Fundamentals of Electric Drives

Prof. Shyama Prasad Das

Department of Electrical Engineering
Indian Institute of Technology - Kanpur

Lecture – 03
Equivalent Drive Parameters, Friction Components, Nature of Load Torque

Hello and welcome to this lecture on a fundamental of electric drives, in the last lecture we
were discussing about the equivalent drive parameters when we have a gear in between the
motor and the load.
(Refer Slide Time: 00:33)

So, we have seen here that when we have this motor and the load and we have this gear here
this equivalent parameters for example, the inertia appears as J0 + J1 a1 square and the torque
which is seen by the motor appears as Pl0 + Tl1/ eta 1 * a1; a1 is a gear ratio, a1 = n/n1, the
ratio of the teeth that is = gear ratio, now this is the case of the rotational system, so this is the
rotational load.
(Refer Slide Time: 01:28)
When the road is rotating so, when we have more than one gear, we see that we have the gear
ratio as a1, a2 and so on, the effective inertia seen by the motor is J0 + a1 J1 square + a2 J2
square + a3 J3 square and so on and similarly, the equivalent load torque = Tl0 + a1 Tl1/ eta 1,
eta 1 is the efficiency of gear1 + a2 Tl2/ eta 2 and so on, so these are the various terms and if
you have more than 1 gears, we have more than one terms and this can be extended to n number
of gears.

Now, we also have translational system, what do we mean by translational system? The
translational system does not rotate, it basically goes in a linear motion say for example, a lift; a
lift is going up and going down that is a translational motion but behind this, there is a motor
so, there is a conversion between the rotational motion to translational motion. Now, we will
see the coupling of a translational load with the motor which is rotating.

So, we will be discussing right now about the translational load now, in this case we have a
motor which is coupled to a load, this is load 0, let us say and this is a mechanical coupling, so
load 0 is a rotational load, then what we have; we have a conversion system which convert
rotational to linear motion transmission and then what we have here; we have a mass here,
which is a mass which is going down or going up at a velocity v1.

And this mass is having m1 and this is exerting a force here forces F1 and the motor and the
load combination has an effective inertia of J0, the first load, that is 0th load and the motor is
rotating at a speed of omega m, the load 0 is opposing this with a load torque of Tl0, motor
torque here is Tl, we have to find out what is this effective Tl and the linear velocity of this
mass is v1.

Now, in this case we will apply the same method here, we will first find out the effective kinetic
energy of the system here, we have a rotational system which is rotating let us say load 0 and
we have a translational system which is going up or down which is in a linear motion, so what
is the effective kinetic energy of the entire system? So, the kinetic energy of the entire system
let us say, equivalently we have the equivalent inertia J and equivalent speed is omega m
square, omega m.

So, the equivalent kinetic energy is 1/2 J Omega m square that is equal to the kinetic energy of
the first load that is 1/2 J0 Omega m square + kinetic energy of the second load, the second load
is a translational load that is 1/2 m * v1 square, 1/2 mv square is the kinetic energy of a
translational load, so this is the effective kinetic energy of the system. So, if you want to find
out the effective inertia, the effective energy is J that is = J0 * omega m square/omega m square
+ mv1 square/ omega m square.

We can simplify that that is = J0 + the mass of the translational load * v1/ omega m square, so
this is the effective inertia seen by the motor, so we have a translational load that is having the
motion and that velocity is v1, so the ratio of v1/ omega m square is used for transforming the
mass into the rotational mass that is the moment of inertia, so it is J = J0 here that is the original
amount of inertia, the added one because the translational load is this part that is m * v1/ omega
m square.

Now, what about the effective load torque; now if you want to see the effective load torque, we
have to see the power seen by the motor so, the power seen by the motor is Tl * omega m, now
this power consists of the power of the load 0 that is Tl0 * omega m and the power of the
translational load, the power here is force F1 * the velocity v1 that is the power force into the
velocity but this is having a coupling efficiencies eta 1; eta 1 is a coupling efficiency.

So, we have to divide by the coupling efficiency that is eta 1, so if we see the effective load
torque seen by the motor that is = Tl0 * omega m/ omega m here + F1 v1/ eta 1 omega m that is
= Tl0 + F1 * v1; F1/eta1 * v1/ omega m, so this is the expression for the effective load torque
seen by the motor where we have a translational load. So, in translational load, we have to take
the ratio of the linear velocity to angular velocity which will be used for transforming both the
inertia and also the load torque.
(Refer Slide Time: 09:30)

Now, when we talk about load torque, we have to see what is the various component of the load
torque, now we will be discussing about the components of load torque, so the motor is driving
a load let us say we have a motor which is driving a load, these are mechanically coupled, we
have the motor, we have the load, the motor is running in this direction, the motor torque is here
T, the load torque is opposing the motor torque that is Tl.

Now, what is; what are the components of load torque Tl? Tl is a load torque which consists of
usually 2 parts; the first part is called the friction component that is TF and the second part is a
useful load torque that is Tl, so what is TF; Tf is the friction torque, what is Tl; Tl is the useful
load torque, the fixed and integral part of a mechanical system I mean, no mechanical system is
possible without friction.

But the friction these are various types, the total friction torque is TF now, when we talk about
various types of friction, this TF consists of one friction which is called a static friction, Ts,
another type of friction is called the Coulomb friction Tc and the third type is called the viscous
friction Tv and the fourth type of the friction is called the windage friction Tw. So, Ts is the
static friction, Tc is a Coulomb friction, Tv is a viscous friction and Tw is the windage friction.

So, we have primarily 4 types of friction; the static friction, the Coulomb friction, the viscous
friction and a windage friction. The static friction only comes when the motion has not started,
when the motor speed is 0, so this is the friction component which is only present during
standstill condition or during very low speed condition, so this is present during the low speed 0
to low speed condition.

So, this friction component is only present during 0 to low speed condition and the Coulomb
friction; the Coulomb friction is a friction which is independent of the speed whether the speed
is 0 or high or medium, the Coulomb friction is constant so, the Coulomb friction is
independent of speed. When we talk about the viscous friction, the viscous friction is
proportional to the speed.

And the windage friction is proportional to the square of the speed square of speed, so this is
proportional to the square of the speed and the viscous friction is proportional to the speed.
Now, we will see the 4 types of friction; the static friction, the Coulomb friction, the viscous
friction and the windage friction by plotting a graph in the speed torque plane. So, we will see
the various friction components, the components of the frictions are shown here.
(Refer Slide Time: 14:30)

So, we have the origin here so, we are plotting the friction component TF and our speed is in
the y axis and the friction torque in the x axis so, we have the friction static friction; in the static
friction what we have here, we have the frictional torque present when the speed is 0, so this is
static friction, when the speed is 0, the torque is present, when the speed is increasing the static
friction decreases that is Ts will be = 0.
So, when the speed is negative, the torque is also negative, so this is Ts, so this; these are the 2
values of or 2 plot of the static friction for positive speed and for the negative speed
respectively. What about the Coulomb friction? The Coulomb friction does not depend upon the
speed, so the Coulomb friction is independent of the speed so, we can say it is almost constant,
it does not change the speed, so this is Tc, the Coulomb friction.

When the speed is negative, the friction will also be negative, this is the Coulomb friction so,
the Coulomb friction is almost constant, this is independent of the speed. What about the
viscous friction; the viscous friction is proportional to the speed like this so, this is the viscous
friction Tv, the Coulomb friction is this one and we have another friction which is called the
windage friction.

And the windage friction is proportional to the speed square so, the windage friction if we plot
here, this will be proportional to the speed square, this is the nature of the windage friction, so
the windage friction is proportional to the speed square as you go on increasing the speed, the
torque changes are the square of the speed. Now, when we add all these friction component, we
get the overall behaviour of the frictional torque.

So, the overall behaviour of the frictional torque can be plotted like this so, initially we have the
static friction is gradually decreases and then it increases like this similarly, here in the negative
side we have static friction, it increases like this so, we have the speed in the y axis and torque
in the x axis, the frictional torque so, this is the frictional torque behaviour. So, what we now
see here that at rest, when the motor is at rest, we have all frictions coming into picture; static
friction, Coulomb friction, viscous friction is 0.

And the windage friction is 0, so we have static friction and Coulomb friction present during 0
speed when, the speed picks up, the viscous friction and the windage friction they increase, the
Coulomb friction is constant, the static friction vanishes so, this is the plot of frictional torque.
Now, friction is a passive load so, friction is called a passive load because when the speed
direction changes, friction also changes, friction only opposes the motion.

So, the definition of the passive load is this that when the speed direction changes, torque also
reverses and those torque which reverses with speed direction are called passive load. Direction
of frictional torque changes with the direction of speed because when the speed reverses, the
friction should also reverse, so that friction will always oppose the speed. Now, with this
background we have seen the friction component of the load torque.

What about the useful load torque, now we will see actually, what are the various types of
useful load torque we have in an electric drives.
(Refer Slide Time: 20:00)

Nature and classification of useful load torque; when we talk about the useful load torque, the
load torque must do some useful work, the first type of load torques are the fan type of load, we
have the fans rotating and these fans is useful in the sense that this is giving us the wind, now as
a fan rotates, it also exerts a torque on the motor. So, the first type of motor is called, the load is
called the fan, pump and compression type of load.

Now, this types of load if you see the load torque behaviour, Tl versus omega m, omega m is
the speed, Tl is a load torque, the useful load torque, Tl here is proportional to omega m square,
the load torque for fan, pump and compressor is proportional to the square of the speed. Now,
we have the second type of load torque which is called the highest type of load, highest means
we have a cage which is being lifted off.

Now, there is the gravity here and this cage is being lifted up so, we have a constant
gravitational torque here but we have 2 types of highest; a low speed highest and high speed
highest. So, for a low speed highest, torque is nearly constant is independent of the speed so, in
this case if you plot the torque, the load torque versus speed, for a low speed highest, speed in
the y axis and torque in the x axis.
This torque is nearly constant, does not change with the speed so, this is the low speed highest
because this gravitational pool is almost constant irrespective of the speed Mg is constant
because M is the mass, g is the acceleration due to gravity, so that constant but if the speed
increases will have a high speed highest.
(Refer Slide Time: 23:24)

In high speed highest, we have the situation which is little different, this is our load torque and
this is omega m in the speed, for high speed highest initially, this the torque is constant but as
speed increases, we have viscous friction and windage friction so, for the high speed highest we
have the torque profile which increases with the increase in speed. Now, we have other type of
load that is the traction load.

The traction load is primarily by electric vehicle, this is by electric vehicle, locomotive either
called traction load, how does the traction load change with speed? Now, when we talk about a
traction load, the maximum torque is primarily at the starting, when the machine starts it has to
overcome lot of static friction, we have large amount of static friction, so the traction load is
characterized by a large static friction and decreases or he speed increases.

So, as the speed increases, we have the windage friction etc., but the traction load is
characterized by very large amount of static friction so, this has to overcome the static friction
and again when the speed increases, the torque increases. So, this is the starting torque which is
primarily because of the static friction.
(Refer Slide Time: 25:44)
We also have other types of load say for example, we have power load, constant power load.
What is an example of a constant power load; say for example we have a coiler drive on which
a cloth has to be coiled, as the cloth is being coiled, the diameter of the roll is increasing so, we
have a coiler here and the material which is being coiled off is rotated, the drive is rotated here
and these are the tension that is FT and this has a linear velocity which is v.

And we have to keep FT to be constant, the tension has to be constant and the linear velocity
has to be constant and this has got an angular velocity that is omega m, now what is this omega
m? Omega m is nothing but V/ the radius; r is the radius here, radius of the coil so, we can say
here that if T * v should be constant that is + FT; FT here and what is v; v is r * omega m, so FT
* r is torque * omega m that is equal to constant.

So, for a constant power drive, the power is constant, power is a product of torque and speed, so
when we keep torque and speed constant, we get a constant power type of load so, the speed
torque characteristic of this type of load is the following; the speed is in the y axis and torque is
in the x axis so, this characteristic is of this sort, so here Tl * omega m is constant. So, when we
say that the torque into speed is constant, we get the constant power drive that is the P; P
remains constant.

So, these are the various types of useful load torque that we have seen, we started with various
types of load, the frictional component, we talked about the fan type up load in which the load
torque is proportional to the speed square, we talked about the low speed highest where torque
is primarily constant and we also saw the high speed highest where torque increases with the
increase in speed.

Then we have traction load which has a high amount of starting torque as the speed increases
we have the friction; the viscous friction and the windage fiction which also comes into picture
and at the end, we saw constant power load where the product of torque and speed needs to be
constant. So, we stop here for today's lecture, we will continue in the next class.