Open and Closed Loop Control of DC

Motor Drives

Dr. Ahmad Shukri Bin Abu Hasim

Electric Drives
UPNM
 DC Drives-Closed Loop Control
• The speed of dc motors changes with the load torque.
• To maintain a constant speed, the armature (and or field) voltage should be
varied continuously by varying the delay angle of ac-dc converters or duty
cycle of dc-dc converters.
• In practical drive systems it is required to operate the drive at a constant
torque or constant power; in addition, controlled acceleration and
deceleration are required.
• Most industrial drives operate as closed-loop feedback systems.
• A closed-loop control system has the advantages of improved accuracy,
fast dynamic response, and reduced effects of load disturbances and
system nonlinearities.
• The block diagram of a closed-loop converter-fed separately excited dc
drive is shown in Figure the next slide.
 DC Drives-Open and Closed Loop Control
• If the speed of the motor decreases due to the application of additional load
torque, the speed error Ve increases.
• The speed controller responses with an increased control signal Vc, change the
delay angle or duty cycle of the converter, and increase the armature voltage
of the motor.
• An increased armature voltage develops more torque to restore the motor
speed to the original value.
• The drive normally passes through a transient period until the developed
torque is equal to the load torque.
 DC Motor Drives
Speed (rad/s)- Y1
Actual speed response (V,Y1) Current (A) – Y2

120
10A
7A
Output from
Current controller, (Y2)

t (sec.)

Speed error (rad/s)

A B C
120

t (sec.)

o       PI Speed controller provides the speed reference; say 120 rad/s for maximum speed
and 0 rad/s for stationary.

o       The difference amplifier will amplify any difference between its two input reference speed
and actual speed (ω* - ω)
    

Electric Drives/UPNM/2015 DC Motor Drives

 DC Motor Drives
Speed (rad/s)- Y1
Actual speed response (V,Y1) Current (A) – Y2

120
10A
7A
Output from
Current controller, (Y2)

t (sec.)

Speed error (rad/s)

A B C
120

t (sec.)

o       A region.
o       Motor is stationary
o       Tachometer is not rotating and DC feedback voltage is zero (V =0)
o       There will very large difference in speed error (ω* - ω ) at the two inputs of the differential
amplifier.
o       Hysteresis current controller will produce maximum output current to drive DC motor
o       The motor starts to accelerate and increase its speed of rotation
 

Electric Drives/UPNM/2015 DC Motor Drives

 DC Motor Drives
Speed (rad/s)- Y1
Actual speed response (V,Y1) Current (A) – Y2

120
10A
7A
Output from
Current controller, (Y2)

t (sec.)

Speed error (rad/s)

A B C
120

t (sec.)

o      
o       B region
o       The speed difference begins to decreases when the motor speed reach near to the
reference speed region.
o       As the motor speed will eventually reach the same value as the “reference speed” voltage

(120 rad/s).
o       At this point there will be no output from the difference amplifier or very small output to
maintain the friction.
o       The output current of the current controller also decrease to slow down the motor rotation
o       Motor rotate at constant speed
Current controller produce small current to maintain motor speed at the reference value.
 DC Motor Drives
Speed (rad/s)- Y1
Actual speed response (V,Y1) Current (A) – Y2

120
10A
7A
Output from
Current controller, (Y2)

t (sec.)

Speed error (rad/s)

A B C
120

t (sec.)

o       C region
o       Load is applied to the motor while the motor is running
o       The motor speed dropped to certain speed value because current controller
cannot support immediate large current/load demand.
o       Current controller produces large current to the motor
o       Motor take a few second to recover from the disturbance to the steady-state
condition

Electric Drives/UPNM/2015 DC Motor Drives

Open-loop for separately excited DC motor

• The motor speed is adjusted by setting reference ( control) voltage

Vr .
• Assuming a linear power converter of gain K2
• The armature voltage of the motor is

1
 Open-loop for separately excited DC motor

• Assuming the motor field current If and the back emf constant Kv remain
constant during any transient disturbances

5
 Open-loop for separately excited DC motor

Analysed the transient behavior by transform differential equations into Laplace

Transforms with zero initial conditions

Va(s) = K2Vr(s) 6

Va(s) = RmIa(s) +sLmIa(s) +Kv If ω(s) 7

Td(s) = Kv If Ia(s) =sJω(s) + Bω(s) +TL(s) 8

The armature current is

9
Open-loop for separately excited DC motor

Va(s) = K2Vr(s)

where τa =Lm /Rm known as the time constant of motor armature circuit

Figure 1: Open-loop block diagram of separately excited DC motor

Open-loop for separately excited DC motor

Td(s) = Kv If Ia(s) =sJω(s) + Bω(s) +TL(s)

 Open-loop for separately excited DC motor

where τm = J/B is known as the mechanical time constant of the motor.

• Two possible disturbances are control voltage Vr and load torque TL

• The steady-state responses can be determined by combining the individual
response due to Vr and TL
• The response due to a change in load torque Vr can be obtained by setting
TL = 0

10
 Open-loop for Torque Disturbance input

Figure 2: Open-loop block diagram for torque disturbance input

•The response due to a change in load torque TL can be obtained by setting

Vr = 0

11
Open-loop for Torque Disturbance input

Va(s)=K2 Vr(s)
eg =Kv If ω

Vr = 0

Figure 2: Open-loop block diagram for torque disturbance input

 Open-loop for Torque Disturbance input
• Using the final value theorem, the steady-state relationship of a
change in speed Δω, due to a step change in control voltage ΔVr,
and a step change in load torque ΔTL, can be found from Eq. (10)
and Eq. (11) respectively, by substituting s = 0.

• Eq. (10) and (11) give the speed due to

simultaneous disturbance response as;
DC–DC Converter-fed DC Series Motor Drive.

By adjusting the armature voltage, the motor may be operated at a constant

torque ( current) up to the base speed , which corresponds to the maximum
armature voltage
DC–DC Converter-fed DC Series Motor Drive.

The armature voltage is related to the control (reference) voltage by a

linear gain of DC-DC converter K2.

Assuming that the back emf constant Kv does not change with armature
current and remain constant. The system equations are;
 DC–DC Converter-fed DC Series Motor Drive.

• Transforming these equations in the Laplace domain gives us

DC–DC Converter-fed DC Series Motor Drive.
Reference Voltage and Load Torque
Distributions.
 Reference Voltage and Load Torque
Distributions.
• The gain of a dc–dc converter can be expressed as

where Vc is the control signal voltage (say 0 to 10 V) and Vcm

is the maximum value of the control signal voltage (10 V).

• Kr is the gain of the single-phase converter as

where Vs = Vm/√2 is the rms value of the single-phase ac

supply voltage.
 Reference Voltage and Load Torque
Distributions.

• Kr is the gain of the three-phase converter as

where Vs = Vm/√2 is the rms value of the ac supply voltage per

phase.

• Therefore, a converter can be modelled with a transfer

function Gc(s) of a certain gain and phase delay as described
by

which can be approximated as a first-order lag function given

by
 Reference Voltage and Load Torque
Distributions.

• τr is the time delay of the sampling interval. Once a switching

device is turned on, its gating signal cannot be changed.

• There is a delay until the next device is gated and a corrective

action is implemented. The delay time is generally half of the
interval between two switching devices.
Reference Voltage and Load Torque
Distributions.
 Closed-loop Transfer Function

• To change the open-loop control into a closed-loop system, a speed sensor

is connected to the output shaft
• The output of the sensor, which is proportional to the speed, is amplified by
K1 and is compared with the reference voltage Vr to form the error voltage Ve.
 Closed-loop Transfer Function

• The closed-loop step response due to a change in reference voltage Vr,

by setting TL = 0

• The closed-loop step response due to a change in load torque TL by setting

Vr = 0
 Closed-loop Transfer Function

• The steady-state change in speed Δω, due to a step change in

control voltage Vr and a step change in load torque TL, can be
found from respectively, by substituting s = 0.
Closed-loop Current Control

B1 and Bl is viscous
friction of the motor
and the load
 Closed-loop Current Control

• The blocks diagram in the previous slide can be simplified

 Speed Control with Inner Current and Field
Weakening Loop

• A speed feedback with an

inner current loop provides
faster response to any disturbance
in speed command, load torque and
supply voltage

• The current loop is used to cope

with a sudden torque demand under
transient condition
• the output of the speed controller
ec is applied to the current limiter/
controller, which sets the current
reference Ia(ref) for the current loop

• the armature current Ia is sensed

by a current sensor, filtered by an
active filter to remove ripple
 Speed Control with Inner Current and Field
Weakening Loop

• The error current is processed through a current controller

whose output Vc adjusts the firing angle of the converter
and brings the motor speed to desired value.

• Any positive speed error caused by an increase in either

speed command or load torque demand can produce a high
reference current Ia(ref).

• The motor accelerate to correct the speed error, and finally

settles at a new Ia(ref), which makes the motor torque equal
to the load torque, resulting in a speed error close to zero.
 DC Motor Drives
Speed (rad/s)- Y1
Actual speed response Current (A) – Y2
• For any large positive speed error (V,Y1)

the current limiter saturates and 120

limits the reference current Ia(ref) 10A
to a maximum value Ia(max). 7A
Output from
Current controller, (Y2)
• The speed error is then corrected
at the maximum permissible armature t (sec.)
current Ia(max) until the speed error
become small and the current limiter Speed error (rad/s)
comes out of saturation A B C

120

t (sec.)
 Speed and Position Control System

• Servo drive system normally used the full four quadrant converter allows
bidirectional speed control with regenerative braking capabilities. For forward
driving: T1 and T4 and D2 are used as a buck converter that supplies a variable
voltage Va.

• During regenerative braking in forward direction, T2 and D4 are used as a

boost converter, which regulates the braking current through the motor
by automatically adjusting the duty cycle of T2

• The energy is returned to the DC

supply through D1, aided by emf
and DC supply
Typical profile of a dc–dc converter-fed four-quadrant
drive.