EE428 Industrial Process Control

Chapter 5
Dr. Jawad Arif
PRINCIPLES OF OPERATION
• The conversion of electrical energy to mechanical energy is
accomplished by a principle called motor action.

• There are two requirements for motor-action to exist.

PRINCIPLES OF OPERATION
• The first requirement is that there is a current flow through a
conductor. As it does, a circular magnetic field develops around the
wire.
PRINCIPLES OF OPERATION
• The second requirement is that a force on the conductor develops.
• The force is produced when the conducting wire is placed inside the
magnetic field formed between two magnetic poles
• This magnetic field is referred to as the main field.
 PRINCIPLES OF OPERATION
• When the conductor is placed between the poles, the filed become distorted.
• On one side of the wire the two fields combine and become very
concentrated. On the other side they go in the opposite direction, making a
weak field.
PRINCIPLES OF OPERATION
• The distorted lines on the stronger side are elastic like rubber bands.
Since they are stretched, they tend to straighten out.

• Straightening exerts a force on the conductor and pushes in the

direction of the weak side until it moves out of the field.
PRINCIPLES OF OPERATION
• Figure illustrates the right-hand rule for motors.
Rotary Motion
• A current-carrying conductor in a magnetic field tends to move at
right angles to the field. Once it moves out of the field, the force is
reduced to zero and no further action takes place.
• Since a motor produces a continuous rotary motion, it is necessary to
make the current-carrying conductor into a single loop of wire.
Rotary Motion
Rotary Motion
• The loop rotation is counterclockwise (CCW). When it reaches a position
perpendicular to the field, there is no interaction of the magnetic fields.
This is called the neutral plane.

• Due to inertia, the loop continues to spin. However, since the direction of
current flow through the loop does not change, the interaction with the
flux lines develops a force in the opposite direction.

• Instead of continuing in the CCW-direction, the loop stops and then

changes direction. An oscillating motion is produced until the armature
settles at the neutral plane.
Rotary Motion
 Rotary Motion
• A continuous rotation is achieved by reversing the direction of current
through the loop the instant it passes through the neutral plane.
• The current change is accomplished by a switching device called a
commutator.
• The commutator and loop rotate together and are referred to as the
armature.
• A pair of carbon brushes supply current to the armature windings. The
brushes are sliding connectors that make contact with the commutator
segments.
Rotary
Motion
Rotary Motion

• When the armature is in position 2, the brushes make contact with both
commutator segments. The armature loop shorts out and current flows
from one brush to the other through the commutator segments.

• The result is that no torque is produced. However, inertia causes the

armature to continue rotating past this position.
 Rotary Motion
• There are two disadvantages of using a motor with one armature loop.
•
• One problem is starting the motor when the armature is in the neutral
position.

• Since the armature loop is shorted, no torque is developed to cause

movement. To start, the armature must be physically moved out of the
neutral position
Rotary Motion
• The other disadvantage is that when the motor runs, its speed is erratic
because its torque is irregular

• Maximum torque is produced when the armature loop is at a right angle

to the main field, and minimum when it is located in the neutral plane.
Rotary Motion
• Both problems are corrected by using a two-loop armature with
four commutator segments
• When one loop is in the neutral position, the other is in the
position of maximum torque.
Rotary Motion
• The disadvantage of this configuration is that during brief moments
during the revolution only one loop is connected, while the other
rotates as dead weight.
Rotary Motion
• By connecting loops of the armature to adjacent commutator segments,
this problem is corrected. One commutator segment per loop is used
instead of two segments per loop.

• Electrically, the armature is two series circuits connected in parallel

Practical DC Motors
• In a practical motor, more than four armature loops and commutator
segments are used.

• Since each conducting wire develops torque, a larger number of loops

and commutator segments produce more turning force.

• Additional torque is also developed by adding more turns to each

armature loop.

• A further improvement is the use of more than one set of field poles.
Adding more poles makes it possible for an armature conductor to
develop maximum torque several times during a revolution.
Field Flux
• Magnetic flux lines have a tendency to repel each other.

• Flux lines between two poles of a magnet bow away from each other.

• To eliminate bowing, magnets curved at the ends of are used.

Counterelectromotive Force
• As the armature conductors rotate, they cut through the main field.
These conditions cause an electromotive force, or EMF, to be induced
into the armature coils the same way that voltage is produced by a
generator.

• The faster the armature turns, the more EMF it generates.

• The induced EMF opposes the EMF applied to the armature by the DC
power source. For this reason, it is called a counterelectromotive force
(CEMF), or Back EMF.
Counterelectromotive Force
• To the power source, the CEMF appears as another power source connected in
series but opposing.

• The CEMF does not supply an opposing current; however, it reduces the current
that flows through the armature.

• The CEMF cancels out a portion of the applied voltage, and the difference
between the two forms a net voltage that affects how much current flows
through the armature.

• The voltage applied by the DC source is always greater than the CEMF.
Counterelectromotive Force
• CEMF varies because to three factors:

1. The physical properties of the armature. These include the number of turns in the
coil, its diameter, and its length. The induced EMF increases as the size gets larger.

2. The strength of the magnetic field supplied by the field poles. The induced EMF
increases as the flux becomes stronger.

3. The rotational speed of the armature. A rapidly moving conductor will induce more
CEMF than a slowly moving wire.
 Armature Reaction
• At the moment the switching action of the commutator takes place, the
armature loop is at a right angle to the field flux lines and midway
between the pole pieces.

• This axis is called the geometric neutral plane.

• Because the loop is not cutting flux lines, it will not generate a CEMF
 Armature Reaction
• In practice, the actual neutral plane of the motor shifts from the
geometric neutral plane

• The shift takes place because there are two magnetic fields between the
poles.

• One is the main field, and the other is the flux lines built up around the
armature conductors.

• Their interaction distorts the main field.

Armature Reaction
 Armature Reaction
• The perpendicular neutral plane becomes shifted in the direction
opposite the armature rotation.

• This shifting of the neutral plane is known as armature reaction.

• Armature reaction varies depending on the armature current and speed

of the motor. As more current is applied, the faster the motor runs and
the larger the armature reaction becomes.
Armature Reaction
• With the neutral plane shifted, commutation is disrupted because it
no longer takes place when the corresponding armature loop is
perpendicular to the main field.

• Instead, the armature cuts through the tilted flux lines the moment
the brushes make and break contact with the commutator segments.

• As a result, EMF is induced into the loop which causes arcing to occur
at the commutator segments that move under the brush.
 Armature Reaction
• The arcing due to armature reaction adversely affects the motor three
ways
1. It reduces torque.
2. It makes the motor less efficient.
3. The continuous sparking shortens the life of the brushes and
damages the commutator.
Armature Reaction: Interpoles
• The effect of armature reaction is corrected by using special windings
called interpoles, sometimes called commutating poles. They are smaller
poles placed between the main poles. Interpole windings are connected
in series with the armature windings.
Armature Reaction: Interpoles
• The magnetic fields formed around the interpoles oppose the magnetic
field around the armature coils and push back the distorted flux lines so
that they are in a straight line between the poles.

• Therefore, the neutral plane is shifted back to the original position.

• lnterpole windings are self-regulating, because they are in series with the
armature. If the armature current increases, so does the canceling effect
of the interpoles.
Armature Reaction: Interpoles
• Another method sometimes used to correct armature reaction is by using
compensating windings.

• These windings are embedded into the metal core of the main field poles
and are electrically connected in series with the armature conductors.

• Like the interpoles, their

function is to cancel out the
distorted effects of the armature
field.
Motor Selection
• The two main characteristics used in the selection process are:

• Speed Regulation: How much the motor speed will vary with a change in
the mechanical load.

• Torque. How much torque is available when starting a motor, or how

much it will vary with a sudden change in load.
 Motor Selection: Speed Regulation
• A motor is designed to operate at full load. Full load is the maximum mechanical
power it can provide to run its rated mechanical load all of the time.

• It is possible for the motor to run above full load, but not for a sustained period of
time: It will overheat and likely become damaged. This situation is called an overload
condition.

• The overload condition becomes excessive if the motor stalls, because it is unable to
move the load. If it stops, the current draw from the power source is maximum and a
circuit protection device will deactivate the motor.
Motor Selection: Speed Regulation
• When the physical load is reduced from the full-load condition, this
situation is called a partial-load condition.

• The motor operates at no load when the physical load is disconnected

from the motor shaft.

• When the mechanical load connected to the motor is reduced, the

motor speed will increase.

• The amount it increases depends on the type of motor employed.

Motor Selection: Speed Regulation
• The ability of a motor to maintain its speed when the load is changed is
called speed regulation.

• The speed regulation of a motor is calculated by comparing its no-load

speed to its full-load speed. It is usually expressed as a percentage of
its full-load speed by using the following formula:

𝑁𝑜 𝐿𝑜𝑎𝑑 𝑆𝑝𝑒𝑒𝑑 − 𝐹𝑢𝑙𝑙 𝐿𝑜𝑎𝑑 𝑆𝑝𝑒𝑒𝑑

𝑆𝑝𝑒𝑒𝑑 𝑅𝑒𝑔𝑢𝑙𝑎𝑡𝑖𝑜𝑛 = ×100
𝐹𝑢𝑙𝑙 𝐿𝑜𝑎𝑑 𝑆𝑝𝑒𝑒𝑑
Motor Selection: Speed Regulation

• If the speed of the motor is relatively constant over its normal

operating range, the motor has good speed regulation.

• A motor whose speed varies greatly from no load to full load has poor
speed regulation.
Motor Selection: Torque
• Torque is a twisting action that causes an object to rotate. This type of
force causes a motor shaft to turn.

• The load, a motor is driving may rotate like a fan or a pump.

• It may also be a mechanism that moves in a straight line, like a conveyor

belt.

• Even though these mechanical loads move differently, they are all powered
by the turning action of a motor.
Motor Selection: Torque
• The amount of torque a motor produces is measured by multiplying
the force it will exert by the distance between the center of the shaft
and the point where the force is being applied, as determined by the
following formula:

𝑇 = 𝐹× 𝑟
Motor Selection: Torque

The Torque produced by the motor is determined by the following

factors:
• Strength of the main field
• Strength of the armature field. This value depends on the armature
current.
• The physical construction of the motor. These include: .
• The active length of the conductors.
• The number of active conductors.
• The radius of the armature.
Motor Selection: Torque
• The physical properties (construction) of the motor are a fixed
constant.

• The torque of the motor can therefore be controlled by changing the

magnetic strengths of the main field and the armature field.
Motor Selection: Torque
• The figure illustrates the concept of torque.

• It shows a motor drum turning a winch to lift a weight of

100 pounds.

• To determine how much torque is required to lift the

weight, the radius of the winch drum is multiplied by the
force exerted by the weight being lifted.

• If the diameter of the winch drum is three feet, 150

pound-feet of torque is needed.
Motor Selection: Torque
• Suppose the load is doubled. The motor will respond to the change
by producing just enough torque to satisfy the demands of the new
load.

• As long as the torque requirements of the load are within the

capabilities of the motor, it will always move the load.

• The torque developed by the motor when driving its rated

mechanical load is called the rated load torque. This is a constant
torque that drives the load at a steady speed.
Motor Selection: Torque
• When starting the motor from a dead stop, it takes more effort to get
it started than to keep it running.

• Electric motors are designed to supply the extra torque needed to

start the load. The starting torque of DC motors ranges from 150 to
500 percent of the rated load torque.
Motor Selection: Work
• The primary function of a motor is to perform work.

• The motor does mechanical work when it supplies a force to move a

physical object across a distance.

• For example, work is done when a weight is pulled.

• Work is calculated by multiplying distance times force.

• Work is not done unless the load is moved a distance.

Motor Selection: Power
• Power is defined as the rate of doing work. It describes how fast a
particular amount of work is accomplished and is calculated by:

Power= Work/Time

• Suppose 5000 pounds of cargo is lifted by a winch to a height of 50 feet.

The work required is 5000x50, or 250,000 foot-pounds. If the time it
takes to raise the cargo is 2 minutes, the power required is:
250,000/2 = 125,000 ft-lb/min
Motor Selection: Horsepower
• Placed on the housing of a motor is a nameplate that provides relevant
information for the engineer or technician.

• It does not contain information about the torque the motor exerts or
the amount of work it will perform.

• Instead, it lists a power rating in units of horsepower that the motor

delivers to the load.
Motor Selection: Horsepower
• This information is useful in determining if the motor is large enough to
drive the load.

• When 33,000 pounds are moved one foot in one minute (or an
equivalent combination), one horsepower (HP) of work is performed.

• In the example of the cargo winch, the horsepower required to raise the
load is

125,000 𝑓𝑡 - 𝑙𝑏 / 𝑚𝑖𝑛
= 3.79ℎ𝑝
33,000
Motor Selection: Horsepower
• The combination of speed the motor runs and the output torque it exerts
determines the horsepower it is capable of producing.

• Suppose a pulley with a radius of 1 foot is connected to the end of a motor shaft
that produces an output torque of 10 pounds-feet at a rate of 1000 RPM.

• The formula for determining the horsepower of a rotary output is:

𝑆𝑝𝑒𝑒𝑑 × 𝑇𝑜𝑟𝑞𝑢𝑒× (2×𝑝𝑖×𝑅𝑎𝑑𝑖𝑢𝑠)

𝐻𝑃 = = 1.9ℎ𝑝
33000
Motor Selection: Wattage
• Another rating of a motor is wattage. This value identifies the amount of power
consumed by the motor at its rated voltage and speed as it performs work.

• Power is measured in units of watts.

• If the horsepower rating of the motor is known, its value can be converted to
watts by multiplying it by 746.

• Motor power ratings were used to be given exclusively in hp. Now, more
manufacturers are rating motors by kilowatts (kW).
Motor Selection: Motor Efficiency
• The mechanical output power of a motor used to drive a load is
always less than the power supplied to its input.

• A part of the energy supplied to the motor is dissipated into heat and
is therefore wasted.

• The heat losses of motors consist of copper losses and mechanical

losses.
Motor Selection: Motor Efficiency
• Copper losses
• Armature I2R losses
• Field losses
• Shunt, Series and Interpole field I2R losses
• Mechanical losses
• Iron losses
• Eddy current
• Hysteresis
• Friction losses
• Bearing friction
• Brush friction
• Windage (air friction)
Motor Selection: Motor Efficiency
• These unavoidable losses are expressed as efficiency.

• The efficiency rating of a motor is simply the ratio of the power

produced by the output shaft to the power supplied by the source.

!"#$% "&'
% 𝐸𝑓𝑓𝑖𝑐𝑖𝑛𝑒𝑐𝑦 = × 100
!"#$% ()

• The energy required to run the motor is drawn from the power source at almost the
same rate mechanical power is being used. Therefore, the rate of electrical power
consumption is directly proportional to the mechanical requirements of the load plus
heat losses.
Interrelationships
• A change in the mechanical load has an effect on armature current,
torque, speed, and CEMF, all of which are related to each other.

• The armature current produces a magnetic field around the

armature. The interaction with the main field causes the armature to
turn. The rotating armature produces a CEMF. The CEMF regulates
the armature current.

• At any normal operating speed, the exact amount of CEMF produced

will limit the armature current to a value just sufficient to produce
the torque required to drive the load.
Basic Motor
Construction

• Motors have two main

parts or assemblies: the
armature and the field
poles.

• The horsepower
developed by a motor
results from the
reaction between the
magnetic fields created
by these two parts.
Basic Motor Construction
• The field poles are core pieces mounted inside a non moving, hollow
drum-shaped housing. These field pole pieces are either permanent
magnets or electromagnets.

• If interpoles are used, they are placed between the main pole pieces.

• End covers (also called bells) that support bearings are placed at each
end of the housing.

• Together, all of these parts make up the field pole assembly.

Basic Motor Construction
• The housing is made of steel, which conducts magnetic flux better than air
and allows stronger magnetic fields to be established.

• Its strength also physically supports the stresses that develop inside the
motor as it drives the load.

• The field pole assembly is also referred to as the stator.

Basic Motor Construction
Basic Motor Construction
• The moving portion of the motor is the armature or rotor, which rotates
inside the housing.

• It consists of a cylindrical core made of sheet-steel laminations that are

attached to the shaft. The outer surface of the core has slots where the
armature loops are placed.

• The armature windings are soldered to the commutator, which is also

mounted on the shaft.

• The brushes are pressed against the commutator by specially-designed

tension springs.
Motor Classifications
• The most common way to classify DC motors is by describing how the
flux lines of the main field are supplied. i.e. by permanent magnets or
electromagnets.

• The motors with permanent magnets are called permanent magnet

motors

• For electromagnets, the field assembly consists of coils wrapped around

laminated pole pieces that are mounted on the inside of the drum
housing. Therefore, these types of motors are referred to as wound-field
motors.
Motor Classifications
• The power source that supplies the current for the armature is also used
for the field coils.

• The flux lines supplied by electromagnets are much stronger than those
of permanent magnets. Also, the field strength can be varied to achieve
desired results.

• There are three basic types of wound-field DC motors: shunt, series, and
compound.

• They are classified by how their field windings are connected to the DC
supply in relation to the armature.
DC Shunt Motor
• Gets its name from the fact that the field winding is connected in
parallel or shunt—with the armature windings.
• Because the two windings are in parallel, the applied voltage connected
to each of them is the same.
DC Shunt Motor
• The shunt field coil is usually wound with many turns of fine wire to increase
the resistance and keep the current low as compared to the armature circuit.

• Because the current is low, the field coil requires a large number of turns to
produce a magnetic field of sufficient strength.

• The speed of the motor is mostly proportional to the applied voltage

𝑉! − (𝐼! × 𝑅! )
𝑆𝑝𝑒𝑒𝑑 =
𝐾" ×𝜙
𝜙 à shunt field flux density
𝐾! à motor design constants
DC Shunt Motor
• 𝑅6 is usually very small therefore speed is approximately equal to 𝑉6 .

• Another important concept to understand is that CEMF produced by the

armature windings rotating through the magnetic field is also
proportional to the speed.

• If we consider that CEMF is pretty much equal to VA-(IA x RA) under

normal conditions and (IA x RA) is negligible, then CEMF is a good
measure and is proportional to the speed of the motor.
DC Shunt Motor
• DC shunt-field motors have some ability to self-regulate their speed.
• Suppose that the motor is operating in a no-load condition and changes
to a loaded condition.

1. The motor begins to slow down.

2. The reduction in speed proportionally reduces the CEMF.
3. Since VA — CEMF increases, IA increases, which increases torque.
4. The increase in torque gives the motor the ability to increase speed.
5. Motor settles with a slightly lower speed and higher IA
DC Shunt Motor
• If the physical load of the motor reduces or goes to a no-load condition,
then the chain of events that occurs is as follows:

1. Motor speed increases.

2. As the motor speed tries to increase so does the CEMF.
3. As the CEMF increases, the armature current decreases, decreasing
the torque
4. The no-load torque-friction equilibrium is quickly reached at only a
slightly greater speed.
DC Shunt Motor
• Since the speed regulation from no load to full load of the shunt motor
usually does not exceed 12 percent, it is considered a constant speed
motor.

• Because of these constant speed characteristics, DC shunt motors are

used for applications requiring exact speed control, such as numerical
control machines.
DC Shunt Motor: Torque
• At the start when the motor is the shaft is not rotating, the RPM is zero,
and there is no CEMF.

• The net voltage equals the applied voltage, so the current flow through
the armature is as high as possible.

• At starting, all types of DC motors produce their maximum torque

because the interaction between the rotor and stator magnetic fields is
at the highest level.
DC Shunt Motor: Torque
• The shunt type has the lowest torque of all wound-field DC motors.

• The reason for the low torque lies in the construction of the field coil. Its
resistance is very high because it has many turns of fine wire. Therefore, the
field current-and field strength are very low.

• The starting torque of a shunt motor is approximately 150 percent of its full-
load torque rating.

• The amount of starting torque the motor produces determines how fast it
accelerates and reaches the equilibrium speed
DC Shunt Motor: Speed Control
• In many applications, the speed of the motor must be varied.

• The intentional control of shunt motor speed is accomplished by

three methods: field flux control, terminal voltage control, and
armature voltage control.
DC Shunt Motor: Field Flux Control
• The RPM of a DC shunt motor can be controlled beyond its rated
base speed by changing the strength of the main field flux.

• The field is varied by placing a rheostat in series with the shunt field.

+
R1 Shunt
field
rheostat

DC
Supply

-
DC Shunt Motor: Field Flux Control
• Although it may seem more logical that a reduction in field flux will
also reduce speed, the opposite occurs.

• The speed of the motor actually increases because the reduced field
flux causes the CEMF in the armature circuit to decrease.

• We can recall from the previously described formula that the shunt
field flux density inversely affects the motor speed.
𝑉* − (𝐼* × 𝑅* )
𝑆𝑝𝑒𝑒𝑑 =
𝐾+ ×𝜙
DC Shunt Motor: Field Flux Control
• This method of speed control is used only for applications that
require a constant horsepower in a partial-load condition.

• Limitations of field flux control include relatively low starting torque

and poor speed regulation.
Shunt Motor: Terminal Voltage Control
• The RPM of a DC shunt motor can be controlled below normal speed
by varying the terminal voltage.

• This method is seldom used because a reduction in speed is

accompanied by a substantial loss of torque.
Shunt Motor: Armature Voltage Control
• When the field is connected to the same power supply as the
armature, it is called a self-excited DC shunt motor.

• It is also possible to connect separate power supplies to the field coil

and armature circuit, called a separately-excited DC shunt motor.

• The preferred method of controlling the speed of a separately-

excited DC shunt motor is by adjusting the armature voltage while
maintaining constant field voltage.

• Speed regulation and starting torque are generally not affected,

except at the very lowest speeds.
Shunt Motor: Open Field Condition
• If the field coil branch opens, the flux strength produced around it
reduces to a level supplied only by the residual magnetism of the
iron core.

• This condition causes the CEMF in the armature to drop drastically,

and causes its current to rise to a very high level.

• Results in very high speed that may cause the motor to fly apart due
to centrifugal forces.

• Never operate a shunt motor without powering the field coil.

Shunt Motor: Direction of Rotation
• The direction that a shunt motor turns can be changed by reversing
either the leads of the field coil or of the armature branch, but not
both.

• However, if compensating windings or interpoles are used to

counteract armature reaction, they are placed in series with the
armature. Therefore, their leads must also be reversed if the
armature leads are changed.
DC Series Motor
• Field winding is connected in series with its armature.

• The field is wound with large gauge wire coil and has few turns,
therefore, has a low resistance.

• Even though the coil has a small number of turns, the magnetic field
that forms around the windings develops an adequate torque because
the current is high.
DC Series Motor
• Since the field coil and armature are connected in series, the same current
flows through both coils.

• As the physical loading conditions change the speed, the CEMF causes the
armature current to vary, affecting the field coil as well.

• Therefore, the torque and speed change by the square of the current.

• These conditions prevent the motor from maintaining a constant speed

under changing load conditions.

• Therefore, a DC series motor is classified as a poor speed regulation

machine.
DC Series Motor
Suppose the load the series motor is driving increases.

1. The motor will slow down.

2. Because the armature turns slower, less CEMF will be induced.

3. A lower CEMF causes more current to flow through both the armature and field
windings, thus strengthening the magnetic flux, but not much due to few turns.

4. The stronger field around the armature and field coils provides the torque
necessary to turn the increased load.

5. Equilibrium is reached with a lower speed

DC Series Motor

• If the load coupled to a series motor is disconnected, it goes into a no-

load condition called run-away.

• In this situation, the motor will accelerate until it physically breaks

apart.

• The reason that due to few turns in field coil, the produced CEMF is
unable to reduce the armature current fast enough, and the speed
keeps increasing
DC Series Motor
• Due to their run-away characteristics, series motors are not
recommended for belt or chain driven systems.

• A broken chain or belt could result in a no-load condition.

• It is unlikely that small motors will break apart if unloaded because

there is usually enough bearing and brush friction to limit their
speed.
DC Series Motor: Torque
• Series motors have the highest starting torque of DC motors.

• The reason is that when power is first applied to the motor and it is not
turning, there is no CEMF produced.

• The highest current passes through both the armature and field coils.

• The starting torque of a series motor is typically 350 to 500 percent of

its full-load torque rating.
DC Series Motor: Torque
• The torque of the series motor is greater than that of a shunt motor
even though its starting armature current is less.

• Less armature current is due to the addition of field coil resistance in

series.

• Therefore, one characteristic of a series DC motor is that it can

provide a very high torque when starting, or when a sudden heavy
load is encountered as with cranes and railway installations.
Compound Motor
• A compound motor, has both a series field and a shunt field.

• Both the series and shunt coils contribute to the field flux and are
wound around the same pole pieces.

• There are two types of compound motors, cumulative, and differential

Cumulative Compound Motor
• The series and shunt windings of the cumulative compound motor are
connected so that their magnetic fields have the same polarity.

• In this configuration, the magnetic fields of both windings are additive.

Cumulative Compound Motor
• The series field has the most impact on the operation when the motor
is first turned on.

• Since the armature is not turning and producing a CEMF, a large amount
of current flows through the series coil, and a strong field is established
immediately.

• This provides a high torque when starting, or when the load demand
suddenly increases.
Cumulative Compound Motor

• The change in speed is more than that of a shunt motor, but less than a series
motor.

• The speed regulation of a cumulative compound motor is about 25 percent.

• If the cumulative compound motor encounters a no-load condition, the

armature-will speed up.

• However, it does not have the run-away characteristics of the series motor
because a large enough CEMF is developed as the armature cuts through the
series and shunt coil fields.
Differential Compound Motor
• The series and shunt windings of the differential compound motor are
connected so that their magnetic fields have opposite polarities.

• In this configuration, the magnetic fields of both windings are opposite

each other.
Differential Compound Motor
• This configuration causes the series field to oppose the shunt field
when a load is applied.

• The resulting decrease of the field flux will make the CEMF decrease
and the armature current increase, causing the speed to stay
relatively constant.

• Therefore, excellent speed regulation can be provided by a differential

compound motor.
Differential Compound Motor
• However, if overloaded, the series field may become strong enough to
override the shunt field, which causes the motor to stop and
sometimes to reverse itself.

• Therefore, differential compound motors are not used unless it is

unlikely an overload condition will be encountered.
Compound Motors Torque
• The starting torque of the cumulative compound motor is approximately
300 to 400 percent of its full-load rating, which is greater than that of the
shunt motor but less than that of the series motor.

• It is not as strong as the series motor because of the influence of both the
series field and the shunt field.

• The differential compound motor has less torque than either the series
motor or the shunt motor. Because the series and shunt magnetic fluxes
cancel, its overall field flux is weak.
Compound Motors

• The speed regulation of both the compound motors is not as good as

the shunt motor.

• Compound motors are used in various industrial applications, such as

freight elevators, stamping presses, rolling mills, and metal shears.
Comparison of Speed/Torque of DC Motors
Comparison of DC Motors
Comparison of DC Motors
Reversing DC Motors
• Reversing the direction of rotation of wound-field DC motors is achieved
by changing the direction of current through the field relative to the
current through the armature. Therefore the direction of rotation cannot
be changed by simply reversing the negative and positive leads of the DC
power source that feeds the motor.

• Instead, either the field windings or armature windings can be reversed,

but not both.
Reversing DC Motors
• In a compound motor, both the shunt and series field coils must be changed, or
else the motor will be switched from a cumulative to a differential configuration
(or vice versa).

• In industrial practice, to reverse the direction of motor rotation, it is standard to

change the armature connections.

• If the motor has compensating windings, they are considered a part of the
armature circuit.

• Therefore current flow through them must also be reversed by changing their
connections.
Coil Terminal Identification
• The electrical parts of a DC motor consist of different types of windings that are
marked for identification.

• The shunt field winding, which consists of many turns of fine wire with a resistance
between 100 to 500 ohms is marked as F1 and F2.

• The series field winding, which consists of a few turns of a larger gauge wire with a
resistance of 1 to 5 ohms, is marked S1 and S2.

• The armature winding, which has a very low resistance, is marked A1 and A2.

• If the motor includes a commutating winding or interpole winding as part of the

armature circuit, it is marked C1 and C2.