SOLID STATE DRIVES

(R20A0223)

LECTURE NOTES
B.TECH
(III YEAR–II SEM)
(2022-23)

Department of Electrical and Electronics Engineering

MALLA REDDY COLLEGE OF ENGINEERING & TECHNOLOGY

(Autonomous Institution – UGC, Govt. of India)
Recognized under 2(f) and 12 (B) of UGC ACT 1956
(Affiliated to JNTUH, Hyderabad, Approved by AICTE - Accredited by NBA & NAAC – ‘A’ Grade - ISO 9001:2015 Certified)
Maisammaguda, Dhulapally (Post Via. Kompally), Secunderabad – 500100, Telangana State, India
 Unit 1: Control of DC Motors by Single & Three Phase Converters

UNIT – I

SYLLABUS/CONTENTS:

Part-1: CONTROL OF DC MOTORS BY SINGLE PHASE CONVERTERS:

• Introduction to Thyristor controlled Drives

• Single Phase Semi and Fully controlled converters connected to D.C
separately excited and D.C series motors
• Continuous current operation : output voltage and current waveforms
• Speed and Torque expressions
• Speed – Torque Characteristics
• Problems on Converter fed D.C motors.
• Summary
▪ Important conclusions and concepts
▪ Important formulae and equations
• Illustrative Examples

Part-2: CONTROL OF DC MOTORS BY THREE PHASE CONVERTERS:

• Introduction to Three phase converters

• Three phase semi and fully controlled converters connected to D.C
Separately excited and D.C series motors.
• Output voltage and current waveforms
• Speed and Torque expressions
• Speed – Torque characteristics
• Problems
• Summary
▪ Important conclusions and concepts
▪ Important formulae and equations
• Illustrative Examples

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Unit-1: Part-1: Control of DC Motors by Single Phase Converters

Introduction to Electrical Drives:

Motion control is required in large number of industrial and domestic applications.
Systems employed for getting the required motion and their smooth control are
called Drives. Drives require prime movers like Diesel or petrol engines, gas or
steam turbines, hydraulic motors or electric motors. These prime movers deliver
the required mechanical energy for getting the motion and its control. Drives
employing Electric motors as prime movers for motion control are called Electric
Drives.

Advantages of Electrical Drives:

• The steady state and dynamic performance can be easily shaped to get the
desired load characteristics over a wide range of speeds and torques.
• Efficient Starting /Braking is possible with simple control gear.
• With the rapid development in the field of Power Electronics and availability
of high speed/high power devices like SCRs, Power MOSFETs, IGBTs etc.,
design of Efficient Power Converters to feed power to the electric drives has
become simple and easy.
• With the rapid development in the computer’s HW & SW, PLCs and
Microcontrollers which can easily perform the control unit functions have
become easily available.
• Electric motors have high efficiency, low losses, and considerable
overloading capability. They have longer life, lower noise and lower
maintenance requirements.
• They can operate in all the four quadrants of operation in the Torque/Speed
plane. The resulting Electric braking capability gives smooth deceleration and
hence gives longer life for the equipment. Similarly Regenerative braking
results in considerable energy saving.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

• They are powered from electrical energy which can be easily transferred,
stored and handled.

Block diagram of an Electrical drive: is shown in the figure below.

Parts of an Electric Drive: The different parts &their functions are explained here.

The load: Can be any one of the systems like pumps, machines etc to carry out a
specific task. Usually the load requirements are specified in terms of its
speed/torque demands. An electrical motor having the torque speedcharacteristics
compatible to that of the load has to be chosen.

Power Power Converter Motor Load

Source

Control Unit Sensing Unit

Input Command (Reference)

Fig: Block diagram of an Electrical drive

Power Converter: Performs one or more of the following functions.

• Converts Electrical energy from the source into a form suitable to the
motor. Say AC to DC for a DC motor and DC to AC for an Induction motor.
• Controls the flow of power to the motor so as to get the Torque Speed
characteristics as required by the load.
 Unit 1: Control of DC Motors by Single & Three Phase Converters

• During transient operations such as Starting, Braking, Speed reversal etc

limits the currents to permissible levels to avoid conditions such as Voltage
dips, Overloads etc.
• Selects the mode of operation of the Motor i.e Motoring or Braking

Types of Power Converters:

• There are several types of power converters depending upon the type of
motor used in a given drive. A brief outline of a few important types is given
below.
• AC to DC converters: They convert single phase/Polyphase AC supply into
fixed or variable DC supply using either simple rectifier circuits or controlled
rectifiers with devices like thyristors, IGBTs.Power MOSFETs etc. depending
upon the application.
• AC voltage controllers or AC regulators: They are employed to get a variable
AC voltage of the same frequency from a single phase or three phasesupply.
Some such controllers are Auto transformers, Transformers with various taps
and Converters using Power electronics devices.
• DC to DC converters: They are used to get variable DC voltage from a fixed
DC voltage source using Power electronics devices. Smooth step less variable
voltage can be obtained with such converters.
• Inverters: They are employed to get variable voltage /variable frequency
from DC supply using PWM techniques. Inverters also use the same type of
Power electronics devices like MOSFETs,IGBTs,SCRs etc.
• Cycloconverters: They convert fixed voltage fixed frequency AC supply into
variable voltage variable frequency supply to control AC drives. They are also
built using Power electronic devices and by using controllers at lower power
level.They are single stage converter devices .

Control unit/Sensing unit: The control unit controls the operation of the Power
converter based on the Input command and the feedback signal continuously

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

obtained from a suitable point (In a closed loop operation) at the load end so as to
get the desired load performance. The sensor unit gets the feedback on voltageand
current also to operate the motor within its safe operating conditions.

Because of the above advantages, in several applications like Diesel

locomotives,Ships etc. the mechanical energy already available from a
nonelectrical prime mover is first converted into electrical energy by a generator
and then An Electric Drive is used as explained above.

Electrical Motors: most commonly used motors are DC motors – Shunt, Series
,Compound etc., AC motors- Suirrelcage & Slip ring induction motors, Special
motors like Brushless DC motors, stepper motors etc.

DC motors have a number of disadvantages compared to Induction motors due to

the presence of commutator and brushes. Squirrel cage motors are less costly than
DC motors of the same rating, highly rugged and simple. In the earlier days because
of easy speed control DC motors were used in certain applications. But with the
development in Power electronics and the advantages of AC motors AC drives have
become more popular in several applications in present days.

Review of DC Motor Drives:

DC drives are widely used in applications requiring adjustable speed, good speed
regulation and frequent starting, braking, and reversing. Although since late sixties,
it is being predicted that AC drives would replace DC drives, even today the variable
speed applications are dominated by DC drives because of lower cost,reliability and
simple control.

DC motors and their performance:

Basic schematic diagrams of DC separately excited, shunt and Series motors are
shown in the figure below.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Fig: Basic Schematic digarams of DC motors

a) In a separately excited DC motor the field and armature are connected to

separate voltage sources and can be controlled independently.
b) In a shunt motor the field and the armature are connected to the same
source and cannot be controlled independently.
c) In a series motor the field current and armature current are same and
hence the field flux is dependent on armature current.

The Steady state equivalent circuit of a DC motor Armature is shown in the figure
below.

Fig: Steady state equivalent circuit of a DC Motor Armature

Resistance Ra is the resistance of the armature circuit. For separately excited and
shunt motors it is resistance of the armature winding and for series motors it is the
sum of the field winding and armature winding resistances.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

The output characteristics of DC motors (Torque/Speed characteristics): They can

be obtained from the Motor’s Induced voltage and torque equations plus the
Kirchhoff’s voltage law around the armature circuit and are given below.

• The internal voltage generated in a DC motor is given by: Eb = Ka. Φ.ω

• The internal Torque generated in a DC motor is given by: T = Ka. Φ.Ia
• KVL around the armature circuit is given by : Ea = Eb+ Ia.Ra

Where Φ = Flux per pole .... Webers

Ia = Armature current .... Amperes
Ea = Applied terminal Voltage .... Volts
Ra = Armature resistance .... Ohms
ω = Motor speed .... Radians/sec
Eb = Armature Back EMF .... Volts
τ = Torque ….. N-m
Ka = Motor Back EMF/Torque constant …..

Volt.Sec/Rad.web
….. or
Nw.m/Amp.web

From the above three equations we get the Basic general relation between
Torque and speed as:

ω = (Ea / Ka. Φ ) -- (Ra/ Ka. Φ). Ia

= (Ea / Ka. Φ ) -- [Ra/ (Ka. Φ)2] τ.

Shunt and Separately excited motors:

In their case with a constant field current the field flux can be assumed to be
constant and then (Ka. Φ) would be another constant K.Then the above Torque
speed relations would become :

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 ω = (Ea/ K) -- (Ra/ K). Ia
Unit 1: Control of DC Motors by Single & Three Phase Converters

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

= [Ea/ K] -- [Ra/ K2]. τ

The Speed/ Torque Characteristics of a DC Separately Excited Motor for rated

terminal voltage and full field current are shown in the figure below. It is adrooping
straight line.

Speed (ω )

Torque (T)

Fig: Speed/ Torque Characteristics of a DC Separately Excited Motor

The no load speed is given by the Applied armature terminal voltage and the field
current. Speed falls with increasing load torque. The speed regulation depends on
the Armature circuit resistance. The usual drop from no load to full load in the case
of a medium sized motor will be around 5%. Separately excited motors are mostly
used in applications where good speed regulation and adjustable speed are
required.

Series Motor: In series motors the field flux Φ is dependent on the armature
current Ia and can be assumed to be proportional to the armature current in the
unsaturated region of the magnetization characteristic. Then

Φ = Kf.Ia

And using this value in the three general motor relations given earlier we get

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

T = Ka. Φ.Ia = Ka. Kf.Ia2 and

ω = Ea/ Ka. Kf.Ia -- (Raf/ Ka. Kf )

ω = *Ea/√( Kaf.τ)] -- [Ra/(Kaf)]

Where Raf is now the sum of armature and field winding resistances and Kaf = Ka.Kf
is the total motor constant. The Speed-Torque characteristics of a DC series motor
are shown in the figure below.

Speed (ω )

Torque (T )

Rated speed and Rated Torque

Fig: Speed-Torque characteristics of a DC series motor

• Series motors are suitable for applications requiring high starting torque and
heavy overloads. Since Torque is proportional to square of the armature
current, for a given increase in load torque the increase in armature current
is less in case of series motor as compared to a separately excited motor
where torque is proportional to only armature current. Thus during heavy
overloads power overload on the source power and thermal overload on the
motor are kept limited to reasonable small values.
• According to the above Speed torque equation, as speed varies inversely to
the square root of the Load torque, the motor runs at a large speed at light
load. Generally the electrical machines’ mechanical strength permits their

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

operation up to about twice their rated speed. Hence the series motors
should not be used in such drives where there is a possibility for the torque
to drop down to such an extent that the speed exceeds twice the rated
speed.

DC Motor speed control:

There are two basic methods of control

• Armature Voltage Control ( AVC ) and

• Flux control

Torque speed curves of both SE ( separately Excited ) motors and series motors
using these methods are shown in the figure below.

Fig: Torque speed curves with AVC : Vr ( V rated) >V1>V2)

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Fig: Torque speed curves with FC : Φr ( Φ rated) >Φ1>Φ2)

Important features of DC Motor speed control:

• AVC is preferred because of high efficiency, good transient response, and

good speed regulation. But it can provide speed control below base speed
only because armature voltage cannot exceed the rated value.
• For speeds above Base speed Field Flux Control is employed. In a normally
designed motor the maximum speed can be twice the rated speed and in
specially designed motors it can be up to six times the rated speed.
• AVC is achieved by Single and Three phase Semi & Full converters.
• FC in separately excited motors is obtained by varying the voltage across the
field winding and in series motors by varying the number of turns in the field
winding or by connecting a diverting resistance across the field winding.
• Due to the maximum torque and power limitations , DC Drives operating
o With full field, AVC below base speed can deliver a constant maximum
torque. This is because in AVC with full field, the Torque is proportional
to Ia and consequently the torque that the motor can deliver has a
maximum value.
o With rated Armature Voltage, Flux control above base speed can deliver
a constant maximum power. This is because at rated armature voltage,
Pm is proportional to Ia and consequently the maximum power that can
be developed by the motor has a constant value.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

These limitations are shown in the figure below.

Fig: Torque and Power limitations in Combined Armature Voltage and Flux
controls

Single phase Semi converter drives feeding a separately excited DC

motor:

Semi converters are one quadrant converters. i.e. they have one polarity of voltage
and current at the DC terminals. The circuit diagram of Semi converter feeding a DC
separately excited motor is shown in the figure below. It consists of Two controlled
rectifiers (Thyristors T1 and T2) in the upper limbs and two Diodes D1 and D2 in
the lower limbs in a bridge configuration along with afreewheeling diode as shown
in the figure below.The armature voltage is controlled by a 1φ semi converter and
the field circuit is fed from a separate DC source. The motor current cannot reverse
since current cannot flow in the reverse direction in the thyristors. In Semi
converters the DC output voltage and current

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

are always positive. Therefore in drive systems using semi converters reverse
power flow from motor to AC supply side is not possible. The armature current may
be continuous or discontinuous depending on the operating conditions and circuit
parameters. The torque speed characteristics would be different in the two modes
of conduction. We will limit our study to Continuous conduction mode in this
chapter.

Fig: Single Phase Semi converter feeding a Separately Excited DC Motor

Performance of Semi Converter in Continuous Current Operation:

The voltage and current waveforms are shown in the figure below for operation in
continuous current mode over the whole range of operation. SCR T1 is triggeredat
a firing angle α and T2 at the firing angle (π+α). During the period α<ωt<π the motor
is connected to the input supply through T1 and D2 and the motor terminalvoltage
ea is the same as the input supply voltage ‘e‘. Beyond period π, ea tends toreverse
as the input voltage changes polarity. This will forward bias the freewheeling diode
DF and it starts conducting. The motor current ia which was flowing from the supply
through T1 is transferred to DF (T1 gets commutated).Therefore during the period
π<ωt<(π+α) the motor terminals are shorted through DF making ea zero.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

As explained above, when the thyristor conducts during the period α<ωt<π , energy
from the supply is delivered to the armature circuit. This energy is partially stored
in the Inductance, partially stored as kinetic energy in the moving system and
partially used up in the load. During the freewheeling period π<ωt<(π+α) energy is
recovered from the Inductance and is converted to mechanical form to supplement
the Kinetic energy required to run the load. The freewheeling armature current
continues to produce the torque in the motor. During this period no energy is
fedback to the supply.

Fig: Voltage and Current waveforms for Continuous current operation in a single
Phase semi controlled drive connected to a separately excited DC motor.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Torque Speed Characteristics of a Single phase Semi Converter

connected to DC separately excited motor:

In terms of average voltages, KVL around the motor armature gives

Ea (α ) = Eb + IaRa = Kaφ. ω + IaRa

Therefore ω = [ Ea (α ) -- IaRa ]/ Kaφ.

Assuming motor current to be continuous, the motor armature voltage as derived

above for the single phase semi converter is given by:

i.e. Ea (α ) = ( Em/π)(1+cos α)

Using this in the above expression for speed ω we get

ω = [( Em/π)(1+cos α)-- IaRa ]/ Kaφ.

ω = [( Em/π)(1+cos α) / Kaφ] -- [IaRa/ Kaφ+

ω = [( Em/π)(1+cos α) / Kaφ] – [Ra/ (Kaφ)2]τ

The resulting torque speed characteristics are shown in the figure below.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Fig: Torque Speed characteristics of a separately excited DC motor Connected to

a single Phase semi controlled drive

Single Phase Full Converter Drive feeding a Separately Excited DC

Motor:
A full converter is a two quadrant converter in which the output voltage can be
bipolar but the current will be unidirectional since the Thyristors are unidirectional.
A full converter feeding a separately excited DC motor is shown in the figure below.

Fig: Single Phase full converter feeding a separately excited DC motor

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

In this all the four devices are thyristors (T1 to T4) connected in a bridge
configuration as shown in the figure.

The operation of the Full converter shown in the figure above is explained withthe
help of the waveforms shown below.

Thyristors T1 and T3 are simultaneously triggered at a firing angle of α and

thyristors T2 and T4 are triggered at firing angle (π+α). The voltage and current
waveforms under continuous current mode are shown in the figure below. Figure
shows the input voltage e and the voltage eLa across the inductance(shaded
area).The triggering points of the thyristors are also shown in the figure.
As can be seen from the waveforms, the motor is always connected through the
thyristors to the input supply. Thyristors T1 and T3 conduct during the interval
α<ωt<(π+α) and connect the supply to the motor. From (π+α) to α thyristors T2
and T4 conduct and connect the supply to the motor. At (π+α) when the thyristors
T2 and T4 are triggered, immediately the supply voltage which is negative appears
across the Thyristors T1 and T3 as reverse bias and switches them off.This is called
natural or line commutation. The motor current ia which was flowing from the
supply through T1 and T3 is now transferred to T2 and T4. During α to π energy
flows from the input supply to the motor ( both e & is and ea & ia are positive
signifying positive power flow).However during the period π to (π+ α) some of the
motor energy is fed back to the input system. (e & is and similarly ea & ia have
opposite polarities signifying reverse power flow)

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Fig: Voltage and Current waveforms for Continuous current operation in a single
Phase fully controlled drive connected to a separately excited DC motor.

Torque Speed Characteristics of a DC separately excited motor

connected to a Single phase Full converter:

Assuming motor current to be continuous, the motor armature voltage as derived

above for the single phase full converter is given by:

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

i.e. Ea (α ) = (2Em/π)(cos α)
In terms of average voltages, KVL around the motor armature gives
Ea (α ) = Eb + IaRa = Kaφ.N + IaRa
And therefore the average speed is given by :
ω = [ Ea (α ) -- IaRa ]/ Kaφ.
In a separately excited DC motor:
T = Ia. Ka.φ.
And applying this relationship along with the above value of Ea (α ) for the full
converter in the above expression for the speed we get :

ω = [(2Em/π)(cos α)-- IaRa ]/ Kaφ.

ω = [(2Em/π)(cos α) / Kaφ] -- [IaRa/ Kaφ+

ω = [(2Em/π)(cos α) / Kaφ] – [T.Ra/( Kaφ)2]

The no-load speed of the motor is given by :

ω NL = [(2Em/π)(cos α) / Kaφ+ where the torque T = 0

The resulting torque speed characteristics are shown in the figure below.

Fig: Torque Speed characteristics of separately excited DC motor Connected to

a single Phase fully controlled drive at different firing angles.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Single Phase Converter Drives for DC Series Motors:

Figure below shows the scheme of a basic single phase speed control circuit
connected to a DC series motor. As shown the field circuit is connected in series
with the armature and the motor terminal voltage is controlled by a semi or a full
converter.

• Series motors are particularly suitable for applications that require a high
starting torque such as cranes hoists, elevators, vehicles etc.
• Inherently series motors can provide constant power and are therefore
particularly suitable for traction drives.
• Speed control is very difficult with the series motor because any change in
load current will immediately reflect in the speed change and hence for all
speed control requirements separately excited motors will be used.

Fig: DC Series motor Power circuit

In the figure the armature resistance Ra and Inductance La are shown along with
the field resistance and inductance. The basic DC series motor equations are given
below again for ease of reference

• Eb = Ka. Φ.ω = Ka. Kf.Ia.ω ( since Φ = Kf . If = Kf . Ia )

= Kaf. Ia.ω ( where Kaf = Ka. Kf )

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

• T = Ka. Φ.Ia = Ka. K f.I a2 = Kaf .Ia2

• Ea = Eb + Ia.Ra
• ω = Ea/. Kaf.Ia -- (Ra/ Kaf)
• ω = *Ea/√( Kaf.T)] -- [Ra/ (Kaf)]

Single Phase Semi Converter Drive connected to DC Series Motors:

The figure below shows the power circuit of a single phase semi converter
controlled DC series motor.

Fig: Power circuit of a Series motor connected to a Semi Controlled converter

Current and voltage waveforms for continuous motor armature current are shown
in the figure below. When SCR is triggered at a firing angle α the current flows
during the period α to (π + α) for continuous conduction.
In separately excited motors a large Back EMF is always present even when the
armature current is absent. This back EMF Eb tends to oppose the motor current
and so the motor current decays rapidly. This leads to discontinuous motor current
over a wide range of operations. Whereas in series motors the back EMF is
proportional to the armature current and so Eb decreases as Ia decreases. So the
motor current tends to be continuous over a wide range of operations. Only at

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

high speed and low current is the motor current is likely to become discontinuous.
Like in earlier semi converters Freewheeling diode is connected across the
converter output as shown in the figure above. Freewheeling action takes place
during the interval π to (π + α) in continuous current operation.

Fig: DC Series motor Semi Converter waveforms in continuous current

operation.

In phase controlled converters for Series motors, the current is mostly continuous
and the motor terminal voltage can be written as

Ea = Em/π ( 1 + cos α ) = IaRa + Eb

= IaRa + Kaf. Ia. ω

Hence from the above equation the average speed can be written as
ω= [(Em/π)(1+cosα)/(Kaf.Ia)] -- [(Ra . Ia/ Kaf .Ia)]

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

ω = [(Em/π)(1+cosα)/√(Kaf.T)] -- [(Ra/ Kaf)]

The torque Speed characteristics under the assumption of continuous and ripple
free current flow are shown in the figure below for different firing angles α.

Fig: Torque Speed Characteristics of a DC Series motor controlled by a Single

phase Semi converter

Single Phase full converter drive connected to a DC series motor:

The figure below shows the power circuit of a single phase Fully controlled
converter connected to a DC series motor.

Fig: Power circuit of a Series motor connected to a fully controlled converter

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Thyristors T1 & T3 are simultaneously triggered at α and T2 & T4 are simultaneously

triggered at (π + α).Current and voltage waveforms for continuousmotor armature
current are shown in the figure below. When SCR is triggered at afiring angle α the
current flows during the period α to (π + α) for continuous conduction.

Fig: DC Series motor Full converter waveforms in continuous current operation.

The motor terminal voltage can be written as

Ea = 2Em/π ( cos α ) = IaRa + Eb

= IaRa + Kaf. Ia. ω

Hence from the above equation the expression for average speed can be written
as

ω = *(2Em/π)(cosα)/(Kaf.Ia)] -- [(Ra . Ia/ Kaf .Ia)]

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

ω = *(2Em/π)(cosα)/√(Kaf.T)] -- [(Ra/ Kaf.)]

The torque Speed characteristics under the assumption of continuous and ripple
free current flow are shown in the figure below for different firing angles α.

Fig:Torque Speed characteristics of a Series motor connected to a fully

controlled converter

Summary:

Important conclusions and concepts:

• In single phase converters output ripple frequency is 100 Hz.(both semi and
full)
• Semi converters are one quadrant converters. i.e. they have one polarity of
voltage and current at the DC terminals. In this as firing angle varies from 0
to 1800 DC output varies from maximum (2Em /π) to zero.
• A full converter is a two quadrant converter in which the output voltage can
be bipolar but the current will be unidirectional since the thyristors are

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Unidirectional. In this as firing angle varies from 0 to 1800 DC output varies

from maximum (2Em /π) to (- 2Em /π)
• Separately excited motors are mostly used in applications where good speed
regulation and adjustable speed are required.
• Series motors are suitable for applications requiring high starting torque and
heavy overloads.
• In case of series motors, Since Torque is proportional to square of the
armature current, for a given increase in load torque the increase in
armature current is less as compared to separately excited motors where
torque is proportional to only armature current.
• There are two basic methods of speed control. Armature Voltage Control
and Flux Control.
• AVC is used for speeds below base speeds and FC for speeds above base
speed.
• Due to the maximum torque and power limitations DC Drives operating
▪ With full field , AVC below base speed can deliver a maximum
constant torque and
▪ With rated Armature Voltage, Flux control above base speed can
deliver a maximum constant power.
• AVC is achieved by Single and three phase Semi & Full converters.
• FC in separately excited motors is obtained by varying the voltage across the
field winding and in series motors by varying the number of turns in thefield
winding or by connecting a diverting resistance across the field winding.

Important formulae and equations:

• The basic DC motor equations :

o The internal voltage generated in a DC motor is given by: Eb = Ka.
Φ.ω
o The internal Torque generated in a DC motor is given by: T = Ka. Φ.Ia
o KVL around the armature circuit is given by : Ea = E + Ia.Ra

• Torque speed relations in semi converter:

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

o DC separately excited motor:

ω = [(Em/π)(1+cos α) / Kaφ+– [Ra/( Kaφ)2]τ

o DC series motor :

ω = [(Em/π)(1+cosα)/√(Kaf.T)] -- [(Ra/ Kaf)]

• Torque speed relations in Full converter:

o DC separately excited motor:

ω = [(2Em/π)(cos α) / Kaφ] – [.Ra/( Kaφ)2]τ

o DC series Motor :

ω = [(2Em/π)(cosα)/√(Kaf.T)] -- [(Ra/ Kaf)

Illustrative Examples:
Example-1: A separately excited d.c . motor is fed from a 230 V, 50 Hz supply via a
single-phase , half –controlled bridge rectifier. Armature parameters are:
inductance 0.06 H, resistance 0.3 Ω, the motor voltage constant is Ka = 0.9 V/A rad/s
and the field resistance is RF = 104 Ω. The filed current is also controlled by semi
converter and is set to the maximum possible value. The load torque is TL =
50 N-m at 800 rpm. The inductances of the armature and field circuits are sufficient
enough to make the armature and filed current continuous and ripple
free.Compute : (i) The field current (ii) The firing angle of the converter in the
armature circuit

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Solution:
(i) First point to be noted is since the units of Ka are V/A rad/sec the basicgoverning
equations for back emf Eb and Torque T will become : Eb = Kaf. If.ω and T = Kaf. If.Ia
where Kaf.is to be taken as the given Ka = 0.9 V/A rad/s
(ii) For single-phase semi converter controlled d.c. drive, we can write the
expression for field supply voltage as
𝐸𝑚
E= (1+ cos α)
f
𝜋

So , the maximum field voltage and current are obtained when firing angle α =0.
2 𝐸𝑚
i.e. Ef = 𝜋
2𝐸𝑚 2 × √2 ×230
Hence Field voltage E = = = 207.07 V.
f
𝜋 𝜋
𝐸𝑓 207.07
And filed current If = = = 1.99 𝐴
𝑅𝑓 104

(iii) Now, we can first find out armature current from the relation
𝑇 50
Ia = = = 27.92 𝐴
𝐾𝑎 𝐼𝑓 0.9 ×1.99
2𝜋
And then back emf from the relation: Eb = Ka 𝜔 If = 0.9 × (800 × ) × 1.99 =
60

150.04 V.

Hence finally we can find out armature voltage from the relation : Ea = Eb + Ia Ra
= 150.04 + 27.92 × 0.3 = 158.42 V.
But applied armature voltage from a single phase semi converter is given by the
𝐸𝑚
equation Ea = (1+ cos α) and equating this to the above required armature
𝜋

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voltage of Unit
158.42 we get
1: Control of DC Motors by Single & Three Phase Converters
√2 ×230
(1+ cos α) = 158.42 from which we get α = 580
𝜋

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Note: Sometimes all the data given in the problem may not be required to solve
the problem. In this problem there is some such data. Identify….
Example-2: The speed of a 10 HP, 210 V, 1000 rpm separately excited D.C. motor is
controlled by a single-phase full-converter. The rated motor armature current is30
A, and the armature resistance is Ra = 0.25 Ω. The a.c. supply voltage is 230 V. The
motor voltage constant is KaΦ = 0.172 V/rpm. Assume that sufficient inductance is
present in the armature circuit to make the motor current continuous and ripple
free. For a firing angle α = 450, and rated motor armature current, determine: 1)
The motor torque 2) Speed of the motor at Rated armature current.
Solution:
(1) The motor Torque: can be found out directly by using the relation T = Ka ΦIa. But
the constant Ka Φ is same in the relations for torque and back emf if it is V/Rad/sec
in back emf and N-m/A in torque. But it is given in V/RPM . Hence it is first
converted to V/Rad/sec and then used in the expression for torque .
The units of the Ka Φ (V/Rad/sec) = Ka Φ (V/RPM) x 60/2π
0.172 ×60
= V-s/rad = 1.64 V-s/rad.
2𝜋

Rated Motor Torque TR at rated armature current = Ka ΦIaR = 1.64 × 30 = 49.2 N-

m.
(2) Speed of the Motor at Rated armature current: The armature voltage in a fully
controlled single phase converter is given by:
2𝐸𝑚 2√2 ×230
E= cos α = cos 450 = 146.42
a
𝜋 𝜋

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

(The given supply voltage of 230 V is RMS value and it is to be converted into Em
by multiplying by √ 2)
Eb = Ea - IaR Ra = 146.42 – (30 × 0.25 ) = 138.92 V.
𝐸𝑏 138.92
Speed, N = = = 807.67 𝑟𝑝𝑚
𝐾𝑎 ∅ 0.172

( Here Ka Φ is used directly with the given units of V/RPM so that we can get
directly speed N in RPM )
Note: In this problem also all the data given is not used to solve the problem.
Identify….

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Unit-I: Part 2: Control of DC Motors by Three Phase Converters

Introduction to Three Phase Converters:

Three Phase Half Wave Rectifier:

(c)

Fig: (a) Three Phase half wave rectifier circuit (b) Three Phase input voltages to
the circuit
(c) Output Voltage

In the HW circuit shown in the fig (a) above the effect of having all the three diode
cathodes connected to a common point and then connecting to the Load is that at
any instant of time, the Diode with the highest Input voltage applied to it will
conduct and the other diodes will be reverse biased. The applied three phase
voltages are shown in fig (b) and the resulting output voltage across the load is
shown in fig (c).It can be seen that the OP voltage is just the highest of the three

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

input phase voltages at any instant of time. It can be seen that the ripple
frequency in this output is 150 Hz. which is larger than the 100 Hz. ripple frequency
in a Single Phase FW rectifier.

Three Phase Full Wave Rectifier:

The FW rectifier circuit shown in the fig below consists of basically two parts. One
part is just the same as the HW Rectifier and connects the highest of the three input
phase voltages to the load. The other part consists of three diodes connected such
that their anodes are connected to a common point and then connected to the
other end of the load. Their cathodes are connected to the anodes of the first set
and to the three phase voltages. This arrangement results in connecting the lowest
of the input voltages to the other end of the load at any instant of time. Therefore
a Three Phase FWR always connects the highest of the three inputs to one end of
the load and the lowest of the three inputs to the other end of the load.

The OP of a Three Phase FWR is much smoother than a HWR and the ripple
frequency is 300 Hz.

Fig: (a) A TPFWR circuit (b) This circuit places the lowest of the three IPs on the
Output

The output from a three phase FWR is shown in the figure below.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Fig: (a) Highest and lowest voltages in a TPFWR (b) The resulting OP voltage

Three Phase Full Converter drive connected to a DC separately excited

motor:

Figure below shows a three phase Full converter drive circuit connected to a DC
separately excited DC motor. It is a two quadrant drive without any field reversal.
The operation of this circuit is explained with the help of the following important
points and with voltage waveforms shown below.

Fig: Three Phase full converter connected to a DC separately excited motor.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Important points:

• Thyristors are fired in the sequence of their numbers T1, T2, T3, T4, T5 and
T6 with a phase difference of 60 Degrees.
• Thyristors consist of two groups. Positive (Top) group with odd numbered
Thyristors T1, T3 &T5 and Negative (Bottom) group with even numbered
Thyristors T2, T4 &T6.
• Each thyristor conducts for a duration of 120 degrees and two thyristors
conduct at a time one from the Positive group and the other from the
Negative group , applying respective line voltage to the motor.
• At any given instant of time, thyristors conduct in pairs and there are six such
pairs. They are :
(T6, T1), (T1, T2), (T2, T3), (T3, T4), (T4, T5) and (T5, T6).
• Each SCR conducts in two consecutive pairs.
• Transfer of current takes place from an outgoing to an incoming thyristor
when the respective line voltage is of such a polarity that it not only forward
biases the incoming thyristor but it also leads to reverse biasing of the
outgoing thyristor when the incoming thyristor turns on. In other words
incoming thyristor commutates the outgoing thyristor. i.e T1 commutates
T5,T2 commutates T6,T3 commutates T1 and so on.
• The table below gives the details of conducting thyristor pairs, Incoming and
outgoing thyristors and the corresponding Line voltages applied across the
load.
• For α > 60° the waveforms are different. The voltages go negative due to the
inductive load. The previous SCR pair continues to conduct till the next in the
sequence is triggered. For e.g. SCRs T6 and T1 continue to conduct up to (90+
α) when T2 is triggered. When T2 is triggered it commutates T6 and then the
pair (T1,T2) will continue.
• For α = 90° the area under the positive & the negative cycles are equal and
the average voltage is zero.
• For α < 90° the average voltage is positive and for α > 90° the average
voltage is negative.
• The maximum value of α is 180°

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

• The output voltage is always a six pulse stream with a ripple frequency of
300 Hz irrespective of the firing angle α.

Table: Firing sequence of SCRs in the 3 φ full converter

• For a better understanding of this topic the vector diagram of the three
Phase voltages (w.r.to Neutral) and the six line to line voltages as obtained
from a Star connected source are shown in the figure below.

Fig: Phase sequence and Phase relationships between Phase and line voltages

From the above Phasor diagram the Phase and Amplitudes of the three phase
voltages and the six line to line voltages can easily be worked out and are given in
the table below.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Table: Phase/ Amplitudes of the three phase voltages and the six line voltages

The voltage and current waveforms in this converter for α = 60° are shown in the
figure below. The instants of firing the thyristors is marked for α = 60° alone fora
clear understanding . The ripple in the output voltage is six pulses per cycle. Since
there are six thyristors in the circuit, they are fired at a faster rate (once in
60 ° ) and the motor current is mostly continuous. Therefore the filtering
requirement is less than that in the semi converter system. The operation is
explained for the marked firing angle of α = 60°

Thyristor T1 turns on at ωt = (30° + α) . Prior to this SCR T6 was switched ON.

Therefore during the interval ωt = (30° + α) to ωt = (30° + α +60°), thyristors T1
and T6 conduct and the Voltage eAB gets applied to the motor terminals. Thyristor
T2 gets triggered at ωt = (30° + α +60°) and immediately SCR T6 gets reverse biased
and thus gets switched off. The current flow changes from T6 to T2 and so the
voltage eAC now gets applied to the motor terminals. This process repeats for every
60° whenever a new thyristor in the sequence gets triggered. The thyristors are
numbered in the sequence in which they are triggered.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Fig: Three Phase Full Converter Drive Voltage and current waveforms for α = 60°

Applying the same logic the waveform for α = 900 and 1200 is worked out and shown
along with that of 600 firing angle. It can be seen that the instantaneous voltages
that get applied to the motor become negative for half the period and the average
value becomes zero for α = 900. For firing angle of 1200 it can be seen that the
amplitude of the negative peaks is larger and the average output voltage is
negative.
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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Fig: Three Phase Full Converter Drive Voltage and current waveforms for α =
60°,90°& 120°
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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Thus it could be summarized as :

• As the firing angle α changes from 0 to 90° the output load voltage varies
from maximum to zero and the converter is working in Rectifier mode.
• For firing angles of α from 90° to 180° the voltage varies from zero to
negative maximum voltage and the converter is working in Inverter mode.

Expression for the Average output voltage:

By observing the waveforms of the output voltage and their symmetry, the average
value of output voltage can be obtained by integrating eAB (ERY in the following
equation to be corrected as eAB) over the time limits ωt = (30°+α) to (90°+α) and
averaging over the time period of 600 ( π/3 Radians )

Where Em is the peak value of the phase to neutral voltage.

Torque Speed relationships with Full converter connected to a DC

separately excited motor:

Assuming motor current to be continuous, the motor armature voltage as derived

above for the full converter is given by:

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Ea (α ) = (3√3 Em/π)(cos α)
Applying this value of Ea (α ) for the full converter in the general expression for
speed ω which we already have for a DC separately excited motor

ω = [Ea / Kaφ+ – [Ra/ (Kaφ)2+ τ

we finally get :
ω = *(3√3 Em/π)(cos α) / Kaφ+ – [Ra/ (Kaφ)2] τ

The first term in the above equation for the Speed gives the No-load speed (τ = 0 )
which therefore depends on Ea(α).

As could be seen, the relationship is identical to that of a single phase full converter
connected to a DC separately excited motor we have seen earlier(except that the
amplitude of Ea(α) is different) and so the torque speed characteristics are identical
(Same curves can be redrawn here )

Three Phase Semi Converter drive connected to a DC separately

excited motor:
Figure below shows the power circuit of a three Phase Semiconductor drive
connected to a DC separately excited motor. It consists of three SCRs, three diodes
and an additional freewheeling diode. It is a one quadrant drive with field reversal
capability. The field converter can also be a single phase or three phase semi
converter.

Fig: Three Phase Semiconductor drive connected to a DC separately excited

motor
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 Unit 1: Control of DC Motors by Single & Three Phase Converters

The voltage waveform for this converter is shown in the figure below for a firing
angle α = 90° and for continuous current. The operation of this converter is
explained with the help of the waveform shown below and the following important
points.
• Since there are only three SCRs,they fire at 120° interval ( It may be recalled
that this interval was 180° for single-phase full converters and was 60° for
three phase full converters)
• Though SCRs get forward biased when their respective phase voltages are
positive maximum, they conduct only when they are fired.
• Diodes start conducting as soon as they are forward biased. And the diodes
which get lowest phase voltage get forward biased. Hence It can be seen that
only three Line voltages EAC, EBA and ECB get applied to the load when the
corresponding diodes are forward biased.
• Applying the above basic principles the line voltages that get applied to the
load are sketched directly from the three Phase voltages for firing angle α=
90°.
• The conduction periods of the diodes and the thyristors are shown in terms
of instants of time t1 to t6. As shown, the diodes D1, D2 and D3 conduct
during the intervals t4 to t6,t6 to t8 and t2 to t4 respectively. If thyristors
T1,T2 and T3 were also diodes they would have conducted during theperiods
t1 to t3, t2 to t5 and t5 to t7 respectively. Therefore the references for the
triggering angles for T1,T2 and T3 are taken as the instants t1,t3 and t5
respectively. They are the crossing points for the phase voltages eA, eB, and
eC

Operation of the converter:

As shown, thyristor T1 gets triggered at ωt = (30°+α) and during the interval ωt =

(30°+α) to ωt = ωt4, thyristor T1 & Diode D3 conduct thus applying the
voltage eAC to the motor terminals. At ωt4 ,eA becomes zero and then becomes
negative with respect to both eB and eC. During this period the freewheeling diode
Df becomes forward biased and the motor current flows through that until the next
thyristor T2 is triggered at ωt = (30°+α+ 120°). Then during the interval ωt = (30°+α+
120°) to ωt = ωt6, thyristor T2 & Diode D1 conduct applying the voltage eBA to the
motor terminals. At ωt6 ,eB becomes zero and then becomes negative
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 Unit 1: Control of DC Motors by Single & Three Phase Converters

with respect to both eA and eC. During this period the freewheeling diode Df again
becomes forward biased and the motor current flows through that until the next
thyristor T3 is triggered at ωt = (30°+α+ 240°). Then during the interval ωt = (30°+α+
240°) to ωt = ωt8, thyristors T3 & Diode D2 conduct applying the voltage eCB to the
motor terminals.

Fig: Waveforms in a three Phase Semi Converter connected to a DC separately

excited motor for α = 90°

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Expression for the average output voltage:

By observing the waveform of the output voltage and it’s symmetry, the average
value of output voltage can be obtained by integrating eAC over the time limits ωt
= (30°+α) to 2100 and averaging over the time period of 1200. It may be noted that
the upper limit is taken as 2100 since it is always fixed and is independent of α for
all the three line voltages.

Where Em is the peak value of the phase to neutral voltage.

Torque Speed relationships with Semi converter connected to a DC

separately excited motor:

Assuming motor current to be continuous, the motor armature voltage as derived

above for the semi converter is given by

Ea (α ) = (3√3 Em/2π)(1+cos α)

Applying this value of Ea (α ) for the full converter in the general expression for
speed we already have for a DC separately excited motor

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

ω = *Ea / Kaφ+ – [Ra/ (Kaφ)2+ τ

we finally get :
ω = *(3√3 Em/2π)(1+cos α) / Kaφ+ – [Ra/ (Kaφ)2+ τ

The first term in the above equation for the Speed gives the No-load speed (τ = 0 )
which therefore depends on Ea(α).

As could be seen the relationship is identical to that of a single phase semi converter
connected to a DC separately excited motor we have seen earlier(except that the
amplitude of Ea (α ) is different) and the torque speed characteristics are identical (
Same curves can be redrawn here)

The variation of Ea as a function of α in Semi and Full converters:

The variation of Ea as a function of α for continuous motor current is shown in the

figure below for both Semi and Full converters.

Fig: The variation of Ea as a function of α in Semi and Full converters:

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

These curves also represent the theoretical no-load speed as a function of firing
angle for the separately excited motors. The second term represents the decrease
in speed as the motor torque increases. Since the motor armature resistance is
small the decrease in speed is small (i.e. good regulation). In large motors, the
motor current at no-load is not small and hence if a three phase converter is used,
the motor current is more likely to be continuous even at no-load condition.
Therefore three phase drives provide better speed regulation and performance
compared to single phase drives.

Torque Speed relationships with Full converter connected to DC series

motor :

In phase controlled converters for Series motors, the current is mostly continuous
and the motor terminal voltage as derived earlier for the full converter is:

Ea (α ) =(3√3 Em/π)(cos α)

In terms of average voltages, KVL around the motor armature gives:

Ea (α ) = Eb + IaRa = Kaφ.N + IaRa

And therefore the average speed is given by :

ω = [ Ea (α ) -- IaRa ]/ Kaφ.
In series motors Torque is given by:
T = Kaφ. Ia= Ka. Kf.If.Ia
= Kaf.Ia2
Hence from the above equation the average speed can be written as:

ω = [(3√3 Em/π)(cosα)/(Kaf.Ia)] -- [(Ra . Ia/ Kaf .Ia)]

ω = [(3√3 Em/π)(cosα)/√(Kaf.T)] -- [(Ra/ Kaf)]

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

As could be seen the relationship is identical to that of a single phase semi converter
connected to a DC series motor we have seen earlier( except that the amplitude of
Ea(α) is different) and the torque speed characteristics are also identical ( Same
curves can be redrawn here )

Torque Speed relationships with Semi converter connected to DC

series motor:

In phase controlled converters for Series motors, the current is mostly continuous
and the motor terminal voltage from a Semi Converter can be written as

Ea (α ) = (3√3 Em/2π)(1+cos α)
= IaRa + Eb
= IaRa + Kaf. Ia. N

Hence from the above equation the average speed can be written as

ω = [(3√3 Em/2π)(1+cosα)/(Kaf.Ia)] -- [(Ra . Ia/ Kaf .Ia)]

ω = [(3√3 Em/2π)(1+cosα)/√(Kaf.T)] -- [(Ra/ Kaf)]

As could be seen the relationship is identical to that of a single phase semi converter
connected to a DC series motor we have seen earlier( except that the amplitude of
Ea(α) is different) and the torque speed characteristics are identical ( Same curves
can be redrawn here )

Summary:

Important conclusions and concepts:

• In Full converter as the firing angle α changes from 0 to 90° the output
voltage varies from Positive maximum Voltage to zero and the converter
works in Rectifier mode. And as s the firing angle α changes from 90° to

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

180° the output voltage varies from zero to negative maximum voltage and
the converter works in Inverter mode.ie.
• Where as in a semi converter as the firing angle α changes from 0 to 180° the
output voltage varies from Positive maximum Voltage to zero and the
converter works in Rectifier mode throughout.
• Hence in both Single Phase and Three phase Full converters work in two
quadrants and Semi converters work in single quadrant.
• The ripple frequency of the output of a 3φ Half Wave Rectifier is 150 Hz
• The ripple frequency of the output of a 3φ Full Wave Rectifier is 300 Hz
• The ripple frequency of the output of a 3φ Semi converter is 150 Hz except
for α = 0° when it is 300 Hz
• The ripple frequency of the output of a 3φ Full converter is 300 Hz
• The motor current in three phase converters may be discontinuous at large
firing angles if the current demand is low and the speed is not low.
• In large motors, the motor current at no-load is not small and hence if a three
phase converter is used, the motor current is more likely to be continuous
even at no-load condition. Therefore three phase drives providebetter speed
regulation and performance compared to single phase drives.
• The ripple in the output voltage of a three phase Full converter is six pulses
per cycle. Since there are six thyristors in the circuit, they are fired at a faster
rate (once in 60° ) and the motor current is mostly continuous.Therefore the
filtering requirement is less than that in the three phase semiconverter and
single phase converter.

Important formulae and equations:

• Torque Speed relationships with Full converter connected to DC

Separately excited motor :

o Terminal Voltage Ea (α ) = (3√3 Em/π)(cos α)

o Speed ω = *(3√3 Em/π)(cos α) / Kaφ+ – [T.Ra/ (Kaφ)2]

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

• Torque Speed relationships with Semi converter connected to DC

Separately excited motor :

o Terminal voltage Ea (α ) = (3√3 Em/2π)(1+cos α)

o Speed ω = *(3√3 Em/2π)(1+cos α) / Kaφ+ -- [T.Ra/ (Kaφ)2]

• Torque Speed relationships with Full converter connected to DC series

motor :

o Terminal Voltage Ea (α ) =(3√3 Em/π)(cos α)

o Speed ω = [(3√3 Em/π)(cosα)/√(Kaf.T)] -- [(Ra/ Kaf)]

• Torque Speed relationships with Semi converter connected to DC series

motor :

o Terminal voltage Ea (α ) = (3√3 Em/2π)(1+cos α)

o Speed ω = [(3√3 Em/2π)(1+cosα)/√(Kaf.T)] -- [(Ra/ Kaf)]

Illustrative Examples:

Example-1: A 80 kW, 440V, 800 rpm DC. Motor is operating at 600 rpm and
developing 75 % rated torque when controlled by a 3-Ø, six-pulse thyristor
converter. If the back emf at rated speed is 410 V, determine the triggering angle
of the converter. The input to the converter is 3-Ø, 415 V 50 Hz a.c. supply.
Solution: Given data: EbR = 410 V, NR = 800 rpm, N2 = 600 rpm. Rated Power = 80kW,
Rated Voltage ER= 440 V

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

We know that back e.m.f. is proportional to speed. Hence using the relation:
𝐸𝑏2 𝑁2
=
𝐸𝑏 𝑅 𝑁𝑅
600
We get Eb2 = 410 × 800 = 307.5 V

We also know that EbR = Ea - IaR Ra, 410 = 440 – IaR Ra. From which we get Ia Ra drop
= 30 V at rated conditions.
80 ×1000
Rated current = Rated power /Rated Voltage = IaR = = 181.82 A.
440
Ia Ra drop 30

∴ Armature resistance Ra = @rated conditions = = 0.165 Ω.

Ia 181.82

Terminal voltage of DC. motor at 600 rpm and 75 % rated torque,

= Eb2 + 0.75 IaR Ra = 307.5 + (0.75× 181.82 × 0.165) = 330V.
We know that in the case of a 3Ø, six-pulse thyristor converter the out put voltage
is given by: E (α) = 3√3 E cos α
a 𝜋 m

Hence neglecting voltage drop in the converter system, the applied voltage to
the motor would be:
3√ 3
E (α) = E cos α = 330V
a 𝜋 m

where Em = maximum value of the phase voltage = √2 Line voltage/ √3 ( since input
to the converter is normally connected in star,415 V is to be taken as line voltage )
3√ 3 2
Hence 330 = × √ 415 cos α
𝜋 √3
3√ 2
330 = 415 cos α = 1.35 ×415 × cosα
𝜋

From which we have cos α = 0.589 and α = 53.910

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Exapmle-2: The speed of a 150 HP, 650 V, 1750 rpm, separately excited d.c motor
is controlled by a 3-Ø, 460 V, 50 Hz supply. The rated armature current of the motor
is 170 A. The motor parameters are Ra = 0.099 Ω, La = 0.73 mH, and KaØ =
0.33 V/rpm. Neglecting the losses in converter system, determine:
(a) No-load speeds at firing angles α = 00 and α = 300. Assume that at no-load,
the armature current is 10% of the rated current and is continuous.
(b) The firing angle to obtain rated speed of 1750 rpm at rated motor current.
(c) The speed regulation for the firing angle obtained in part (b)

Solution: Given data : Rated voltage EaR = 650 V , Rated speedNR =1750 RPM
,Input Supply 3-Ø, 460 V, rated armature current IaR = 170 A, Ra = 0.099 Ω, La =
0.73 mH, rated power = 150 HP and KaØ = 0.33 V/rpm
Important Point to be noted:
Since the units of KaØ is given as V/rpm the governing equation for back emf has to
be taken as Eb = KaØ.N where N is speed in rpm. Further since the flux Ø is
embedded in the constant we can take the flux and hence the field current as
constant. Thus the given KaØ constant can be used as it is.
(a) No-load condition speeds for firing angles of α = 00 and α = 300 :
Though not specifically mentioned, the converter is taken as a fully controlled
3√3 𝐸𝑚
converter whose output voltage is given by: E (α) = cos α where as per our
a 𝜋

normal convention Em = maximum Phase voltage.

Input voltage is normally taken as line voltage when not specified. Hence V L= 460
V
Then supply phase voltage is,

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 Unit 1: Control of DC Motors by Single & Three Phase Converters
VL 460
Vph = = = 265.58 V and maximum value Vph,max = √2 x 265.58 V = Em as per
√3 √3

our convention.
3√3 √2 ×265.58
Then, Ea = 𝜋
cos α = 621.22 cos α

For α = 00 Ea = 621.22 V.
Applying the Armature loop equation for no load condition i.e taking Ia as 10% of
rated current of 170 A i.e. 17 A we get
Eb = Ea – Ia Ra = 621.22 – (17 × 0.099) = 619.5 V.
No-load speed with firing angle α = 00 is
𝐸 619.5
N = 𝑏 = = 1877 rpm.
NL 𝐾𝑎 ∅ 0.33

For α = 300 Ea = 621.22 cos α = 621.22 cos 300 = 537.99 V

And Eb = 537.99 – (17×0.099) = 536.3 V
No-load speed α = 300 is
536.3
NNL = = 1625 rpm.
0.33

(b) Firing angle to obtain rated speed of 1750 rpm at rated motor current :

Motor back emf Eb at 1750 rpm is

EbR = Ka Ø × 1750 = 0.33 × 1750 = 577.5 V
Required converter terminal voltage at rated current and rated speed is
Ea = EbR + IaR.Ra = 577.5 + (170 × 0.099) = 594.33 V.
Therefore, 594.33 = 621.22 cos α
From which cos α = 594.33/621.22 = 0.9567 and α = 16.920
The firing angle to obtain rated speed of 1750 rpm at rated motor current

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α = 16.920
Unit 1: Control of DC Motors by Single & Three Phase Converters

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

(c). Speed regulation for the firing angle obtained in part (b):

At full-load condition, motor current is 170 A and speed is 1750 rpm. If the load is
thrown- off keeping the firing angle same at α = 16.920, motor current decreases
to 10% i.e. 17 A.
To find out the speed regulation we have to find out the speed at no load which
can be found out from back emf at no load.
Therefore, Eb with no load and same firing angle of 16.920 = Converter out put with
firing angle of 16.920 – (No load current × 0.099) i.e.
EbNL = 594.33 – ( 17 × 0.099) = 592.65 V
Now, no-load speed is
592.65
NNL = = 1795.91 rpm.
0.33

𝑁𝑛𝑙 −𝑁𝑓𝑙 1795.91−1750

The speed regulation = 𝑁𝑛𝑙
x 100 = 1795.91
x 100 = 2.56%
Note: In this problem also all the data given is not used to solve the problem.
Identify….
Example-3: The speed of a 25 Hp, 320 V, 960 rpm separately excited D.C. motor is
controlled by a 3-Φ Full Converter. The field current is also controlled by a three-
phase Full Converter and is set to the maximum possible value. The A.C. input is a
3-Ø, star-connected 210 V, 50 Hz supply. The armature resistance is Ra = 0.2 Ω, the
field resistance is Rf = 130 Ω, and the motor voltage constant is Ka = 1.2 V/A Rad/s.
The armature and field current are continuous and ripple free. Determine:
(a) The firing angle of the armature converter if the field converter is operated at
the maximum field current and the developed torque is 110 N-m at 960 rpm.

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

(b) The speed of the motor if the field circuit converter is set for the maximum
field current, the developed torque is 110 N-m and the firing angle of the
armature converter is 00.
(c) The firing angle of the converter if the speed has to increase to 1750 rpm,for
the same load requirement in part (b). Neglect the system losses
Solution:
(a) Since the input is from a 3-Ø, star-connected supply, the given 210 Volts value
is r.m.s.value of line voltage. But for calculating the Armature voltage we need
maximum value of Phase voltage.
210
Hence Phase voltage, Ep = = 121.24 V and Em = √2 × 121.24 = 171.46
√3

In a field controlledfull converter The DC field voltage is given by ( same like in a

Full converter supplying an Armature)

E = 3√3𝐸𝑚 cos α
f 𝜋

For maximum field current, α = 0,

3 × √3 ×171.46 cos 0
∴ Ef = 𝜋
= 283.59 V
𝐸𝑓 283.59
And then: If = = = 2.18 A.
𝑅𝑓 130

Before going further we need to observe the units of the armature constant which
is given as V/A Rad/s . instead of the standard V/Wb. Rad/s. i.e The given constant
is Kaf which is Ka.Kf combining the field constant also from the relation φ
=Kf .If

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So we have take the Torque and Speed relations as T = Ia Kaf If and Eb = ω Kaf If
Unit 1: Control of DC Motors by Single & Three Phase Converters

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 Unit 1: Control of DC Motors by Single & Three Phase Converters

Since our objective is to find out firing angle we have to first find out Ea and it can
be found out from the equation Ea = Eb + Ia Ra.
Now using the equations for torque and back e.m.f Eb . in the above form we can
find out first armature current, then Eb and then finally Ea as below.
𝑇 110
T = Ia Kaf If ∴ Ia = = = 42.04 A
𝐾𝑎 𝐼𝑓 1.2 ×2.18
2𝜋
Eb = ω Kaf If = 1.2 × 2.18 × 960 × 60 = 262.99 V.
( Please note that the speed is to be converted from RPM to Rad./Sec since in the
above equation for Eb , ω (Rad/sec) is used.
Ea = Eb + Ia Ra = 262.99 + (42.04 × 0.2) = 271.4 V.
3 × √3 ×171.46
Now, Ea = 271.4 = 𝜋
cos α.

From which we can get firing angle, α = 16.860

(b) We have to find out the speed corresponding to α = 0 for armature converter
with a load torque of 110 N-m.
3 × √3 ×171.46
Given α = 0, Ea = 𝜋
= 283.59.

We have already the value of Ia as 42.04 A for a load torque of 110 N-m.Using
this in the expression for the back e.m.f. we get
Eb = 283.59 – (42.04 × 0.2) = 275.18 V
𝐸𝑏 275.18
Speed ω = = = 105.19 rad/s = 1004.50 rpm.
𝐾𝑎 𝐼𝑓 1.2 ×2.18

(c) We know that to increase the speed above base speed field is to be
weakened.i.e. the field current is to be reduced by reducing the field voltage.
We know that to reduce the field voltage we have to increase the firing angle.
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 Unit 1: Control of DC Motors by Single & Three Phase Converters

So, we can use the same relations as earlier first to get the back e.m.f.
corresponding to the speed of 1750 RPM, then If then Ef and then finally αf as
below.
2𝜋
𝜔 = 1750 × = 183.26 rad/s
60

Eb = 275.18 = 1.2 × 183.26 × If ∴ If = 1.25 A.

Ef = 1.25 × 130 = 162.5 V
3 × √3 ×171.46
E = 162.5 = cos α , ∴ α = 55.040
f 𝜋 f f

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 Unit 2: four Quadrant operation of DC Drives

UNIT – II
FOUR QUADRANT OPERATION OF DC
DRIVES

SYLLABUS/CONTENTS:

• Introduction to Four Quadrant Operation

• Motoring operations
• Electric Braking – Plugging, Dynamic and Regenerative Braking
operation.
• Four quadrant operation of D.C motors by Dual Converters
• Closed loop operation of DC motor (Block Diagram Only)
• Summary
▪ Important concepts and conclusions
• Illustrative Examples

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 Unit 2: four Quadrant operation of DC Drives

Introduction to Four quadrant operation of electric drives:

An electrical drive has to operate in three modes. i.e. starting, steady state and
braking. To achieve this in both directions (forward and reverse) four quadrant
operation as shown in the figure below is required which shows the torque and
speed coordinates for forward and reverse motions. Power developed by a
motor is given by the product of speed and torque.

Fig: Four Quadrant operations of Electrical motors

Sign Conventions:

• Positive speed is FORWARD and negative speed is REVERSE.

• Sign of Power is the product of the signs of Torque and Speed. When it is
positive it is MOTORING and when it is negative it is BRAKING.
With this convention the four quadrant operation of Motors is explained below.
First with reference to the figure above and then with a practical example of
Hoist (Lift)

• In Q-1 both power & speed are positive (forward). Motor works as a motor
delivering mechanical energy to the load. Hence Q-1 operation is
designated as forward Motoring.
• In Q-2 power is negative but speed is positive (forward). Motor works as
a brake opposing the motion. Hence Q-2 operation is designated as
Forward Braking.
• In Q-3 power is positive but speed is negative (reverse). Motor works as a
motor delivering mechanical energy to the load. Hence Q-3 operation is
designated as Reverse Motoring.

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 Unit 2: four Quadrant operation of DC Drives

• In Q-4 both power and speed are negative (reverse). Motor works as a
brake opposing the motion. Hence Q-4 operation is designated as Reverse
Braking.

For a better understanding of the four quadrant operation of the drives and the
related notations a practical example of a Hoist (Lift) operating in four quadrants
is considered here as shown in the figure below. Directions of motor and load
torques and direction of speed are marked with arrows.

Fig: Typical Example of Four Quadrant operation of a Motor Driving a Hoist

(Lift) load.

A hoist consists of a rope wound on a drum coupled to the motor shaft. One end
of the rope is connected to the carriage which carries men and/or material from
one level to another level. Other end of the rope is connected to a
counterweight to balance the carriage so as to distribute the load on the motor
in both directions. Weight of the counterweight is chosen such that it is higher
than the empty carriage but lesser than the fully loaded carriage.

Speed and Torque Sign Conventions: Are explained again with reference to the
directions of Speed and Torque shown in the figure above.

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 Unit 2: four Quadrant operation of DC Drives

• Forward direction of motion or forward Speed is considered to be the one

which gives Upward motion to the carriage which is a result of
Anticlockwise movement of the pulley (looking into the page)

• Similarly Reverse direction of motion or Reverse Speed is considered to

be the one which gives Downward ward motion to the carriage which is
a result of Clockwise movement of the pulley ( looking into the page)

• Similarly the Torque is considered to be Positive when acting

Anticlockwise and Negative when acting Clockwise.

• The sign of the Power becomes the product of the sign of Torque and
Speed.

Load torque characteristics are also shown in the diagram and are assumed to
be constant. Tl1 in quadrants 1 and 4 represents the speed torque characteristic
of the loaded carriage. This torque is the difference of torques between loaded
hoist and the counter weight and is positive since loaded carriage weight is
higher than the counter weight. Tl2 in quadrants 2 and 3 represents the speed
torque characteristic of the empty carriage. This torque is the difference of
torques between empty hoist and the counter weight and is negative since
empty carriage weight is lesser than the counter weight.

In Quadrant -1 operation the loaded cage moves upwards corresponding to

positive motor speed which in this case is anticlockwise movement of the pulley
(looking into the page) This motion will be obtained if the motor produces
positive torque in anti clock wise direction equal to the magnitude of the load
torque Tl1. Since both Torque and Speed are Positive Power is also positive and
this operation is Forward Motoring.

In Quadrant-4 operation the loaded cage moves downwards corresponding to

a negative motor speed which in this case is clock wise movement of the pulley
(looking into the page) Since the weight of a loaded cage is higher than the
counterweight, it will come down due to the gravity itself. In order to limit the
speed of the cage to a safe value, motor must produce a positive torque T equal
to the load torque Tl1 in anticlockwise direction. Since Torque is positive and
Speed is Negative Power is Negative corresponding to Reverse Braking.

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 Unit 2: four Quadrant operation of DC Drives

In Quadrant -2 operation the empty cage moves upwards corresponding to a

positive motor speed which in this case is anticlockwise movement of the pulley.
(Looking into the page) Since the weight of counterweight is higher than the
weight of an empty cage, it will automatically move upwards. In order to limit
the speed of the cage to a safe value, motor must produce a braking torque T
equal to the load torque Tl2 in clockwise (negative) direction. Since Torque is
negative and Speed is positive the Power is Negative corresponding to Forward
Braking.

In Quadrant -3 operation, empty cage is lowered. Since an empty cage weight

is lesser than the counter weight, the motor must produce a negative torque
i.e. in clockwise direction. Since both Speed and Torque both are negative,
Power is positive and this operation becomes Reverse Motoring.

Starting:

Maximum current that a DC motor can safely carry is mainly limited by the
maximum current that can be commutated without sparking. For normally
designed machines twice the rated current can be allowed and in specially
designed machines it can be up to 3.5 times the rated current.
During starting when the motor is standstill, the motor back emf will be zero and
the only resistance that can limit the current is the armature resistance, which
is quite small for almost all DC motors. Hence if a DC motor is started with full
rated voltage applied to its terminals then a very large current will flow and
damage the motor due to heavy sparking in the commutator and heating of the
winding. Hence the current is to be limited to a safe value duringstarting.
In closed loop speed controllers where Speed and current controllers are used
the current can be limited to a safe value during starting. But in systemswithout
such controllers a variable resistance controller such as the one shown in figure
below is used during starting to limit the current. As the back emf increases with
gradual increase in speed, section by section resistances will be removed either
manually or remotely with the help of contactors so as to keep the current within
the maximum and minimum limits.

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 Unit 2: four Quadrant operation of DC Drives

Fig: Starting of a DC Shunt motor

Braking:

An electrical drive has to operate in three modes i.e. steady state, starting and
braking during both forward and reverse directions. Braking operation is
required in two cases.

• For reducing the speed (deceleration) while the drive is operating in

Forward (Quadrant-1) or Reverse (Quadrant-3) motoring modes. Steady
state is reached when the motoring torque is equal to the load torque
• While driving an Active load. That means when the load assists the drive
motion [for e.g. moving a loaded hoist in the down ward direction
(Reverse braking: quadrant-4) or moving an unloaded hoist in the upward
direction (Forward braking: quadrant -2)]. Steady state is reached when
the braking torque is equal to the load torque.

In both the cases braking can be achieved by mechanical braking. But it has lot
of disadvantages: Frequent maintenance like replacement of brake shoes/lining,
lower life, wastage of braking power as heat et.. These disadvantages are
overcome by Electrical braking but many a times mechanical braking also
supplements the electrical braking for reliable and safe operation of the drive.

During electric braking the motor works as a generator developing a torque

which opposes the rotational motion. There are three types of electrical braking.

1. Regenerative braking
2. Dynamic or Rheostatic braking and
3. Plugging or Reverse voltage braking.

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 Unit 2: four Quadrant operation of DC Drives

Regenerative Braking:

In this, the generated energy is supplied to the source. For this to happen, the
following conditions should be satisfied:

ǀEbǀ > ǀEaǀ and negative Ia

The concept of regenerative braking can be explained by considering a fully

controlled Rectifier connected to a DC separately excited motor as shown in the
figure (a) below.

Fig: Two quadrant operation of a Fully Controlled rectifier feeding a DC

separately excited motor

The polarities of output voltage, back emf and armature current are shown in
the figure (a) above for the motoring operation in the forward direction. The
converter output is positive with firing angle in the range 0° ≤ α ≤ 90°. With
these polarities the converter supplies power to the motor which is converted
to mechanical energy. Direction of power flow can be reversed if the direction
of current flow is reversed. But this is not possible because the converter can
carry current in only one direction. Then the only method available for reversal
of power flow is by the following steps.

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 Unit 2: four Quadrant operation of DC Drives

1. Reverse the Converter output voltage Ea

2. Also reverse the Back emf Eb with respect to the converter terminals
3. And make lEbl > lEal
as shown in fig (b). Out of these three steps
• Step 1. i.e. the rectifier voltage Ea can be reversed by making α> 900
• Step.3.i.e. the condition lEbl > lEal can be satisfied by choosing a value
of α in the range 900 > α < 1800
• Step2. The reversal of motor emf with respect to rectifier terminals can
be done by any of the following changes.
a. The motor armature terminals can be reversed w.r.to the converter
terminals using a reversing switch with the motor still running in the
forward direction. (with contactors or thyristors as shown in the figure
below) This gives forward regeneration.
b. The field current may be reversed with the motor running in the
forward direction and this also gives forward regeneration without any
changes in the armature connections.

Fig: Four quadrant operation with a single converter and a reversing switch

Regenerative braking cannot be obtained

• If the drive runs in the forward direction only and there is no arrangement
for the reversal of either the armature or the field.
• If the converter shown above is a Semi converter.

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 Unit 2: four Quadrant operation of DC Drives

Fig: Regenerative Braking Characteristics of a Separately excited Motor

Dynamic Braking:

In dynamic braking, the motor armature is disconnected from the source voltage
and connected across a high wattage resistance RB .The generated energy is
dissipated in the Braking and armature resistances. The braking connections are
shown below for DC separately excited motor and DC series motor.

Fig: Connections during Dynamic Braking

In the case of a series motor, it can be seen that the field terminal connections
are reversed such that the field current continues to flow in the same direction
so that the field assists the residual magnetism. Figure below shows the Speed-
Torque curves for both type of motors and the transition from Motoring to
Braking.

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 Unit 2: four Quadrant operation of DC Drives

Fig: Speed-Torque curves during Dynamic Braking

Plugging:

In a DC separately excited motor Supply voltage is reversed so that it assists the

Back EMF in forcing the Armature current in the reverse direction. In a Series
motor Instead of supply voltage, armature alone is reversed so that the field
current direction is not changed. In addition, like in dynamic braking, a Braking
resistor RB is also connected in series with the Armature to limit the current as
shown in the figure below.

Fig: Plugging operation of DC motors

Speed torque curves can be obtained from the same basic equations by
replacing Ea with –Ea and are shown in the figure below.

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 Unit 2: four Quadrant operation of DC Drives

Plugging is highly inefficient because in addition to the generated power

additional power from a supply source is also wasted in the Braking resistance.

Fig: Torque speed Characteristics of DC motors during Plugging

Four quadrant operation of DC Motors using a Single fullycontrolled

converter:

As studied earlier, a fully controlled converter can provide a reversible output

voltage but current in only one direction. In terms of conventional Voltage-
Current diagram shown in the figure below it can work in quadrants 1 and 4

Fig: Voltage-Current Diagram

A converter can be used say in the first quadrant for motoring operation alone
in one direction (and in the third quadrant for motoring operation in other

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 Unit 2: four Quadrant operation of DC Drives

direction) during steady state conditions. But during transient requirements

such as starting and braking it cannot operate in second (or fourth) quadrant
where it is required to extract energy from the load for quick braking. (For faster
system response))

If four quadrant operation of a motor is required i.e. reversible rotation and

reversible torque in the Torque Speed Plane as shown in the figure below, a
single converter along

with changeover contactors to reverse the armature or field connections along

with firing angle changeover control [(0° ≤ α ≤ 90° )or(90° ≤ α ≤ 180° )] can
be used so as to change the relationship between the converter voltage and the
direction of rotation of the motor.(As explained in the introduction to
Regenerative braking). Though they are practicable in suitable circumstances, a
better performance can be achieved by going in for a Dual Converter.

Four quadrant operation of DC Motors using Dual Converters:

A dual converter as shown in the figure below consists of two fully controlled
converters connected in anti-parallel configuration across the same motor
armature terminals. Since both voltage and current of either polarity can be
obtained with a dual converter, it can support four quadrant operation of DC
motors. Inductors are used to limit the circulating current when both converters
are used simultaneously.

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 Unit 2: four Quadrant operation of DC Drives

Fig: Dual Converter Control of a DC separately excited motor.

(Inductors are used in only simultaneous or Circulating current mode)

For lower power ratings i.e. up to 10 Kw, single phase Full converters are used
and for higher ratings three phase Full converters are used. Typical configuration
of both Single phase and three phase Dual converters are shown in the figures
below.

Fig: (a) Single Phase and (b) Three Phase Converters connected as Dual
converters.

In a dual converter the converters are configured such that converter-A works
in quadrants 1 and 4 and converter-B works in quadrants 2 and 3.

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 Unit 2: four Quadrant operation of DC Drives

The operation of Dual converter is first explained with the help of an Ideal dual
converter (same figure as shown above but without reactors) with the following
assumptions:

Simplified diagram of an Ideal Dual Converter

• They produce pure DC output voltage without any ac ripple.

• Each two quadrant converter is a controllable DC voltage source with
unidirectional current flow. But the current through the load can flow in
either direction.
• The firing angle of the converters is controlled by a control voltage EC
such that their DC output voltages are equal in magnitude but opposite
in polarity. So, they can drive current through the load in opposite
directions as per requirement.
• Thus when one converter is operating as a Rectifier and is giving a
particular DC output voltage, the other converter operates as an inverter
and gives the same voltage at the motor terminals.
• The average DC output voltages are given by:

EDCA = Emax cos αA and

EDCB = Emax cos αB

In an Ideal converter
EDC = EDCA = -- EDCB

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 Unit 2: four Quadrant operation of DC Drives

and substituting the above values of EDCA and EDCB in this equation we get
Emax cos αA = -- Emax cos αB
or cos αA = -- cos αB
= cos(180° -- αB)
or αA = 180° -- αB
or ( αA + αB ) = 180°

The terminal voltages as a function of the firing angle for the two converters are
shown in the figure below. A firing angle control circuit has to see that as the
control voltage Ec changes the firing angles, αA and αB are to satisfy the above
relation i.e. (αA + αB ) = 180°

Fig: Firing angle versus Terminal voltage in Dual converter

Practical Dual Converters:

In the above explanation of the Dual Converter it is assumed that when the firing
angle is controlled as per the above equation the output voltage is a pureDC
voltage without any AC ripple. But in practical dual converters there will be AC
ripple and hence the instantaneous voltages from the two converters will be
different resulting in circulating current which will not flow through the load. If
these are not limited they will damage the converters. Hence in order to
avoid/limit such circulating currents two methods are adopted.

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 Unit 2: four Quadrant operation of DC Drives

Method 1: Dual Converter without circulating current (or Non Simultaneous

control): The block diagram of a Dual converter operating in this mode is shown
in the figure below.

Figure: Block diagram of a Dual Converter without circulating current

In this mode the flow of circulating current is totally inhibited by controlling the
firing Pulses such that only one converter which is required to conduct the load
current is active at a time. The other converter is kept inactive by blocking its
firing pulses. Since only one converter is operating and the other one is in
blocking state, no reactor is required.
Suppose converter-A is operating supplying the load current in a given direction
and the converter-B is blocked. If now direction is required to be changed, it is
done in the following sequence.
1. Load current is first reduced to zero by setting the firing angle of Converter-
A to the maximum value (αA = 900.with this firing angle, the converter output
voltage and thus output current become zero gradually)
2. The pulses to converter-A are withdrawn after confirming that the current
through the load due to converter-A has completely come to zero by
continuous current sensing.
3. Now converter-B is made operational by applying the firing pulses and it
would build up the current through the load in the other direction. The pulses
to Converter-B are applied only after a further gap of a few milli seconds to
ensure reliable commutation of converter-A. For converter B also initially the
firing angle αA is set to 900 before applying the firing pulses

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 Unit 2: four Quadrant operation of DC Drives

and then gradually it is brought to 00 so that the current build up takes

place gradually.

The dead time and hence the reversal time can be reduced by going for accurate
zero current sensing methods. When this is done non simultaneous control
provides faster response than simultaneous control. Because of these
advantages non simultaneous control is more widely used.
In this method at certain load conditions the load current may not be continuous
which is not a desirable operating condition. To avoid this second method is
used.

Method 2: Dual converter with circulating current:

In this mode Current limiting reactors are introduced between the DC terminals
of the two converters as shown in the figure to allow the flow of circulating
current due to the AC ripple/unequal voltages.

Fig: Dual Converter Control of a DC separately excited motor

in simultaneous or Circulating current mode

Just like in an Ideal Dual converter the firing angles are adjusted such that

( αA + αB ) = 180° -------------- (1)

When operating in quadrant 1 Converter-A will be working as a rectifier (00 < α

< 900) and converter-B will be working as an Inverter. (900 < α < 1800) For e.g.
firing angle of converter A is say 60°, then the firing angle of converter B will be
120°. With these firing angles, Converter A will be working as a converter and

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 Unit 2: four Quadrant operation of DC Drives

converter B will be working as an inverter. So, in circulating current mode both

converters will be operating. The operation of the converters is to be
interchanged for speed reversal i.e. converter1 which was working as a
converter should now work as an Inverter and converter 2 which was working
as an Inverter should now work as a converter. Two separate firing circuits have
to be used for the two converters.

But for speed reversal αA is to be increased gradually towards 1800 and αB is to

be decreased gradually towards 00 while simultaneously satisfying the above
condition (1)

In this process, the armature current reduces to zero, reverses direction , shifts
to Converter B and the motor will now operate initially in quadrant 2 during
braking and then in quadrant 3 during acceleration and finally at the required
steady state speed. The current loop adjusts the firing angle αB continuously so
as to brake the motor at the maximum allowable current from initial speed to
zero speed and then accelerates to the desired speed in the opposite direction.
As αB is changed αA is also changed continuously so as to maintain the above
relation-1. During this entire operation, the closed loop control system will
ensure the smooth transfer from quadrant 1 to quadrant 2 to quadrant 3.

Advantages and Disadvantages of the Circulating current mode of

Dual Converters:

Advantages:

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 Unit 2: four Quadrant operation of DC Drives

Disadvantages:

Comparison between Circulating current mode and non circulating

current mode Dual converters:

Non Circulating current Mode Circulating current Mode

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 Unit 2: four Quadrant operation of DC Drives

Closed loop control of Drives:

Closed loop control in Electrical drives is provided mainly to meet any or all of
the following requirements.

• Protection against over current and over voltages

• Enhancement of Speed of response (Transient performance)
• Improve the steady state accuracy

We will study two important schemes of control that are most commonly used
in electrical Drive control systems.

Current Limit Control:

Basic block diagram of a typical current limit control employed in electrical

drives is shown in the figure below.

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 Unit 2: four Quadrant operation of DC Drives

Fig: Current limit Control

This is employed mainly to limit the converter and motor currents to safe values
during transient periods like starting and braking. It employs a current feedback
loop with a threshold logic circuit. The motor current is sensed using sensors like
CTs or Hall Effect sensors and fed to the threshold logic circuit. As long as the
motor current is within the set maximum limit, the closed loop control does not
come into operation. When the current exceeds the set limit the closed loop
control becomes active and the current is brought below the set limit and the
control loop becomes again inactive. Whenever current exceeds the limit the
control loop becomes active again. Thus the current fluctuates around the
maximum limit until the final steady state condition is reached thus ensuring
faster response with maximum torque during the transient conditions i.e.
starting and braking.

Closed loop Speed control:

The most widely used control loop in electrical drives is the “closed loop Speed
control” and its Block schematic is shown in the figure below. It employs an inner
current control loop within an outer speed control loop. Inner current control
loop is provided to limit the converter and motor current (torque) below the
safe limits. The speed control loop operates as follows:

ω*m is the input speed reference and when it increases ( or decreases) it

produces a positive ( or negative ) speed error (+/-)Δωm. The speed error is
processed through a speed controller and is applied to the current loop as
current reference I* through the current limiter. Current limiter works linearly
in a small range of error and saturates when the error exceed the set limits.

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 Unit 2: four Quadrant operation of DC Drives

Fig: Closed loop speed control

An increase in the speed reference ω*m produces a positive speed error and the
current limiter sets a positive maximum allowable input current as reference to
the inner current loop. Now the motor accelerates at the maximum current and
hence with the maximum torque until it approaches the set speed. When it is
close to the set speed, the current limiter desaturates and the speed stabilises
at the steady state value of speed with a small steady state error and a current
corresponding to the motor torque equal to the load torque.

A decrease in the speed reference ω*m produces a negative speed error and the
current limiter sets a negative maximum allowable input current as reference to
the inner current loop. Now the motor decelerates and operates in braking
mode at the maximum current and hence with the maximum torque until it
approaches the set speed. When it is close to the set speed, the current limiter
desaturates and the speed stabilises at the steady state value of speed with a
small steady state error and a current corresponding to the motor torque equal
to the load torque.

In drives where there is no provision for current to reverse (single quadrant

operation)for braking operation current limiter will have the unipolar I/O
characteristics as shown in fig (b).In drive systems where there is enough load
torque for braking , electric braking is not required and in such cases also the
unipolar current limiter will be used.

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 Unit 2: four Quadrant operation of DC Drives

Current and speed controllers shown in the speed control loop normally consist
of PI (Proportional plus Integral) or PD (Proportional plus Derivative) or PID
(Proportional plus Integral plus derivative) controllers depending upon the
steady-state accuracy and/or transient response requirements.

Summary:

Important concepts and conclusions:

• An electrical drive operates in three modes. i.e. steady state, starting

and braking.
• Steady state operation is also referred to as motoring operation.
• Starting and braking are also referred to as transient operations.
• The three types of electrical braking are :
o Regenerative braking
o Dynamic or Rheostatic Braking and
o Plugging or reverse voltage braking.
• Four quadrant operation can be achieved with a single Full converter
along with changeover contactors to reverse the armature or field
connections and with firing angle changeover control [(0° ≤ α ≤ 90° ) or
(90° ≤ α ≤ 180° )]. But Dual converters are preferred due to theirsuperior
performance.
• In practical Dual converters with circulating current mode, reactors are
required to be connected between the two Converter terminals to limit
the circulating currents. The firing angles are to be controlled to satisfy
the condition ( αA + αB ) = 180°
• In converters without circulating current only one converter is active at a
given time depending on the operation.
• In both modes the closed loop control system takes care of the total
control methodology.
• In closed loop speed control systems normally two control loops are used.
An inner Current control loop and an outer Speed control loop.
• Current and Speed controllers in a closed loop speed control system
normally consist of PI (Proportional plus Integral) or PD (Proportional plus
Derivative) or PID (Proportional plus Integral plus derivative) controllers
depending upon the steady-state accuracy and/or transient response
requirements.

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 Unit 2: four Quadrant operation of DC Drives

Illustrative Examples:
Example-1: A 210 V, 1200 RPM, 10 A separately excited DC motor is controlled
by a 1- phase fully controlled converter with an AC source voltage of 230V, 50
Hz. Assume that sufficient inductance is present in the armature circuit to make
the motor current continuous and ripple free for any torque greater than25% of
rated torque. Ra = 1.5 Ω

(a) What should be the value of the firing angle to get the rated torque at
800 rpm?
(b) Compute the firing angle for the rated braking torque at -1200 rpm.
(c) Calculate the motor-speed at the rated torque and α = 1650 for the
regenerative braking in the second quadrant?

Solution:
This is an example where the constant Ka is not given directly and no mention is
made about field current. So we can assume field Ø as constant and determine
the motor constant KaØ from the given rated values of voltage (210 V), speed
(1200 rpm), armature current (10 A) and the armature resistance (1.5 Ω)

First we have to find out back emf Eb @rated conditions and from that the
constant KaØ.
Eb = Ea – IaRa = 210 – (10×1.5) = 195 V
1200 ×2𝜋
Rated speed in R/s : 𝜔 = = 125.66 rad/s.
60
We know that E = K Øω from which we have: K Ø = 𝐸𝑏 = 195 = 1.55
b a a
𝜔 125.66

V/Rad/sec

Now we can find out the required quantities one by one.

(a) At rated torque, Ia = 10 A.
800
Back e.m.f. at 800 rpm = Eb1 = 1200 × 195 = 130 V
We know that with continuous conduction required armature voltage Ea(α)

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from the single phase full converter is given by:
Unit 2: four Quadrant operation of DC Drives

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 Unit 2: four Quadrant operation of DC Drives

2𝐸𝑚
E (α) = cos α = I R + E (E = 230 × √2 = 325.27 V)
a 𝜋 a a b m

2×325.27 cos α = (10×1.5) +130 From which we get α = 45.550

𝜋

(b) For the speed of – 1200 rpm at the rated current Eb = -195 V and the
2×325.27
armature loop equation becomes cos α = (10 × 1.5 ) – 195
𝜋

from which α = 150.370

(c) Substituting the value of armature current Ia at rated torque = 10 A in the

armature loop equation and equating it to the converter output at a firing
angle of α = 1650, we get
2 ×325.27 cos 1650 = 10 ×1.5 + E . or E = -215.02 V
𝜋 b b

Regenerative braking (second quadrant operation) is obtained either by the

field reversal or the armature reversal, for which,
Ka Ø = -1.55
𝐸𝑏 −215.02
Then, 𝜔 = = = 138.72 rad/s and N = 138.72 x 60/2π = 1325 rpm.
𝐾𝑎 ∅ −1.55

Example-2: The speed of a 10 HP, 210 V, 1000 rpm separately excited D.C. motor
is controlled by a single-phase, full-converter. The rated motor armaturecurrent
is 30 A, and the armature resistance is Ra = 0.25 Ω. The a.c. supply voltage is 230
V. The motor voltage constant is KaΦ = 0.172 V/rpm. Assume that sufficient
inductance is present in the armature circuit to make the motor current
continuous and ripple free.
(a) Rectifier operation (motoring action): For a firing angle of α = 450, and rated
motor armature current, determine:
1) Motor torque 2) Motor speed
(b) Inverter operation (regenerative action): The motor back emf polarity is
reversed by reversing the field excitation. Determine:

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 Unit 2: four Quadrant operation of DC Drives

1) Firing angle to keep the motor current at its rated value.

2) Power fed back to the supply
Solution:
(a) Rectifier operation (motoring action):

(1) Motor Torque @rated armature current: can be found out directly by using

the relation T = Ka ΦIa. But the constant Ka Φ is same in the relations for torque

and back emf if it is V/Rad/sec in back emf and N-m/A in torque. But itis given

in V/RPM. Hence it is first converted to V/Rad/sec and then used in the

expression for torque.

Ka Φ (V/Rad/sec) = Ka Φ (V/RPM) x 60/2π

0.172 ×60
= V-s/rad = 1.64 V-s/rad.
2𝜋

Rated Motor Torque TR at rated armature current = KaΦIaR = 1.64 × 30 = 49.2 N-

m.
(2) Motor Speed at Rated armature current: The armature voltage in a fully
controlled single phase converter is given by :
2𝐸𝑚 2√2 ×230
E= cos α = cos 450 = 146.42
a
𝜋 𝜋

(The given supply voltage of 230 V is RMS value and it is to be converted into
Em by multiplying by √ 2)
Eb = Ea - IaR Ra = 146.42 – (30 × 0.25) = 138.92 V
𝐸𝑏 138.92
Speed, N = = = 807.67 𝑟𝑝𝑚 (here K Φ is used directly with the
a
𝐾𝑎 ∅ 0.172

given units of V/RPM so that we can get directly speed N in RPM)

(b) Inverter operation (regenerative action):

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 Unit 2: four Quadrant operation of DC Drives

(1) Firing angle to keep the motor current at its rated value:
At the time of polarity reversal, the back emf is Eb = 138.92 V( But it is to be
taken as negative after polarity reversal for braking )
Then from loop equation Ea = Eb + Ia Ra = -138.92 + (30 × 0.25 ) = - 131.42 V.
2√2×230
But converter out is given by Ea = cos α
𝜋

Equating the converter output voltage to the required motor armature voltage
2√2×230
we get: Ea = cos α = - 131.42 V from which we get α = 129.390
𝜋

(2) Power fed back to the supply:

Power from the D.C machine is : Pg = 138.92 × 30 = 4167.6
Power lost in the armature resistance is: PL = 𝐼𝑎2 Ra = 302 × 0.25
Power fed back to the A.C. supply is: Ps = 4167.6 – 225 = 3942.6 W
We can get directly also power fed back as: Ps = Ea Ia = 131.42 × 30 = 3942.6 W.
Example-3: A 220 V, 1500 RPM, 50 A DC separately excited motor with an
armature resistance of 0.5 Ω is fed from a Dual converter with 3 𝚽 fully
controlled rectifiers. Input supply is a.c. line voltage of 165V. Determine
converter firing angles for the following operations.

a) Motoring operation at rated motor torque and 1000 RPM in FW

direction.
b) Braking operation at rated motor torque and 1000 RPM in FW direction.
c) Motoring operation at rated motor torque and 1000 RPM in REV
direction.
d) Motoring operation at rated motor torque and 1000 RPM in REV
direction.

Solution:

Given data: Motor rated Voltage EaR = 220 V DC; Rated speed NR = 1500 RPM;
Rated Current IaR = 50 A ; Armature resistance Ra = 0.5 Ω

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 Unit 2: four Quadrant operation of DC Drives

Step-1: Find out the back e.m.f. Eb at the rated speed of 1500 RPM using the
formula EbR = EaR - IaR Ra

EbR = 220 – 50x0.5 = 195 V

Step-2: To find out the firing angles corresponding to the required four
conditions we have to

(i) First find out the Required armature voltage Ea = for each of the conditions
using the formulae: (1) For Motoring: Ea = Eb + Ia Ra (2) For braking : Ea = Eb - Ia Ra

(ii) And then equating these required armature voltages values to the converter
output given by Ea = [(3√3 Em) /π] cos α (where Em is the maximum value of the
input phase voltage and α is the firing angle) find out cos α and thus finally α .

In this problem input voltage is given as 165 V line value. It is to be noted that
this value is r.m.s value. So this to be converted into maximum Phase value.

Thus Em= (165/√3) √2 = 134.7

Now we can find out α for the four cases:

It is also to be noted here that since in all the four cases we have to find out the
firing angle at the rated torque only we need to take the rated current of 50 A
only ( Torque is proportional to Current )

a)Back e.m.f. Eb @ 1000 RPM = EbR (1000/1500) = 195x ( 1000/1500) = 130 V

Then Ea @ 1000 RPM= 130 + 50x0.5 = 155 V

[(3√3 x 134.7) /π] cos α = 155 from which we get cos α = 0.695 and α = 45.90.

And this is for converter A since this is forward motoring operation. Hence

αA = 45.90.

Since we know that in dual converters while working in simultaneous control

mode (Circulating current mode) αA + αB = 1800 we can get directly get

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 Unit 2: four Quadrant operation of DC Drives

αB = 1800 - 45.90 = 134.10

b) For braking Eb has to be greater than Ea and hence Ea = Eb - Ia Ra = 130 –

50x0.5 = 105 V. Equating this to the Converter output we get

[(3√3 x 134.7) /π] cos α = 105 from which we get cos α = 0.470 and α = 61.90.

And this is for converter A since this is forward braking operation. Hence

αA = 61.90

And on the same logic as earlier we get

αB = 1800 - 61.90 = 118.10

For negative speeds the roles of the converters A and B get interchanged
between inverter and converter and hence the values of αA and αB get
interchanged. Hence

c) αA = 134.10

αB = 1800 - 134.10 = 45.90

d) αA = 118.10

αB = 1800 - 118.10 = 61.90

Example-4: A 220V, 970 RPM, 100 A DC separately excited motor has an

armature resistance of 0.05 Ω. It is braked by plugging from an initial speed of
1000 RPM. Calculate:

a) Resistance to be placed in the armature circuit to limit braking current to

twice the full load value.
b) Braking torque
c) Torque when the speed has fallen to zero

Solution:

Given data: Rated armature voltage EaR = 220 V ; Rated speed NR= 970 RPM ;
Rated armature current IaR = 100 A ; RA = 0.05 Ω

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 Unit 2: four Quadrant operation of DC Drives

With the given data we can first find out the back e.m.f at the rated speed of
960 RPM using the formula (EbR = EaR - IaRRa) and from that we can find out the
back e.m.f at the required speed of 1000 RPM.

Back e.m.f at the rated speed of 970 RPM EbR = 220 – 100 x 0.05 = 215 V

Back e.m.f at the required speed of 1000 RPM Eb2 = (1000 x 215)/ 970 = 221.65
V

a) In plugging operation a braking resistance Rb is introduced into the armature

circuit and the applied voltage is also reversed. Hence In the braked condition
total loop voltage would be the sum of the reversed voltage and the motor back
e.m.f. Then the braking resistance Rb would be given by:

Rb +Ra = (Ea + Eb)/2IaR ( Since the braking is done at twice the rated current)

= (220 + 221.65 ) / 200 = 2.21 Ω

Hence additional braking resistance to be introduced Rb = 2.21 – 0.05 = 2.16 Ω

b) We know that mechanical power = τ x ωm = Electrical power = Eb x Ia =

221.65x200 from which we get τ@1000 RPM = (Eb x Ia)/ ωm = (Eb x Ia)/ (N.2π)/60 =
(221.65x200 )/( 1000x2π/60) = 423.3 N-m

c) At zero speed Eb = 0 V. Therefore only applied reverse voltage will be there

in the loop. Hence Ia is given by Ia = Ea /(Rb+Ra) = 220 / 2.21 = 99.55 A

We know that Torque is proportional to armature current. Hence torque at

zero speed is given by:

τ@zero speed = [τ@1000 RPM / Ia@ 1000 RPM ] Ia@ zero speed ] = 423.3x99.55/200 = 210.7 N-
m

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 Unit-3: Control of DC Motors by Choppers

UNIT-III

CONTROL OF DC MOTORS BY CHOPPERS

SYLLABUS/CONTENTS:

• Single quadrant, Two quadrant and Four quadrant chopper fed

DC Separately excited and Series excited motors
• Continuous current operation: Output voltage and current
wave forms
• Speed torque expressions
• Speed torque characteristics
• Closed Loop operation ( Block Diagram Only)
• Summary
▪ Important concepts and conclusions
▪ Important formulae and equations
• Illustrative Examples

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 Unit-3: Control of DC Motors by Choppers

Introduction to Choppers:
Choppers are mainly used to obtain a variable DC output voltage from Fixed DC
voltage source. There are two basic types of choppers: AC link choppers and DC
choppers.

AC link Choppers: In these, first DC is converted to AC by inverters. Then AC is

stepped up or down by transformers to the required level and then it is
converted back to DC.

DC choppers: In these a variable DC voltage is obtained from a fixed DC voltage

using a static switch.

In this unit we will study the application of DC choppers in the four quadrant
operation of DC motors.

Basic DC chopper classification:

1. According to the level of input/output voltages:

o Step down choppers: Output voltage is lesser than the input

voltage
o Step up choppers: Output voltage is larger than the Input voltage

2. According to the Direction of output voltage and current as shown in the

Figure below (as class A to E)

3. According to quadrants of operation: (As shown in the figures above. )

▪ One quadrant chopper:

o The output voltage and current are both positive. (class- A)
o The output voltage is positive but current is negative. (class- B)
▪ Two quadrant chopper:
o The output voltage is positive but current can be positive or negative.
(Class-C )
o The output current is positive but voltage can be positive or negative.
(Class-D )

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 Unit-3: Control of DC Motors by Choppers

Fig: Classification of DC choppers

▪ Four quadrant chopper: The output voltage and current both can be
positive or negative.

Basic principle of operation of a step down chopper:

A step down chopper consists of a semiconductor device like SCR, BJT, Power
MOSFET, IGBT, GTO etc which works like switch along with a DC input source
and other components like Inductors, Resistors, Capacitors, Diodes etc. as

Fig: Basic Chopper circuit

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 Unit-3: Control of DC Motors by Choppers

shown in the figure below. The average output voltage across the load is varied
by varying the ON period (duty cycle) of the chopper with a given Time period.

For SCR based choppers an additional commutation circuit is necessary. Hence

in general, gate commutation devices like MOSFETs and IGBTs have replaced the
SCRs in Choppers. However for high voltage and high current applications SCRs
are still used. The power diode DF operates in freewheeling mode and provides
a path to the load current when the switch is not ON. The Inductor works as a
filter and smoothes out the switching ripple. The chopped output voltage
waveform and the load current are shown in the figure below.

Fig: DC Chopper output voltage and current waveforms

During the ON period of the chopper the input voltage gets applied to the load.
During the OFF period the load gets short circuited by the freewheeling Diode
DF and the load current flows through DF. Thus a chopped voltage is produced
across the load. This is also called Time Ratio control.

The average output voltage is given by :

EO = EDC.TON/(TOFF + TON) = EDC.TON/T

Where TON = ON period of the chopper

TOFF = OFF period of the chopper and T = TOFF + TON = Chopping period.

TON/T is called duty ratio of the chopper and is represented by the symbol δ.

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 Unit-3: Control of DC Motors by Choppers

Then the output voltage EO is given by: EO = δ.EDC

The output voltage EO is also given by: EO = EDC.TON.f where f is the
chopping frequency and is equal to 1/T

The average value of the load current is given by: IO = EO / R = δ.EDC/R

Types of chopper control:

• If the chopper is Transistor based , the base current will switch ON and
OFF the transistor.
• If it is GTO thyristor based then a positive gate pulse will switch it ON
and a negative gate pulse will switch it OFF
• If it is SCR based a commutation circuit is required to turn it OFF.

Class-A Chopper (First Quadrant operation):

The basic power circuit of a Class-A chopper connected to a separately excited
motor operating in the first quadrant is shown in the figure below.

Fig: First quadrant operation of a Class-A chopper connected to a DC

separately Excited motor

The term first quadrant refers to the operation with both voltage E0 and current
I0 polarities confined to the directions as shown. When the chopper is ON the
output voltage EO = EDC and when the chopper is OFF EO = 0 volts but the current
IO flows in the load in the same direction through the freewheeling diode DF.

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 Unit-3: Control of DC Motors by Choppers

Electrical equivalent circuit of Class-A chopper (polarities indicated are when

Chopper is ON)

Both average load voltage and load current are positive and hence power flows
from source to load. Hence this is Motoring operation. The output voltage and
current waveforms are shown in the figure below.

Fig: Class-A Chopper gate current, armature Voltage and current waveforms
with continuous load current
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 Unit-3: Control of DC Motors by Choppers

During the ON period the rate of rise of current is positive and hence the voltage
across the Inductance will be positive and the governing relation will be:

EDC = Ra.i0 + L.di0/dt + Eb for 0< t < Ton

During the OFF period rate of rise of current is negative and hence the voltage
across the Inductance will be negative and the governing relation will be

0 = Ra.i0 + L.di0/dt + Eb for Ton < t < T

The average output voltage EO is given by EO = EDC.δ where δ = duty ratio = Ton/T.
The torque speed relation is identical to those we have seen earlier with
single/three phase converters connected to DC SE motors and it is given by:

ωm = (EDC.δ/Ka.φ) -- (Ra.T)/(Ka. Φ) 2

Class-B Chopper (Second Quadrant operation):

The basic power circuit of a chopper connected to a DC separately excited motor
operating in the second quadrant is shown in the figure below. The term second
quadrant refers to the operation with both voltage E0 and current I0 polarities
confined to the directions as shown.

Fig: Second quadrant operation of a Class-A chopper connected to a DC

separately Excited motor

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 Unit-3: Control of DC Motors by Choppers

Fig: Second quadrant operation of a Class-A chopper connected to a DC

separately Excited motor along with its equivalent circuit.

Chopper is turned ON and OFF at regular intervals of period T. The back emf E b
stores energy in the inductance L whenever the chopper is ON and this stored
energy is delivered to the source EDC by flow of current through the diode D2 and
in the same direction through the motor as it was flowing when thechopper was
ON. In this, the average load voltage is positive and load currentis negative.
Hence power flows from load to source. Hence this is regenerative braking
operation. The output voltage and current waveforms are shown in the figure
below.

Fig: Class-B Chopper Voltage and current waveforms with continuous load
current

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 Unit-3: Control of DC Motors by Choppers

Chopper control of series motor:

Motoring:

Chopper circuit and the waveforms are same as those of a Class - A chopper
connected to a DC separately excited motor. Here also EO = EDC.δ but Eb will not
be constant and varies with io. Due to saturation of the field magnetic circuit,
relationship between Eb and Io is non linear. However the basic motor relations
we have derived earlier for the series motor are still applicable and are given
here again for quick reference.

Since Φ = Kf.Ia

Eb= Ka. Φ. ω = Ka. Kf.Ia. ω

2
T = Ka. Φ.Ia = Ka. K .If a

Ea = Eb+ Ia.Ra and

ω = Eo/ Ka. Kf.Ia -- (Ra/ Ka. Kf )

ω = [Eo/√( Kaf.T)] -- [Ra/(Kaf)]

Where Ra is now the sum of armature and field winding resistances and Kaf =
Ka.Kf is the total motor constant. Using these equations the torque speedrelation
for a choppers controlled DC series motor would become

ω = [EDC.δ /√( Kaf.T)] -- [Ra/(Kaf)]

Regenerative braking:

For series motor also for regenerative braking the same Class-B chopper that
was used for a DC separately excited motor is used. During regenerative braking,
series motor works like a self excited series generator. Bur for self excitation, the
current flowing through the field winding should assist theresidual magnetism
(as already explained during the braking of series motor).Therefore, when
changing from motoring to braking connection, while direction of armature
current should reverse, field current should flow in the same direction. This is
achieved by reversing the field with respect to armature when changing from
motoring to braking operation. Voltage and current

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 Unit-3: Control of DC Motors by Choppers

waveforms will be same as those shown for regenerative braking of a DC

separately excited motor.

The governing equations during braking are:

E0= EDC.δ

Eb = Eo+ Ia.Ra

ω = Eo/ Ka. Kf.Ia + (Ra/ Ka. Kf)

ω = *EDC.δ /√( Kaf.T)]+ [Ra/(Kaf)]

For a chosen value of Ia. Kf is obtained from the magnetisation characteristic.

Then, ω and T are obtained from the above equations. The nature of torque
speed characteristics is shown in the figure below.

Fig: Motoring and Regenerative Braking characteristics of a Chopper

controlled DC series motor.

Two quadrant (type –A) or class-C chopper:

Class-C chopper can be realised by combining the class-A and class-B choppers
together as shown in the figure below. This combined circuit provides both
forward motoring and forward regenerative braking. CH1 along with diode D1
performs forward motoring operation while CH2 along with diode D2 performs
the function of forward regenerative braking. Thus for motoring operation CH1

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is controlled and for braking operation CH2 is controlled. Shifting of control from
CH1 to CH2 shifts operation from motoring to braking and vice versa.

Fig: Two quadrant Type-A (class- C) Chopper, the permissible E-I coordinates
and Electrical equivalent circuit.

But in many applications a smooth and fast changeover from motoring to

braking and vice versa is required and in such cases Ch1 and Ch2 are controlled
simultaneously as explained below with the help of the Motor terminal voltage
and the current waveforms shown in the figure below.

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 Unit-3: Control of DC Motors by Choppers

Important points to be noted/conventions followed in this explanation are:

• With the given polarity of EDC, the motor current is positive when flowing
down wards (during motoring) and negative when flowing upwards
(during braking).
• Since we are considering two quadrant operation with forward motoring
& braking, the polarity of Eb is considered positive as shown.
• The choppers conduct in the direction as shown by the arrow in the
respective chopper when triggered and only when forward biased.
• The voltage across the inductance is positive (terminal Ra side of La is
positive as shown in eq.circuit) and adds up to the motor back emf E b
when the rate of rise of current is positive. And this happens when Ch-1
is ON or when diode D2 is conducting.
• The voltage across the inductance is negative (terminal Ra side of La is
negative as shown in eq.circuit) and opposes the motor back emf Eb when
the rate of rise of current is negative. And this happens when Ch- 2 is ON
or when diode D1 is conducting.

Fig: Voltage and current waveforms in a Class-C chopper

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 Unit-3: Control of DC Motors by Choppers

Operation:

• Initially when both choppers are OFF, both diodes also are not conducting
and hence the load is isolated from the source. As shown in the waveforms
above, say initially at point P chopperCh1 is triggered and it starts
conducting. The load current is positive and the load receives power from
the source. So the output voltage eo = EDC whenever chopper Ch1 conducts.
• At point Q chopper Ch1 is turned off, polarity of voltage across inductance
La changes (becomes negative) and the energy in the inductance forces load
current to flow through the diode D1 ( in the same direction through the
motor i.e. positive) till the voltage across the inductance L.di/dt becomes
equal to the back emf Eb and the load current becomes zero i.e. up to point
R.
• At this point R, the motor back emf Eb is greater than the voltage across the
inductance and since the gate signal for Ch2 is present, now Eb forces a
current in the opposite direction (negative current) through La and Ch2.This
continues up to point S i.e. until Ch2 is turned off and Ch1 is turned on.
• Now at point S when Ch2 is turned off, polarity of voltage across inductance
La changes (becomes positive) and the energy in the inductance forces
same negative current through the diode D2 into the source until point T
when the input current reduces to zero. In this period the current is
negative and hence Ch1 cannot conduct though it is triggered.
• At this point T since gate signal is available to Ch1 load current becomes
positive, conducts through Ch-1 and the sequence repeats.

Summary observations:

• In a period T, Ch1 is switched on from 0 to δ .T and Ch2 is switched on from

δ.T to T where δ is the duty ratio of Ch1.Therefore during the period 0 to δ
.T motor is connected to the source through Ch1 or D2 depending upon
whether the motor current is positive (Ch1) or negative (D2).

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 Unit-3: Control of DC Motors by Choppers

• Similarly during the period δ.T to T motor armature is shorted through Ch2
or D1 depending upon whether the motor current is negative (Ch2) or
positive (D1). And during this period the rate of change of current is always
negative.
• For first quadrant operation i.e. motoring, torque has to be positive, so
motor current has to be positive and thus Ch1 and D1 perform the
motoring.
• For the second quadrant operation i.e. braking , torque has to be negative,
so motor current has to be negative and thus Ch2 and D2 perform the
braking.
• Load voltage is zero if either Ch2 or diode D1 conducts and equal to E DC if
Ch1 or D2 conducts. So average output voltage is always positive.
• Load current is positive whenever Ch1 or diode D1 conduct and negative
when Ch2 or diode D2 conducts.
• Load voltage is positive but current is reversible and hence power flow is
also reversible.
• Both Ch1 and Ch2 should not be switched on simultaneously as it would
short circuit the source voltage EDC. They are turned on alternatively as
shown by the gate signals Ig1 and Ig2. i.e Ig1 and Ig2 are complementary.

Torque- Speed Characteristics:

Fig: Torque speed characteristics of a Class-C chopper controlled DC

separately excited motor.

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 Unit-3: Control of DC Motors by Choppers

Four Quadrant or Class-E Chopper:

The circuit diagram of a four quadrant or class-E chopper is shown in the figure
below. It can be considered to be consisting of either two Class-C or Class-D
choppers together as shown. With this type of chopper, motor direction of
rotation can be changed without changing the field excitation direction and both
motoring and braking operations in both directions can also be obtained by
controlling the choppers 1 to 4 as explained below.

Fig: Four quadrant or class-E chopper circuit Diagram and characteristic.

With Ch-4 continuously ON and Ch-3 continuously OFF the chopper can be
considered to be a Class-C chopper. Controlling choppers 1&2 will make Eo
positive and motor current reversible thus operating in first and second
quadrants. Similarly with Ch-2 continuously ON and Ch-1 continuously OFF,
controlling Ch-3 and Ch-4 will make Eo negative and motor current reversible
thus operating in third and fourth quadrants.

The operation of a Four Quadrant chopper is explained below:

When choppers Ch1 and CH4 are turned ON, current flows through the path:
EDC+, Ch1, load, Ch4, EDC--. Since both EO and IO are positive we get First Quadrant
operation. When both the choppers Ch1 and Ch4 are turned OFF, load dissipates
its’ energy through the path: Load, D3, EDC+, EDC--D2, Load. In this case EO is
negative while IO is positive and we get fourth Quadrant operation. When
choppers Ch2 and Ch3 are turned ON current flows through the path: EDC+, Ch3,
load, Ch2, EDC--.Since both EO and IO are negative we get

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 Unit-3: Control of DC Motors by Choppers

Third Quadrant operation. When both the choppers Ch2 and Ch3 are turned
OFF, load dissipates its’ energy through the path: Load, D1, EDC+, EDC--, D4, Load.
In this case EO is positive while IO is negative and we get Second Quadrant
operation.

Four quadrant chopper circuit consists of two bridges, Forward Bridge and
Reverse Bridge. Chopper Bridge Ch1 to Ch4 is the forward bridge which permits
flow of energy from source to load. Diode Bridge D1 to D4 is the Reverse Bridge
which permits flow of energy from load to source. This four- Quadrant Chopper
configuration can be used for a reversible regenerative DC drive.

Summary:
Important concepts and conclusions:

• Choppers are classified as single quadrant (Class-A&B), two quadrant

(Class-C&D) and four quadrant (Class-E) depending on the quadrants of
operation.
• They are also classified as step-down and step-up choppers defending on
whether the output voltage is lesser than or greater than the input voltage.
• The duty ratio of a chopper is given by δ = duty ratio = Ton/T where Ton is
the ON time and T is total time period.
• Choppers conduct in only one direction i.e. when they are forward biased
and also when they are triggered to start.
• The voltage across the Armature inductance is positive and adds up to the
motor back emf Eb when the rate of rise of current is positive.
• The voltage across the Armature inductance is negative and opposes the
motor back emf Eb when the rate of rise of current is negative

Important formulae and equations:

• The output voltage EO of a chopper is given by: EO = δ.EDC

• The output voltage EO is also given by: EO = EDC.TON.f where f is the
chopping frequency and is equal to 1/T.
• The average value of the load current is given by: IO = EO / R = δ.EDC/R

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 Unit-3: Control of DC Motors by Choppers

Illustrative Examples:
Example-1: A 220 V, 24A, 1000 RPM, DC separately excited motor has an
armature resistance of 2 Ω. The motor is controlled by a Chopper with a
frequency of 500 Hz from a supply of 230 V. Calculate the duty ratio δ for 1.2
times the rated Torque and 500 RPM.

Solution: Given Data: Ea = 220 V, Ia = 24 A, N = 1000 RPM, Ra = 2 Ω Es = 230 V

(Note: Since the rated voltage of the motor is 220 V which is less than the supply
voltage, even for normal operation we have to work with a duty ratio δ of 220 /
230 = 0.956 to ensure that never the applied voltage to the motor exceeds 220
V)

First let us find out Eb for 1000 RPM using the relation Ea = Eb + Ia Ra i.e. 220 = Eb
+ 24 x 2

From which we get Eb = 220 – 48 = 172 V for a speed of 1000 RPM

Hence for a speed of 500 RPM Eb = (500/1000) x 172 = 86 V

Then the required voltage to be applied to the armature is given by:

Ea = ( Eb @ 500RPM + Ia @ 1.2 times rated torque x 2) = (86 + 24 x 1.2 x 2) = 143.6 V

[Here it is to be noted that the rated current of 24 A is to be multiplied by 1.2

since the motor is now working with a load torque which is 1.2 times the rated
torque ]

Required Ea for 500 RPM @ 1.2 times rated Torque = 143.6 V

Required duty ratio δ = 143.6/230 = 0.624

Example-2: A DC separately excited motor with an armature resistance of 0.08

Ω is powered by a chopper from a power source of 450V DC. The armature and
field currents are 275 A and 3 A respectively. The armature current is continuous
and ripple free. Back EMF constant of the motor is Kt = 1.527 V/A.rad/sec. If the
duty ratio of the converter is 65% determine:

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(i) Input power from the DC source (ii) Speed of the motor and Torque

Solution: Given Data: Es = 450 V, Ia = 275A, If = 3A, Ra = 0.08 Ω, δ = 0.65, Kt=

1.527 V/A.rad/sec

(i) Input power is given by the product of the duty ratio, supply voltage
armature current.

Thus IP Power = δ x Es x Ia = 0.65 x 450 x 275 = 80.43 kW

(ii) To find out the speed and the torque we must first be clear of the units of the
given motor constant.

We know that motor back EMF and Torque are given by the formulae:

(1) Eb = Kaφω and (2) T= KaφIa where the units of Ka are (1) Vots/Web.Rad/sec
or (2) N-m/ Web.Amp.

But here the units are given as V/A.rad/sec. i.e. Assuming the field magnetization
to be linear, constant Kf in the relation φ = Kf.If is combined with Ka in the above
relations for Back EMF and Torque thus making them: Eb = Ka Kf If ω and T= Ka Kf
If Ia or Eb = Kaf If ω and T= Kaf If Ia where Kaf is the combined constant of motor
including field magnetization and its units are given by:

In case of Back EMF: V/A.rad/sec where A (Amperes) refers to the field current
and

In case of Torque : V/A.A where first ‘A’ refers to the field current and second
‘A’ refers to the armature current.

In this problem from the units of the given constant Kt we have to take it as
the combined constant Kaf of the motor including field magnetization.

Now we can directly find out the torque by using the equation: T= KtIf Ia where
Kt is nothing but Kaf as explained above and T = 1.527 x 3 x 275 = 1259.7 N-m

To find out the speed we have to find out the back EMF corresponding to the
applied armature voltage with a duty ratio of 0.65 using the standard relation
Ea = δ Es = Eb + Ia Ra form which we get : Eb = δ Es – Ia Ra = 0.65 x 450 – 275 x 0.08
= 292.5 – 22 = 270.5 V

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 Unit-3: Control of DC Motors by Choppers

Now from the relation Eb = Kaf If ω we get ω = Eb / Kaf If = 270.5/ (1.527 x 3) =

59.04 Rad/sec and Speed in RPM = (59.04 /2π) 60 = 564 RPM

Example-3: A DC separately excited motor with an armature resistance of 2 Ω

is powered by a chopper from a power source of 220V DC. The chopper is
working with an ON time of 15 msec and OFF time of 10 msec. The motor
constant Km = 0.4 V/Rad/sec. Assuming continuous current conduction calculate
the average motor current for a speed of 1400 RPM.

Solution: Given Data: Es = 220 V, Ra = 2 Ω , Km= 0.4 V/Rad/sec, tON = 15 mses , tOFF
= 10 mses

From the given units of the motor constant and the standard back EMF relation
Eb = Ka.Φ.ω we can easily see that it is normal motor constant Ka combined with
a constant flux φ resulting in a simpler relation Eb = Km ω where Km = Ka.Φ = 0.4
V/Rad/sec

To calculate Ia we have to use the standard DC motor relation: Ea = Eb + Ia Ra

We know Ra . We have to find out Ea & Eb then we can find out Ia

Ea = δ. Es where Es = 220 V and δ = tON /Total Period T = tON / (tON + tOFF) =

15/(15+10)= 15/25=0.6

Thus Ea = 0.6 x 220 = 132 V

Eb = Speed in Rad/sec (Speed in RPM x 2π/60) x Km = 146.5 x 0.4 = 58.6 V

From the basic DC motor relation we get Ia = (Ea- Eb)/ Ra = (132 – 58.6)/2 = 73.4/2
= 36.7 A

Example-4: A separately excited DC motor with an armature resistance of 0.01

Ω works on a DC supply of 220 V. It draws an armature current of 100A and its
rated speed is 1000 RPM. It is fed from a chopper controller for its motoring and
braking operations. Assuming continuous conduction

(i) Calculate the duty ratio of chopper at rated torque with a speed of 500RPM
during motoring (ii) Calculate the duty ratio of chopper at rated torque with a
speed of 500RPM during braking

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Solution: Given Data: Ea = 220 V, Ia = 100A, N = 1000 RPM, Ra = 0.01 Ω

Motoring operation Governing equation is: Ea = Eb + Ia x Ra i.e. 220 = Eb + 100 x

0.01

From which we get Eb at rated 1000 RPM = 220 -100 x 0.01 = 220-1 = 219 V

Eb at 500 RPM = (500/1000) x 219 = 109.5 V

(i) Required terminal voltage during braking is given by Ea = Eb@500RPM + Ia x Ra

= 109.5 + 100 x0.01 = 110.5 V

From which we get; Required duty ratio δ = 110.5/220 = 0.5

(i) Required terminal voltage Ea during braking is given by Ea = Eb@500RPM - Ia x Ra

= 109.5 -100 x0.01 = 108.5 V

From which we get : Required duty ratio δ = 108.5/220 = 0.493

Example-5: A separately excited DC motor is controlled by an ideal step down

chopper with an ideal voltage source of 230 V. Motor armature resistance Ra =
1.5 Ω, La = 1mH, motor back emf constant = 0.05 volts/rpm. The motor drives a
load with constant Torque drawing an average current of Ia = 15 A. Obtain (i)The
range of speed control (ii) Corresponding range of duty ratio.

Solution:

Minimum speed /corresponding duty ratio of motor: Here we have to start with
minimum speed as zero and find out the corresponding δ. To find out the
required δ we have to find out the required Ea taking Eb as zero corresponding
to zero speed.

i.e. Ea = Eb + Ia Ra = 0 + 15x 1.5 (Since Torque is constant and corresponding Ia

= 15 ) = 22.5 V = δ x 230 from which we have δ = 22.5 /230 = 0.097

For finding out maximum speed and the corresponding maximum duty ratio δ:
the procedure is different. Here we have to start with maximum δ as 1 and then
find out the maximum speed.

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 Unit-3: Control of DC Motors by Choppers

With δ as 1 we have Es = 1 x 230 = 230 V = Eb + Ia Ra = Eb + 15 x 1.5 from which

we get : Eb = 230 – 22.5 = 207.5 V

Now maximum speed can be obtained using the relation Eb = N x K (where N is

in RPM and motor back emf constant K is = 0.05 Volts /RPM and Eb = 207.5
Volts) from which we get

207.5 = Nmax x 0.05 and thus Nmax = 207.5/ 0.05 = 4150 RPM.

Thus, to get a Speed range of 0 to a maximum of 4150 RPM the required δ

range is: 0.097 to 1.0

Example-6: A DC shunt motor draws a current of 50 A on a DC supply of 440 V

and runs at 1000 RPM. It has an armature resistance of 0.5 Ω & field resistance
of 100 Ω and is connected to a load having a constant torque. Its armature is
controlled by a Chopper with an ON period of 2ms in the speed range of 400-
800 RPM. The field current is held constant from a separate DC supply of 440V.
Determine the range of frequencies of the chopper to get the required speed
range.
Solution: Given Data: ES = 440 V, IA = 50 A, Speed N = 1000 RPM, RA = 0.5 Ω
RF = 100 Ω

Range of speed required = 400 to 800 RPM tON = 2 ms

It is to be noted here that since the chopper is operated at a constant ON period

of 2 ms, to get a variable duty ratio δ, we have to vary the chopper frequency f.

The first step is to find out the back emf Eb of the motor at the rated speed of
1000 RPM when it is running with full supply voltage of 440 V

Back EMF Eb at rated speed of 1000 RPM = ES - IA RA = 440 – 50 x 0.5 = 415 V

The next step is from this value of Eb we can find out the back emfs corresponding
to the two speeds and from them, the required armature

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voltages, then the required duty ratios and then finally the required chopper
frequencies.

To find out chopping frequency for lower end of speed i.e. 400 RPM:

Back EMF Eb at lower end speed of 400 RPM = 415 x 400 /1000 = 166 V

The required armature supply voltage for this speed ES = Eb + IA RA = 166 + 50 x

0.5 =191 V

(Current is taken here as the rated current of 50 A since the load torque is given
to be constant)

Hence δ x 440 = 191 V from which we get δ = 191 /440 = 0.434

-3
But δ = tON / Chopping period = 2 x 10 x Chopping frequency ‘f ‘

(Since Chopping frequency = 1/Chopping period T)

Hence chopping frequency ‘f’ required to get 400 RPM = δ / (2 x 10 -3)

= 0.434/ (2 x 10 -3) = 0.117 x 10 3 = 117 Hz

To find out chopping frequency for upper end of speed i.e. 800 RPM:

Back EMF Eb at upper end speed of 800 RPM = 415 x 800 /1000 = 332 V

The required armature supply voltage for this speed ES = Eb + IA RA = 332+ 50 x

0.5 =357 V

Hence δ x 440 = 357V from which we get δ = 357 /440 = 0.811

But δ = tON / Chopping period = 2 x 10 -3 x Chopping frequency ‘f ‘

Hence we get chopping frequency ‘f’ required to get 800 RPM = δ / 2 x 10 -3

= 0.811/ (2 x 10 -3) = 0.4055 x 10 3 = 405.5 Hz

Hence the Range of chopping frequencies is 117 Hz to 405.5 Hz to get a range

of speeds from 400 to 800 RPM

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 Unit-3: Control of DC Motors by Choppers

(It is to be noted that sometimes all the given data in the problem may not be
required to get the required solution. For e.g.in this problem field voltage and
field resistance are not required to get the required solution.)

Example-7: A 230 V, 500 RPM, 4.1A, DC 1 HP motor has an armature resistance

of 7.56 Ω and inductance of 55.0 mH. Its armature is controlled by a class A
Chopper with a 240 V DC source. The field current is held constant at a value
that gives rated operation on 230V DC at a chopping frequency of 50 Hz. The
minimum load torque is 5 N-m. Determine the value of tON for the minimum load
Torque of 5 N-m at rated speed of 500 RPM
Solution: Given Data: Es = 240 V, Ea = 230, Ia = 4.1 A, Ra = 7.56 Ω , Output Power
= 1 HP = 746 watts, Rated speed = 500 RPM

From Rated speed in RPM we get rated speed in Rad/sec as:

2𝜋𝑁 2𝜋.500
ω= = = 52.36 Rad/sec
60 60

Then let us get the back e.m.f at the rated speed as: Eb = Ea – IaRa = 230 – 4.1
x 7.56 = 199 Volts

We know that Eb = Kaφω from which we get the motor constant Kaφ as:

Kaφ = Eb / ω = 199/52.36 = 3.801 Volts /Rad/sec or N-m/Amp

(Here we have considered the motor constant as Kaφ instead of just Ka i.e.
including φ since we are have data as constant field current and constant flux φ)

To find out tON we have to follow the following sequence:

1.) From the given data first find out the mechanical torque losses as below:

Armature Input Power = EaIa = 230 x 4.1 = 943 watts

Actual output power is given as (or shaft power) = 1 HP = 746 watts

Armature Copper losses = Ia2Ra = (4.1)2 x 7.56 = 127 watts

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Mechanical rotational power losses = Armature Input Power – (Actual Motor

output power + Armature Copper losses)

= 943 – (746 + 127) = 70 Watts

Hence we have @500 RPM rotational torque loss = τloss = (Rotational power
loss @500RPM / ω ) = 70 /52.36 = 1.337 N-m

2.) Now we can find out tON as below :

For minimum load torque @500 RPM the average internal torque developed
by the motor: τd = τmin + rotational torque loss = 5+1.337 = 6.337 N-m

We know that the torque developed by the motor is given by τd = Kaφ. Ia from
which we have : Ia = τd/ Kaφ = 6.337/ 3.801 = 1.667 Amp (corresponding to the
minimum torque)

Hence the required armature voltage Ea = Eb @500rpm +Ia Ra = 199 + 1.667 x 7.56 =
211.6 V

We know that on time tON is given by tON = (Ea / Es) x T

Where

Ea = Required armature voltage = 211.6 V

Es = Supply DC voltage = 240 V

T = Time period (corresponding to a chopping frequency of 50 Hz) = 1/50 sec

From which we have tON = (211.6/240) x (1/50) = 1.763 x10-3 Sec = 1.763 m
Sec

(It is to be noted that sometimes all the given data in the problem may not be
required to get the required solution. For e.g. in this problem armature
inductance is not required to get the required solution.)

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

UNIT-IV
SYLLABUS/CONTENTS:

Part -1: CONTROL OF INDUCTION MOTOR THROUGH STATOR VOLTAGE:

• Review of Basic Induction Motor Concepts

▪ Development of Induced Torque, concept of Rotor slip, Electrical
Frequency on the Rotor
▪ Power and Torque in Induction Motor
▪ Losses and Power flow diagram
▪ Derivation of Expressions for Developed Torque, Slip at maximum
Torque ,Maximum Developed Torque, and Starting Torque
• Variable voltage characteristics
• Speed-Torque characteristics
• Control of Induction Motors by AC Voltage Controllers
• Waveforms
• Summary
▪ Important concepts and conclusions
▪ Important formulae and equations
• Illustrative Examples

Part-2: CONTROL OF INDUCTION MOTOR THROUGH STATOR FREQUENCY:

• Variable frequency characteristics

• Variable frequency control of Induction Motors by voltage & current
source inverters and Cycloconverters
• PWM control
• Comparison of VSI and CSI operations
• Speed- Torque characteristics
• Numerical problems on Induction Motor drives
• Closed loop operation of Induction Motor drives( block diagrams only)
• Summary:
• Important concepts and conclusions
• Illustrative Examples

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Review of Basic Induction Motor Concepts:

Principle of operation:

The Development of Induced Torque in an Induction Motor:

• When current flows in the stator, it will produce a magnetic field in stator
such that Bs (stator magnetic field) will rotate at a speed:
nS = 120.fS/P
• Where fs is the system frequency in hertz and P is the number of poles
in the machine. This rotating magnetic field Bs passes over the rotor bars
and induces a voltage in them. The voltage induced in the rotor is given
by:
eind = (v x B) l
• Where v = velocity of the Rotor bars relative to the Stator magnetic field,
B = magnetic flux density vector and l = length of the rotor bar in the
magnetic field.
• Hence there will be a rotor current flow which would be lagging due to
the fact that the rotor is Inductive. And this rotor current will produce a
magnetic field at the rotor, Br. The Interaction between these two
magnetic fields would give rise to an induced torque:
T ind = k.BR X BS
• The torque induced would accelerate the rotor and hence the rotor will
rotate.
• However, there is a finite upper limit to the motor’s speed due to the
following interactive phenomenon:
If the induction motor’s speed increases and reaches synchronous speed
then the rotor bars would be stationary relative to the magnetic field
↓
No induced voltage
↓
No rotor current
↓
No rotor magnetic field
↓
Induced torque = 0
↓
Rotor will slow down due to friction

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Conclusion: An induction motor can thus speed up to such a near synchronous

speed where the induced torque is just able to overcome the load torque but it
can never reach synchronous speed.

The Concept of Rotor Slip:

The induced voltage in the rotor bar is dependent upon the relative speed
between the stator Magnetic field and the rotor. This is termed as slip speed and
is given by:
n slip = n sync -- n m
Where nslip = slip speed of the machine
nsync = speed of the magnetic field (also motor’s synchronous speed)and
nm = mechanical shaft speed of the motor.
Apart from this we can describe this relative motion by using the concept of slip
which is the relative speed expressed on a per-unit or percentage basis. Slip s is
defined as

On percentage basis and is defined as

S= (Nsync—N m ) / Nsync

On per unit basis.

Slip S is also expressed in terms of angular velocity ω ( Rad/Sec) as given

below:

It can be noted that if the motor runs at synchronous speed the slip S =0 and if
the rotor is standstill then the slip S =1. It is possible to express the mechanical
speed of the Rotor in terms of Slip S and synchronous speed nsync as given below:

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Rotor e.m.f., Rotor frequency, Rotor reactance, rotor current and

Power factor at standstill and during operation: (Effect of Slip on
Rotor parameters)

In case of a transformer, the frequency ‘f’ of the induced e.m.f. in the secondary
is same as that of the voltage applied to the primary. But in the case of an
Induction motor it is not same as that of the applied voltage to the stator and
depends on the slip. At start, the speed N = 0, the slip‘s’= 1 and the frequency of
the induced voltage in the rotor is same as that of the voltage applied to the
stator. As the motor picks up speed, the slip becomes smaller and hence the
frequency of the induced e.m.f. in the rotor also becomes lesser. Due to this,
some of the Rotor parameters also get affected. Let us study the effect of slip on
the following parameters. 1. Rotor frequency 2.Magnitude of induced e.m.f. 3.
Rotor reactance 4. Rotor power factor and
5. Rotor current.

Rotor frequency:

The speed of the Stator rotating magnetic field is given by NS = 120.fS/P (1)
where fs is the system frequency in hertz and P is the number of poles in the
machine. At start, the speed N = 0, the slip‘s’= 1 and the rotor which is
stationary has maximum relative motion i.e. same as that of the R.M.F. Hence
the frequency of the induced voltage in the rotor is same as that of the voltage
applied to the stator. As the motor picks up speed the relative speed of the
Rotor with respect to the Stator RMF decreases and becomes equal to slip
speed (NS – N). As we know, the frequency and Magnitude of induced e.m.f in
the rotor depends on the rate of change of cutting flux i.e. relative speed (NS-
N). Hence in running condition the magnitude and frequency of induced
voltage decreases. The rotor is wound for the same number of poles as that of
the Stator i.e. P. If fr is frequency of the Rotor induced e.m.f. in running
condition at slip speed of (NS - N) (when the motor is running at a speed of N)

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

then there exists a fixed relation between slip speed (NS - N), fr and P just as in
the case of stator. So for Rotor we can write: Ns-N =120fr/P ---------- (2)
Dividing equation (2) by (1) we get:
(Ns-N)/Ns = (120fr/P) / (120.fS/P)
But (NS - N) / Ns = Slip‘s’
Hence s = fr/fs or fr = sfs
Thus we can say that the frequency of the Rotor induced e.m.f fr is slip ’s‘ times
the supply frequency fs.
As slip of an induction motor is normally in the range of 0.01 to 0.05 the Rotor
frequency is very small in the running condition.

Rotor Induced e.m.f:

We know that just like the induced frequency, the induced e.m.f is also is
proportional to the relative speed between the Rotor and the stator.
Let E2 = Rotor induced e.m.f when it is standstill i.e. relative speed is Ns
And E2r = Rotor induced e.m.f when it is running i.e. relative speed is Ns – N
So we have E2 𝖺 Ns i.e E2 = k Ns ----- (1)
And E2r 𝖺 Ns – N i.e E2r = k (Ns – N) ---- (2)

Dividing the second equation by first equation we get : E2r / E2 = (Ns – N) / Ns

.
But (Ns – N) / Ns = slip ’s’ . Hence we get finally :
E2r = s E2
i.e. The magnitude of the Rotor e.m.f. in running condition also gets reduced to
slip times the magnitude of the e.m.f. in standstill condition.

Rotor Resistance and Reactance:

Just like the stator, Rotor winding also has its own Resistance and Reactance
and let them be R2 Ω /Ph and X2 Ω /Ph respectively.
We know that Resistance of a coil is independent of frequency while its
Reactance is given by X= 2πfL where L is the Inductance of the coil. Thus
X2 ( @ standstill ) = 2πfsL
and since fr = sfs
X2r ( @ running condition ) = 2πfrL = 2πsfsL = s X2
i.e. X2r = s X2
Thus we can conclude that the Resistance of the Rotor which is independent of
frequency remains the same at both standstill and in running condition while
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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

the reactance which is dependent on the frequency gets reduced to slip times
the Reactance in standstill condition.
Then we have Rotor impedance Z2 per phase as:

Z2 = R2 + j X2 = √ R 22 + X22 Ω /Ph (@standstill )

And Z2r = R2 + j X2r = √ R 22 + (sX2)2 Ω /Ph (@ Running condition)

Rotor power factor:

We know that the power factor of any inductive circuit is given by:
Cos θ = R/Z
Using the above values of Resistance and impedance of the Rotor in both
standstill and running conditions in this relation for p.f we get:

Cos θ = R2/Z2 = R2/√ R2 2 + X2 2 Ω /Ph (@standstill) and

Cos θ r= R2/Z2r = R2/√ R22 + (sX2)2 (@ Running condition)

The corresponding impedance triangles for both standstill and running

conditions are shown in the figures (a) and (b) below.

Fig: Impedance triangles (a) at standstill (b) while running

Note: As Rotor circuit is inductive the p.f is always lagging.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Rotor current:

The rotor currents (per phase) in both cases are given by (using the basic
relation I = E/Z ) :

I2 = E2 / Z2 = E2 / √ R 22 + j X 22 (@standstill)
and
I2r = E2r / Z2r = E2r / √ R 22 + j X2r2 = s E2 / √ R 22 + (sX2)2 (@ Running condition)

Note: (θ2r is the phase angle between the Rotor voltage E2r and Rotor current I2r
which decides the power factor while the motor is running )

The corresponding Rotor equivalent circuits for both standstill and running
conditions are shown in the figures (a) and (b) below.

Fig: Rotor equivalent circuit (a) At standstill (b) while running

Rotor power input, Rotor copper loss and mechanical power

developed and their interrelation:
An induction motor can be basically described as a rotating transformer. Its input
is a 3 phase system of voltages and currents. For an ordinary transformer, the
output is electric power from the secondary windings. The secondary windings
in an induction motor (the rotor) are shorted and so no electrical output exists
from normal induction motors. Instead, the output power is mechanical. The
power flow diagram given below shows how the Input Electrical power given to
the Induction Motor stator gets converted into Mechanical power at the Rotor
end and what are the losses taking place in between.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Fig: Power flow diagram of an Induction motor.

The input power to an induction motor Pin is in the form of 3-phase electric
voltages and currents and is given by:
PIN = √ 3 VLIL Cos θ
where VL , IL are line values of voltage & current and cos θ is motor power factor.
The first losses encountered in the machine are I2R losses in the stator windings
(the stator copper loss PSCL). Then, some amount of power is lost as hysteresis
and eddy currents in the stator (Pcore). The power remaining at this point is
transferred to the rotor of the machine across the air gap between the stator
and rotor. This power is called the air gap power PAG of the machine.i.e.
PAG = PIN – (PSCL + Pcore) = Tind.ωs
After the power is transferred to the rotor, some of it is lost as I2R losses (the
rotor copper loss PRCL), and the rest is converted from electrical to mechanical
form (PCONV).i.e.
PCONV = PAG- PRCL = Tind.ωm
When this mechanical power is delivered to the load through the rotor shaft
again some more power is lost as mechanical losses known as friction and
windage losses PF&W and then again some unaccounted losses known as stray
losses PMISC . Finally the remaining power is the net output power delivered by
the Motor to the load as POUT. i.e.

POUT = PM – (PF&W + PMISC) = Tload .ωm

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

This total power flow along with the losses in between is shown the diagram
above.

The core losses do not occur in the stator side alone as shown in the figure
above. The core losses of an induction motor come partially from the stator
circuit and partially from the rotor circuit. Since an induction motor normally
operates at a speed near synchronous speed, the relative motion of the
magnetic fields over the rotor surface is quite slow, and the rotor core losses are
very tiny compared to the stator core losses. Since the largest fraction of the
core losses come from the stator circuit, all the core losses are lumped together
and shown as if they are occurring at the stator end. The higher the speed of an
induction motor, the higher the friction, windage, and stray losses. On the other
hand, the higher the speed of the motor (up to nsync), the lower itscore losses.
Therefore, these three categories of losses are sometimes lumped together and
called as rotational losses. The total rotational losses of a motor are often
considered to be constant with changing speed, since the component losses
change in opposite directions with a change in speed as explained.

Torque equation – expressions for maximum torque and starting

torque:
Torque equation: The torque developed in an Induction motor depends on the
following factors.

1. The stator magnetic field φ which induces e.m.f. in the rotor.

2. The magnitude of the Rotor current I2r in running condition.

3. The power factor ‘Cos Ɵ2r‘of the Rotor circuit in running condition.

Thus the expression for Torque can be given as: T 𝖺 φ .I2r .Cos Ɵ2r---------- (1)

We know that the flux φ produced by the stator is proportional to the voltage
applied to the stator E1. And similarly the Stator and Rotor voltages E1 and E2 are
related to each other by a ratio of their effective number of turns ‘K ‘.

i.e. φ 𝖺 E1 and E1 / E2 = K and so effectively φ 𝖺 E2 ----- (2)

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

We have earlier obtained expressions for the Rotor current and Rotor power
factor as:

I2R = E2r / Z2r = s E2 / √ R2 2 + (sX2)2 (@ Running condition ) ----- (3)

Cos Ɵ2R = R2 / Z2r = R2 / √2R 2 + (sX2)2 (@ Running condition) ----------- (4)

Using the above equations at (2),(3) and (4) in equation (1 ) we get :

T 𝖺 [s E 2 R / R 2 + (sX )2]
2 2 2 2
2
T = k [s E2 R2/ R22 + (sX2)2]

Where ‘k’ is the constant of proportionality and can be shown that k = 3/2πns
where ns = synchronous speed in r.p.s. = Ns/60 (Ns= Synchronous speed in RPM).
Substituting this value of the constant ‘k’ in the above expression for Torque we
get finally

T = (3/2πns) [s E2 2 R2/ R 22 + (sX2)2] N-m

So, Torques at any load condition can be obtained if Slip‘s’ at that load and
Standstill Motor parameters are known.

Starting Torque: Is the torque at the time of start in an induction motor and can
be obtained by substituting the corresponding value of slip’s’. At the time of
starting the speed N= 0 and hence the slip‘s’ = 1. Using this value of‘s’ in the
above equation for Torque we get the starting torque as:

Tst = (3/2πns) [E2 2 R2/ R 22 + X 22] N-m

Maximum torque: Condition for maximum Torque:

As can be seen from the above Torque equation, the torque depends only on
the slip with which the motor is running since all the other parameters are
constant. Supply voltage to the stator is usually rated and hence constant and
the turn’s ratio between Stator and Rotor is also constant. Hence E2 is constant.
Similarly R2, X2 and ns are constants in an Induction motor. So to find out the
maximum torque we have to find out at what slip maximum torque occurs.
Hence, mathematically we can write the condition for maximum Torque as
dT/ds = 0

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

where T = k [s E2 2 R2/ R22 + (sX2)2] . While evaluating the above differential it is

to be noted that in the above expression for Torque all the parameters like E2,R2
and X2 are also constants apart from the constant of proportionality ‘k’ and the
only variable is ‘s’ and this term is present in both numerator and denominator.
Hence we can differentiate the expression for torque using the formula for
differential of a quotient (u/v) after taking out all the constant terms out of the
differential as shown below.
T = (k E2 2 R2 ) [s / R 22 + s2X 22]

Now differentiating the term within the square brackets and equating the
numerator alone to zero we2 get:
s.d/ds [R 2 + s2X 22] – [R 22 + s2X 22]d/ds (s) = 0
i.e. s. [2 sX 2] – [R 2 + s2X 2].1 = 0
2 2
2 2
i.e. 2s X - s X – R 2= 0
2 2

i.e. 22 2 2 2 2
s =R /X
2 2
Or finally s = R2 / X2

So we conclude that the torque is maximum at a slip‘s’ = R2 / X2 or in other

words the slip at maximum torque is given by:

‘sm’ = R2 / X2

Maximum Torque:

Now we can obtain the magnitude of maximum torque T max by substituting

the value of ‘sm’ = R2 / X2 in place of ‘s’ in the general expression for Torque.

T max = k[sm E2 2 R2/ {R 22 + (smX2)2}]

T max = k[(R2 / X2) E2 2 R2/ {R 22 + {(R2 / X2)X2)2}]

Or finally T max = kE 22/2 X 2 N-m

From the above expression for Maximum Torque we can observe the following
important points:

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• It is directly proportional to the Square of the induced e.m.f. E2 in the
Unit-4: Control of Induction Motor through Stator Voltage & Frequency
rotor at stand still.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

• It is inversely proportional to the Rotor Reactance X2 at stand still

• The most interesting fact is: It is not dependent on the Rotor resistance
R2. But the slip or speed at which such a maximum Torque occurs depends
on the value of Rotor resistance R2

Torque slip characteristic:

When an Induction motor is loaded from no load to full load its speed decreases
and slip increases. Due to increased load, motor has to produce higher torque
to satisfy higher load torque demand. The torque ultimately depends on the slip
as we have seen earlier. The behaviour of the motor can be easily analyzed by
looking at the Torque versus slip curve from s=0 to 1. (Instead of Torque versus
Speed Characteristics because we have readily available equations for Torque in
terms of slip’s’. The Torque vs. Slip Characteristics can then be easily translated
to Torque vs. Speed Characteristics since they are complementary to each
other.)

We have already seen that for a constant supply voltage, E2 is also constant. So
we can rewrite the basic Torque equation T 𝖺 [s E 2 R / R 2 + (sX )2]
2 2 2 2

as: T 𝖺 [s R2 / R 22 + (sX )22] .

To study the Torque versus Slip characteristics let us divide the slip range (s = 0
to 1) into three parts and analyze.

The Torque speed characteristic can be divided into three important regions:

1. Low Slip Region:

In this region‘s’ is very small. So, the term (sX2)2 would be small compared to
R 2 and 2
2 hence can be neglected. Thus T 𝖺 s R2 / R . i.e. Torque 2 becomes
directly proportional to slip‘s’. Thus torque increases linearly with increase
in slip’s’ and satisfies the load demand. Thus we can conclude that in this
region.
• The mechanical speed decreases approximately linearly with increased
load
• The motor slip increases approximately linearly with increased load.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

• Induced Torque increases linearly with slip thus satisfying the load
demand.
• Rotor reactance is negligible. So Rotor Power factor is almost unity.
• Rotor current increases linearly with slip.

The entire normal steady state operating range of an Induction motor lies in
this linear low slip region. Thus in normal operation, an induction motor has a
linear speed drooping characteristic.

2. Moderate slip region: In this region:

• Rotor frequency is higher than earlier and hence the Rotor reactance is of
the same order of magnitude as the rotor resistance.
• Rotor current no longer increases as rapidly as earlier and the Power
factor starts dropping.
• The peak torque (Pull out or Break down Torque) occurs at a point where
for an incremental increase in load the increase in the current is exactly
balanced by the decrease in rotor power factor.

3. High slip region: In this region:

Slip is high i.e approaching the value 1. Here it can be assumed that the term
R 2 is very small compared to (sX )2. Hence the expression for Torque becomes
2 2
2
T 𝖺 s R2 / (sX2) i.e T 𝖺 1/ s. So in high slip region Torque is inversely proportional
to slip‘s’. Hence the induced Torque decreases with increase in load torque since
the increase in Rotor current is dominated by the decrease inRotor power factor
where as it should increase to meet the increase in Load demand. So speed
further comes down and Induced Torque still reduces further. So in this process
the motor comes to standstill. i.e. the motor cannot run at any point in the high
slip region. Hence this region is called unstable region .On the other hand the
low slip region where the characteristic is linear is called the stable region.

The maximum Torque which the motor can produce before going into unstable
region occurs at s’ = ‘sm’. Since beyond this torque the motor gets into unstable
region, this maximum Torque is also called as Break down Torque or pullout
Torque. The entire Torque slip characteristics are shown in the figure below.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Fig: Torque-slip Characteristics (Pl change Point ‘C’ as Starting Torque and
Point ‘B’ as Full Load Torque in the above figure )

Torque vs. Speed Characteristics: Are just complimentary to the Torque-slip

Characteristics. The detailed Torque speed characteristics of an a Induction
Motor Showing the Starting, Pull-out and Full-load torques are shown in the
figure below.

Important characteristics of the Induction Motor Torque Speed Curve:

• Induced Torque is zero at synchronous speed.

• The graph is nearly linear between no load and full load (at near
synchronous speeds).In this region the Rotor resistance is much larger
than the Rotor reactance ,and hence the Rotor Current, magnetic field
and the induced torque increases linearly with increasing slip.
• There is a Max. Possible torque that cannot be exceeded which is known
as pull out torque or breakdown torque. This is normally about two to
three times the full load torque.
• The Starting torque is higher than the full load torque and is about 1.5
times. Hence this motor can start with any load that it can handle at full
power.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Fig: Torque speed characteristics of an a Induction Motor Showing the

Starting, Pull-out and Full-load torques

• Torque for a given slip varies as the square of the applied voltage. This
fact is useful in the motor speed control with variation of Stator Voltage.
• If the rotor were driven faster than synchronous speed, then the direction
of the Induced torque would reverse and the motor would work like a
generator converting mechanical power to Electrical power.
• If we reverse the direction of the stator magnetic field, the direction of
the induced torque in the Rotor with respect to the direction of motor
rotation would reverse, would stop the motor rapidly and will try to rotate
the motor in the other direction. Reversing the direction of rotation of the
magnetic field is just phase reversal and this method of Braking is known
Plugging.

Full load Torque: When the load on the motor Torque increases, the slip
increases and thus the Induced torque also increases. The increase in induced
Torque is produced by a corresponding increase in the current drawn from the
supply.

The load which the motor can drive safely depends on the current which the
motor can draw safely. When the current rises, the temperature rises. Hence
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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

the safe limit on the current is dictated by permissible temperature rise. The safe
limit of current is that which when drawn for continuous operation of the
motor produces a temperature rise which is well within the limits. Such a full
load point is shown as point ‘C’ on the plot and the corresponding torque iscalled
the Full load Torques TFL. If the motor is operated beyond this full load
continuously the windings’ insulation is likely to be damaged. But for short
durations of time the motor can be operated beyond the Full load Torque but
up to the limit of Breakdown Torque/Pull out Torque

Speed control of Induction motors - Basic Methods:

Stator side:

1. Stator Voltage control

2. Stator variable frequency control

Rotor side:

• Rotor resistance control

• Slip-energy recovery

Stator voltage control:

• From the expression for the torque developed by an induction motor, we can
see that it is directly proportional to the square of the applied terminal
voltage at a constant value of supply frequency and slip. By varying the
applied voltage, a set of torque-speed curves as shown below can be
obtained. When the applied voltage changes by n times the resulting torque
changes by n2 times.

• If constant torque is required at different voltages, the slip increases with

decreasing voltage to accommodate the required rotor current. But the
power factor deteriorates at low voltages.

• Fig(b) shows the torque- speed curves along with a constant load and varying
load (with speed ).From this it can be seen that speed control is possible only
in a limited range

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Unit-4: Control of Induction Motor through Stator Voltage & Frequency

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Limitations of Stator voltage control:

• The portion of the speed control beyond the maximum torque is unstable
and is not suitable for speed control.
• Normal squirrel cage motors will have low rotor resistance and therefore
will have a large unstable region. Hence speed control is possible only in
a limited band.
• The starting current is also very high for these motors (because of low
rotor resistance). Hence the equipment used for control of these motors
must be able to handle/withstand such large starting currents.
• The power factor also will be poor at large slips.
• Therefore special rotor design with high resistance is required to be able
to take advantage of speed control with stator voltage variation. This
shifts the point of slip for maximum torque to the left and decreases the
unstable region.
• The unstable region can be reduced or even completely eliminated by
properly designing the rotor. This increases the range of speed control
substantially, reduces the starting current and improves the power factor.
• However motors designed with high rotor resistance to achieve higher
speed control range will have higher rotor losses at large slips and will
have to dissipate the resulting large heat in the Rotor itself.
• But slip ring motors allow the insertion of the high resistance externally.
Hence the losses will be dissipated in the external resistors only and Rotor
heating will be avoided.

Method of stator voltage control:

AC voltage controllers can be used for varying the applied input stator voltage.
By controlling the firing angle of the thyristors connected in anti parallel in each
phase the RMS value of the stator voltage applied to each phase can be varied
to get the desired speed control.

Four quadrant operation with plugging is obtained by the use of the circuit
shown in the figure below. Thyristor pairs A,B and C provide operation in
quadrants 1 &4 (as shown by the solid line) . Thyristor pairs A’,B and C’ changes
the phase sequence and thus provide operation in quadrants 2&3( as shown by
the dotted line).

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Precaution:

While changing from one set to another set of thyristor pairs, i.e from ABC to
A’BC’ or vice versa, care should be taken to ensure that the incoming pair is
activated only after the outgoing pair is fully turned off. This is to avoid short
circuiting of the supply by the conducting thyristor pairs. Protection against such
faults can be provided only by the fuse links and not by the current control.

Limitations:

A review of the AC controllers reveals that:

• The output voltage from an AC controller is dependent not only on the delay
angle of the gate firing pulses but also on the periods of current flow which
in turn are dependent on the load power factor. An induction motor will draw
a varying power factor current and this will influence the voltage being
applied to it. Whenever the load current is continuous, the controller will not
have any influence on the circuit conditions at all.

• Control is achieved by distortion of the voltage waveforms and by the

reduction of the current flow periods. Significant amounts of stator and rotor
harmonic currents will flow and eddy currents will be induced in the iron
core. These will cause additional motor heating and alter the motor
performance compared with sinusoidal operation.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

The practical results of these limitations are:

• The motor performance can be predicted only after a full understanding of

the motor, thyristor converter and the load.
• A closed loop speed control based on a tachogenerator speed feedback is
essential to ensure stable performance.
• The system gains most practical application when the load is predictable
and the load torque required at low speeds is relatively low.

Important formulae and equations:

• Synchronous speed of rotating magnetic field : nS = 120.fS/P

• Voltage induced in the rotor : eind = (v x B) l
• Torque induced in the rotor : T ind = k.BR X BS
• slip s on percentage basis:

• Slip s on per unit basis: S= (Nsync—N m ) / Nsync

• The magnitude of the rotor induced voltage ER in terms of the rotor induced
voltage at rotor locked condition ER0 : ER = s.ER0
• The magnitude of the rotor Reactance XR in terms of the rotor Reactance at
rotor locked condition XR0 : XR = s.XR0 (since fr = s.fs and XR= s.2π fsLR)
• The rotor frequency can be expressed as :

fr = (P/120). ( n sync -- n m.)

• Important relationships between Air gap power PAG, converted power Pconv,
Rotor induced Torque T ind ,Rotor copper losses Prcl and the slip s :

T ind = Pconv/ ωm
T ind = PAG/ ωs
Prcl = s.PAG
Pconv = (1-s) PAG

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

• Expressions for Torque considering Rotor circuit only :

Fig: Rotor equivalent circuit (a) At standstill (b) while running

▪ Torque developed by the motor Td: Td = k [s E2 2 R2/ R 22+ (sX2)2]

(Where constant K = 3/2πNs = 3/ωs)
▪ Slip at maximum Torque S m: ‘sm’ = R2 / X2
▪ Maximum developed torque Tmax: T max = kE 22/2 X2
▪ Starting Torque Tst : Tst = k [E2 2 R2/ R22 + X 22]

• Torque–Speed relations using an Equivalent circuit with both Stator

and Rotor circuit parameters.

Fig: Simplified Per-phase equivalent circuit of an Induction Motor with both

Stator and Rotor circuit parameters

o Torque developed by the motor Td:

o Slip at maximum Torque S maxT:

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

o Maximum developed torque Tmax:

o Starting orque Tst :

Illustrative Examples:
Example-1: A 3 kW, 400 V, 50 Hz, 4 pole, 1400 RPM, delta connected induction
motor has the following parameters referred to stator. R1 = 2.5 Ω; R2 = 4.5 Ω;
X1 = X2 = 6 Ω. Speed control is achieved by Stator Voltage Control. When driving
a fan load, the motor runs at rated speed and rated voltage. Calculate the
voltage to be applied to the motor to run at 1300 RPM.

Solution: Given data: VL = 400 V, f = 50 Hz,P =4, Nr = 1400 RPM

R1 = 2.5 Ω; R2 = 4.5 Ω; X1 = X2 = 6 Ω

Since the motor is delta connected VL = 400 V = Vph

We know that the motor synchronous speed is given by Ns = 120 f/P

= 120 x 50 /4 = 1500RPM

Hence ωs = 1500 x2π /60 = 157 Rad/sec

Slip at the rated speed of 1400 RPM is given by s = (1500-1400)/1500 = 0.0667

Induction motor’s simplified equivalent circuit taking into account both stator
and rotor circuit parameters (referred to stator) is shown below.

Fig: Induction motor Equivalent circuit with both Stator and Rotor circuits

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

From the equivalent circuit, the rotor current I2 can be shown to be:

I2 = Vph / [ (R1+R2/s)2 + (X1+X2)2 ]1/2

Substituting the values from the given data we get:

I2 = 400 / [ (2.5+4.5/0.0667)2 + (6+6)2 ]1/2 = 400/70.98 = 5.634 A

We know that the torque developed Td by an Induction motor is given by:

Td = (3/ωs). I22. (R2/s) N-m

= (3/157). (5.634)2. (4.5/0.0667) = 40.92 N-m

[Here it may be noted that the torque developed at the rated speed was found
out by first calculating the motor current using two separate formulae for current
and torque. It could have been found out directly also by using the formula

Td@slip ‘s’ = (3/ ωs).[V2ph / {(R1+R2/s)2 + (X1+X2)2}].(R2/s)

We know that with a fan type of load, the load torque TL 𝖺 ωr 2 and Td = TL at
steady state.

From which we have Td 𝖺 ωr2 or Td 𝖺 *ωs (1-s)]2 i.e Td = Ks .ω 2 (1-s)2 = K (1-s)2

s

(Where K is the final constant including ωs2 which is also a constant since ωs, the
synchronous speed is constant)

We have the value of Td at the rated speed of 1400 RPM (i.e. @a slip of 0.0667)
and using that in the above relation Td = K (1-s)2 we can find the value of the
constant K. Then using that value of K we can use the same relation and find out
the developed Torque at the required speed of 1300 RPM [i.e. @a slip of (1500-
1300/1500)= 0.133]

Thus: 40.92 = K(1-0.0667)2 from which we get K = 46.97

And TL @1300RPM = K (1-s@ 1300 RPM )2 = 46.97 x (1-0.133)2 = 35.28 N-m

And we know that this is the steady state torque developed by the motor @1300
RPM which is also given by:

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Td@1300 RPM = (3/ ωs).[V2ph / {(R1+R2/s)2 + (X1+X2)2}].(R2/s)

Where Vph is the required phase voltage for running the motor at 1300 RPM,‘s’
is the corresponding slip at 1300 RPM and all other parameters are already
known. Substituting these values we get:

35.28 = (3/157).[V2ph / {(2.5 + 4.5/0.133)2 + (6 + 6)2}].(4.5/0.133)

35.28 = 0.0191 x [V2ph/ 1464.2] x 33.834 from which we get

V2ph= (35.28 x 1464.2)/( 0.0191 x 33.834) = 79,936 and V2 ph= 282.72 V

Thus finally Vph = 282.72 V is the voltage/phase to be applied to the stator

windings to get a speed of 1300 RPM.

Example-2: A 440 V, 3φ, 50 Hz, 6 pole, 945 RPM, delta connected induction
motor has the following parameters referred to stator side.R1 = 2.0 Ω; R2 = 2.0
Ω; X1 = 3 Ω, X2 = 4 Ω. Motor speed is controlled by stator Voltage Control. When
driving a fan load, the motor runs at rated speed with rated voltage. To run the
motor at 800 RPM calculate (a) torque developed by the motor (b) the voltage
to be applied to the motor and (c) the corresponding current drawn.

Solution: Given data: VL = 440 V [, f = 50 Hz,P =6, Nr = 945RPM

R1 = 2.0 Ω; R2 = 2.0 Ω; X1 = 3 Ω, X2 = 4 Ω.

Since the motor is delta connected VL = 400 V = Vph

We know that the motor synchronous speed is given by Ns = 120 f/P = 120 x 50
/6 = 1000RPM

Hence ωs = 1000 x2π /60 = 104.67 Rad/sec

Slip at the rated speed of 945 RPM is given by s = (1000-945)/1000 = 0.055

(Refer the previous Simplified equivalent circuit of an Induction motor

considering both Stator and Rotor circuits)

(a) Torque developed to run the motor at 800 RPM:

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

To find the torque developed to run the motor at 800 RPM first we have to find
the torque developed at the rated speed.

From the above equivalent circuit, we know that the torque developed by the
motor at rated speed is given by : (here we are finding directly by using the
formula for Td@rated speed)

Td@rated speed = (3/ ωs).[V2 p/h {(R1+R2/s)2 + (X1+X2)2}].(R2/s rated speed )

Substituting the values from the given data we get:

Td@ 945 RPM = (3/ 104.67)[4402 / {(2 + 2/0.055)2 + (3 + 4)2}](2/0.055)

= (3/ 104.67)[4402 / {(2 + 2/0.055)2 + (3 + 4)2}](2/0.055)

= (3 x4402 x 2)/ [104.67 x {(2 + 36.36)2 + (3 + 4)2} x0.055)]

= (3 x4402 x 2)/ [104.67 x 1520.48 x 0.055)] = 132.7 N-m

Td@ 945 RPM = 132.7 N-m

We know that with a fan type of load, the load torque TL 𝖺 ω 2r and T d= T at
L
steady state.

From which we have Td 𝖺 ωr2 or Td 𝖺 *ωs (1-s)]2 i.e Td = Ks .ωs2 (1-s)2 = K (1-
s)2

(Where K is the final constant including ω s2 which is also a constant since ω s

,the synchronous speed is constant)

We have the value of Td at the rated speed of 945 RPM (i.e. @a slip of 0.055) and
using that in the above relation Td = K (1-s)2 we can find out the value of the
constant K. Then using that value of K we can use the same relation and find out
the developed Torque at the required speed of 800 RPM [i.e. @a slip of (1000-
800/1000)= 0.2]

Thus: 132.7 = K (1-0.055)2 from which we get K = 148.6

And TL @800RPM = K (1-s@ 800 RPM )2 = 148.6 x (1-0.2)2 = 95.1 N-m

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

And we know that this is the steady state torque developed by the motor @800
RPM and hence:

Torque developed by the motor @800 RPM = 95.1 N-m

(b) Voltage to be applied to the stator to run the motor at 800 RPM:

From the above equivalent circuit we know that the per phase voltage Vph to be
applied to the stator in terms of the steady state torque developed by the motor
@800 RPM is given by:

Td@800 RPM = (3/ ωs).[V2ph / {(R1+R2/s)2 + (X1+X2)2}].(R2/s@800 RPM)

where ‘s’ is the corresponding slip at 800 RPM and all other parameters are
already known. Substituting these values we get:

95.1 = (3/ 104.67)[ V2ph / {(2 + 2/0.2)2 + (3 + 4)2}](2/0.2)

95.1 = (3/ 104.67)[ 10V2ph / (144 + 49)]

From which V2ph = 95.1 x 104.67 x193/30 = 64056.5

And thus finally Vph =√ 64056.5 = 253.09 V is the voltage/phase to be applied to

the stator windings to get a speed of 800 RPM.

(c) Current drawn by the motor to run the motor at 800 RPM:

From the above equivalent circuit we also know that the Torque developed,
current drawn and the slip at any speed are related by:

Td = (3/ ωs).I2 2. (R2/s) i.e. I2 2 = Td .ωs. s /3R2

Substituting the values we have for the RHS expression we get

I22 = 95.1 x 104.67 x 0.2 / 3 x 2 = 331.8039 and I 2= √ 331.8039 = 18.21 A

But since the motor is delta wound the input current is to be taken as line
current and hence:

I2L = √3 x I2 = √3 x 18.21 = 31.54 A

Current drawn by the motor to run at 800 RPM = 31.54 A
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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

UNIT- IV Part 2

CONTROL OF INDUCTION MOTOR THROUGH STATOR FREQUENCY:

Variable frequency control:

Speed control By Change of frequency:

The synchronous speed is given by NS = 120 f /P. Thus by controlling the supply
frequency smoothly, the synchronous speed can be controlled over a wide
speed range. But form the basic transformer voltage equation we have the
expression for the air gap flux:

V = [4.44 K1 Φ Tphf] from which Φ= [1/ 4.44 K1 Tph] (V/f)

Where K1 = Stator winding constant , Tph1 = Stator turns /phase,

V =Supply voltage and f = Supply frequency

From the above expression it can be seen that if the frequency is reduced the
flux will increase which results in saturation of the stator and rotor magnetic
cores. This saturation in turn results in increase in magnetization current (no
load current) which is undesirable. Hence it is required to maintain the air gap
flux constant when supply frequency is changed. From the above expression for
flux Φ we can see that this can be achieved by changing the Voltage also
correspondingly so as to maintain a constant V/f ratio. Hence with V/f control
method which ensures constant flux Φ, we can get smooth speed control.

Such a constant V/f with both variable voltage and frequency can be obtained
using a electronic converter and an inverter as shown in the figure below.

Figure: Electronic V/f control scheme

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

The converter converts the normal input power supply into DC. The inverter
then converts the DC supply into a variable frequency supply as per the speed
required but maintaining a constant V/f. If f1 is the nominal frequency, then the
figure below shows the Torque – slip characteristics with frequency f5< f4< f3<
f2< f1

Figure: Torque – Speed Characteristics with variable f and constant V/f

Control of Induction Motors by Voltage Source Inverters:

An Inverter belongs to the VSI category if looking from the load side the AC
terminals of the Inverter function as a Voltage Source. A voltage source has very
low internal Impedance and the terminal voltage remains substantially constant
with variations in load. Hence it is suitable for both single motor and multi motor
drives. Any short circuit across its terminals causes current to rise very fast due
to low internal impedance. The fault current cannot be regulated by current
control and must be cleared by fast acting fuse links.

In a Voltage source Inverter the DC source is connected to the Inverter through

a series Inductor LS and a parallel capacitor C. The capacitance of C is sufficiently
large that the Voltage would almost be constant. The output voltage waveform
would be roughly a square wave since voltage is constant

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

and the output current waveform would be approximately triangular. Voltage

variations will be small but current can vary widely with variations in load.

The figure below shows the circuit diagram of a VSI employing transistors. Any
other self commutating device can also be used instead of transistors. Generally
MOSFETs are used in low voltage and low power inverters. IGBTs and power
transistors are used up to medium power levels. GTOs and IGCTs (Insulated Gate
Commutated Thyristors) are used for high power levels.

Fig: Circuit Diagram of a Transistor based Three Phase Voltage Source

Inverter

VSI can be operated as a stepped wave Inverter or a PWM Inverter. When

operated as a stepped wave Inverter, transistors are switched in the sequence
of their numbers with a time difference of T/6 and each transistor is kept ON for
a period of T/2.The resultant line voltage is shown in the figure (b) below.
Frequency of operation is varied by varying the time period T and the output
voltage of the inverter is varied by varying the DC input voltage.

The limitations of low frequency operation in Stepped wave Inverter can be

eliminated in a PWM inverter by obtaining voltage control in the inverter itself.
The inverter is supplied with a constant DC voltage and the inverter is controlled
so that the average voltage is variable. In this method the operation of the
inverter can be extended up to zero frequency as the commutation is effective
at all frequencies.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Fig: Stepped wave and PWM Inverter waveforms

In PWM the output voltage is no longer a square wave but a pulsed wave. This
method results in a pure sinusoidal output if sinusoidal modulation is used. The
output voltage waveform is shown in the figure (c) below.

The speed of an induction motor can be controlled using a DC or an AC source

and four typical schemes of VSIs are shown and explained below with the figure
shown below.

(a) The controlled rectifier varies the DC voltage to the inverter at the same time
as the inverter output frequency is varied. The section between the DC source
and the Inverter is known as the DC link and it includes a series Inductance and
large capacitance which smoothes the DC voltage to an almost constant value,
EDC. In this if the inverter is a six step Inverter the motor voltage is controlled by
adjusting the DC link voltage.

(b) The above system cannot regenerate since current flow cannot be reversed.
If regeneration is required it can be obtained by replacing the phase controlled
rectifier with a Dual Converter as shown in figure (b).

(c) A system in which the DC link voltage is constant is shown figure (c). In this
scheme the Inverter is a PWM based system and it varies both the voltage and
the frequency.

(d) In the fourth scheme the variation of voltage is obtained by a chopper. Due
to the chopper the harmonic injection into the AC supply is reduced. This
scheme is a combination that is used when a high frequency output is required
and hence a PWM inverter is not possible.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Fig: Schemes for Induction Motor speed control by VSIs

Control of Induction Motors by Current Source Inverter:

An Inverter belongs to the CSI category if looking from the load side the AC
terminals of the Inverter function as a Current Source. A current source has large
internal Impedance and hence the terminal voltage of a CSI changes
substantially with change in load. If used in a multi motor drive a change in load
would affect the other motor drives and hence a CSI is not suitable for multi
motor drives. But since the inverter current is independent of load impedance it
has inherent protection against short circuits across its terminals.

In a Current Source Inverter the DC source is connected to the Inverter through

a large series Inductor LS which would limit the current to be almost constant.
The output current waveform would roughly be a square wave since current is
constant and the output voltage would be approximately triangular. It is easy

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

to limit the over current conditions in this system but the output voltage can
swing widely in response to changes in load conditions.

A thyristor based Current Source Inverter (CSI) is shown in the figure (a) below.
This is a stepped wave inverter whose operation is already explained. Diodes D1-
D6 and capacitors C1-C6 provide commutation of thyristors T1-T6 which are
fired with a phase difference of 60 ° in sequence of their numbers. Figure
(b) below shows the nature of output current waveforms. The inverter behaves
as a current source inverter due to the presence of the large Inductor in the DC
link.

Fig: (a) Circuit diagram of a Current Source Inverter (b) Current waveform

The fundamental component of motor phase current from figure (b) is given by
Is = (√6/π).Id
For a given speed, torque is controlled by varying the DC link current Id by
changing the value of Vd. Hence when supply is AC, a controlled rectifier is
connected between the supply and Inverter. When the supply is DC a chopper is
connected between the supply and Inverter as shown in the figure (b) below.
The maximum value of DC output voltage of the fully controlled rectifier and
chopper are chosen such that the motor terminal voltage saturates at rated
value.

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Fig: Different configurations of CSI Induction motor drives.

Comparison of VSIs with CSIs:

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

• The major advantage of CSI is its reliability. In case of VSIs a commutation

failure would cause the switching devices in the same leg to conduct
simultaneously. This causes a shorting of the source voltage and hence
the current through the devices would rise to very high levels. Expensive
high speed semiconductor fuses are required to be used to protect the
devices.
• In case of CSIs simultaneous conduction of two devices in the same leg
will not lead to sudden rise of current due to the presence of the large
Inductance. This allows time for commutation to take place and normal
operation will get restored in the subsequent cycles. Further less
expensive HRC fuses are good enough for protection of thyristors.
• As seen in the CSI current waveforms, the motor current rise and fall are
very fast. Such a fast rise and fall of current through the motor leakage
Inductance of the motor produces large voltage spikes. Therefore a motor
with low leakage reactance is used. Even then voltage spikes could be
large. The commutation capacitors C1-C6 reduce the voltage spikes to
some extent by limiting the rise and fall of current. But large values of
capacitors are required to substantially reduce the voltagespikes. Large
values of commutation capacitors have the advantage that cheap
converter grade thyristors can be used but then they reduce the
frequency range of the inverter and hence the speed range of the drive.
• Further, due to large values of Inductors and capacitors, the CSI drive is
expensive and will have more weight and volume.

Cycloconverter:
Cycloconverter is a device for directly converting AC power at one frequency to
AC power at another frequency. The input to cycloconverter is a three phase
source which consists of three AC voltages equal in magnitude and phase shifted
from each other by 120°. The output is the desired frequency at the required
voltage and power level.

As we know, in a three phase full converter the mean output DC voltage is

maximum with a firing angle of 0° and is zero with a firing angle of 90° and is
negative maximum with a firing angle of 180°. In between it varies from
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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Fig: Fabricated and mean output voltage waveform for a single phase
Cycloconverter (half cycle)

Fig: Fabricated and mean output voltage waveform for a single phase
Cycloconverter (full cycle)

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

positive maximum to negative maximum with corresponding firing angle

variation. Cycloconverter makes use of this basic principle and generates its
output voltage by selecting the combination of the three phases which are made
to closely approximate the desired single phase output by varying the firing
angle continuously in accordance with a control signal. The control signal is the
low level frequency of the desired output.

The synthesized (fabricated) output voltage from the three phases along with
the corresponding desired mean output voltage for half cycle and full cycle for
one phase are shown in the figure below.

A full three phase Cycloconverter is made up of three such cycloconverters

connected together as shown in the figure below utilising half wave converters
connected in anti parallel in a circulating current mode as shown in the
subsequent figures below.

Fig: Three phase to Three phase Cycloconverter basic circuit diagram

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Closed loop speed control with VSI/Cycloconverter based Induction

Motor drives:
A closed loop speed control system is shown in the figure below. It employs a
slip speed inner loop and an outer speed loop. Since for a given slip speed,
current and Torque are constant, slip speed inner loop is used in place of inner
current loop. Further it ensures that speed of operation is always on that portion
of the Speed Torque curve between synchronous speed and the speed at
maximum Torque for all frequencies. This ensures high Torque to current ratio.
The drive shown here uses a PWM inverter fed from a DC source which has
capability for regenerative braking and four quadrant operation. This scheme is
applicable to any of the VSI or Cycloconverter drives as well which has
Regenerative or dynamic braking capability. The closed loop operation is
explained below.

The speed error is processed through a PI controller and a slip regulator. PI

controller is used to get good steady state accuracy. The slip regulator sets the
slip speed command ω*sl whose maximum value is limited to limit the inverter
current to a permissible value. The synchronous speed obtained by adding
actual speed ωm and slip speed ω*sl determines the inverter frequency. The
reference signal for the closed loop control of the machine terminal voltage V*
is generated from frequency f using a function generator which ensures a
constant flux operation up to base speed and operation at constant terminal
voltage above base speed.

A step increase in speed command ω*m produces a positive speed error. The slip
speed command ω*sl is set to the maximum positive value. The drive accelerates
at the maximum permissible inverter current producing maximum available
torque until the speed error is reduced to a small value. The drive finally settles
at a slip speed for which the motor torque balances the load torque.

A step decrease in speed command ω*m produces a negative speed error. The
slip speed command ω*sl is set to the maximum negative value. The drive
decelerates under regenerative braking at the maximum permissible inverter

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

current producing maximum available braking torque until the speed error is
reduced to a small value. The drive finally settles at a slip speed for which the
motor torque balances the load torque.

With this scheme the drive has fast response because the speed error is
corrected at the maximum available torque. Direct control of slip assures stable
operation under all operating conditions.

Fig.: Closed loop slip controlled VSI Induction motor drive with PWM
inverter.

Summary:
Important concepts and conclusions:

• Synchronous speed of an induction motor is directly proportional to the

supply frequency. Hence by changing the supply frequency the
synchronous speed and hence the motor speed can be varied.
• The motor terminal voltage is proportional to the product of the
frequency and the flux neglecting the stator voltage drop as given by the
relation: v(t) α ω.φ. Hence any reduction in the supply frequency without
a corresponding reduction in the Stator voltage would cause an

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increase in the air gap flux and a corresponding increase in the

magnetisation current which is not desirable.
• Hence to avoid excessive magnetisation currents and also to maintain the
torque constant, variable frequency control below the base speed is
normally carried out by reducing the stator voltage along with frequency
in such a manner that magnetic flux is maintained constant. This method
is called constant V/f control. But above the base speed, the statorvoltage
is maintained constant because of the limit imposed by the stator
insulation or by supply voltage limitations and hence the developed
torque would come down.
• The two important systems of Induction motor speed control using
variable frequency are Voltage Source Inverters (VSI) and Current Source
Inverters (CSI).
• The important type of Inverters used in these systems are Quasi Square
Wave Inverters (QSW), Pulse Width Modulated Inverters (PWM) and
Cycloconverters.

Illustrative examples:

Example-1: A 3φ, 415 V, 50 Hz, 4 pole, 1460 RPM, star connected induction
motor has the following parameters. R1 = 0.65 Ω; R2 = 0.35Ω; X1 = 0.95 Ω, X2 =
1.43 Ω, Xm = 28 Ω. Motor speed is controlled by varying stator Voltage and
frequency keeping the V/f ratio constant at the rated condition. Determine the
maximum Torque and speed at which it occurs for stator frequencies (a) 50 Hz
(b) 35 Hz (c) 10 Hz.

Solution: Given data: VL = 415 V, f = 50 Hz, P =4, Nr = 1460 RPM, Stator STAR
connected and R1 = 0.65 Ω; R2 = 0.35Ω; X1 = 0.95 Ω, X2 = 1.43 Ω, Xm = 28 Ω

To understand how to work out the problem, the following points are to be
noted first:

• It is not mentioned whether the rotor parameters R and X are referred to

stator. But we know that in the equivalent circuit and in the corresponding
formulae they are normally considered to be referred to stator. Since the
stator/rotor turns ratio is required for calculating stator

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referred parameters and it is not given we can assume that the given rotor
parameters are referred to stator.
• Since the stator is connected in STAR, the given stator voltage of 415 V is
line voltage. Hence : Vph = 415 /√3 = 239.6 V
• The given reactance parameter values X1 and X2, (which are frequency
dependent) though not mentioned specifically, we can always take them
to be at the rated frequency of 50 Hz. Their values at the other required
frequencies of 35 Hz and 10 Hz are to be scaled down correspondingly.
• It is important to note that for the two lower frequencies the applied
voltage Vph is to be scaled down correspondingly so as to maintain
constant V/f as specified in the problem.
• The synchronous speed for the two lower frequencies is also to be scaled
down.
• Then, using these values appropriately, the maximum Torque and the
speed at which it occurs for stator frequencies (a) 50 Hz (b) 35 Hz (c) 10
Hz. can be found one by one using the following formulae. ( the formula
for ‘Slip @ maximum Torque’ is also given below since it is required to find
out the ‘Speed @maximum Torque’

The slip @maximum torque, the speed @maximum torque and the maximum
torque are given by:

• Slip @ maximum Torque: sm = R2 / [R 12+ (X1+X2)2]1/2

• Speed @maximum Torque: Nr@max τ = Ns (1- sm)
• Maximum Torque: Td max = 3V2ph / 2ωs[R 1+ {R 2+1
(X1+X2)2}1/2]

Now, substituting the corresponding values from the above data we can find
out the above three for the three frequencies.

(a) 50 Hz:

Synchronous speed (RPM) : Ns = 120f/P = 120 x 50 /4 = 1500 RPM

Synchronous speed (Rad/sec): ωs = 1500 x2π /60 = 157 Rad/sec

i. Slip @ maximum Torque: sm = 0.35/ [0.652+ (0.95+1.43)2]1/2 = 0.142

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ii. Speed @max Torque: Nr = Ns (1- sm) = 1500 (1- 0.142) = 1287 RPM

iii. Maximum torque : Td max = 3 x 239.62 / 2x157 [0.65 + {0.652+

(0.95+1.43)2}1/2]
= 175.96 N-m

(b) 35 Hz:

Synchronous speed (RPM): Ns = 120f/P = 120 x 35 /4 = 1050 RPM

Synchronous speed (Rad/sec): ωs = 1050 x2π /60 = 109.95 Rad/sec
R1 and R1 remain same.
But X1 = 0.95 x 35/50 = 0.665 Ω and X2 = 1.43 x 35/50 = 1.0 Ω
Vph = 239.6 x 35/50 = 167.72 V
i. Slip @ maximum Torque: sm = 0.35/ [0.652+ (0.665+1.0)2]1/2 = 0.1957

ii. Speed @max Torque: Nr = Ns (1- sm) = 1050 (1- 0.1957) = 844.515
RPM

iii. Maximum torque : Td max = 3 x 167.722 / 2x109.95 [0.65 + {0.652+

(0.665+1)2}1/2]
= 84389.99/219.9 (0.65+1.7883) = 157.38
N-m

(a) 10 Hz:

Synchronous speed (RPM) : Ns = 120f/P = 120 x 10/4 = 300 RPM

Synchronous speed (Rad/sec): ωs = 300 x2π /60 = 31.4 Rad/sec
R1 and R1 remain same.
But X1 = 0.95 x 10/50 = 0.19 Ω and X2 = 1.43 x 10/50 = 0.286 Ω
Vph = 239.6 x 10/50 = 47.92 V
i. Slip @ maximum Torque: sm = 0.35/ [0.652+ (0.19+0.286)2]1/2
= 0.35/ 0.8056 = 0.434
ii. Speed @max Torque: Nr = Ns (1- sm) = 300 (1- 0.434) = 169.8 RPM

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

iii. Maximum torque : Td max = 3 x 47.92 2 / 2x31.4 [0.65 + {0.652+

(0.19+0.286)2}1/2]
= 6888.979/62.8 (0.65+0.805) = 75.37N-m

Example-2: For a 3-phase delta connected 6-pole 50 Hz 400 V, 925 rpm squirrel
cage induction motor is having Rs= 0.2 Ω, Rr= 0.3 Ω , Xs= 0.5, and Xr= 1.1 Ω . The
motor is operated from a voltage source inverter with constant V/f ratio form
0 to 50 Hz and having the constant voltage of 400 V above 50 Hz frequency.
Calculate (i) speed for a frequency of 35 Hz with half full load torque (ii) torque
for a frequency of 35 Hz for a speed of 650 rpm. (April-2018 JNTU)

Solution: Given data: VL = 400 V, f = 50 Hz, P =6, Nr = 925 RPM, Stator DELTA
connected and R1 = 0.2 Ω; R2 = 0.3Ω; X1 = 0. 5 Ω, X2 = 1.1 Ω

The following points are to be noted first:

• It is not mentioned whether the rotor parameters R and X are referred to

stator. But we know that in the equivalent circuit and in the corresponding
formulae they are considered to be referred to stator. Since the
stator/rotor turns ratio is required for calculating stator referred
parameters and it is not given we can assume that the given rotor
parameters are referred to stator.
• Since the stator is connected in DELTA, the given stator voltage of 400 V
is line voltage as well as Phase voltage . Hence : Vph = 400 V
• The given reactance parameter values X1 and X2, (which are frequency
dependent) though not mentioned specifically, we can always take them
to be at the rated frequency of 50 Hz. Their values at the other required
frequency of 35 Hz are to be scaled down correspondingly.
• It is important to note that for the lower frequency of 35 Hz the applied
voltage Vph is also to be scaled down correspondingly so as to maintain
constant V/f as specified in the problem.

(i) Calculation of speed for a frequency of 35 Hz with half full load torque: We
have the standard relation for the Torque developed in an Induction motor as:

Td = (3V2ph . R2 /s)/ ωs [(R1+ R2 /s )2+(X1+X2)2]

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

A close observation of this equation indicates that:

• If we can first find out ‘half full load torque’ then we can find out the slip
@35 Hz and then we can get the speed corresponding to a frequency of
35 Hz with half full load torque.
• And full load torque can be found out by using the same relation with data
corresponding to the full load condition. (Same as rated values)

Calculation of Full load (rated) Torque:

Synchronous speed (RPM): Ns = 120f/P = 120 x 50 /6 = 1000 RPM

Synchronous speed (Rad/sec): ωs = 1000 x2π /60 = 104.7 Rad/sec

Slip ‘s’ @ full load = (1000 – 925)/1000 = 0.075

Now using these values along with the given data in the above equation for the
developed torque we can find out the Full load Torque. R1 = 0.2 Ω; R2 =
0.3Ω; X1 = 0. 5 Ω, X2 = 1.1 Ω

Td = (3V2ph . R2 /s)/ ωs [(R1+ R2/s )2+(X 1+X 2)2]

TFL = (3 x 4002 x 0.3 /0.075)/ 104.7 [(0.2+ 0.3 /0.075)2+(0. 5 + 1.1)2]

= (480000 x 4)/ 104.7 [(0.2+ 4)2+(1.6)2] = 1920000 / 104.7 x20.2 = 907.8 N-m

Full load (rated) Torque = 907.8 N-m

Half full load torque = 907.8/2 = 453.9 N-m

Before we use this value in the equation for Td, we have to find out the other
required parameters which are frequency dependent i.e. N s, ωs , X1 and X2 @35
Hz and also Vph@ 35 Hz

Ns @35 Hz = ωs @50 Hz x 35/50 = 1000 x35/50 = 700 RPM

ωs @35 Hz = ωs @50 Hz x 35/50 = 104.7 x35/50 = 73.29 Rad/sec

X1 @35 Hz = X1@50 Hz x 35/50 = 0.5 x 35/50 = 0.35 Ω

X2 @35 Hz = X2@50 Hz x 35/50 = 1.1 x35/50 = 0.77 Ω

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

Vph@ 35 Hz = Vph@ 50 Hz x 35 /50 = 400 x 35/50 = 280 V

Now we can use these values in the equation for Td and find out the slip at 35
Hz

Td = (3V2 ph. R 2/s)/ ω s[(R 1+ R 2/s)2+(X 1+X 2)2]

Let K = R2 /s.Then
453.9 = 3 x 280 2 x K / 73.29 [(0.2+ K)2 + (0.35+0.77)2]

453.9 = 235200 K / 73.29 [(0.04+ K2+ 0.4K) + 1.2544] = 235200 K / 73.29

[(1.2944+ K2 + 0.4K)]

453.9 = 235200 K / [(73.29 x 1.2944 + 73.29 K2 + 29.32 K)]

From which we get: 43060 + 33266K2 - 221892K = 0

K2 – 6.67K + 1.2944 = 0

K = [6.67 +/_ (6.672 – 5.18)1/2] /2 = [6.67 +/- 6.27]/2 = 12.94/2 or 0.4/2 i.e. 6.47
or 0.2

But K = R2 /s and hence R2 /s = 6.47 or 0.2 or s = 0.3 /6.47 or 0.3/0.2 = 0.046 or

1.5

But slip cannot be larger than 1 and hence slip‘s’ at half full load torque = 0.046

Speed with 35 Hz supply frequency and half full load torque = Synchronous
speed @35Hzx (1-s)

= 700 x (1-0.046) = 700 x 0.954 = 668 RPM

Speed for a frequency of 35 Hz with half full load torque = 668 RPM

(ii) Torque for a frequency of 35 Hz for a speed of 650 rpm:

This can be found out directly by using the formula for torque developed i.e.
Td = (3V2ph . R2 /s)/ ωs [(R1+ R2 /s )2+(X 1+X 2)2]

and using the same parameters which we have already obtained for 35 Hz and
given below again. But slip alone is required to be calculated taking Ns@35 Hz
=700 RPM and N = 650 RPM

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 Unit-4: Control of Induction Motor through Stator Voltage & Frequency

ωs @35 Hz = ωs @50 Hz x 35/50 = 104.7 x35/50 = 73.29 Rad/sec

X1 @35 Hz = X1@50 Hz x 35/50 = 0.5 x 35/50 = 0.35 Ω

X2 @35 Hz = X2@50 Hz x 35/50 = 1.1 x35/50 = 0.77 Ω

Vph@ 35 Hz = Vph@ 50Hz x 35 /50 = 400 x 35/50 = 280 V

s@35 Hz = (Ns@35 Hz – N)/Ns@35 Hz = (700-650)/700 = 50/700 = 0.071

Thus: Td = (3V2ph . R2/s)/ ω [s(R +1 R /2s)2+(X +1X )2]2

= (3 x 2802 x 0.3 /0.071)/ 73.29[(0.2 + 0.3 /0.071)2+(0.35+0.77)2]

= (235200 x 4.225)/ 73.29[(0.2+ 4.225)2 + (1.12)2]

= 993720 / 73.29(19.58+1.25) = 993720 / (73.29 x 20.83) = 650.92 N-m

Torque for a frequency of 35 Hz for a speed of 650 rpm = 650.92 N-m

xxxxx

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

UNIT-V

SYLLABUS/CONTENTS:

PART-1: CONTROL OF INDUCTION MOTORS FROM ROTOR SIDE:

• Static Rotor Resistance Control

• Slip Power Recovery
• Static Scherbius Drive
• Static Kramer drive
▪ Their Performance
▪ Speed -Torque Characteristics
▪ Advantages
▪ Applications
▪ Problems
• Summary
▪ Important concepts and conclusions
• Illustrative Examples

PART-2: CONTROL OF SYNCHRONOUS MOTORS :

• Introduction
• Separate control and self control of Synchronous Motors
• Operation of Self controlled Synchronous Motors by VSI and CSI
Cycloconverters
• Load commutated CSI fed Synchronous Motor:
▪ Operation , Waveforms
▪ Speed- Torque Characteristics
▪ Applications & Advantages
▪ Numerical problems
• Closed loop operation of Synchronous motor drives (Block Diagram only)
• Variable frequency control, Cycloconverter, PWM, VSI, CSI

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

PART-1: CONTROL OF INDUCTION MOTORS FROM ROTOR SIDE:

Static Rotor resistance control:

Introduction to Rotor Resistance Control:

Before explaining the static Rotor resistance control a brief introduction to the
basic method of Rotor resistance control is given here. The speed of an Induction
motor can be controlled by the introduction of an external resistance in the Rotor
circuit as shown in the figure below.

Fig: External Rotor resistances connected in a Slip Ring Induction Motor

The speed-Torque characteristics of an Induction motor with such a control are

shown in the figure below.

Before studying /analyzing these characteristics, the basic Torque speed relations
in an induction motor ( considering only the Rotor circuit parameters ) what we
have learnt earlier are given here for a quick reference. These relations are the basis
for the nature of the characteristics shown in the figure below .

• Torque developed by the motor Td: Td = k [s E2 2 R2/ R 22 + (sX2)2]

• Slip at maximum Torque S m: ‘sm’ = R2 / X2

• Maximum developed torque Tmax: T max = kE22/2 X2
• Starting Torque Tst : Tst = k [E2 2 R2/ R 22 + X 22]

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Fig: Induction Motor Torque-Speed Characteristics with variation of Rotor

Resistance.

A study of the above relations along with the characteristics shows that:

• For a given Load torque, the motor speed is reduced (since slip s Increases)
as the Rotor resistance is increased. However the no load speed remains the
same with the variation of the Rotor Resistance.
• The increase in rotor resistance does not affect the value of the maximum
Torque but increases the value of Slip at which it occurs.
• With increase in Rotor resistance the starting torque increases and the
starting current reduces. Hence the Torque to current ratio improves.

Advantages and disadvantages of Rotor resistance control:

• External resistors can be added only during the accelerating period to

increase the starting torque and can be removed later during the steady
state. This minimises the losses with dissipation in external resistors.
• The rotor temperature rise is substantially lower than it would have been if
the higher resistance were incorporated in the rotor winding as in the case

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

of squirrel cage motors. This allows the optimum utilisation of the motor
torque capabilities.
• It provides a constant torque operation with high Torque to current ratio.
• Though Rotor copper losses increase with decrease in speed most of it is
dissipated in the external resistors. The copper losses inside the motor
remains constant for a given fixed torque. Because of this,a motor of smaller
size can be employed.
• Motor efficiency decreases and the rotor copper losses increase with the
decrease in speed.
This is the main disadvantage and hence to overcome this, static Rotor
resistance control is adopted.

Static Rotor Resistance control with a Chopper:

Instead of mechanically varying the Rotor Resistance or electrically by using
contactors it can be varied electronically by using a chopper as shown in the figure
below. This gives a stepless and smooth variation of Resistance and hence the
Speed of the motor. In this system the external resistor is introduced in the rotor
circuit after converting the slip power into DC using a three phase bridge rectifier
instead of directly connecting in the rotor circuit. Along with the resistora chopper
is also connected in parallel. By switching the chopper ON and OFF at a high
frequency the effective value of the Resistance is controlled smoothly. As Ton is
changed from 0 to its full time period of T the resistance changes from R to 0.In
terms of the duty ratio δ of the Chopper the effective value of the resistance RE
introduced into the Rotor is given by :

RE = (1 -- δ).R

A filter inductor Ld is provided in series between the rectifier and the external
resistor to smoothen the current Id. A higher ripple in Id produces higher harmonics
in the rotor current and hence the rotor copper losses will increase.The diode
bridge is the main contributor for the ripple and not the Chopper Switch since it
operates at a relatively higher frequency.

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Fig: Induction Motor Speed control using a chopper

A filter inductor Ld is provided in series between the rectifier and the external
resistor to smoothen the current Id. A higher ripple in Id produces higher harmonics
in the rotor current and hence the rotor copper losses will increase. The diode
bridge is the main contributor for the ripple and not the Chopper Switch since it
operates at a relatively higher frequency.

The Diode Bridge output EDC changes from its maximum value at standstill to about
5 % at near motor rated speed. Here a Thyristor is not suitable as a Switch since
reliable commutation at a higher switching frequency can be obtained only by
external commutating circuits which would be bulky and expensive.

The DC voltage EDC is small because Induction motors are usually designed with
stator to Rotor turns ratio of greater than 1. Hence a Transistor switch is good
enough for low power drives and GTO can be used for ratings beyond the capability
of Transistors. Self commutation capability of these devices ensures reliable
commutation at all operating points and makes the Semiconductor switchcompact.

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Slip Power Recovery:

We have seen that In the Rotor resistance control method, the slip power which
increases with decreasing speed gets dissipated in the resistance and hence the
efficiency of the system gets reduced at lower speeds. The mechanical power that
can be obtained from the Air gap power is with a per unit conversion efficiency of
(1—s) and the overall motor efficiency would still be lesser than this. The Air gap
power is almost totally dissipated as heat in the Rotor circuits at lower speeds and
hence the efficiency would be very poor. Therefore the Rotor resistance method of
speed control is very inefficient except for a very small speed range close to the
synchronous speed.

However instead of dissipating the slip power in the resistance, if it can be

conveniently returned to the mains or effectively utilized to increase the drive
power then the Drive system becomes more efficient. This is achieved by means
of two widely used slip power recovery methods known as Scherbius and Kramer
drives. They are also called as cascade drives.

Scherbius drive :
In the traditional Scherbius drive shown in the figure below a rotary converter
rectifies the slip power and the rectified output drives a DC motor which is coupled
to a squirrel cage Induction Generator. The Induction generator is driven at super
synchronous speeds and returns the slip power to the same mains supply which
gives supply to the Induction motor drive.

Fig: Traditional Scherbius drive.

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Static Scherbius drive:

The static Scherbius drive system for the speed control of a wound rotor Induction
motor is shown in the figure below. This is also known as sub synchronous
converter cascade since it is capable of providing speed control only in the sub
synchronous speed range.

Fig: Static Scherbius drive

The DC link converter consists of a three phase diode bridge rectifier which
operates at slip frequency and feeds the rectified slip power to a phase controlled
three phase Inverter through a smoothing Inductor. The inverter returns the
rectified slip power to the AC supply. The rectifier and the inverter are both
naturally commutated by the alternating e.m.f s appearing at the slip rings of the
rotor circuit and supply bus bars respectively. The problem of matching the
frequencies of the injected e.m.f and the rotor e.m.f is eliminated by rectifying

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

the rotor voltage and using the variable back e.m.f available from the controlled
three phase inverter as the externally injected speed control voltage.

If commutation overlap is negligible the DC output voltage of the uncontrolled

three phase rectifier is given by :

EDC = 3Erm/π = 3√2 Er/π 3= 1.35 Ers

where Erm is the maximum value of Rotor side line voltage at stand still

where Er is the RMS value of Rotor side line voltage at stand still

where Ers is the RMS value of Rotor side line voltage in running condition with
slip ‘s’

For a line commutated three phase bridge inverter with negligible commutation
overlap the average back e.m.f is given by:

El = 1.35.EL.cosα

Where α is the inverter firing angle (α > 90°) and EL is the AC line to voltage.

Neglecting the drop across the inductor,

EDC+ El = 0 or 1.35 Er.s + 1.35.EL.cosα = 0

And hence s = --( El/ Er). Cosα = a|cosα|

Where a = (El/ Er) is the effective stator to rotor turns ratio of the motor. Therefore
speed control is obtained by simple variation of the Inverter firing angle. If ‘a’ is
unity the no-load speed of the motor can be controlled from near standstill to full
speed as |cosα| is varied from almost unity ( since the maximum value of α is
limited about 165° for safe commutation of Inverter thyristiors ) to zero. This is
explained in simple words as below.

• As α is varied from 900 to 1670 |cosα|varies from 0 to almost unity ( 0.96)

• Assuming ‘a’ as unity we can say that slip varies from 0 to almost unity
( 0.96) as |cosα| varies from 0 to almost unity ( 0.96)

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

• So we can say that that slip varies from 0 to almost unity ( 0.96) as α is varied
from 900 to 1670
• In other words “Speed varies from Full speed to almost Stand still as α is
varied from 900 to 1670 “

In practice the motor turns ratio a is larger than unity resulting in a lower Rotor
voltage. This results in the requirement of lower value of cosα for a given lower
speed and hence a lower power factor which is not desirable. To overcome this
limitation a step-down transformer is introduced in between the supply lines and
the Inverter as shown by the dotted lines with a turns ratio of m. The governing
relation between the firing angle (α from 90° to 165°) and the slip then becomes:

s = (a/m)|cosα|

We know that the power factor of the converter is low at low firing angles. Hence
the turns ratio ‘m’ of the transformer is chosen such that the drive operates always
at α = 165° (|cosα|= 0.966) for the required lowest speed (highest slip smax )
so that the power factor is highest.

Torque-Speed relationship:

Assuming the rotor resistance to be small:

The Rotor slip power is equal to the DC link power.i.e. s.Pag = E1.Id

Pag = E1.Id/ s

But Pag = T.ωs

And hence T = E1.Id/s.ωs

Substituting the values of s = a|cosα| and El = 1.35.EL.cosα from the earlier

relations in to the above expression for torque viz. T = E1.Id/s.ωs we finally get:

T = 1.35.EL.Id/a.ωs

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Thus the steady state Torque is proportional to the rectified Rotor current Id which
in turn is equal to the difference between the rectified Rotor voltage and the
average back e.m.f of the inverter divided by the resistance of the DC link Inductor.
The inverter e.m.f is constant for a fixed firing angle and hence the Rotor slip
increases linearly with load torque giving Torque- Speed characteristics similar to
that of a separately excited DC motor with armature voltage control.

The complete open loop Torque-Speed characteristics of the Induction motor with
a Scherbius drive are shown in the figure below.

Fig: open loop Torque-Speed characteristics of an Induction motor with a

Scherbius drive

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Important features of Scherbius drive:

• Since power is fed back to the source, unlike in rotor resistance control
where it is wasted in external resistors, drive has a high efficiency. The
efficiency is even higher than the static voltage control for the same reason.
• Drive Input power is the difference between motor input power and the
power fed back. Reactive power is the sum of the motor and inverterreactive
powers. Therefore this drive has a poor power factor throughoutits range of
operation.

Kramer drive:
Kramer System: The Kramer system is applicable for only sub synchronous speed
operation. Figure below shows a conventional Kramer system. The system consists
of a 3 phase rotary converter and a DC motor. The slip power is converted into dc
power by a rotary converter and fed to the armature of the DC motor. The slip ring
induction motor is coupled to the shaft of the dc motor. The slip rings are connected
to the rotary converter. The dc output of rotary convener is used to drive a dc
motor. The rotary converter and dc motor are excited from the dc bus bars or from
an exciter. The speed of slip ring induction motor is adjusted by adjusting the speed
of dc motor with the help of a field regulator. This system is also called an
‘electromechanical cascade’, because the slip frequency power is returned as
mechanical power to the slip ring induction motor shaft by the DC motor.

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Figure: Conventional Kramer System

Static Kramer Drive:

In the Static Kramer drive the slip power is converted to DC by a Diode bridge and
fed to a DC motor which is mechanically coupled to the Induction motor. Torque
supplied to the motor is the sum of the torque produced by the Induction and DC
motors. Speed control of the Induction motor is obtained by controlling the field
current of the DC motor. A schematic diagram of this type of Static Kramer drive is
shown in the figure below.

Fig: Static Kramer drive circuit

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Figure (a) below shows the variations of Vd1 and Vd2 with speed for two values of
field current. Steady state operation is obtained when Vd1 = Vd2 i.e. at points A and
B for field currents If1 and If2. With this method speed control is possible from
synchronous speed to around half of synchronous speed. Below this the speed
cannot be brought down. This limitation is mainly because: To increase the Speed
on the lower side either

• The slope of the line Vd1 vs. Speed is to be decreased. For this, the maximum
DC voltage Vd1 is to be reduced but it is not possible from the Diode Bridge.
• Or the slope of the line Vd2 vs. Speed is to be increased. i.e. the maximum
value of Vd2 is to be increased. This is also not possible because for a given DC
motor with the maximum ratings the maximum value of speed and hence the
maximum back e.m.f Vd2 are fixed.

This can be clearly seen in figure (a) below.

(a) (b)

Fig: (a) Field control with Diode Bridge (b) Firing angle control of Thyristor
Bridge with constant Motor field.

When larger speed range is required, the above limitation is overcome (lower limit
can be brought down) by replacing the Diode Bridge with a Thyristor bridge.With
this the maximum value of Vd1 can be brought down and the slope of the line Vd1
vs. Speed can be reduced. This increases the lower speed limit as shown

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

in figure (b) above. As can be seen, with this change, the speed can now be
controlled almost up to standstill.

Summary:

Important concepts and conclusions:

• In Rotor resistance control:

o For a given Load torque, the motor speed is reduced (since slip s
Increases) as the Rotor resistance is increased. However the no load
speed remains the same with the variation of the Rotor Resistance.
o The increase in rotor resistance does not affect the value of the
maximum Torque but increases the value of Slip at which it occurs.
o With increase in Rotor resistance the starting torque increases and the
starting current reduces. Hence the Torque to current ratio improves.
• In a Scherbius drive: The slip S is a function of the firing angle α of the
Inverter as given by: S = a|cosα|

Where a is the effective stator to rotor turns ratio of the induction motor
and is given by a = n/m

Where n is the actual stator to Rotor turns ratio and m is the turns ratio
of the Transformer from supply side to inverter side.

• In a Kramer drive:
o The speed on the lower side is limited to about half of the synchronous
speed. This is due to the fact that the maximum value of the DC output
from the Diode Bridge Vd1 cannot be brought down and maximum value
of the back e.m.f of the DC motor Vd2 cannot be increased. .
o This problem is eliminated by the use of a fully controlled rectifier in
place of the diode bridge whose maximum value of DC output Vd1 can be
reduced by increasing the firing angle.

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Illustrative Examples:
Example-1: A 4 pole, 50 Hz, 3 phase induction motor has rotor has resistance of
0.2 Ω per phase and rotor standstill reactance of 1 Ω per phase. On full load it is
running with a slip of 4 %. Calculate the extra resistance required in the rotor circuit
per phase to reduce the speed to 1260 r.p.m., on the same load condition.

Solution: From the given data: P = 4, f = 50Hz, R2 = 0.2 Ω, X2 = 1 Ω, sf = 4 % = 0.04

Synchronous speed is given by : Ns = 120f/P = 120 ×50/4 = 1500 RPM
Let N1 = full load speed. Then N1 = Ns (1-sf)
= 1500 (1 – 0.04) = 1440 RPM

Let N2 = Reduced speed at the same load = 1260 r.p.m.

Let the new rotor resistance with extra resistance (REX) added be R’2 for achieving
the reduced speed N2.
i.e. R’2 = R2 + Rex Where Rex = Extra resistance
Let T = T1 for N = N1 and T = T2 for N = N2 and S2 be the slip at reduced speed
1260 RPM. Then S2 = Ns-N2/Ns = 1500-1260/1500 = 0.16
We know that : T α sE22R2/[R22+(sX2)2]
Let T = T1 for N = N1 and T = T2 for N = N2
and R2 = R2 for N = N1 and R2 = R’2 for N = N2
Then we get : T1/T2 = sfE22R2/[R22+(sfX2)2]
×*(R’2)2+(s2X2)2]/s2E22R’2
But T1 = T2 as load is as same

Hence: sfE22R2*(R’2)2+(s2X2)2] = s 2E2 2R’ 2[R2 2+(s fX 2)2]

Cancelling E2 on both sides: s R *(R’ )2+(s X )2] = s R’ [R2 +(s X )2]
2 f 2 2 2 2 2 2 2 f 2
Substituting the values from the given data we get :

i.e. 0.04 ×0.2[(R’2)2+(0.16 ×1)2] = 0.16 ×R’2 [(0.2)2 + (0.04 ×1)2]

Simplifying we get: (R’2)2 – 0.832 R’2 +0.0256 = 0
R’2 =[ 0.832 +√(0.832)2 − 4 × 0.0256]/2 = 0.032 Ω, 0.8 Ω
After adding Rex , R’2 cannot be less than R2. So neglecting smaller value of 0.032

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we get R’2 = 0.8 = R2 + Rex

Hence finally: Rex = 0.8 – R2 = 0.8 – 0.2 = 0.6 Ω per phase.

Example-2: A Three phase, 440 V, 6 pole, 50 Hz, delta connected SRIM has rotor
resistance of 0.3 Ω and leakage reactance of 1Ω per phase referred to stator. When
driving a fan load it runs at full load at 3% slip. What resistance must be inserted in
the rotor circuit to obtain a speed of 850 rpm if stator to rotor turns ratio is 2?

Solution: Given data: Vph = 440 V (since delta connected input line voltage = Phase
voltage) P=6, f= 50 Hz, R2= 0.3 Ω, X2= 1 Ω, full load slip sf = 0.03
Synchronous speed Ns = 120 x50/6 =1000 RPM
and ωs = 2π x 1000/60 = 104.72 Rad/sec

In this problem we can use the simple equivalent circuit with Rotor side circuit
parameters alone since they are only given and stator side parameters have been
neglected. Then we can use the expression we know for full load torque as
T = (3/2πns) [s E2 2 R2/ {R 22 + (sX2)2 }] N-m
In this problem the values of R2 and X2 are given referred to stator side and hence
we can work on the stator side itself except that we have to take Vph in place of
E2 in the above equation and finally take the answer back to the rotor side since the
Stator to Rotor side turns ratio is 2 ( and not unity). Then taking the full load values
we get the above equation as

TFL = (3/ωs) [s Vph 2 R2/ {R 22 + (sX2)2 }] N-m ----------(1)

Substituting the values from the given data we get:

TFL= (3/ 104.72).[4402. (0.03 x 0.3) / {(0.3)2 + (0.03 x 1)2}]

TFL= 0.0286 [193600 x 0.009/ 0.0909] = 548.21 N-m

Since the load is a fan load we know that the TL𝖺 N2 or TL = k.N2
So, at the rated conditions:
TFL= 548.21 = k.N2 = k.[Ns (1-s) ]2 = k.[1000 (1-0.03)]2 from which we get :
k = 548.21/(1000 x 0.97)2 = 5.826 x 10-4 N-m/RPM2

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Now let us find out the load torque at 800 RPM using the fact that TL = k.N2 and
using the value of k as obtained above.

TL@800RPM = 5.826 x 10-4 x 8002 = 372.86 N-m

Slip @800 RPM = (1000-800)/1000 = 0.2
The equation (1) given above for the TL @800 RPM then becomes:
TL@800RPM = (3/ ωs).[V2 ph
. s.k / {( k)2 + (sX2)2}] where s is now the slip @800 RPM =
and k is the new rotor resistance with external resistance
RE added to theexisting R of 0.3Ω i.e. k = (RE + 0.3)
Now substituting the corresponding torque, new rotor resistance and the slip in
the above equation we get:

372.86 = TFL= (3/ 104.72).[4402. (0.2 k) / {(k)2 + (0.2 x 1)2}]

Then the above equation becomes:

372.86 = 5547x 0.2k/ (k2+ 0.22)}] or

372.86 k2 – 1109k+ 372.86 x 0.04 = 0 or

k2 – 2.97 k + 0.04 = 0 from which we get

k = [2.97 +/– (2.97 2 – 4 x 0.04)1/2] / 2 = (2.97 +/– 2.94)/2 = 2.955 or 0.015
i.e. k = (RE + 0.3) = 2.955 or 0.015
From which RE = 2.955 – 0.3 = 2.655 Ω or
RE = 0.015 – 0.3 = – 0.015 Ω
But resistance cannot be negative and hence RE = 2.655 Ω
But this is the resistance to be added to the Rotor resistance referred to stator.
Hence value of external resistance to be added in the Rotor circuit
= RE/(turns ratio)2 = 2.655/22 = 0.664 Ω

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

PART-2: CONTROL OF SYNCHRONOUS MOTORS

Introduction:
A synchronous motor is one in which the alternating current flows in the armature
winding and DC excitation is supplied to the field winding. The armaturewinding is
on the stator and is usually a three phase winding. The armature is identical to that
of the stator in an Induction motor but there is no Induction into the Rotor. The
field winding is on the rotor which is a solid forging and the slots are milled on the
surface in which the DC field windings are placed.

The balanced three phase armature currents establish a rotating magnetic field at
the synchronous speed corresponding to the supply frequency (Ns = 120f/P) just
like in an Induction motor. If the Rotor which is supplied with a DC excitation is also
made to rotate at the same synchronous speed, then the magnetic fields of stator
and rotor are stationary relative to each other and a steady Torque is developed
due to the tendency of the two magnetic fields to align with each other and this
torque sustains the synchronous speed of the rotor. The process of initially bringing
the rotor to the synchronous speed is called Starting.

Unlike an Induction motor Synchronous motor runs only at synchronous speed until
the load Torque exceeds the Pull out torque which is the Torque beyond which the
motor slips out of synchronism and comes to a halt.

There are several types of synchronous motors like cylindrical Rotor motors, salient
pole motors, Reluctance motors, Permanent magnet motors etc. But to understand
the basic control methodology we will briefly study the equivalent circuit of a
cylindrical rotor motor.

Equivalent circuit of a Synchronous Motor with cylindrical rotor:

A simplified per phase Equivalent circuit of a Synchronous Motor with cylindrical

rotor is shown in the figure below.

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Fig: Equivalent circuit of a synchronous motor with cylindrical rotor

Xs is the synchronous reactance and E is the excitation e.m.f.The power in put to

the motor is given by :

Pin = 3 VIs cosφ where φ is the phase angle of Is with respect to V

Neglecting the stator loss which is small the power developed by the synchronous
motor is given by :

Pm = 3 VIs cosφ

Substituting this in the equation for Pm we get

The rotating field produced by the stator moves at a synchronous speed given by :

ωms = 4πf/P rad/sec

Where f is the supply frequency and P is the number of poles.

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For a steady torque to be produced, rotor field must move at the same speed as
the stator field. Since rotor field has the same speed as that of the Rotor the Rotor
also runs at the same synchronous speed. Therefore torque is given by :

For a given field excitation E is constant. Therefore Pm and T are proportional to

sinδ. The angle δ is called Torque (or Power) angle.

The Pull out torque T pull out (same as maximum Torque T max) is reached at δ = +/--
90°. If the load Torque exceeds T pull out the motor pulls out of synchronism. The plot
of developed torque vs. the torque angle δ is shown in the figure (a) below.

The Speed-Torque curve is shown in figure (b) below. Motoring operation is

obtained when δ is positive i.e E lags behind V. Regenerative braking is obtained
when δ is negative or E leads V.

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The important feature of wound field synchronous motor is that its power factor
can be controlled by varying the field current which in turn varies the excitation
voltage E. The phasor diagrams of a synchronous motor for a given developed
power are shown in the figure below. As can be seen when the field excitation is
small the motor operates with a lagging power factor. The power factor can be
made unity or leading by increasing the field excitation.

Fig: Variation of power factor with field excitation

Introduction to speed control of synchronous motors:

In synchronous motors also,in steady state, the speed is directly proportional to the
supply frequency and the control methodology is same like in Induction motors.
Constant flux operation below base speed is achieved by constant V/f control.
Above base speed once the rated voltage is reached, the terminal voltageis kept
constant and frequency is increased. The pull out Torque ( Tmax ) is constant during
the constant flux operation where as it decreases with increase in frequency for
higher speeds.

Unlike an Induction motor the synchronous motor either runs at the synchronous
speed or it does not run at all. Hence the variable frequency control adopts any of
the following two methods.

1. True Synchronous Mode or Separate Control Mode

2. Self control Mode

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Separate Control Mode:

This is an open loop control mode in which the stator supply frequency is controlled
from an Independent oscillator. Hence the frequency is gradually increased from
its initial value to the final desired value so that the difference between the
synchronous and rotor speed is always very small. This enables the rotor to track
the changes in synchronous speed and catch up without pulling out. When the
desired synchronous speed is reached, the rotor pulls into step, after hunting
oscillations. This method can be used for smooth starting and regenerative braking.
This method is best suited for multiple synchronous, reluctance or Permanent
magnet (PM) motor drives where close speed tracking is essential among a number
of machines in applications such as fiber spinning mills, paper and textile mills
where accurate speed tracking is required.

The block diagram of such an open loop control system using this separate control
method for multiple synchronous motors is shown in the figure below.

Fig: Open loop speed control of multiple PM synchronous motors.

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Here all the machines are connected to the same Inverter and they move in
response to the command frequency f*at the input to the Ramp/delay circuit. The
Input speed command is given through a ramp generator with a finite delay to
ensure that the rotor gradually picks up speed and pulls into synchronism with the
stator magnetic field and settles at the final synchronous speed.The frequency
command f* after passing through the ramp/delay circuit generates the required V
and f control signals just like in a VSI with a PWM Inverter as shown in the figure.
The V control is applied to the DC converter through a flux control block so as to
generate the required Voltage to generate a constant flux with varying frequency.
The Rectifier output then gets applied to the PWM inverter through L&C filter as
required for a VSI type drive. The frequency command is directly applied to the
PWM inverter. The synchronous motor can be built with damper winding to
prevent oscillations.

Self controlled mode:

In Self controlled mode, the stator supply frequency is changed in proportion to the
rotor speed, so that the rotating magnetic field produced by the stator always
moves at the same speed as the rotor (Or rotor field). This ensures that the rotor
runs at synchronous speed at all operating points. (In all Load conditions)

Consequently, a self controlled synchronous motor does not pull-out out of step
and does not suffer from hunting oscillations & instability associated with a step
change in torque or frequency when controlled from an independent oscillator
(Separate control Mode). Hence Synchronous motors working in Self controlled
mode of operation do not require a damper winding.

Absolute Position Sensors are mounted on the Rotor shaft to track the rotor
position and speed. These sensors are called rotor position sensors. The frequency
and Phase of the Inverter output power are controlled by taking feedback from the
Absolute position sensor. Hence, the stator supply frequency can be made to track
the frequency of these signals.

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Alternatively, since the voltage induced in the stator phase has a frequency
proportional to rotor speed, self control can also be realized by making the stator
supply frequency track the frequency of induced voltages.

The basic block diagram of a self controlled synchronous motor fed from a three
phase inverter and working with Rotor Position sensors is shown in the figure
below.

Figure: Self Controlled Synchronous Motor (Brush Less DC Motor)

When an inverter is used the input is a DC source. The stator winding of the
machine is fed from the inverter which generates a variable voltage variable
frequency sinusoidal supply.

Here the frequency and phase angle δ of the control signal required to generate
the required input to the synchronous motor is produced by comparing the Position
output and frequency (fref) of the absolute position sensor , thus giving it the self
control characteristic. Here the phase angle of the pulse train from the position
sensor can be delayed by an external δref command as shown in the figure.

Operation of the drive is similar to that of a DC motor. The rotor position sensor
and inverter now perform the same function as brushes and commutator in a DC
motor.

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Due to similarity in operation of a DC motor, an inverter fed Synchronous motor

drive as shown in this figure is also known as a Commutator Less DC Motor ( CLDM
). If the synchronous motor is a permanent magnet motor or a reluctance motor or
wound field motor with a brushless excitation, then it is a known as a Brush Less
and Commutator Less DC Motor or simply a Brush Less DC Motor ( BLDC ) . This
type of Self controlled systems driving synchronous motors offer the linear Torque
speed characteristics of DC motors and are finding increasing applications in servo
drives.

In this kind of control the machine behavior is decided by the torque angle and
voltage/current. Such a motor can be considered as a DC motor with its
commutator replaced by a fully controlled converter connected to the stator. Such
a self controlled motor has the properties of a DC motor both under steady state
and dynamic conditions. Hence it is called a Commutator Less Motor (CLM).These
motors have better stability performance.

Alternately the firing pulses for the inverter can be obtained from the phase angle
of the stator voltages in which case the rotor position sensor can be dispensed with.
When synchronous motors are over excited (field current is large) they will work
with a leading power factor and can supply the reactive power required for
commutation of thyristors. In such a case the induced voltages in the synchronous
motor provide the required voltages for commutation of the thyristors in theinverter
just as in a line commutated Inverter.

Here the firing angles are synchronized with the motor induced voltages and hence
they serve both for control as well as commutation. Hence the frequency of the
inverter will be same as that of the motor induced voltages. This type of inverters
are called load commutated Inverters (LCI). Hence the commutation is simple due
to the absence of diodes, capacitors and auxiliary thyristors.

But this natural commutation is not possible at low speeds upto 10% of base speed
as the motor voltages are not sufficient to provide satisfactory commutation. At
that time forced commutation must be employed.

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 Unit-5 : Control of Induction Motors from Rotor side & Synchronous Motors

Load commutated CSI fed synchronous motor:

The circuit diagram of a self controlled synchronous motor drive employing a load
commutated thyristor Inverter is shown in the figure below. This drive consists of
two parts: Source side converter and load side converter.

Fig: Self controlled Synchronous Motor Drive employing Load Commutated

Inverter

The source side converter is a 3 phase 6 pulse line commutated fully controlled
converter. When the firing angle range is 0° < αs < 90° the converter acts as a line
commutated fully controlled rectifier. During this mode the output voltage Vds and
output current Ids are both positive.

When the firing angle range is 90° < αs < 180° the converter acts as a line
commutated fully controlled inverter. During this mode the output voltage Vds is
negative and output current Ids is positive.

When the synchronous motor operates at a leading power factor, thyristors of the
load side converter are commutated by the motor induced voltages just as the
thyristors in a line commutated converter are commutated by the supply voltages.
This is called Load commutation (here load is synchronous motor).Firing(triggering)
angles are referred to the induced voltages just like the triggering angles in a line
commutated inverter are referred to the supply voltages.

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When the firing angle range is 0° < αl < 90° the load side converter acts as a line
commutated fully controlled rectifier. During this mode the output voltage Vdl and
output current Id are both positive.

When the firing angle range is 90° < αl < 180° the load side converter acts as a line
commutated fully controlled inverter. During this mode the output voltage Vdl is
negative and current Id is positive.

For 0° < αs < 90° & 90° < αl < 180° and with Vds > Vdl the source side converter acts
like a line commutated Rectifier and load side Converter acts like a line
commutated Converter causing power to flow from the source to the motor thus
giving motoring operation.

When the firing angles are changed such that 90° < αs < 180° and 0° < αl < 90° the
Load Side Converter acts like a line commutated Rectifier and Source Side
Converter acts like a line commutated Inverter causing power to flow from the
motor to the source thus giving regenerative braking operation.

The magnitude of Torque depends on (Vds -- Vdl). The motor speed can be
controlled by control of line side converter firing angles.

When working as an Inverter, the firing angle has to be less than 180° to take care
of commutation overlap and turn off of thyristors. It is common to define a
commutation lead angle for load side converter as

βl = 180° -- αl

If commutation overlap is ignored, the input AC current of the converter will lag
behind the input AC voltage by an angle αl. Since motor input current has an
opposite phase to converter input current, the motor current will lead its terminal
voltage by an angle βl. Therefore the motor operates at a leading power
factor.Lower the value of βl, higher the motor power factor and lower the Inverter
rating.

In a simple control scheme ,the drive is operated at a fixed value of commutation

lead angle βlc for the load side converter working as an Inverter and at βl = 180°(or
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αl = 0°) when working as a rectifier. When good power factor is required to minimize
converter rating, the load side converter when working as an inverter is operated
with constant margin angle control.

Closed loop operation of Synchronous drives:

A closed loop speed control scheme of a Load Commutated Inverter (LCI)
Synchronous Drive is shown in the figure below.

• It employs outer speed control loop and inner current control loop with a
limiter just as in a DC motor speed control system.
• The phase controlled Thyristor rectifier on the supply side of the DC link has a
constant current regulating loop and operates as a controlled current source.
• The regulated DC current is delivered through the DC link inductor to the
Thyristors in the LCI (Load Commutated Inverter) ( shown in the figure as Load
side Inverter ) which supplies square-wave line currents to the synchronous
motor.
• The terminal voltage sensors generate reference pulses of same frequency as
the motor-induced voltages. The phase delay circuit shifts the reference pulses
suitably to obtain control at a constant commutation lead angle βlc.
• Depending on the sign of speed error, βlc is set to provide motoring orbraking
operation. Speed ωm can be sensed either from the terminal voltage sensor or
from a separate tachometer.

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Fig: closed loop speed control scheme of a Load Commutated Inverter (LCI)
Synchronous Drive

An increase in reference speed ωm produces a positive speed error. βlc value is then
set for motoring operation. The speed controller and the current limiter set the DC
link current reference at the maximum permissible value. The motoraccelerates
fast. When close to the desired speed the current limiter desaturates and the drive
settles at the desired speed and at a DC link current which balances motor and load
torques .

Similarly a reduction in reference speed produces a negative speed error. This sets
βlc for regenerative braking operation (i.e. 180 °) and the motor decelerates. When
speed error changes sign βlc value is set for motoring operation and the drive settles
at the desired speed.

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Advantages:

• High efficiency, four quadrant operation with regenerative braking ,high

power ratings (up to 100Mw) and ability to run at high speeds (6000 RPM)
are some important advantages of this drive.

Applications:

• Wound field Synchronous motors are used in large power drives.

• Permanent motor synchronous motors are used in medium power drives.
• Some prominent applications are high speed and high power drives for
compressors, blowers, fans, pumps, conveyors, steel rolling mills, main line
traction, ship propulsion and aircraft test facilities.

Cycloconverter fed Synchronous Motor:

In a synchronous motor fed from a VSI or a CSI, the DC link converter has two stage
conversion devices that produce variable voltage and variable frequency. But with
a Cycloconverter both variable voltage and variable frequency can be obtained
using a single stage conversion. A Cycloconverter gives high quality sinusoidal
output voltage and hence the resulting current is also sinusoidal. Consequently the
effects of harmonic current such as heating losses and torque pulsations are
minimal compared to VSI or CSI fed drives. The power circuit diagram of a
Cycloconverter feeding a synchronous motor and total drive system operating in a
Self Control mode/Commutator less Motor (CLM) Mode are shown in the figures
(a) and (b) below..

The Cycloconverter can be Line commutated or Load commutated. In Line

commutated mode it provides a variable frequency, variable voltage source. It
works in self controlled mode and receives its firing pulses from rotor position
sensors or armature voltage sensor. Due to its limitations in the output frequency,
a line commutated Cycloconverter speed control range is limited to zero to about
one third of the base speed. In Load commutated mode the motor operates on
trapezoidal excitation as a current source fed motor. In this mode the

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motor can run up to and even beyond its base speed. The other features of four
quadrant mode of operation and good power factor remain same as in a Line
commutated Cycloconverter.

Fig (b) : Cycloconverter feeding a 3 Phase Synchronous Motor in Self

Control Mode /Commutator less Motor (CLM) Mode

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Voltage Source Converter (VSI) fed Synchronous Motor:

The basic principle of operation of VSI drives for Synchronous Motors is same as
that of VSIs we have studied for Induction Motor Drives. Just like in Induction Motor
drives three basic configurations are possible to provide variable voltage/variable
frequency supply to synchronous motors fed from VSI.

1) Square wave inverters 2) PWM inverters 3) Chopper with square wave inverters

In all these cases the Synchronous motors can be operated in either self control or
separate control modes. The above three schemes in these two modes are
depicted in the figures (a) to (e) below and explained briefly.

(a) Separate control of a Synchronous Motor with a square wave inverter: The
Phase Controlled rectifier varies the DC voltage to the inverter and at the same time
the inverter output frequency is varied based on a speed control signal from a
crystal oscillator . The section between the DC source and the Inverter is known as
the DC link and it includes a series Inductance and large capacitance which
smoothes the DC voltage to an almost constant value. The above system cannot
regenerate since current flow cannot be reversed in a phase controlled converter.
If regeneration is required it can be obtained by replacing the phase controlled
rectifier with a Dual Converter.

(b) Separate control of a Synchronous Motor with a PWM inverter: A system in

which the DC link voltage is constant as obtained from a simple Diode rectifier is
shown in figure (b). In this scheme the Inverter is a PWM based system and it

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varies both the voltage and the frequency as controlled from an external
oscillator.

(c) Self control of a Synchronous Motor with a square wave inverter: The Phase
Controlled rectifier output DC voltage to the inverter is varied with a speed control
loop as shown in the figure and at the same time the inverter output frequency is
varied both based on a control signal from a rotor sensor or armature induced
voltage so as to maintain a constant v/f ratio. The section between the DC source
and the Inverter is the DC link as already explained.

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(d) Self control of a Synchronous Motor with a PWM inverter: A system in which
the DC link voltage is constant as obtained from a simple Diode rectifier is shown
in figure (d). In this scheme the Inverter is a PWM based system and it varies the
voltage with a speed control loop as shown in the figure and at the same time the
inverter output frequency is varied both based on a control signal from a rotor
sensor or armature induced voltage so as to maintain a constant v/f ratio.

(e) In the fifth scheme the variation of voltage is obtained by a chopper. Due to the
chopper the harmonic injection into the AC supply is reduced. This scheme is a
combination that is used when a high frequency output is required and hence a
PWM inverter is not used and a normal square wave inverter is used.

(e) Fed from Chopper with a square wave inverter

Fig: Possible combinations of VSI fed Synchronous Motor.

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