IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-16, NO.

2, MARCH/APRIL 1980

179

A New Speed-Control System for DC Motors and its Application to Elevators

HIROMI INABA. YOSHIMITSU ONODA, SEIYA SHIMA, TAKEKI ANDO, TOSHIAKI KUROSAWA, YOSHIO SAKAI AND TOSHIAKI MAEKAWA

Abstract-A circuit with a unidirectional armature current and bidirectional field current was used in order to realize a high-reliability speedcontrol system for dc motors by simplifying the armature circuit construction in comparison with conventional Thyristor-Leonard speed-control systems. In making the new circuit feasible, we developed a system in which either armature current or field current is fixed and the other varies depending on the magnitude of the torque command; a high-reliability magnetically controlled three-phase thyristor amplifier; and minor feedback loops provided with a field current control circuit and armature current control circuit. By using these techniques, we developed a dc motor control system that features higher reliability and smaller power consumption than conventional control systems. The new system was applied to elevator control with good results.

INTRODUCTION A S A SPEED-CONTROL system for dc motors, the WardLeonard system is well-known. This system provides good speed-control performance but had much to be desired in respect to efficiency of energy conversion. In an attempt to mitigate loss in the motor-generator set, which is a component element of the Ward-Leonard system, the set is usually replaced by two sets of three-phase full-wave thyristor equipment to enhance the efficiency of energy conversion, in what is called the Thyristor-Leonard system, which is in common use today. Even in the last named system, however, improveDEVELOPMENT OF A NEW SPEED-CONTROL SYSTEM ments are desired in a few respects, such as the following. FOR DC MOTORS 1) A complex interlock is provided in order to prevent the two sets of main thyristor equipment from going into The new speed-control system to be developed will have to operation simultaneously. In the event that erroneous firing meet the following conditions: of the thyristor equipment causes such an accident that may 1) a simple construction for the armature current control lead to a power source short circuit, the entire control system system, which is required for enhancing the reliability would be seriously affected. of the speed control system; 2) The field current of the motor, as in the case of the 2) a linear relationship between the torque command and Ward-Leonard system, is constantly maintained at the rated generated torque; current irrespective of torque command. Therefore, at a 3) the control system may be required momentarily to torque command of zero or in a low range, there exists a have a torque two or three times as large as the rated field power loss. torque; As a means of solving these problems, a control system 4) a small power loss in low ranges of torque command. has been proposed in which the armature current is made In satisfying the above conditions, the measures described unidirectional and field current bidirectional, and the armature below were devised. That is, in order to simplify the armature current control system, the armature current was made uniPaper ID 79-42, approved by the Industrial Drives Committee of the directional, and the field current bidirectional. In order to IEEE Industry Applications Society for presentation at the 1979 Industry Applications Society Meeting, Cleveland, OH, September 30- secure a nonlinearity of torque, the armature current and October 4. Manuscript released for publication November 7, 1979. field current must not be varied simultaneously. To prevent H. Inaba, Y. Onoda, S. Shima, T. Ando, and T. Kurosawa are with an overcurrent from developing in an abnormal state, the the Hitachi Research Laboratories, Hitachi Ltd., Ibaraki, Japan. armature current was to be saturated at about three times Y. Sakai is with the Mito Works, Hitachi Ltd., Ibaraki, Japan. T. Maekawa is with the Head Office, Hitachi Ltd., Tokyo, Japan. the rated current. Power consumption was to be saved by

current is so controlled that it is proportional to the absolute value of the field current. In such a system, however, it is difficult to compensate for the nonlinearity of the torque command and the generated torque. The authors worked out a control system in which the armature current is unidirectional, the field current bidirectional, and a linear relationship is maintained between the torque command and the torque actually generated by the motor. In other words, in a low range of torque command, the armature current is controlled to a unidirectional constant value lower than the rated current, and the field current is varied bidirectionally so that it will be proportional to the torque command (hereinafter this will be referred to as the "current-control system"). In a high range of torque cornmand, the field current is constant-controlled to the rated current, either positive or negative, while the armature current is increased unidirectionally in proportion to the absolute value of the torque command (hereinafter this will be referred to as the "voltage control system"). Moreover, the two control systems vary continuously in accordance with the magnitude of the torque command. Described are the circuit configuration, its special features, and test results obtained in commercializing the new control system.

0093-9994/80/0300-0179$00.75 1980 IEEE

180

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Various characteristics of a dc motor with respect to the torque

command.

setting a low armature current value for constant control in low ranges of torque command. These measures are put in concrete shape in Fig. 1, which illustrates the principle of torque generation. In Fig. 1, the torque command T, is divided into five regions, viz., Modes I-V. Each mode will be explained below. For definitions of terms please see the Nomenclature. Mode I: This mode is generated when the absolute value of torque command T, is small. The armature current Ia, is constant-controlled to Ia,' which is sufficiently smaller than the rated current 'anr Meanwhile, the field current If is controlled bidirectionally to be proportional to the torque command T, Therefore, the torque T,,, generated by the motor has a small absolute value and its polarity is bidirectional. Since the current 'a, is a small value, there will be very little power loss even when the torque command T, is zero or similarly low. Mode II: This mode is generated when the torque commaind Ts has a positive polarity and a large value. The field current is constant-controlled to the rated current iftnr, which has a positive polarity. The armature current increases in proportion to the torque command. Therefore, the torque generated by the motor has a positive polarity and the value, in relation to the rated torque T,,,. ranges from 'a! Tm1"a

only to tioin, one set of the equipimienit is sufficient. Moreover, unlike in the case of a Tlhyristor-Leoniar-d systemi, thiere is nio need to switch the thiyristor equipImienit instantaneously. so tlat the phase shifter for tthe armiiature circuit is not reqluired to hlave a slharp responise. Therefore, a thi ee-plhase lhall-wave type magnetic phase shifter, whicih has a simlple circuit construction, was used in place of a seimiiconiductor type plhase slhifter. The field thyristor amplifier was formiied of a tranisformiierwith a center tap and four low-capacity thyristors. The field current is conitrolled bidirectionally. The futnctioni gYenerator generates commiiands to make the armature current anid field current flow as sliowin in Fig. 1, in relatioin to the inlput signal (torque command). Two litnear IC's were used to forimi a limit circuit and dead zoine circuit. The torque commiiiianid generator uses a liniear IC to formii a commiiiion proportionalintegral amuplifier (a P1 amiiplifier) integrator in oirder- to reduce the steady-state error of speed to zero. Firtihe-, for feedback control of the speed anid speed derivative 121 a tachomiieter is provided. Figs. 1 and 2 explaini the priniciples and circuit contiguration of the torque generator of this system. The waveformiis
of the

Since the thyristor

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point b. the deviation betweeni the speed commiand anid actual speed (viz., torque command,) moves from the zero point toward the positive polarity in Fig. 1. As the speed to 3T,,,. commnand increases, the torque commailand exceeds the Mode I Mode III: This mode is generated when the torque corni- region and eniters the Mode 11 region, whereuponi the field mand Tf has a negative polarity, and its value is large. The current is saturated on the positive polarity side. At this timiie, field current is constant-controlled to the rated current of the armature currenit increases over the constanit value 1a/ negative polarity. The armature current increases in pro- and the motor is accelerated. Near the enid of acceleration portion to the absolute value of the torque command. There- (point c) the variation of speed coimminand beconmes genitle, fore, the torque generated by the motor has a negative polarity, and the torque commanid returns fronm the region of Mode tl
and its value is the same as in Mode II. Modes IV and V: So long as the control system is operatinig normally, the torque command does not enter this region. To prevent an excessively large armature current from flowing even in the event that a fault causes the torque command to enlarge enormously in these modes the armature current is saturated regardless of the torque command in order to protect the control system. Among the above five modes, Mode I corresponds to the current control system referred to in the Introduction, and Modes 11 and III to the voltage control system. The circuit was so constructed that the three modes (Modes
to

armnature current, field currenit, actual speed, and thie control system operation modes are slhown in Fig. 3. The time-to-timle chaniges will be explained with reference to Fig. 3. First, the armature current is raised at poinlt a in order to put the control systenm in thle operating state. Withi thlis, tile torque commiaand is set at the zero point in Fig. 1, and the system beconmes ready for inlpUt of the speed commliand. Next, as the speed commlianid Vtp begins to increase fromn

continuously in accordance with the torque command value. A typical circuit is presented in Fig. 2. The major circuit elements are an armature thyristor amplifier, a field
vary

I-Ill)

Mode 1: the motor assuming steady-state operation. \Wen the command begins to decrease at poinlt d, a brake torque becomes necessary. and the torque commnand mloves to the negative polarity region in the Mode I region. Therefore. the field current decreases in proportion to the commiiiiand, and the polarity is reversed from positive to nlegative at point c. Further, in a state where a larger brake torque becomiies necessary, the torque comlnanid imioves to the Mode III region. Therefore the field current is saturated in the negative polarity, and the armiiature current increases in proportion to the absolute value of the torque commiiiiand. As the stop comnmanid point f is approached, the variation rate of the deceleratioin commnand decreases and the torque command returns to the Mode I region. The actual speed follows the speed comaniiaald with a lag equivalent to the control delay timne.

INABA et al.: SPEED-CONTROL SYSTEM FOR DC MOTORS

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A general circuit diagram showing a preferred embodiment of a control apparatus for dc motor.

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transformer is provided, and its output is gain-adjusted by the means of a series resistance DTRF, then negatively fed back to the control winding of the phase shifter. A block diagram of the field current control system is given in Fig. 4, where loops 1 and 2 are represented by one minor loop. By providing minor loops 1 and 2, the control performance of the field current control circuit was improved. Next, a detailed explanation will be given as to the armature current control circuit for from the armature current command Ias to the armature current Ia. A 3-phase ac power source supplies a set of 3-phase full-wave thyristor equipment and makes the armature current flow in the armature in one direction. For control of firing angle of this 3-phase full-wave thyristor equipment, a phase shifter with particularly high reliability is required. Therefore, a magnetic phase shifter that features a simple circuit configuration and high reliability [3] was modified into a 3-phase circuit to develop a 3-phase half-wave magnetic phase shifter with the circuit configuration shown in Fig. 5. This phase shifter has the following five main control windings.
* The 1st winding is for input of the increment command Ias2 for the armature current. * The 2nd winding is for input of the constant current command Ias I for the armature current. * The 3rd winding is for negative feedback of the armature current. * The 4th winding is for negative feedback of the armature current derivative. * The 5th winding is for positive feedback of the thyristor equipment's output voltage and its derivatives.

Circuits that were studied as a means of realizing the above-mentioned qualitative characteristics will be described. First, a detailed explanation will be given as to the field current control circuit for from field current command Ifs to field current If. Power for this field current control circuit is supplied from a transformer with a center tap, and four push-pull connected thyristors make currents of both polarities flow in the field. The magnetic phase shifter that performs firing angle control of the four thyristors has three major control windings. The first winding inputs the field current command Ifs, the second performs negative feedback of field current to the phase shifter, and the third performs negative feedback of the field current derivative to the phase shifter. There are two reasons why a loop for negative feedback of field current to the phase shifter (loop 1) was provided especially. They are 1) to shorten the response time of field current by voltage forcing, and 2) to stabilize the speed-control system. In the actual circuit configuration, the output of the field current detector is gain-adjusted by means of the resistance IFR, and negatively fed back to the control winding of the phase shifter. The reason why loop 2 was provided for negative feedback of the field current derivative, was to make sure that, even when the time constant varies with the saturation characteristic of the field current, the response wave of the field current would not change. In this circuit, a damping current

Incidentally, the sum of increment command 'as2 and constant current command Iasl is armature current command Ia,. The armature current control circuit from armature current command Ias to armature current Ia is subject to a larger disturbance than the field current control circuit is, as the counter-electromotive force of the motor is applied as an additional disturbance. Therefore, armature current negative feedback loop 3 with a large loop gain was provided in order to enable the armature current to accurately follow the command even when voltage disturbance is present. In this circuit, the output of a current detector is gain-adjusted by means of a series resistance IAR, then negatively fed back to the control
When current negative feedback is applied with a large loop gain in an attempt to reduce the error, the stability of the armature current control system would deteriorate. To prevent this deterioration of stability, damping was applied by performing negative feedback of the armature current derivative to the phase shifter. This circuit was named loop 4,

winding.

182

IEEE

NIARCH/APRIL 1980 TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-16, NO. 2i

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The relation between the voltage induced in the motor and the output current.

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Circuit of 3-phase half-wave type magnetic phase shifter.

and the current derivative was obtained by mneans of a damping current transformer as in the case of the field current control circuit. for the transient period of Now, if a large loop gain is set for the minor loop 3, then Fig. 7. The output current characteristics induced voltage generation. deviation from the command would be reduced. However, since there is a limit to damping with current derivatives, it is impossible to set the gain of minor loop 3 larger than necessary. Therefore, when the circuit has only loops 3 and 4, the steady-state error AIa and dynamic error LYJai shown in Figs. 6 and 7 would remain. In order to eliininate these errors, a circuit with the following function was provided. When the F ig. 8. An armature current control system. thyristor output voltage increases, the armature current command is increased in proportion to the output voltage, to make Ala zero; when the thyristor voltage varies transiently, of the field current and varies the armature current. A block the rate of change is obtained from the output voltage de- diagram showing the two speed-control systems is found in rivative, and the armature current command is increased, to Fig. 9. Since one of the two speed-control systems goes into reduce AlIl to zero. This circuit is loop 5, which performs operation depending on the magnitude of the torque compositive feedback of output voltage and its derivative to the mand, the frequency characteristics of the open loop transfer phase shifter. The output voltage is detected from both ends functions of the two control systems were made to agree as of the thyristor bridge, and gain adjustment of voltage feed- far as possible in the region of the cutoff frequency to prevent back is- performed by means of a resistance VFR. Derivative any control problem from occurring around the changeover is obtained by means of resistance VR and capacitor VC. In point. Through the above considerations for the electrical circuit the case of loop 5, since it is a positive feedback circuit, the it is thought that, theoretically, motor control has become compensation is extremely small when compared with that possible with this control system. Let us now consider the for other minor loops. circuit motors that are suitable for control by this control system. A block diagram of the armature current control described above is given in Fig. 8. Here, loops 3 and 4 are This control system is unsuitable in such cases where the grouped into one minor loop. By introducing the minor loops motor has a field winding with a large time constant and 3, 4, and 5, control performance of the armature current sudden torque changes must be caused. In such cases, the variation rate of the field current in the current control control system was enhanced. The foregoing has been a discussion of the field current system must be made large, and the voltage forcing ratio control circuit and armature current control circuit. Now, (the ratio of maximum output voltage to rated output voltage let us discuss an actual speed-control system. In the explana- in the field thyristor amplifier) must be set at a high level. tion of the principle of torque generation given above, the When the voltage forcinig ratio is set at high level, the field modes were divided into 1-V, of which it was noted that circuit transformer, thyristors, field winding, and surge abIV and V appear only in an abnormal status of the control sorbers must be given a high withstand voltage, as a result of system. The three other modes can be classified into two which the field control equipment would become enormous. In view of the above, the motor to be controlled ideally types of speed-control systems: a current control system constant control of the armature by this control system would be one with a small fileld time (Mode I) which performs current and varies the field current and a voltage control constant in cases where the rate of change of acceleration is system (Modes II and III) which performs constant control to be controlled to a miniInum. In an elevator, a sudden

INABA et al.: SPEED-CONTROL SYSTEM FOR DC MOTORS

400 A
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variation of torque would result in an abrupt change of acceleration, which would deteriorate the riding comfort. To prevent this, speed command is given to minimize the rate of change of acceleration. Thus the elevator seems to be an ideal application for this control system. The authors applied the new control system to an elevator and studied its control performance in that particular use. EXPERIMENTAL RESULTS Fig. 10 shows an oscillogram of an elevator operated in an upward six-floor run at a speed of 4 rn/s under full load (1600 kg). As the elevator is accelerated, the control system promptly changes from Mode I to Mode II status, while the field current is saturated at the ratedcurrent, and thearmature current increases over the constant control value. When, during steady-state running, a command for deceleration is given, the control system returns from Mode II to Mode I, and the armature current decreases to the constant control value. The field current, then, alternately assumes positive and negative polarities while passing the zero point, in accordance with the torque command. And during the approximately 2s from elevator stop to magnetic braking, the motor generates a torque that offsets the unbalance torque due to the load. Since, in this case, the elevator is operated under full load, the motor must generate a relatively large torque; hence the armature current increases over the constant control value. At the point where the magnetic brake is applied, commands for both currents become zero, and the control system assumes nonoperative status. The acceleration curve is nearly as good as that for the conventional WardLeonard system. Under this operating condition, there are three points where the control mode changes during operation, but no shock is felt at or around these points. Fig. 11 shows the landing characteristics in a case where a microlanding command is not input. Fig. l1(a) shows level error versus load, and (b) indicates that the drift of landing characteristics where time elapsed is taken as the parameter. In either case, the error is less than 10 mm, which was our control target. With this and the speed curve, the control system satisfies the performance required of an elevator. In actual operation of an elevator, a micro-landing command is input at the time of landing, so that the level error is smaller than 2 mm.

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Finally, as will be seen from the explanation of the operation of the speed-control system, this control system in modes other than Mode I consumes the same amount of energy as the conventional Thyristor-Leonard system. In these modes, the only difference from the Thyristor-Leonard system is the polarities of the armature current and field current; the absolute values of these currents are exactly the same. In making a comparison of energy consumption, only the Mode I region need be considered. In the Mode I region, when we take the point where the torque command is zero as an example, power loss PO is given by the following equation:
O'alRa PO'Ia 2 I Ra.

For a Thyristor-Leonard system, it is given as follows: Po'

fm2 Rf

In this system, the constant armature current Ial, as stated previously, is set at a sufficiently lower value than the rated current Iam, In a Thyristor-Leonard system, in which the motor field current is constantly controlled to the rated current Ifm, PO is sufficiently smaller than PO'. A similar tendency is true with other parts within Mode I. The authors, therefore, using 4-m/s class elevators, compared the two control systems with regard to energy consumption. It was found that energy consumption of the new system is 90 percent that of the Thyristor-Leonard system. The values given

184

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-16, NO. 2, MARCH/APRIL 1980

here can vary depending on the motor characteristics, elevator rated speed, load condition, and running pattern settings. Results of one experiment are shown.
CONCLUSION A new do motor control system was developed which has a simpler armature circuit construction and operation, as well as higher reliability and greater energy saving effect than conventional control systems using thyristors. The features of the new system are summarized as follows:

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T,

1) a control system that generates a linear torque by using a unidirectional armature current and bidirectionally field current, and controlling the two currents so that one of them is variable and the other fixed; 2) a high-reliability three-phase half-wave magnetic phase shifter developed for the armature current control circuit; 3) two minor loops in the field current control system, and three minor loops in the armature current control system; 4) energy consumption that is 90 percent that of conventional Thyristor-Leonard systems. The authors applied the new control system to dc elevators and completed a series concerning rated speed.
DTRA DTRF IAR

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Time constant of armature current derivative feedback circuit. Time constant of field current derivative feedback circuit. Armature time constant. Motor torque. Torque command. Time constant of voltage derivative feedback circuit. Capacitance. Counter electromotive force of the motor. Resistance. Actual speed. Speed command. Steady-state error. Dynamic error. Energy saving.

ACKNOWLEDGMENT The authors wish to thank Dr. E. Kobayashi, Dr. T. Takasuna, and T. Hara and H. Miyao their interest and encouragement.

REFERENCES
[I] H. Inaba, "Control apparatus of d.c. motor," U.S. Patent 4 099 111, July 1978. [2] 1. Inuzuka, H. Miyao, S. Hayase, and S. Shima, "Speed control of high speed (1800 ft/min) elevator," presented at the Rotating Machinery
Session on Drive Dynamics, IEEE Winter Meeting C75 118-5, Jan 27, 1975. [31 S. Shima and H. Kiwaki, "Speed control of d.c. motor using magnetically controlled thyristor amplifier," in 1973 Dig. Int. Conf. Apr. 20-26 1973.

Ia

Armature current. Armature current command. Constant armature current command. Increment armature current command. Field current feedback resistance. IFR Field current. If Field current command. Ifs J Inertia of elevator system. Ka Reciprocal of armature circuit resistance. Kaa Thyristor amplifier gain of armature current circuit. Kaf Thyristor amplifier gain of field current circuit. Feedback gain of armature current derivative Kda feedback circuit. Feedback gain of field current derivative feedKdf back circuit. Kf Reciprocal of field resistance. Feedback gain of armature current feedback Kia circuit. Feedback gain of field current feedback circuit. Kif Feedback gain of voltage feedback circuit. K, Feedback gain of voltage derivative feedback Kvd circuit. MPSI; MPS2 Magnetic phase shifter. Control winding. Ni NI Load winding. Thyristor amplifier time constant of armature Ta a current circuit. Thyristor amplifier time constant of field current circuit.
'as 'as 1 'as2

NOMENCLATURE Armature derivative feedback resistance. Field derivative feedback resistance. Armature current feedback resistance.

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Hiromi Inaba was bom in Tokyo, Japan, on September 1, 1950. He received the B.E. degree from the Hokkaido University, Hokkaido, Japan. in 1974. In 1974 he joined Hitachi Research Laboratory. Hitachi, Ltd, Ibaraki, Japan, and has been engaged in research and development on dc elevator control.

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Yoshimitsu Onoda was bom in Hokkaido, Japan, on January 1, 1930. He received the B.S. and Dr.Eng. degree from the Hokkaido University, Hokkaido, Japan, in 1953 and 1961. His doctoral research concerned magnetic phase shifters and their applications. In 1953 he joined Hitachi, Ltd., and has been engaged in research and development on motor applications using static converters, especially for electric rolling stock. Seiya Shima was born in Kumamoto, Japan, on March 13, 1941. He received the B.E. degree from the Kumamoto University, Kumamoto, Japan, in 1963. In 1963 he joined Hitachi, Ltd., and has been engaged in research and development on elevator control.

INABA et aL: SPEED-CONTROL SYSTEM FOR DC MOTORS

185
Yoshio Sakai was born in Niigata, Japan, on April 17, 1944. He received the M.E. degree from the Niigata University, Niigata, Japan in 1969. In 1969 he joined the Mito Works, Hitachi, Ltd., and has been engaged in design of elevator control
system.

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Takeki Ando was born in Fukushima, Japan, on March 1, 1941. In 1959 he joined the Hitachi Research Laboratory, Hitachi, Ltd., Ibaraki, Japan, and he has been engaged in research and development on elevator.

Toshiaki Kurosawa was born in Ibaraki, Japan, on February 13, 1942. In 1960 he joined the Hitachi Research Laboratory, Hitachi, Ltd., Ibaraki, Japan, and he has been engaged in research and development on dc elevator.

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Toshiaki Maekawa was born in Shiga, Japan, on August 20, 1922. He received the Dr. Eng. degree from Osaka University, Osaka Japan in 1961. In 1945 he joined the Hitachi Research Laboratory, Hitachi Ltd., Ibaraki, Japan, and he has been engaged in research and development on motor control.
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