Ise
Eb Supply V = Eb + Ia (Ra + Rse)+ BCD
Voltage
Ra (V)
DC Compound Motor
 Long Shunt DC Compound Motor:

Ish Ia IL
Ise Rse
Ia
DC
Supply Ia = IL - Ish
Rsh Eb Voltage
(V)
Ish = V/ Rsh
Ra V = Eb + Ia (Ra +Rse)+ BCD
DC Compound Motor
 Short Shunt DC Compound Motor:
IL
Ise Rse
Ish
Ia
DC
Ia = IL - Ish
Supply Ish = (V-IL Rse) / Rsh
Voltage V = Eb + Ia Ra +IL Rse)+ BCD
Rsh Eb (V)
Ra
Electro-magnetic Torque Developed in DC Motor
 Torque is the turning or twisting moment of a force about an axis and is measured by
the product of force (F) and radius (r) at right angle to which the force acts.
 T = F x r Newton-meter
 In a D.C motor, each conductor is acted upon by a circumferential force F at a distance r,
the radius of the armature. Therefore, each conductor exerts a torque, tending to rotate
the armature. The sum of the torques due to all armature conductors is known as gross or
armature torque (Ta).
 The power developed in motor is expressed in terms of torque.
 Power = work done in one revolution/ time taken for one revolution.
 Let N= speed of motor in RPM.
 N/60= speed of motor in RPS
 Time taken for one revolution = 60/N
 Work done in one revolution = force x distance =Fx2πr
 Therefore P = Fx2πr/60/N= 2πN (Fxr)/60 = 2πN Ta/60W
 P=Ta xω Watts where ω= 2πN/60 = angular speed in rads/sec.
 Ta= Armature Torque= N-m.
 Types of Torques in a DC motor:
 Armature Torque or Gross Torque (Ta)
 Shaft Torque or useful torque (Tsh)
T2/T1 = Ia2/Ia1 , Ф is constant
T2/T1 = (Ia2/Ia1)^2 up to saturation Ф α Ia

T2/T1 = Ia2/Ia1 after saturation, Ф is
constant
Problem
 A 50 HP, 400 V, 4 pole, 1000 rpm, DC motor has flux per pole equal to
0.027 Wb. The armature having 1600 conductors is wave connected.
Calculate the gross torque when the motor takes 70 ampere.
Solution
Problem
 The induced emf in a DC machine is 200 V at a speed of 1200 rpm.
Calculate the electromagnetic torque developed at an armature
current of 15 A.
Solution
Problem
 A four-pole DC motor has a wave-wound armature with 594
conductors. The armature current is 40 A and flux per pole is 7.5 m
Wb. Calculate H.P. of the motor when running at 1440 rpm.
Solution
Problem
 A DC motor has 6-poles with lap wound armature. What will be its
brake horse power when it draws a current of 340 A and rotates at
400 rpm. The flux per pole is 0.05 Wb and the armature carries 864
turns, Neglect mechanical losses.
Solution
Problem
 The armature resistance of a DC shunt motor is 0.5 ohm, it draws 20 A
from 220 V mains and is running at a speed of 80 radian per second.
Determine (i) Induced emf (ii) Electromagnetic torque (iii) Speed in rpm.
Solution
Problem
 The armature and series field winding resistance of a 220 V, four-pole
DC series motor is 0.75 ohm. It has 782 wave wound armature
conductors. If it draws 40 A from the supply mains and has a flux of
25 mWb, determine its speed and gross torque developed.
Solution
Problem
 The electromagnetic torque developed in a DC machine is 80 Nm for
an armature current of 30 A. What will be the torque for a current of
15 A? Assume constant flux. What is the induced emf at a speed of
900 rpm and an armature current of 15 A?
Solution
Speed of a D.C. Motor
Speed Relations
Speed Regulation
Characteristics of DC Motors
 The performance of a DC motor can be easily judged from its
characteristic curves, known as “motor characteristics”. The
characteristics of a motor are those curves which show relation between the two
quantities. On the basis of these quantities, the following characteristics
can be obtained:
 1. Speed and Armature current (N – Ia)Characteristics: It is the
curve drawn between speed N and armature current Ia. It is also known as
speed characteristics. It is very important characteristic as it is often
the deciding factor in the selection of the motor for a particular
application.
 2. Torque and Armature current (T–Ia) Characteristics: It is the
curve drawn between torque developed in the armature T and armature
current Ia. It is also known as electrical characteristics.
 3. Speed and Torque (N–T) characteristics: It is the curve drawn
between speed N and torque developed in the armature T. It is also
known as mechanical characteristics.
Characteristics of DC Shunt Motors
 The conventional diagram of this motor is shown in Fig.1 In these
motors, the shunt field current Ish = V/Rsh remains constant since the
supply voltage V is constant. Hence, the flux in DC shunt motors is practically
constant (although at heavy loads, somewhat flux decreases due to
armature reaction).
 1. Speed and Armature current (N – Ia) characteristics:
We know that, N α Eb/Ф
Since flux is constant; N α Eb or N α V – Ia Ra
 If the armature drop (Ia Ra) is negligible, the speed of the motor will remain
constant for all values of load as shown by the dotted line AB in Fig.2. But
strictly speaking, as the armature current increases due to the increase of
load, armature drop Ia Ra increases and speed of the motor decreases
slightly as shown by the straight line A C in Fig. 2. (neglecting armature
reaction). Moreover, the characteristic curve does not start from a
point of zero armature current because a small current, no-load
armature current Ia0, is necessary to maintain rotation of the motor at no-
load.
Fig.1 Fig.2
 Since there is no appreciable change in the speed of a DC shunt motor

from no-load to full load that is why it is considered to be a constant
speed motor. This motor is best suited where almost constant speed is
required and the load may be thrown off totally and suddenly.
 2. Torque Armature Current (T – la )Characteristics:
We know that, T α Ф la
Since flux is constant, T α la (Since the motor is operating from a
constant supply voltage, flux Ф is constant (neglecting armature
reaction).
 Hence, the electrical characteristic (i.e., T – Ia) is a straight line passing
through the origin as shown in Fig. 3.
The shaft torque (Tsh) is less than Ta
and is shown by a dotted line. It is clear
from the characteristic curve that a
large armature current is required at
the start if machine is on heavy load.
Thus, shunt motor should never be
started on heavy load.
Fig.3. T–Ia characteristics of shunt motor
 3. Speed and Torque (N–T) characteristics:
The N – T characteristic is derived from the first two characteristics. When
load torque increases, armature current Ia increases but speed decreases
slightly. Thus with the increase in load or torque, the speed decreases
slightly as shown in Fig. 4.
Conclusions
Following two important conclusions are
drawn from the above characteristics:
(i) There is slight change in the speed of a
shunt motor from no-load to full load.
Hence, it is essentially a constant-speed
motor.
(ii) The starting torque is not high
because Ta α Ia. Fig. 4. N-T characteristics of shunt motor
Characteristics of DC Series Motors
 The conventional diagram a series motor is shown in Fig. 1. If the mechanical
load on the motor increases, the armature current also increases. Hence, the
flux in a series motor increases with the increase in armature current and vice-
versa. In these motors, the series field winding carries the armature current.
Therefore, the flux produced by the series field winding is proportional to the
armature current before magnetic saturation, but after magnetic saturation
flux becomes constant.
 1. Speed and Armature current (N – Ia) characteristics:
Fig.1 Fig.2
 From this characteristic, it is concluded that the series motor is a
variable speed motor, i.e., its speed changes when the armature
current (or load) changes.
 As the load on this motor decreases, speed increases.
 If this motor is connected to the supply without load, armature
current will be very small and hence speed will be dangerously
high which may damage the motor due to heavy centrifugal
forces.
 Therefore, a series motor is never started on no-load. However, to start a
series motor, mechanical load (not belt driven load because belt
slips over the pulley) is put on it first then started.
 Torque and Armature current (T–Ia) Characteristics:
We know that, T α Ф Ia
 In series motors, before magnetic saturation Ф α Ia
 Hence, before magnetic saturation the electromagnetic torque
produced in the armature is proportional to the square of the armature
current (T α Ia^2). If Ia is doubled, Ta is almost quadrupled. Therefore,
this portion of the curve (OA) is a parabola passing through the origin as
shown in Fig.3 .
 However, after magnetic saturation, the flux Ф becomes constant.
T α Ia
 Hence, after magnetic saturation, the curve (AB) becomes a straight line.
 It is seen that before magnetic saturation (T α Ia^2). When load is
applied to this motor at start, it takes large current and heavy torque is
produced which is proportional to square of this current.
 Thus, this motor is capable to pick up heavy loads at the start and best
suited for electric traction.
T α Ф Ia
T α Ia^2 Up to magnetic saturation
After magnetic saturation, the flux

Ф becomes constant
T α Ia
Fig.3
 3. Speed and Torque (N–T) characteristics:
 This characteristic is derived from the first two characteristics.
At low value of load, Ia is small, torque is small but the speed is
very high. As load increases, Ia increases, torque increases but the
speed decreases rapidly. Thus for increasing torque, speed
decreases rapidly as shown in Fig. 4.
T α Ia^2
N α1/Ф
Fig.4
 Following three important conclusions are drawn from the above
characteristics of series motors:
(i) It has a high starting torque because initially T α Ia^2
(ii) It is a variable speed motor i.e., it automatically adjusts the speed as
the load changes. Thus if the load decreases, its speed is automatically
raised and vice-versa.
(iii) At no-load, the armature current is very small and so is the flux.
Hence, the speed rises to an excessive high value (N α1/Ф). This is
dangerous for the machine which may be destroyed due to centrifugal
forces set up in the rotating parts.
Therefore, a series motor should never be started on no-load. However, to
start a series motor, mechanical load is first put and then the motor is
started.
 Note. The minimum load on a d.c. series motor should be
great enough to keep the speed within limits. If the speed becomes
dangerously high, then motor must be disconnected from the supply.
Characteristics of DC Compound Motors
 A compound motor has both series field and shunt field. The shunt field is
always stronger than the series field. Compound motors are of two types:
(i) Cumulative-compound motors in which series field aids the shunt field.
(ii) Differential-compound motors in which series field opposes the shunt field.
 Differential compound motors are rarely used due to their poor torque
characteristics at heavy loads.
 Cumulative compound motors are most common.
 A cumulative compound motor has characteristics intermediate between
series and shunt motors.
 (i) Due to the presence of shunt field, the motor is prevented from
running away at no-load.
 (ii) Due to the presence of series field, the starting torque is increased.
 The characteristics of these motors lies between the shunt and series
motors. The N – Ia characteristics, T – Ia characteristics and N – T
characteristics are shown in Figs. (a), (b) and (c), respectively.
(b)
Applications and Selection of DC Motors
 Applications of DC Motors:
As per the characteristics of DC motors, different types of DC motors are
applied for different jobs as explained below:
1. Separately excited motors: Very accurate speeds can be obtained
by these motors. Moreover, these motors are best suited where speed
variation is required from very low value to high value.
 These motors are used in steel rolling mills, paper mills, diesel – electric
propulsion of ships, etc.
2. Shunt motors: From the characteristics of a shunt motor we have
seen that it is almost constant speed motor. It is, therefore, used;
 (i)Where the speed between no-load to full load has to be maintained almost constant.
 (ii) Where it is required to drive the load at various speeds (various speeds are obtained by
speed control methods) and any one of the speed is required to be maintained
almost constant for a relatively long period.
 As such the shunt motors are most suitable for industrial drives such as lathes,
drills, grinders, shapers, spinning and weaving machines, line shafts in the group drive, etc.
3. Series motors: The characteristics of a series motor reveal
that it is variable speed motor i.e., the speed is low at higher
torques and vice-versa. Moreover, at light loads or at no-load, the
motor attains dangerously high speed. It is, therefore, employed:
 (i) Where high torque is required at the time of starting to accelerate heavy
loads quickly.
 (ii) Where the load is subjected to heavy fluctuations and speed is required to be
adjusted automatically.
 As such the series motors are most suitable for electric traction, cranes,
elevators, vacuum cleaners, hair driers, sewing machines, fans and air
compressors, etc.
 Note: The series motors are always directly coupled with
loads or coupled through gears. Belt loads are never applied to
series motor, because the belt may slip over the pulley or it may break.
Then the motor will operate at light loads or at no-load and will attain
dangerously high speed which may damage the motor.
4. Compound motors: The important characteristic of this
motor is that the speed falls appreciably on heavy loads as in a
series motor, but at light loads, the maximum speed is limited to
safe value. It is, therefore, used;
 (i) Where high torque is required at the time of starting and where the
load may be thrown off suddenly.
 (ii)Where the load is subjected to heavy fluctuations.
 As such the cumulative compound, motors are best suited for
punching and shearing machines, rolling mills, lifts and mine - hoists,
etc.
 Selection of DC Motors:
1. Selection of power rating
2. Characteristics of the motor
Armature Reaction in D.C. Motors
 As in a D.C Generator, armature reaction also occurs in a D.C motor. This
is expected because when current flows through the armature conductors
of a D.C Motor, it produces flux (armature flux) which lets on the flux
produced by the main poles.
 For a motor with the same polarity and direction of rotation as is for
generator, the direction of armature reaction field is reversed.
 (i) In a generator, the armature current flows in the direction of the
induced e.m.f. (i.e. generated e.m.f. Eg) whereas in a motor, the armature
current flows against the induced e.m.f. (i.e. back e.m.f. Eb).
 Therefore, it should be expected that for the same direction of rotation
and field polarity, the armature flux of the motor will be in the opposite
direction to that of the generator. Hence instead of the main flux being
distorted in the direction of rotation as in a generator, it is distorted
opposite to the direction of rotation.
 Armature reaction in a d.c. generator weakens the flux at leading pole tips and
strengthens the flux at trailing pole tips while the armature reaction in a d. c. motor
produces the opposite effect.
 The leading pole tips of the Generator becomes trailing pole tips of the motor
based on the direction of rotation. Armature Reaction effect is quite similar to
Generator.
 When the motor is loaded it draws more current from the supply to maintain
torque this will increase armature mmf, and affect the main flux distribution
and produces two effects.
 De-magnetization: Reduction of main flux which reduce the torque capability
while increasing speed,T α Ф Ia ; N α Eb/Ф
 Cross-magnetization: Distortion of main flux which affects the commutation
process by shifting M.N.A.
 The M.N.A shifts opposite to the direction of rotation of motor in order to
improve commutation. Brushes also need to be shifted in opposite direction to
that of the motor.
 Similar to generator the brush shift also produce additional demagnetization,
which reduce the flux, reduce the torque while increasing speed.
 The polarity of Inter-poles should be equal to the main poles behind motor
rotation.
 With no commutating poles used, the brushes are given a forward lead in
a d.c. generator and backward lead in a d.c. motor.
 By using commutating poles (compoles), a d.c. machine can be
operated with fixed brush positions for all conditions of load.
Since commutating poles windings carry the armature current,
then, when a machine changes from generator to motor (with
consequent reversal of current), the polarities of commutating
poles must be of opposite sign.
 Therefore, in a d.c. motor, the commutating poles must have the same
polarity as the main poles directly back of them. This is the opposite of the
corresponding relation in a d.c. generator.
Speed Control of DC Motors
where Ra = Ra for shunt motor

= Ra + Rse. for series motor
 From the above equation it is clear that the speed of DC motors can
be controlled;
 1. By varying flux per pole Ф. This is known as flux or field control
method.
 2. By varying the armature drop, i.e., by varying the resistance of
armature circuit.This is known as armature control method.
 3. By varying the applied voltage. This is known as voltage control
method.
Speed Control of D.C. Shunt Motors
 The speed of a shunt motor can be changed by
(i) Flux control method
(ii) Armature control method
(iii) Voltage control method.
Flux control method: is frequently used because it is simple and inexpensive.
 By varying the flux Ф, the motor speed (N α 1/Ф) can be changed and hence
the name flux control method. In this method, a variable resistance (known as
shunt field rheostat) is placed in series with shunt field winding as shown in Fig.
 The shunt field rheostat reduces the shunt field current Ish and hence the flux.
 Therefore, we can only raise the speed of the motor above the normal speed
Generally, this method permits to increase the speed in the ratio 3:1.
 Wider speed ranges tend to produce instability and poor commutation.
 Advantages
 (i) This is an easy and convenient method.
 (ii) It is an inexpensive method since very little power is wasted in the shunt
field rheostat due to relatively small value of Ish.
 (iii) The speed control exercised by this method is independent of load on the
machine.
 Disadvantages
 (i) Only speeds higher than the normal speed can be obtained since the total
field circuit resistance cannot be reduced below Rsh—the shunt field winding
resistance.
 (ii) There is a limit to the maximum speed obtainable by this method. It is
because if the flux is too much weakened, commutation becomes poorer.
 Note. The field of a shunt motor in operation should never be
opened because its speed will increase to an extremely high value.
 Armature control method:
 This method is based on the fact that by varying the voltage
available across the armature, the back e.m.f and hence the speed
of the motor can be changed. This is done by inserting a variable
resistance RC (known as controller resistance) in series with the
armature as shown in Fig.
 N α(V- Ia(Ra+Rc)) where Rc- Controller Resistance
 Due to voltage drop in the controller resistance, the back e.m.f. (Eb) is
decreased. Since N α Eb, the speed of the motor is reduced. The
highest speed obtainable is that corresponding to RC = 0 i.e., normal
speed. Hence, this method can only provide speeds below the normal
speed.
 Disadvantages
 (i) A large amount of power is wasted in the controller resistance since
it carries full armature current Ia.
 (ii) The speed varies widely with load since the speed depends upon
the voltage drop in the controller resistance and hence on the armature
current demanded by the load.
 (iii) The output and efficiency of the motor are reduced.
 (iv)This method results in poor speed regulation.
 Due to above disadvantages, this method is seldom used to control tie
speed of shunt motors.
 Voltage control method:
 In this method, the voltage source supplying the field current is
different from that which supplies the armature. This method avoids
the disadvantages of poor speed regulation and low efficiency as in
armature control method.
 However, it is quite expensive. Therefore, this method of speed
control is employed for large size motors where efficiency is of great
importance.
 (i) Multiple voltage control. In this method, the shunt field of the
motor is connected permanently across a-fixed voltage source. The
armature can be connected across several different voltages through a
suitable switchgear.
 In this way, voltage applied across the armature can be changed.
 The speed will be approximately proportional to the voltage applied
across the armature.
 Intermediate speeds can be obtained by means of a shunt field
regulator.
 (ii) Ward-Leonard system:
 In this method, the adjustable voltage for the armature of motor is
obtained from an adjustable-voltage generator while the field circuit is
supplied from a separate source.This is illustrated in Fig.
 The armature of the shunt motor M (whose speed is to be controlled) is
connected directly to a d.c. generator G driven by a constant-speed a.c.
motor A.
 The field of the shunt motor is supplied from a constant-voltage exciter
E.
 The field of the generator G is also supplied from the exciter E. The
voltage of the generator G can be varied by means of its field regulator.
 By reversing the field current of generator G by controller FC, the
voltage applied to the motor may be reversed. Sometimes, a field
regulator is included in the field circuit of shunt motor M for additional
speed adjustment.
 With this method, the motor may be operated at any speed up to its
maximum speed.
 Advantages
 (a) The speed of the motor can be adjusted through a wide range
without resistance losses which results in high efficiency.
 (b) The motor can be brought to a standstill quickly, simply by
rapidly reducing the voltage of generator G.
 (c) This method is used for the speed control of large motors
when a d.c. supply is not available.
 Disadvantages:
 The disadvantage of the method is that a special motor-generator
set is required for each motor and the losses in this set are high if
the motor is operating under light loads for long periods.
Speed Control of DC Series Motors
 The speed of DC series motors can be controlled by any one of
the following methods:
 (i) Armature control method
 (ii) Field control method
 (iii) Series – parallel control method
 Armature Control Method:
 By making various adjustments in the armature circuit of a DC
series motor its speed can be controlled.
 According to the adjustments made, these methods are knows
as;
 1. Armature series resistance control method
 2. Shunted armature control method
 3. Armature terminal voltage control method.
 Armature Control Method:
 By making various adjustments in the armature circuit of a DC series motor its speed can
be controlled.
 According to the adjustments made, these methods are knows as;
 1. Armature series resistance control method
 2. Shunted armature control method
 1. Armature series resistance control method.
 In this method, a variable resistance is connected in series with the armature or motor.
 If the load and torque developed by the machine is constant, the speed of the motor
depends upon back emf i.e., N α Eb.
 When no addition resistance is connected in series with the armature, then
Eb1 =V – Ia (Ra + Rse).
 However, when an additional resistance R is connected in series with the armature, then back
emf,
Eb2 =V – Ia (Ra + Rse + R). Obviously Eb2 < Eb1 accordingly N2 < N1.
 Hence, by connecting an additional resistance is series with the armature we can obtain
speeds below normal.
 The maximum range of speed control of about 3: 1 will be available depending upon the load.
 This is the most common method employed for the speed control of series
motors.
 The power loss in the control resistance for many applications of DC series
motors is not too serious.
 The control is utilised for a large portion of time for decreasing the speed
under light loads.
 The major applications of this method of speed-control are for driving cranes,
hoists, trains, etc., because such drives operate intermittently.
 2. Shunt Armature control method:
 In this method, combination of a rheostat R2 shunting the armature and a rheostat R1 in
series with armature, as shown in Fig.
 It provides slow speeds at light loads. This is an arrangement which accomplishes the
speed control both by lowering the voltage applied to the armature and by varying the
flux.
 In fact, the voltage applied to the armature terminals is varied by varying series rheostat
R1 whereas the exciting current is varied by varying the shunting rheostat R2 keeping the
armature current constant.
 Thus, by this method, speeds below normal can be obtained. A wide range of speeds
below normal can be obtained by taking different ratios of R1 and R2.
 The application of this method is restricted to the places where speed control for short
internals is required because this method is not so economical due to considerable
power losses in speed controlling resistance.
 In this method, a variable voltage power supply is used to change
the supply voltage which changes the speed of a DC series motor.
But the cost of such equipment is so high that this method is
rarely applied.
 Field Control Method:
 The speed of series motors can be controlled by varying the flux
produced by the series field winding.
 The variation of flux can be brought about by anyone of the
following ways;
 1. Field diverters
 2. Armature diverter
 3.Tapped field control
 1. Field diverters: In this method, a variable resistance R is connected
in parallel with the series field winding as shown in Fig.
 Its effect is that it diverts the path of the current IL drawn by the motor. A
part of the current ID flows through diverter and the current flowing through
the series field winding is reduced which reduces the flux Ф.
 Consequently, the speed of the motor is increased (N αI/ Ф). Thus by this
method, only speeds above normal can be obtained.
 2. Armature diverter: In this method, variable resistance R is
connected in parallel with the armature is shown in Fig.
 Its effect is that it diverts the path of the line current IL. Some of the
current ID flows through the diverter and reduces the armature current Ia.
 For a given constant load torque, if Ia is reduced then Ф must increase ( T α
Ф Ia).
 This results in increase in current drawn by the motor and a fall in speed
(N α 1/ Ф).
 By adjusting the value of diverter resistance, any speed below normal can
be obtained by this method.
 3. Tapped field control: In this method, the number of turns of
the series field winding can be changed by short circuiting a part of
it as shown in Fig.
 We know that flux produced by the winding depends upon the
ampere-turns (Ф α Ise * No. of turns).
 As the number of turns are reduced, the speed of the motor is increased
(N α 1/ Ф). Thus, only speeds above normal can be obtained by this
method.
 Voltage Control Method:
 In this method, the voltage across the series motors are changed by
connecting them in series or in parallel or the combination of both. This
in widely used in electric traction.
 To explain this method, let us consider only two similar series motors(for
simplicity) whose shafts are mechanically coupled.
 Firstly they are connected is series and then in parallel as shown in Figs.
 The current flowing through each motor and the voltage across it is
shown in Fig.
 Thus, when the motors are connected in series, low speeds are
obtained and when they are connected in parallel high speeds
(nearly 4 times to that of first case) are obtained.
 Many speeds can be obtained by having more number of motors
and connecting them in series, in parallel or the combination of
both.
 Usually, this method is employed in electric locomotives for controlling
the speed of trains.
 In this case, combination of series-parallel and resistance control method
is employed.The sequence of connections are shown in Fig.
Problem:1
 The armature resistance of a 220 V DC generator is 0.4 ohm. It is
delivering a load of 4 kW at rated terminal voltage. Now the machine is
operated as a motor and draws the same armature current at the same
terminal voltage. In this operation, if the flux per pole is increased by
10% what will be the ratio of generator to motor.
Solution:
Problem:2
 A fan motor whose torque is proportional to the square of the speed is
driven by a separately excited DC motor. The motor draws a current of 8 A
at 120 V and runs at a speed of 500 rpm.What voltage and current is to be
applied to run the motor at 750 rpm. The armature resistance of the motor
is 1 ohm and losses are neglected.
Solution:
Problem:3
 A 100 kW belt-driven shunt generator running at 300 rpm on 220 V
bus bars continues to run as a motor when the belt breaks then taking
10 kW from the mains. What will be its speed? Armature resistance is
0.025 ohm, field circuit resistance is 60 ohm contact drop per brush is
1V and ignore armature reaction.
Solution:
Problem:4
 A 240 V DC shunt motor has a field resistance of 400 ohm and an
armature resistance of 0.1 ohm. The armature current is 50 A and the
speed is 1000 rpm Calculate the additional resistance in the field to
increase the speed to 1200 rpm Assume that armature current remains the
same and the magnetisation curve to be a straight line.
Solution:
Problem:5
 The armature resistance of a 200 V DC shunt motor is 0.5 ohm. When it
draws an armature current of 30 A, it runs at a speed of 750 rpm. In
order to reduce the speed to 450 rpm, what resistance must be added in
the armature circuit keeping armature current constant. Further, what
will be the speed of motor if its additional armature resistance is kept the
same but armature current is reduced to 15 A.
Solution:
Problem:6
 The field winding resistance and armature resistance of a 240 V DC shunt
motor is 120 ohm and 0.1 ohm respectively. It draws 24 A at rated voltage
to run at 1000 rpm. Find the value of additional resistance required in
the armature circuit to reduce the speed to 800 rpm when (i) the load
torque is proportional to speed (ii) the load torque varies as the square of
the speed.
Solution:
Problem:7
 The armature and field resistance of a 230 V DC series motor is 0.15
ohm and 0.1 ohm respectively. It runs at a speed of 800 rpm when
connected to rated voltage drawing a current of 100 A. What will be its
speed when it draws 25 A from the supply considering that its flux is only
45 percent at this current as compared to 100 A.
Solution:
Problem:8
 A series motor with unsaturated magnetic circuit and with negligible
resistance when running at a certain speed, on a given load takes 50 A at
500 V. If the load torque varies as cube of the speed, find the resistance
necessary to reduce the speed by 20%.
Solution:
Starting of DC Motors
 To start a DC motor, when it is switched–ON to the supply with full rated voltage, it
draws heavy current during starting period (more than its rated value).
 This excessive current overheats the armature winding and may even damage the
winding insulation.
 Therefore, during starting period a resistance called starter in connected in series
with the armature circuit to limit the starting current.
 Necessity of Starter for a DC Motor:
 At starting, when the motor is stationary, there is no back e.m.f. in the armature.
Consequently, if the motor is directly switched on to the mains, the armature
will draw a heavy current (Ia = V/Ra) because of small armature resistance.
 As an example, 5 H.P., 220 V shunt motor has a full-load current of 20 A and an
armature resistance of about 0.5 W. If this motor is directly switched on to
supply, it would take an armature current of 220/0.5 = 440 A which is 22 times
the full-load current.This high starting current may result in:
 (i) burning of armature due to excessive heating effect,
 (ii) damaging the commutator and brushes due to heavy sparking,
 (iii) excessive voltage drop in the line to which the motor is connected.
 The result is that the operation of other appliances connected to the line may be
impaired and in particular cases, they may refuse to work.
 In order to avoid excessive current at starting, a variable resistance (known
as starting resistance) is inserted in series with the armature circuit.
 This resistance is gradually reduced as the motor gains speed (and hence Eb
increases) and eventually it is cut out completely when the motor has
attained full speed.
 The value of starting resistance is generally such that starting current is
limited to 1.25 to 2 times the full-load current.
 It is very important and desirable to provide the starter with protective
devices to enable the starter arm to return to OFF position.
 (i) when the supply fails, thus preventing the armature being directly across
the mains when this voltage is restored. For this purpose, we use no-volt
release coil.
 (ii) when the motor becomes overloaded or develops a fault causing the
motor to take an excessive current. For this purpose, we use overload
release coil.
 There are two principal types of d.c. motor starters viz., three-point
starter and four-point starter. The two types of starters differ only in the
manner in which the no-volt release coil is connected.
 Three-Point Starter
This type of starter is widely

used for starting shunt and
compound motors.
It is so called because it has
three terminals L, Z and A.
The starter consists of
starting resistance divided
into several sections and
connected in series with the
armature.
 The tapping points of the starting resistance are brought out to a
number of studs.
 The three terminals L, Z and A of the starter are connected
respectively to the positive line terminal, shunt field terminal and
armature terminal.
 The other terminals of the armature and shunt field windings are
connected to the negative terminal of the supply.
 The no-volt release coil is connected in the shunt field circuit.
One end of the handle is connected to the terminal L through the
over-load release coil.
 The other end of the handle moves against a spiral spring and
makes contact with each stud during starting operation, cutting
out more and more starting resistance as it passes over each stud
in clockwise direction.
 Operation
 (i)To start with, the d.c. supply is switched on with handle in the OFF position.
 (ii) The handle is now moved clockwise to the first stud. As soon as it comes in
contact with the first stud, the shunt field winding is directly connected across the
supply, while the whole starting resistance is inserted in series with the armature
circuit.
 (iii) As the handle is gradually moved over to the final stud, the starting resistance
is cut out of the armature circuit in steps. The handle is now held magnetically by
the no-volt release coil which is energized by shunt field current.
 (iv) If the supply voltage is suddenly interrupted or if the field excitation is
accidentally cut, the no-volt release coil is demagnetized and the handle goes back
to the OFF position under the pull of the spring. If no-volt release coil were not
used, then in case of failure of supply, the handle would remain on the final stud.
If then supply is restored, the motor will be directly connected across the supply,
resulting in an excessive armature current.
 (v) If the motor is over-loaded (or a fault occurs), it will draw excessive current
from the supply. This current will increase the ampere-turns of the over-load
release coil and pull the armature C, thus short-circuiting the novolt release coil.
The no-volt coil is demagnetized and the handle is pulled to the OFF position by
the spring.Thus, the motor is automatically disconnected from the supply.
 Drawback
 In a three-point starter, the no-volt release coil is connected in series
with the shunt field circuit so that it carries the shunt field current.
While exercising speed control through field regulator, the field
current may be weakened to such an extent that the no-volt release
coil may not be able to keep the starter arm in the ON position. This
may disconnect the motor from the supply when it is not desired.
 This drawback is overcome in the four point starter. Now the no-
volt release coil circuit is independent of the shunt field circuit.
 Therefore, proper speed control can be exercised without affecting
the operation of no-volt release coil.
 Note that the only difference between a three-point starter and a
four-point starter is the manner in which no-volt release coil is
connected.
However, the working of the two starters is the same. It may be noted that
the three point starter also provides protection against an open field circuit.
This protection is not provided by the four-point starter.
Series Motor Starter
Calculation of Step Resistances used in Shunt Motor starter
Problem
Solution
Problem
Solution
Problem
Losses in a DC Machine
 A DC machine is used to convert mechanical energy into electrical
energy or vice-versa.
 While doing so, the whole of input energy does not appear at the
output but a part of it is lost in the form of heat in the
surroundings. This wasted energy is called losses in the machine.
 These losses affect the efficiency of the machine.
 A reduction in these losses leads to higher efficiency. Thus, the
major objective in the design of a DC machine is to reduce these
losses.
 The various losses occurring in a DC machine can be sub-divided
as:
 1. Copper losses.
 2. Iron losses.
 3. Mechanical losses
Stray Losses
Power Flow Diagram
Power Flow Diagram
Efficiency of a DC Machine
Efficiency of a DC Machine
Condition for Maximum Efficiency
Problem
 A DC generator is connected to a 220 V DC mains. The current delivered
by the generator to the mains is 100 A. The armature resistance is 0·1
ohm. The generator is driven at a speed of 500 rpm Calculate (i) the
induced emf (ii) the electromagnetic torque (iii) the mechanical power
input to the armature neglecting iron, windage and friction losses, (iv)
Electrical power output from the armature, (v) armature copper loss.
Solution
Problem
 A shunt generator supplies 195 A at 220 V. Armature resistance is 0.02
ohm, shunt field resistance is 44 ohm. If the iron and friction losses
amount to 1600 watt, find (i) emf generated; (ii) copper losses; (iii)
b.h.p. of the engine driving the generator. (iv) commercial, mechanical
and electrical efficiency.
Solution
Solution
Problem
Solution
Problem
 A 220 V DC series motor takes 50 A. Armature resistance 0.1 ohm,
series field resistance 0·08 ohm. If the iron and friction losses are equal
to copper losses at this load, find the B.H.P. and efficiency.
Solution
Problem
 A 400 V shunt generator has full-load current of 200 A. Its armature
resistance is 0·06 ohm, field resistance is 100 ohm and the stray losses are
2000 watt. Find the h.p. of prime-mover when it is delivering full load,
and find the load for which the efficiency of the generator is maximum.
Solution
Testing of DC Machines
 To determine the efficiency of a DC machine namely, three methods
can be used direct method, indirect method and regenerative method.
 1. Direct Method. In this method, full load is applied to the machine
and output is directly measured. Although, this method looks to be very
simple but it is very difficult and inconvenient to apply full load to large
size machines. Therefore, this method is restricted only to determine
the efficiency of small sized machines. Brake test comes under this
category.
 2. Indirect Method. In this method, the losses are determined
without actually loading the machine. The power is required to supply
the losses only, therefore, large machines can be tested by applying this
method. Accordingly, this method is usually employed to determine the
efficiency of large DC shunt and compound wound machines. The
major drawback of this method is that the temperature rise of the
winding on load and commutating qualities cannot be assessed since the
machine is operated at light loads. Swinburne’s test falls in this category.
Testing of DC Machines
 3. Regenerative Method. In this method, two identical,
mechanically coupled machines are used. One acts as a motor
drawing power from the supply and the other acts as a generator
which feeds the generated power back to the supply. Thus motor
draws power equal to the total losses of the two machines at rated
speed and load.Very large machines can be tested by this method.
 Moreover, the machines can be operated (or tested) for long
duration and their performance regarding commutation,
temperature rise, etc., can be studied conveniently. Hopkinson’s
test falls in this category.
Brake Test
 It is a direct method of determining the efficiency of a DC motor.
This test is performed only with small motors. The brake is
applied to a pulley (either air cooled or water cooled) mounted
on the motor shaft as shown in Fig. The load on the motor is
increased by tightening the belt mounted on the pulley. The
electrical connections are made as shown in the circuit diagram.
 Let, spring balance reading on tight side = W1 kg
 Spring balance reading on loose side = W2 kg
 Motor speed = N rpm (reading taken by tachometer)
 Radius of pulley = r metre
 Motor output = T * 2π N60 (Tsh = (W1 – W2)* 9.81* r N – m)
=(W1-W2 ) r 2 π N/60 kg m/s
= (W1-W2 ) r 2 π N/60 x 9.81 Nm/s or watt
Brake Test
Brake Test
 If voltmeter reading = V volt
 Armature reading = I ampere
 Motor input = VI watt
 This method of measuring efficiency has the following drawbacks:

 (i) We cannot determine the efficiency of large machines because such facilities of
loading are not available.
 (ii) The output measured by this method is not accurate because belt is not
offering a constant load (usually belt slips over the pulley)
 A special precaution is to be observed while performing this test on a
series motor. If the brakes applied fails, the motor may obtain a
dangerously high speed; therefore, this test is usually applied only on
shunt and compound machines.
Problem on Brake Test
Solution
Swinburne’s Test
 Swinburne’s test is performed to determine the constant losses in a DC
shunt machine.
 In this test, the machine is operated as a motor on no-load. This no-load
test is also known as Swinburne’s test.
 A voltmeter and two ammeters A1 and A2 are connected in the circuit as
shown in Fig.The normal rated voltage V is applied to the motor terminals.
 The ammeter A1 and A2 measure the no-load line current IL0 and shunt field
current Ish respectively.
 The voltmeter measures the applied voltage.
 As there is no output at no-load, all the power supplied to the motor,
given by the product of current IL0 and voltage V, is being utilised to meet with
losses only.
 The following are the losses at no-load:
 (i) Iron losses in the core
 (ii)Windage and friction losses at bearing and commutator.
 (iii) Shunt field copper losses.
 (iv) Armature copper losses at no-load (very smell)
Swinburne’s Test
Swinburne’s Test
Note: For all practical purposes the copper losses in the armature at no-load may
be neglected being very small.
Swinburne’s Test
Swinburne’s Test
Swinburne’s Test
Advantages
 1. Very convenient and economical method since power required is
very small.
 2. Stray or constant losses are determined, therefore, efficiency at
any desired value of load can be determined.
Disadvantages
 1. Since the test is performed at no-load, the effect of temperature
rise and performance of commutator cannot be assessed properly.
 2. This test cannot be performed with DC series motors because at
no-load series motors obtain dangerously high speeds.
 3. The change in iron losses from no-load to full-load are not
accounted for, although this change is prominent due to armature
reaction.
Problem on Swinburne’s Test
 A 250 V shunt motor takes 4A at no-load and resistance of armature is
0.4 ohms and that of shunt field is 125 ohms calculate: (i) output is
kW (ii) Efficiency of motor when motor current is 102A.
Solution
Problem on Swinburne’s Test
 A 100 kW, 500 V shunt generator was run as a motor on no-load at its
rated voltage and speed. The total current taken was 9·8 A including a
shunt current of 2·7 A. The resistance of the armature circuit (including
interpoles) at normal working temperature was 0·11 ohm. Calculate the
efficiency at half full-load.
Solution
Hopkinson’s Test
 Hopkinson’s test is basically a regenerative test. It is also known as back-
to-back test.To perform this test, two identical machines are required.
 These machines are mechanically coupled to each other. One of them
works as a motor which acts as a prime-mover for the other machine
which works as a generator.
 The electrical power or energy supplied to the motor is converted into
mechanical energy which is further converted into electrical energy by
the second machine coupled to it, and fed back to the motor through
supply system.
 In the process, in fact, the two machines draw electrical power or energy
to meet with the losses of the two machines.
 Since the mechanics are identical, the losses in each machine are
determined by dividing the input into two equal parts.
 Usually, this test is performed on large size machines at full-load for
longer duration.
Hopkinson’s Test
Hopkinson’s Test
Advantages
 (i) It is economical since small power is required.
 (ii) The performance of the machines regarding commutation and
temperature rise, etc., can be conveniently studied as the machines
are tested at full-load, that too for long duration.
 (iii) Accurate results are obtained since the efficiency is determined under
load conditions and the stray load loss are being taken into account.
Disadvantage
 The main disadvantage of this test is that there is necessity of two
identical machines which are rarely available.
Problem
 The Hopkinson’s test on two similar shunt machines gave the following full
load data :
 Line voltage = 110V Field currents are 3 A and 3.5 A
 Line current = 48 A Arm. resistance of each is 0.035
 Motor arm. current = 230 A
 Calculate the efficiency of each machine assuming a brush contact drop of
1 volt per brush.
 The motor-generator set is shown in Fig. It should also be noted that the
machine with lesser excitation is motoring. We will find the total
armature Cu losses and brush contact loss for both machines.
Problem
Problem
 The results of Hopkinson’s test on two similar DC machines are as
follows:
 Line voltage 250 V, Motor armature current 23A, Generator armature
current 20A, Generator field current 0.4 A. Motor armature current 0.3
A. Armature resistance of each machine 0.5ohms.Calculate the efficiency
of each machine.
Testing of DC Series Machines
 Small DC series machines can be tested by brake test but large
DC series machines cannot be tested by brake test because
neither it is convenient nor possible to develop a mechanism to
apply load on such large machines directly.
 Moreover, DC series machines cannot be tested by Swinburne’s
test, because at no-load these machines obtain dangerously high
speeds.
 In view of this*, field test is considered to be most suitable for
determining efficiency of these machines.
Field Test
 This test is applicable to two similar series motors. Series motors
which are mainly used for traction work are easily available in
pairs.
 The two machines are coupled mechanically. One machine runs
normally as a motor and drives generator whose output is wasted in
a variable load R (Fig).
 Iron and friction losses of two machines are made equal (i) by joining
the series field winding of the generator in the motor armature
circuit so that both machines are equally excited and
 (ii) by running them at equal speed. Load resistance R is varied till the
motor current reaches its full-load value indicated by ammeter A1.
 After this adjustment for full-load current, different ammeter and
voltmeter readings are noted.
Field Test
Problem
 The field windings of the two similar tramway motors are connected in
series and the motors are coupled to perform a test.The following test
results were obtained while one machine acts as a motor and the other
acts as a generator.
 Motor: Armature Current: 56A, ArmatureVoltage: 590 V,Voltage drop a
cross field winding: 40V
 Generator: Armature Current: 44A, Armature Voltage: 400V, FieldVoltage
drop: 40V, Resistance of each armature: 0.3 ohm.
 Calculate the efficiency of motor and generator.
Solution:
Separation of Losses In A D.C. Shunt Motor
 The DC machine is made to run at no-load by varying the speed and
keeping excitation constant. If N is the speed of the shunt motor at any
given time, then the

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Available Formats

DC Motors

The function of commutator in a DC Motor is to convert D.C into A.C

 Long Shunt DC Compound Motor:

T2/T1 = Ia2/Ia1 , Ф is constant

T2/T1 = (Ia2/Ia1)^2 up to saturation Ф α Ia

 Since there is no appreciable change in the speed of a DC shunt motor

T α Ia^2 Up to magnetic saturation

After magnetic saturation, the flux

where Ra = Ra for shunt motor

This type of starter is widely

 This method of measuring efficiency has the following drawbacks:

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