KALOL INSTITUTE OF TECHNOLOGY AND RESEARCH CENTRE

KALOL

Electrical Department

QUESTION BANK OF
ELECTRICAL DRIVES (3160919)
SEMESTER: 6TH (E.E)

Prepared By:-

Department of Electrical Engineering

KITRC, Kalol
Q.1 Explain about electrical drives.

Ans. Motion control is required in large number of industrial and domestic applications like
transportation systems, rolling mills, paper machines, textile mills, machine tools, fans, pumps,
robots, washing machines etc.

Systems employed for motion control are called DRIVES, and may employ any of prime movers
such as diesel or petrol engines, gas or steam turbines, steam engines, hydraulic motors and electric
motors, for supplying mechanical energy for motion control. Drives employing electric motors are
known as Electrical Drives.

An Electric Drive can be defined as an electromechanical device for converting electrical energy
into mechanical energy to impart motion to different machines and mechanisms for various kinds
of process control.

Classification of Electric Drives

According to Mode of Operation

Continuous duty drives

Short time duty drives

Intermittent duty drives

According to Means of Control

Manual

Semi-automatic

Automatic

According to Number of machines

Individual drive

Group drive

Multi-motor drive

According to Dynamics and Transients

 Uncontrolled transient period

Controlled transient period

According to Methods of Speed Control

Reversible and non-reversible uncontrolled constant speed.

Reversible and non-reversible step speed control.

Variable position control.

Reversible and non-reversible smooth speed control.

Advantages of Electrical Drive

They have flexible control characteristics. The steady state and dynamic characteristics of electric
drives can be shaped to satisfy the load requirements.

1. Drives can be provided with automatic fault detection systems. Programmable logic controller
and computers can be employed to automatically control the drive operations in a desired
sequence.

2. They are available in wide range of torque, speed and power.

3. They are adaptable to almost any operating conditions such as explosive and radioactive
environments

4. It can operate in all the four quadrants of speed-torque plane

5. They can be started instantly and can immediately be fully loaded

6. Control gear requirement for speed control, starting and braking is usually simple and easy to
operate.

Choice (or) Selection of Electrical Drives

Choice of an electric drive depends on a number of factors. Some of the important factors are.

Nature of speed torque characteristics, speed regulation, speed range, efficiency, duty cycle,
quadrants of operation, speed fluctuations if any, ratings etc
 Transient operation requirements:

Values of acceleration and deceleration, starting, braking and reversing performance.

Requirements related to the source:

Types of source and its capacity, magnitude of voltage, voltage fluctuations, power factor,
harmonics and their effect on other loads, ability to accept regenerative power

Capital and running cost, maintenance needs life.

Space and weight restriction if any.

Environment and location.

Reliability.

Group Electric Drive This drive consists of a single motor, which drives one or more line shafts
supported on bearings. The line shaft may be fitted with either pulleys and belts or gears, by means
of which a group of machines or mechanisms may be operated. It is also sometimes called as
SHAFT DRIVES.

Advantages

A single large motor can be used instead of number of small motors

Disadvantages

There is no flexibility. If the single motor used develops fault, the whole process will be stopped.

Individual Electric Drive

In this drive each individual machine is driven by a separate motor. This motor also imparts motion
to various parts of the machine.

Multi Motor Electric Drive

In this drive system, there are several drives, each of which serves to actuate one of the working
parts of the drive mechanisms.

E.g. Complicated metal cutting machine tools

Paper making industries, rolling machines etc.

Classification of Electrical Drives

Another main classification of electric drive is

DC drive

AC drive

Applications

Paper mills

Cement Mills

Textile mills

Sugar Mills

Steel Mills

Electric Traction

Petrochemical Industries

Electrical Vehicles

Q.2. Classification of load torque motor.

Ans. Various load torques can be classified into broad categories.

Active load torques

Passive load torques

Load torques which has the potential to drive the motor under equilibrium conditions are called
active load torques. Such load torques usually retain their sign when the drive rotation is changed
(reversed)

Eg:

Torque due to force of gravity

 Torque due tension

Torque due to compression and torsion etc

Load torques which always oppose the motion and change their sign on the reversal of motion are
called passive load torques

Eg:

Components of Load Torques:

The load torque T1 can be further divided in to following components

): Friction will be present at the motor shaft and also in various parts of the
load. TF is the equivalent value of various friction torques referred to the motor shaft.

Windage Torque (Tw )

When motor runs, wind generates a torque opposing the motion. This is known as windage
torque.

Torque required to do useful mechanical work

Nature of this torque depends upon particular application. It may be constant and independent of
speed. It may be some function of speed, it may be time invariant or time variant, its nature may
also change with the load’s mode of operation.

Friction at zero speed is called diction or static friction. In order to start the drive the motor should
at least exceeds diction.

Friction torque can also be resolved into three components

Component Tv varies linearly with speed is called VISCOUS friction and is given by

Tv = B ωm

Where B is viscous friction co-efficient.

Another component TC , which is independent of speed, is known as COULOMB friction. Third

component Ts accounts for additional torque present at stand still. Since Tw is present only at
stand still it is not taken into account in the dynamic analysis. Wind age torque, TW which is
proportional to speed Squared is given by

From the above discussions, for finite speed

Characteristics of Different types of Loads

One of the essential requirements in the section of a particular type of motor for driving a machine
is the matching of speed-torque characteristics of the given drive unit and that of the motor.
Therefore the knowledge of how the load torque varies with speed of the driven machine is
necessary. Different types of loads exhibit different speed torque characteristics. However, most
of the industrial loads can be classified into the following four categories.

Constant torque type load

Torque proportional to speed (Generator Type load)

Torque proportional to square of the speed (Fan type load)

Torque inversely proportional to speed (Constant power type load)

Constant Torque characteristics:

Most of the working machines that have mechanical nature of work like shaping, cutting, grinding
or shearing, require constant torque irrespective of speed. Similarly cranes during the hoisting and
conveyors handling constant weight of material per unit time also exhibit this type of
Characteristics

Torque Proportional to speed:

Separately excited dc generators connected to a constant resistance load, eddy current brakes have
speed torque characteristics given by

T=k
Torque proportional to square of the speed:

Another type of load met in practice is the one in which load torque is proportional to the square
of the speed.

Examples:

Fans rotary pumps,

Compressors

Ship propellers
Torque Inversely proportional to speed:

Certain types of lathes, boring machines, milling machines, steel mill coiler and electric traction
load exhibit hyperbolic speed-torque characteristics
Q.3. Explain multi quadrant of motor drive.

Ans. For consideration of multi quadrant operation of drives, it is useful to establish suitable
conventions about the signs of torque and speed.

A motor operates in two modes – Motoring and braking. In motoring, it converts electrical energy
into mechanical energy, which supports its motion .In braking it works as a generator converting
mechanical energy into electrical energy and thus opposes the motion.

Now consider equilibrium point B which is obtained when the same motor drives another load as
shown in the figure. A decrease in speed causes the load torque to become greater than the motor
torque, electric drive decelerates and operating point moves away from point B.

Similarly when working at point B and increase in speed will make motor torque greater than the
load torque, which will move the operating point away from point B

Similarly operation in quadrant III and IV can be identified as reverse motoring and reverse
braking since speed in these quadrants is negative.
For better understanding of the above notations, let us consider operation of hoist in four quadrants
as shown in the figure. Direction of motor and load torques and direction of speed are marked by
arrows

The figure at the right represents a DC motor attached to an inertial load. Motor can provide
motoring and braking operations for both forward and reverse directions.

Figure shows the torque and speed co-ordinates for both forward and reverse motions. Power
developed by a motor is given by the product of speed and torque. For motoring operations Power
developed is positive and for braking operations power developed is negative.

For better understanding of the above notations, let us consider operation of hoist in four quadrants
as shown in the figure. Direction of motor and load torques and direction of speed are marked by
arrows.
 A hoist consists of a rope wound on a drum coupled to the motor shaft one end of the rope
is tied to a cage which is used to transport man or material from one level to another level . Other
end of the rope has a counter weight. Weight of the counter weight is chosen to be higher than the
weight of empty cage but lower than of a fully loaded cage.

Forward direction of motor speed will be one which gives upward motion of the cage. Load torque
line in quadrants I and IV represents speed-torque characteristics of the loaded hoist. This torque
is the difference of torques due to loaded hoist and counter weight. The load torque in quadrants
II and III is the speed torque characteristics for an empty hoist.

This torque is the difference of torques due to counter weight and the empty hoist. Its sigh is
negative because the counter weight is always higher than that of an empty cage. The quadrant I
operation of a hoist requires movement of cage upward, which corresponds to the positive motor
speed which is in counter clockwise direction here. This motion will be obtained if the motor
products positive torque in CCW direction equal to the magnitude of load torque TL1.
Since developed power is positive, this is forward motoring operation. Quadrant IV is obtained
when a loaded cage is lowered. Since the weight of the loaded cage is higher than that of the
counter weight

It is able to overcome due to gravity itself.

In order to limit the cage within a safe value, motor must produce a positive torque T equal to TL2
in anticlockwise direction. As both power and speed are negative, drive is operating in reverse
braking operation. Operation in quadrant II is obtained when an empty cage is moved up. Since a
counter weigh is heavier than an empty cage, its able to pull it up.

In order to limit the speed within a safe value, motor must produce a braking torque equal to TL2
in clockwise direction. Since speed is positive and developed power is negative, it’s forward
braking operation.

Operation in quadrant III is obtained when an empty cage is lowered. Since an empty cage has a
lesser weight than a counter weight, the motor should produce a torque in CW direction. Since
speed is negative and developed power is positive, this is reverse motoring operation. During
transient condition, electrical motor can be assumed to be in electrical equilibrium implying that
steady state speed torque curves are also applicable to the transient state operation.

Q.4. Explain Steady State Stability of motor drive.

Ans. Equilibrium speed of motor-load system can be obtained when motor torque equals the load
torque. Electric drive system will operate in steady state at this speed, provided it is the speed of
stable state equilibrium.

Concept of steady state stability has been developed to readily evaluate the stability of an
equilibrium point from the steady state speed torque curves of the motor and load system. In most
of the electrical drives, the electrical time constant of the motor is negligible compared with the
mechanical time constant. During transient condition, electrical motor can be assumed to be in
electrical equilibrium implying that steady state speed torque curves are also applicable to the
transient state operation.

Now, consider the steady state equilibrium point A shown in figure below
 Now consider equilibrium point B which is obtained when the same motor drives another
load as shown in the figure.

A decrease in speed causes the load torque to become greater than the motor torque, electric drive
decelerates and operating point moves away from point B.

Similarly when working at point B and increase in speed will make motor torque greater than the
load torque, which will move the operating point away from point B
Basics of Regenerative Braking

In the regenerative braking operation, the motor operates as generator, while it is still connected
to the supply. Here, the motor speed is greater than the synchronous speed.

Mechanical energy is converted into electrical energy, part of which is returned to the supply and
rest of the energy is last as heat in the winding and bearings of electrical machines pass smoothly
from motoring region to generating region, when over driven by the load.

An example of regenerative braking is shown in the figure below. Here an electric motor is driving
a trolley bus in the uphill and downhill direction. The gravity force can be resolved into two
components in the uphill direction.

One is perpendicular to the load surface (F) and another one is parallel to the road surface Fl. The
parallel force pulls the motor towards bottom of the hill.

If we neglect the rotational losses, the motor must produce force Fm opposite to Fl to move the
bus in the uphill direction.

Here the motor is still in the same direction on both sides of the hill. This is known as regenerative
braking. The energy is exchange under regenerative braking operation is power flows from
mechanical load to source.
This operation is indicated as shown in the figure below in the first quadrant. Here the power flow
is from the motor to load.

Now we consider that the same bus is traveling in down hill, the gravitational force doesn’t
change its direction but the load torque pushes the motor towards the bottom of the hill. The motor
produces a torque in the reverse direction because the direction of the motor torque is always
opposite to the direction of the load torque.

Here the motor is still in the same direction on both sides of the hill. This is known as regenerative
braking. The energy is exchange under regenerative braking operation is power flows from
mechanical load to source. Hence, the load is driving the machine and the machine is generating
electric power that is returned to the supply.

Regenerative braking of Induction motor:

An induction motor is subjected to regenerative braking, if the motor rotates in the same direction
as that of the stator magnetic field, but with a speed greater than the synchronous speed. Such a
state occurs during any one of the following process.

Downward motion of a loaded hoisting mechanism

During flux weakening mode of operation of IM.

Under regenerative braking mode, the machine acts as an induction generator. The induction
generator generates electric power and this power is fed back to the supply. This machine takes
only the reactive power for excitation.

The speed torque characteristic of the motor for regenerative braking is shown in the figure.

Regenerative Braking for DC motor:

In regenerative braking of dc motor, generated energy is supplied to the source. For this the
following condition is to be satisfied.

E > V and Ia should be negative

Modes of Operation:

An electrical drive operates in three modes

Steady state

Acceleration including Starting

Deceleration including Stopping

We know that

T=T1 +J d/dt (ωm)

According to the above expression the steady state operation takes place when motor torque equals
the load torque. The steady state operation for a given speed is realized by adjustment of steady
state motor speed torque curve such that the motor and load torques are equal at this speed. Change
in speed is achieved by varying the steady state motor speed torque curve so that motor torque
equals the load torque at the new desired speed. In the figure shown below when the motor
parameters are adjusted to provide speed torque curve 1, drive runs at the desired speedωm 1 .

Speed is changed to ωm 2 when the motor parameters are adjusted to provide speed torque curve

2. When load torque opposes motion, the motor works as a motor operating in quadrant I or III
depending on the direction of rotation. When the load is active it can reverse its sign and act to
assist the motion. Steady state operation for such a case can be obtained by adding a mechanical
brake which will produce a torque in a direction to oppose the motion. The steady state operation
is obtained at a speed for which braking torque equal the load torque. Drive operates in quadrant
II or IV depending upon the rotation.

Acceleration and Deceleration modes are transient modes. Drive operates in acceleration
mode whenever an increase in its speed is required. For this motor speed torque curve must be
changed so that motor torque exceeds the load torque. Time taken for a given change in speed
depends on inertia of motor load system and the amount by which motor torque exceeds the load
torque.

Increase in motor torque is accompanied by an increase in motor current. Care must be taken to
restrict the motor current with in a value which is safe for both motor and power modulator. In
applications involving acceleration periods of long duration, current must not be allowed to exceed
the rated value. When acceleration periods are of short duration a current higher than the rated
value is allowed during acceleration.

In closed loop drives requiring fast response, motor current may be intentionally forced to
the maximum value in order to achieve high acceleration. Figure shown below shows the transition
from operating point A at speed.

Point B at a higher speedωm 2, when the motor torque is held constant during acceleration. The
path consists of AD1E1B. In the figure below, 1 to 5 are motor speed torque curves. Starting is a
special case of acceleration where a speed change from 0 to a desired speed takes place. All points
mentioned in relation to acceleration are applicable to starting.
The maximum current allowed should not only be safe for motor and power modulator but drop
in source voltage caused due to it should also be in acceptable limits. In some applications the
motor should accelerate smoothly, without any jerk. This is achieved when the starting torque can
be increased step lessly from its zero value. Such a start is known as soft start.
Q.5. Explain Single Phase Fully Controlled Converter Fed Separately Excited D.C Motor Drive.

Ans.

The basic circuit for a single-phase separately excited dc motor drive is shown in Fig. [Link]
armature voltage is controlled by a semi-converter or full-converter and the field circuit is fed from
the ac supply through a diode bridge. The motor current cannot reverse due to the thyristors in the
converters. If semi-converters are used, the average output voltage (Ea)is always positive.
Therefore power flow (Ea1a) is always positive, that is, from the ac supply to the dc load. In drive
system semi-converters, regeneration or reverse power flow from motor to ac supply is not
possible. In semi-converters free-wheel (i.e., dissipation of armature inductance energy through
the free-wheeling path) takes place when the thyristor blocks.

Single-phase full-wave drives are used for low and medium- horsepower applications as indicated
in [Link] speed regulation on open-loop firing angle control. However, with
armature voltage or tachometer feedback, good regulation can be achieved.

Basic Equation I

The armature circuit of the de motor is represented by its back voltage eg, armature resistance Ra,
and armature inductance LaasshowninFig.2.1.
Back voltage:

Note that the inductance La does not absorb any average voltage. From equations 2 and 6, the
average speed is
 In single-phase converters, the armature voltage ea and current t, change with time. This is
unlike the M-G set drive in which both ea and t, are essentially constant. In phase-controlled
converters, the armature current ia may not even be continuous. In fact, for most operating
conditions, t, is discontinuous. This makes prediction of performance difficult. Analysis is
simplified if continuity of armature current can be assumed. Analysis for both continuous and
discontinuous current is presented in the following sections

Q.6. Explain Continuous Armature Current about motor.

Ans. Let us assume that the armature current is continuous over the whole range of
operation. Typical voltage and current waveforms are shown in Figs.2.2 and 2.3 for semi-converter
and full-converter systems, respectively. The thyristors are symmetrically triggered. In the semi-
converter system shown in Fig.2.2, thyristor Sl is triggered at an angle a and S2 at an angle a+7T
with respect to the supply voltage v. In the full-converter system shown in Fig.2.3, thyristors S,and
S3 are simultaneously triggered at a, thyristors S2 and S4 are triggered at 7T +a.

In Fig. 2.2, the motor is connected to the input supply for the period a<wt<7T through Sl and D2,
and the motor terminal voltage ea is the same as the supply input voltage v. Beyond 7T, ea tends
to reverse as the input voltage changes polarity. This will forward-bias the free-wheeling diode
and DFW will start conducting. The motor current ia, which was flowing from the supply through
Sl' is transferred to DFW (i.e., Sl commutates). The motor terminals are shorted through the free-
wheeling diode during 7T <wt <(7T +a),making eo zero. Energy from the supply is therefore
delivered to the armature

Circuit when the thyristor conducts (a to7T). This energy is partially stored in the inductance,
partially stored in the kinetic energy (K.E.) of the moving system, and partially used to supply the
mechanical load. During the free-wheeling period, 7T to7T +a, energy is recovered from the
inductance and is converted to mechanical form to supplement the [Link] supplying the
mechanical load. The free-wheeling armature current continues to produce electromagnetic torque
in the motor. No energy is feedback to the supply during this period.
In Fig.2.3, the motor is always connected to the input supply through the thyristors. Thyristors Sl
and S3conduct during the interval a<wt <(7T +a) and connect the motor to the supply. At 7T +a,
thyristors S2 and S4 are triggered. Immediately the supply voltage appears across the thyristors Sl
and S3asa reverse-bias voltage and turns them off. This is called natural or line commutation. The
motor current ia, which was flowing from the supply through Sl and S3' is transferred to S2 and
S4. During at o7T,energy flows from the input supply to the motor (both v and ia repositive, and
eo and io are positive, signifying positive power flow). However, during 7T to 7T +a, some of the
motor system energy is feedback to the input supply(v and I have opposite polarities and likewise
ea and io' signifying reverse power flow).

In Fig.2.3c voltage and current waveforms are shown for a firing angle greater than 90°.The
average motor terminal voltage Eo is negative. If the motor back emf Eg is reversed, it will behave
as a de-generator and will feed power back to the ac supply. This is known as the inversion
operation of the converter, and this mode of operation is used in the regenerative braking of the
motor.

Torque Speed Characteristics

For a semi-converter with free-wheeling action the armature circuit equations are:
Single-Phase Separately Excited DC Motor Drives

The armature circuit equation for a full-converter is:

Q.7. Explain Discontinious Armature Current of motor.

Ans. The torque-speed characteristics shown in Fig.2.4b are drawn on the crude assumption that
the armature current is continuous over the whole range of operation. It is very doubtful that the
armature current will be continuous at high values of the firing angle a, high speed, and low values
of torque. In fact, armature current is discontinuous for these operating conditions. If the armature
current is discontinuous, the no-load speeds will be higher than those shown in Fig.2.4b, and the
speed regulation will be significantly poor in the region of discontinuous armature current. The
motor performance

The waveforms with semi-converter and full-converter with discontinuous armature current are
shown in Fig.2.5 and Fig.2.6, respectively..
the motor is connected to the input supply for the period a<wI <71' through S, and [Link] 71',
the motor terminal is shorted through the free-wheeling diode DFW' The armature current decays
to zero at before the thyristor S2 is triggered at71' +a, thereby making the armature current
discontinuous. During a to 71' (i.e., the conduction period of the thyristor S,), motor terminal
voltage ea is the same as the supply voltage v. However, during the motor current free-wheels
through DFW and so ea s zero. The motor coasts and the motor terminal voltage ea is the same as
the back voltage InFig.2.6, the motor is connected to the supply during a<wt<{3 and it Coasts
during {3<wI <71' +a. As long as the motor is connected to the supply, its terminal voltage is the
same as the input supply voltage.
If the armature current can be assumed to be continuous, the torque-speed characteristics can be
calculated merely from average values ofthe motor terminal voltage and current. In the
discontinuous current mode, these calculations are cumbersome. The difficulty arises in the
calculation of the average motor terminal voltage Ea, because (called the extinction angle, the
instant at which the thyristor or motor current becomes zero) depends on, the average speed N,
average armature current la' and the firing angle a. A general approach, valid for both continuous
and discontinuous armature current, is therefore necessary.

Q.8. Three Phase Fully Controlled Converter Fed Separately Excited D.C Motor Drive
Ans.

Three phase controlled rectifiers are used in large power DC motor drives. Three phase
controlled rectifier gives more number of voltage per cycle of supply frequency. This makes
motor current continuous and filter requirement also less.

Three Phase Fully Controlled Converter Fed Separately Excited D.C Motor Drive

Three phase controlled rectifiers are used in large power DC motor drives. Three phase controlled
rectifier gives more number of voltage per cycle of supply frequency. This makes motor current
continuous and filter requirement also less.
The number of voltage pulses per cycle depends upon the number of thyristors and their
connections for three phase controlled rectifiers. In three phase drives, the armature circuit is
connected to the output of a three phase controlled rectifier.

Three phase drives are used for high power applications up to megawatts power level. The ripple
frequency of armature voltage is greater than that of the single phase drives and its requires less
inductance in the armature circuit to reduce the armature current ripple

Three phase full converter are used in industrial application up to 1500KW drives. It is a two
quadrant converter.

Principle of Operation

Three phase full converter bridge circuit connected across the armature terminals is shown fig. The
voltage and current waveforms of the converter. The circuit works as a three AC to DC converter
for firing angle delay 00 < α < 90 0 and as a line commutated inverter for 900 < α < 1800 . A three
full converter fed DC motor is performed where generation of power is required.
Q.9. Four Quadrant Operation of a Converters.

Ans. The bi-directional boost converter is the IPQC version of the conventional thyristor dual
converters. Their topology is derived from ac-ac matrix converters using four quadrant switches
(4QSWs). Since no four-quadrant switch is currently commercially available the realized by
embedding a transistor inside a diode bridge or by inverse parallel connections of transistors as
shown in Fig (1). Power IGBT employed because they have the advantage so high switching
frequency and small pulse and notch widths. Topology of a single-phase bi-directional boost
converter using typeI 4QSWs is shown in Fig(2).

In the circuit shown in Fig (2), here are four4QSWs, two in each limb. Each 4QSW comprises
two 2QSWs (two quadrant switches), each two-quadrant switch consisting of a IGBTT with series
diode, connected in inverse-parallel. The operation of the bi -directional boost converter in boost
mode and in a particular quadrant in the V-I plane shown in Fig (3) is determined by the
conditioning of the switching states of two sets (IandII) of devices. In the single-phase version
each set comprises four IGBTs; set(A) IGBTs–T11,T22,T33,T44 and set(B)I GBTTs-
T1,T2,T3,T4. corresponding to the four quadrants in the buck and boost modes pertaining to the
rectification and inversion operations
Q.10 Explain about Time Ratio Control (TRC).

Ans. In this control scheme, time ratio Ton/T (duty ratio) is varied. This is realized by two different
ways called Constant Frequency System and Variable Frequency System as described below:

Constant Frequency System

In this scheme, on-time is varied but chopping frequency f is kept constant. Variation of Ton means
adjustment of pulse width, as such this scheme is also called pulse-width-modulation scheme.

Variable Frequency System

In this technique, the chopping frequency f is varied and either (i) on-time Ton is kept constant or
(ii) off-time Toff is kept constant. This method of controlling duty ratio is also called Frequency-
modulation scheme.
Q.11 Explain Armature Current Controlled.
Ans. In a armature controlled motor, the field current if is held constant, and the armature current
is controlled through the armature voltage Va. In this case, the motor torque increase linearly with

the armature current. We write

The transfer function from the input armature current to the resulting motor torque is

Equations (1.8), (1.11) and (1.12) together can be represented by the closed loop block diageam
shown below.
Block diagram reduction gives the transfer unction from the input armature voltage to the resulting
speed change.

The transfer function from the input armature voltage to the resulting angular position change is
ound by multiplying Equation (1.13) by 1/s.

The voltage/current relationship for the armature side of the motor is

Where Vb represents the “back EMF” induced by the rotation of the armature windings in a
magnetic field. The back EMF Vb is proportional to the speed W, i.e. Vb(s) = Kbw(s). Taking
Laplace transforms of Eqution (1.9) gives
As before, the transfer function rom the input motor torque to rotational speed change is

Q.12. Explain Speed control by armature voltage variation.

Ans. In this method of speed control, armature is supplied from a separate variable Ac voltage
source, while the field is separately excited with fixed rate dc voltage as shown in figure. Here the
armature resistance and field current are not varied. Since the no load speed the speed versus Ia
characteristic will shift parallel as shown in figure for different values of Va.
As flux remains constant, this method is suitable for constant torque loads. In a way armature
voltage control method dissimilar to that of armature resistance control method except that the
former one is much superior as next repower loss takes place in the armature circuit. Armature
voltage control method is adopted for controlling speed from base speed down to very small speed,
as one should not apply across the armature a voltage, which is higher than the rated voltage.
Q.13. Explain Flux-Weakening Control Design and Analysis.

Ans. In order to produce the maximum torque, which main component is proportional to q-axis
component of the armature current, it is convenient to control the inverter-fed PMSM by keeping
the direct, d-axis, current component to be id as long as the inverter output voltage doesn’t reach
its limit.

At that point, the motor reaches its maximum speed, so-called rated speed (called al so base speed
when talking about flux-weakening). Beyond that limit, the motor torque decreases rapidly toward
its minimum value, which depends on a load torque profile. To expand the speed above the rated
value, the motor torque is necessary to be reduced. A common method in the control of
synchronous motors is to reduce the magnetizing current, which produces the magnetizing flux.
This method is known as field-weakening. With PM synchronous motors it is not possible, but,
instead, the air gap flux is weakened by producing anegative d-axis current component, id.

Because nothing has happened to the excitation magnetic field and the air gap flux is still reduced,
so is the motor torque, this control method is called flux-weakening. As a basis for this analysis,
the PMSM current and voltage d-q vector diagrams from the previous section Fig are used. During
flux-weakening, because the demagnetizing (negative) id current increases, a phase current vector
is rotates toward the negative d-semi-axis.

The rotation of the phase voltage vector is determined by a chosen flux weakening strategy, but
at the end of flux-weakening it always rotates toward the positive q- semi axis because of iq current,
i.e vd voltage magnitude decrease.

Hence, the voltage-to-current phase shift decreases to zero and increases in negative direction
either to the inverter phase shift limit (usually 300), or a load torque dictated steady-state (zero
acceleration), or to the zero motor torque condition (no load or generative load). A big concern of
flux-weakening control is a danger of permanent demagnetization of magnets. However, large
materials such as Samarium-Cobalt, allows significant id current which can extend the motor rated
speed up to two times. Three commonly used flux- weakening control strategies are:

1) constant-voltage-constant-power (CVCP) control;

2) constant-current-constant-power (CCCP) control; and

3) optimum-current-vector (OCV or CCCV-constant-current-constant-voltage) control.

Q.14. Explain Speed Controller.

Ans. The speed regulator in the following figure uses a PI controller. The controller outputs the
armature current reference (in pu) used by the current controller in order to obtain the
electromagnetic torque needed to reach the desired speed. During torque regulation, the speed
controller is disabled.

The controller takes the speed reference (in rpm) and the rotor speed of the DC machine as inputs.
The speed reference change rate will follow user-defined acceleration and deceleration ramps in
order to avoid sudden reference changes that could cause armature over-current and destabilize the
system. The speed measurement is filtered by a first-order low-pass filter.
Q.15. Explain Current Controller.

Ans. The armature current regulator in the following figure is based on a second PI controller. The
regulator controls the armature current by computing the appropriate thyristor firing angle. This
generates the rectifier output voltage needed to obtain the desired armature current and thus the
desired electromagnetic torque.

The controller takes the current reference (in pu) and the armature current flowing through the
motor as inputs. The current reference is either provided by the speed controller during speed
regulation or computed from the torque reference provided by the user during torque regulation.
This is managed by the "regulation switch" block.

The armature current input is filtered by a first-order low-pass filter. An arccosine function is used
to linearize the control system during continuous conduction. To compensate nonlinearities
appearing during discontinuous conduction, a feed forward term is added to the firing angle.
Q.16. Stator Voltage Control by PWM techniques.

Ans. In this method of control, back-to-back thyristors are used to supply the motor with variable
ac voltage. The analysis implies that the developed torque varies inversely as the square of the
input RMS voltage to the motor. This makes such a drive suitable for fan- and impeller-type loads
for which torque demand rises faster with speed. For other types of loads, the suitable speed range
is very limited. Motors with high rotor resistance may offer an extended speed range. It should be
noted that this type of drive with back-to-back thyristors with firing-angle control suffers from
poor power and harmonic distortion factors when operated at low speed. If unbalanced operation
is acceptable, the thyristors in one or two supply lines to the motor may be bypassed. This offers
the possibility of dynamic braking or plugging, desirable in some applications.
 The induction motor speed variation can be easily achieved for a short range by either stator
voltage control or rotor resistance control. But both of these schemes result in very low efficiencies
at lower speeds. The most efficient scheme for speed control of induction motor is by varying
supply frequency. This not only results in scheme with wide speed range but also improves the
starting performance. If the machine is operating at speed below base speed, then v/f ratio is to be
kept constant so that flux remains constant. This retains the torque capability of the machine at the
same value. But at lower frequencies, the torque capability decrease and this drop in torque has to
be compensated for increasing the applied voltage.
Q.17 V/F Control Induction motor.

Ans. Open Loop V/F Control

The open loop V/F control of an induction motor is the most common method of speed control
because of its simplicity and these types of motors are widely used in industry. Traditionally,
induction motors have been used with open loop 50Hz power supplies for constant speed
applications. For adjustable speed drive applications, frequency control is natural. However,
voltage is required to be proportional to frequency so that the stator flux

Ѱs=Ѵs/ωs

Remains constant if the stator resistance is neglected. The power circuit consists of a diode
rectifier with a single or three-phase ac supply, filter and PWM voltage-fed inverter. Ideally no
feedback signals are required for this control scheme.

The PWM converter is merged with the inverter block. Some problems encountered in the
operation of this open loop drive are the following:

The speed of the motor cannot be controlled precisely, because the rotor speed will be slightly
less than the synchronous speed and that in this scheme the stator frequency and hence the
synchronous speed is the only control variable.

The slip speed, being the difference between the synchronous speed and the electrical rotor speed,
cannot be maintained, as the rotor speed is not measured in this scheme. This can lead to operation
in the unstable region of the torque-speed characteristics.

The effect of the above can make the stator currents exceed the rated current by a large amount
thus endangering the inverter- converter combination

These problems are to be suppress by having an outer loop in the induction motor drive, in which
the actual rotor speed is compared with its commanded value, and the error is processed through a
controller usually a PI controller and a limiter is used to obtain the slip-speed command
Closed Loop V/F Control

The basis of constant V/F speed control of induction motor is to apply a variable magnitude and
variable frequency voltage to the motor. Both the voltage source inverter and current source
inverters are used in adjustable speed ac drives. The following block diagram shows the closed
loop V/F control using a VSI
 A speed sensor or a shaft position encoder is used to obtain the actual speed of the motor.
It is then compared to a reference speed. The difference between the two generates an error and
the error so obtained is processed in a Proportional controller and its output sets the inverter
frequency. The synchronous speed, obtained by adding actual speed Ѡf and the slip speed ѠSI,
determines the inverter frequency The reference signal for the closed-loop control of the machine
terminal voltage Ѡf is generated from frequency

Q. 18. Voltage-source Inverter-driven Induction Motor.

Ans. A three-phase variable frequency inverter supplying an induction motor is shown in

Figure. The power devices are assumed to be ideal switches. There are two major types of
switching schemes for the inverters, namely, square wave switching and PWM switching.

Square wave inverters

The gating signals and the resulting line voltages for square wave switching are shown in Figure.
The phase voltages are derived from the line voltages assuming a balanced three-phase system.
The square wave inverter control is simple and the switching frequency and consequently,
switching losses are low. However, significant energies of the lower order harmonics and large
distortions in current wave require bulky low-pass filters. Moreover, this scheme can only
achieve frequency control. For voltage control a controlled rectifier is needed, which offsets
some of the cost advantages of the simple inverter

PWM Principle

It is possible to control the output voltage and frequency of the PWM inverter simultaneously, as
well as optimize the harmonics by performing multiple switching within the inverter major cycle
which determines frequency. For example, the fundamental voltage for a square wave has the
maximum amplitude (4Vd/π) but by intermediate switching, as shown in Fig. 34.12, the magnitude
can be reduced. This determines the principle of simultaneous voltage control by PWM. Different
possible strategies for PWM switching exist. They have different harmonic contents. In the
following only a sinusoidal PWM is discussed.
Sinusoidal PWM

Figure explains the general principle of SPWM, where an isosceles triangle carrier wave of
frequency fc is compared with the sinusoidal modulating wave of fundamental frequency f, and
the points of intersection determine the switching points of power devices. For example, for phase-
a, voltage (Va0) is obtained by switching ON Q1 and Q4 of half -bridge inverter, as shown in the
figure . Assuming that f << fc, the pulse widths of va0 wave vary in a sinusoidal manner. Thus,
the fundamental frequency is controlled by varying f and its amplitude is proportional to the
command modulating voltage. The Fourier analysis of the va0 wave can be shown to be of the
form Va0 = 0.5mVd sin(2 Лft+πφ)+ harmonic frequency terms.
 Where m = modulation index and φ = phase shift of output, depending on the position of
the modulating wave. The modulation index m is defined as

m= VP/VT

Where Vp = peak value of the modulating wave and VT = peak value of the carrier wave. Ideally,
m can be varied between 0 and 1 to give a linear relation between the modulating and output wave.
The inverter basically acts as a linear amplifier. The line voltage waveform is shown in Fig.

Current Fed Inverters

CSI classification is based on the structure of the front-end power converter, which could be either
a phase-controlled thyristor rectifier or aPWM current-source rectifier.

A. Phase-Controlled Front-End Rectifiers

These drives use a front-end rectifier based on thyristor-type power switches (Fig. 1), which can
be operated with either variable or fixed dc-link current. The performance of the drive converter
depends on this last feature.

Variable DC-Link Current Scheme

The CSI is operated with a fixed pattern, which is usually optimized in terms of harmonic spectrum
and switching frequency. Thus, the load voltage harmonic distortion is minimum and constant
(Table I). However, the dc-link current must be adjusted through transient changes in firing angle
to meet the requirements of the load. The dc voltage, on the other hand, is practically constant and
independent of the load torque.
This last feature leads to a constant input current displacement factor and, thereby, a constant
overall PF. Also, since the dc-link current tracks the output current, the dc-bus and switch
conduction losses are kept to a minimum. Usually, the dc-link inductor is designed to have an
acceptable current ripple (5%). In order to achieve this value and due to the low-order harmonics
produced by the thyristor rectifier (sixth, 12th, etc.), the size of the dc inductor becomes quite
bulky. This results in a slow system transient response. Also, the supply current has a high
distortion factor % due to the low-order harmonics (fifth, seventh, etc.) injected by the thyristor
rectifier. Fig shows typical waveforms of the converter. The rectifier phase angle is only adjusted
during transient conditions occurring under load speed and torque variations.
 (a) Power topology. (b) Supply phase voltage and supply line current. (c) DC recti fier
voltage and dc-link current. (d) CSI line current and load line voltage. (e) Load phase voltage and
load line current.

Fixed DC-Link Current Scheme

Unlike the above control scheme, the CSI is operated with a PWM pattern, which varies as a
function of the CSI modulation index. Therefore, the load voltage harmonic distortion is variable
and depends upon the speed and load torque (Table I). Since the dc-link current is fixed, the
different load power requirements are obtained by varying the dc-link voltage. To achieve this, the
input current displacement factor is continuously adjusted and, thereby, the input PF becomes
variable and close to zero for light loads. Contrary to the variable dc-link current scheme, the dc -
bus and switch conduction losses are always maximum, due to the fact that the dc-link current is
always maximum (Table I). Although the dc-link inductor size is as big as the one used in the
above scheme, the dynamic response of the load current is improved, due to the variable PWM
pattern approach with time responses to modulation index changes of the order of a sampling
period. This scheme also presents a high supply current harmonic distortion, due to the thyristor
rectifier operation (Table I). Typical waveforms shown in Fig are also applicable in this case;
however, in this mode of operation, the rectifier phase angle is continuously adjusted to maintain
a constant dc-link current, regardless of the load speed and torque.

B. PWM Front-End Rectifiers

Unlike phase-controlled rectifier topologies, this topology uses a PWM rectifier. This allows a
reduction in the harmonics injected into the ac supply. The rectifier is operated with a fixed dc-
link current.

Fig. 2 shows typical waveforms of the converter. The PWM pattern is adjusted on a continuous
basis to keep a constant dc-link current. In contrast to topologies based on thyristor front-end
rectifiers, the overall drive input PF is always greater than 0.95, and the total input current
harmonic distortion, which depends on the sampling frequency, is typically lower than 10% (Table
I) . Also, since the output inverter is PWM modulated, the system has time responses close to the
sampling period. However, the dc-bus losses and switch conduction losses are maximum, since
the dc-link current is always equal to its maximum value, regardless of the load speed and torque.
(a) Power topology. (b) Supply phase voltage and supply line current. (c) DC rectifier voltage and
dc-link current. (d) CSI line current and load line voltage. (e) Load phase voltage and load
line current.
Q.19. Explain Closed-loop control of induction motor.

Ans.

Closed-loop induction motor drive with constant volts/Hz control strategy

An outer speed PI control loop in the induction motor drive, shown in Figure computes the
frequency and voltage set points for the inverter and the converter respectively. The limiter ensures
that the slip-speed command is within the maximum allowable slip speed of the induction motor.
The slip-speed command is added to electrical rotor speed to obtain the stator frequency command.
Thereafter, the stator frequency command is processed in an open-loop drive. Kdc is the constant
of proportionality between the dc load voltage and the stator frequency.
Q.20. V/F of permanent magnets synchronous motors.

Ans.

Constant volt per hertz control in an open loop is used more often in the squirrel cage IM
applications. Using this technique for synchronous motors with permanent magnets offers a big
advantage of sensor less control. Information about the angular speed can be estimated indirectly
from the frequency of the supply voltage. The angular speed calculated from the supply voltage
 frequency ac- cording to (1) can be considered as the value of the rotor angular speed if the
external load torque is nothing her than the break down torque.

The mechanical synchronous angular speed ωs is proportional to the frequency fs of the supply
voltage

Where p is the number of pole pairs.

The RMS value of the induced voltage of AC motors is given as

By neglecting the stator resistive voltage drop and as sum- in steady state conditions, the stator
voltage is identical to the induced one and the expression of magnetic flux can be written as

To maintain the stator flux constant at its nominal value in the base speed range, the voltage-to-
frequency ratio is kept constant, hence the name V/f control. If the ratio is different from the
nominal one, the motor will become overexcited around excited. The first case happens when the
frequency value is lower than the nominal one and the voltage is kept constant or if the voltage
 is higher than that of the constant ratio V/f. This condition is called over excitation, which means
that the magnetizing flux is higher than its nominal value.

An increase of the magnetizing flux leads to arise of the magnetizing current. In this case the
hysteresis and eddy current losses are not negligible. The second case represents under excitation.
The motor becomes under excited because the voltage is kept constant and the value of stator
frequency is higher than the nominal one. Scalar control of the synchronous motor can also be
demonstrated via the torque equation of SM, similar to that of an induction motor. The
electromagnetic torque of the synchronous motor, when the stator resistance Rs is not negligible,
is given

The torque will be constant in a wide speed range up to the nominal speed if the ratio of stator
voltage and frequency is kept constant
Q.21. Explain Self-Control Synchronous Motor.

Ans. Control of PM motors is performed using field oriented control for the operation of
synchronous motor as a dc motor. The stator windings of the motor are fed by an inverter that
generates a variable frequency variable voltage. Instead of controlling the inverter frequency
independently, the frequency and phase of the output wave are controlled using a position sensor
as shown in figure.

Field oriented control was invented in the beginning of 1970s and it demonstrates that an
induction motor or synchronous motor could be controlled like a separately excited dc motor by
the orientation of the stator mmf or current vector in relation to the rotor flux to achieve a desired
objective. In order for the motor to behave like DC motor, the control needs knowledge of the
position of the instantaneous rotor flux or rotor position of permanent magnet motor. This needs
a resolver or an absolute optical encoder. Knowing the position, the three phase currents can be
calculated. Its calculation using the current matrix depends on the control desired. Some control
options are constant torque and flux weakening. These options are based in the physical limitation
of the motor and the inverter. The limit is established by the rated speed of the motor.
Field Oriented Control of PM Motors:

The PMSM control is equivalent to that of the dc motor by a decoupling control known as field
oriented control or vector control. The vector control separates the torque component of current
and flux channels in the motor through its stator excitation.

The vector control of the PM synchronous motor is derived from its dynamic model. Considering
the currents as inputs, the three currents are:
Where α is the angle between the rotor field and stator current phasor, r ω is the electrical rotor
speed

The previous currents obtained are the stator currents that must be transformed to the rotor
reference frame with the rotor speed r ω, using Park’s transformation. The q and d axis currents
are constants in the rotor reference frames since α is a constant for a given load torque. As these
constants, they are similar to the armature and field currents in the separately excited dc machine.
The q axis current is distinctly equivalent to the armature current of the dc machine; the d axis
current is field current, but not in its entirety. It is only a partial field current; the other part is
contributed by the equivalent current source representing the permanent magnet field. For this
reason the q axis current is called the torque producing component of the stator current and the d
axis current is called the flux producing component of the stator current.

Substituting equation above and obtain id and iq in terms of Im as follows

Using equations the electromagnetic torque equation is obtained as given below.

Constant Torque Operation:

Constant torque control strategy is derived from field oriented control, where the maximum
possible torque is desired at all times like the dc motor. This is performed by making the torque
producing current iq equal to the supply current Im. That results in selecting the α angle to be 90 º
degrees according to equation. By making the id current equal to zero the torque equation can be
rewritten as:

Flux-weakening:

Flux weakening is the process of reducing the flux in the d axis direction of the motor which
results in an increased speed range.
The motor drive is operated with rated flux linkages up to a speed where the ratio between the
induced emf and stator frequency (V/f) is maintained constant. After the base frequency, the V/f
ratio is reduced due to the limit of the inverter dc voltage source which is fixed. The weakening of
the field flux is required for operation above the base frequency.

This reduces the V/f ratio. This operation results in a reduction of the torque proportional to a
change in the frequency and the motor operates in the constant power region.

The rotor flux of PMSM is generated by permanent magnet which cannot be directly reduced as
induction motor. The principle of flux-weakening control of PMSM is to increase negative direct
axis current and use armature reaction to reduce air gap flux, which equivalently reduces flux and
achieves the purpose of flux-weakening control.

This method changes torque by altering the angle between the stator MMF and the rotor d axis. In
the flux weakening region where ωr > ωrated angle α is controlled by proper control of id and iq for
the same value of stator current. Since iq is reduced the output torque is also reduced. The angle α
can be obtained as:

Flux-weakening control realization

The realization process of equivalent flux-weakening control is as follows,

1) Measuring rotor position and speed ωr from a sensor which is set in motor rotation axis.

2) The motor at the flux weakening region with a speed loop, Te* is obtained from the PI
controller.

3) Calculate Iq*
4) Calculate Id* using equation:

5) Then the current controller makes uses of the reference signals to control the inverter for the
desired output currents.

6) The load torque is adjust to the maximum available torque for the reference speed
Q.22. Permanent Magnet Synchronous Motor Black Diagram of Closed Loop Control.

Ans. The basic block-diagram of PMSM drive system shown in figure in this figure basic four
part divided in this circuit. All part discuss in briefly in this below section. The below figure
shown it is one type of closed-loop block diagram.

There are four basic component

1. Voltage Source Inverter

2. Pm Synchronous Motor

3. Current Controller

4. Position Sensor

Voltage Source Inverter

Voltage Source Inverters are devices that convert a DC voltage to AC voltage of variable
frequency and magnitude. They are very commonly used in adjustable speed drives and are
characterized by a well-defined switched voltage wave form in the terminals. The ac voltage
frequency can be variable or constant depends on the application. Three phase inverters consist of
six power switches connected as shown in figure to dc voltage source. An inverter switches must
be carefully selected based on the requirements of operation, ratings and the application.
PM Synchronous Motor

A permanent magnet synchronous motor (PMSM) is a motor that uses permanent magnets to
produce the air gap magnetic field rather than using electromagnets. These motors have significant
advantages, attracting the interest of researchers and industry for use in many applications. The
properties of the permanent magnet material will affect directly the performance of the motor and
proper knowledge is required for the selection of the materials and for understanding PM motors.
Permanent magnet (PM) synchronous motors are widely used in low and mid power applications
such as computer peripheral equipment’s, robotics, adjustable speed drives and electric vehicles.

HYSTERESIS Current Controller

Current regulators for AC drives are complex because an AC current regulator must control both
the amplitude and phase of the stator current. The AC drive current regulator forms the inner loop
of the overall motion controller. As such, it must have the widest bandwidth in the system and
must, by necessity, have zero or nearly zero steady-state error both current source inverters (CSI)
and voltage source inverters (VSI) can be operated in controlled current modes. The current source
inverter is a "natural" current supply and can readily be adapted to controlled current operation.

The voltage source inverter requires more complexity in the current regulator but offers much
higher bandwidth and elimination of current harmonics as compared to the CSI and is almost
exclusively used for motion control applications. Hysteresis current controller can also be
implemented to control the inverter currents. The controller will generate the reference currents
with the inverter within a range which is fixed by the width of the band gap. In this controller the
desired current of a given phase is summed with the negative of the measured current. The error
is fed to a comparator having a hysteresis band.

When the error crosses the lower limit of the hysteresis band, the upper switch of the inverter leg
is turned on but when the current attempts to become less than the upper reference band, the bottom
switch is turned on. The hysteresis band with the actual current and the resulting gate signals. This
controller does not have a specific switching frequency and changes continuously but it is related
with the band width shown in figure.

Position Sensor

Operation of permanent magnet synchronous motors requires position sensors in the rotor shaft
when operated without damper winding. The need of knowing the rotor position requires the
development of devices for position measurement. There are four main devices for the
measurement of position, the potentiometer, linear variable differential transformer, optical
encoder and resolvers. The ones most commonly used for motors are encoders and revolvers.
Depending on the application and performance desired by the motor a position sensor with the
required accuracy can be selected.

Q.23. Factors influensing the choice of electrical drives.

Ans. Nature of electric supply

o Whether AC or DC supply is to be used for supply

· Nature of the drive

• Whether the particular motor is going to drive individual machine or a group

of machines
• (iii)Capital and running cost

· Maintenance requirement

· Space ad weight restrictions

· Environment and location

· Nature of load
Whether the load requires light or heavy starting torque

§
Whether load torque increases with speed remain constant

§
Whether the load has heavy inertia which may require longer straight time

· Electrical characteristics of motor

§
Starting characteristics,

§
running characteristics,

§
speed control and
§
Braking characteristics

· Size, rating and duty cycle of motors

§
Whether the motor is going to the operator for a short time or whether it has to run continuously
intermittently or on a variable load cycle

o Mechanical considerations

§
Type of enclosures, type of bearings, transmission of drive and Noise level.

§
Due to practical difficulties, it may not possible to satisfy all the above considerations.

§
In such circumstances, it is the experience and knowledge background which plays a vital role
in the selection of the suitable drive.

The following points must be given utmost important for the selection of motor.

The factors are:

t
Nature of the mechanical load driven

t
Matching of the speed torque characteristics of the motor with that of the load

t
Starting conditions of the load.

Q.24. Classification of electrical drives with factor.

Ans. The choice of the electric drives

There are three classification namely

o grope drive

o individual drive

o multimotor drive

1. Group drive

One motor is used as a drive for two or more than machines. The motor is connected to a long
shaft. All the other machines are connected to this shaft through belt and pulleys.

Advantages:

§ Grope drive is most economical because, the rating of the motor used may be comparatively less than
the aggregate of the individual motors required to drive each equipment, because all of they may not be
working simultaneously.

§ Grope drive reduces the initial cost of installing a particular industry.

§ Cost is less because of investment in one motor which is lesser in HP rating.

Disadvantages:

The use of this kind of drive is restricted due to the following reasons:

Ø It is not possible to install any machine as per our wish. so, flexibility of lay out is lost.

Ø The possibility of installation of additional machines in an existing industry is limited.

Ø In case of any fault to the main driving motor, all the other motors will be stopped
immediately.

Ø so, all systems will remain idle and is not advisable for any industry.

Ø Level of noise produced at the site is high.

Ø Because of the restrictions in placing other motors, this kind of drive will result in untidy
appearance, and it is also less safe to operate.
Ø Since all the motors has to be connected through belts and pulleys, large amount of energy
is wasted in transmitting mechanisms. Therefore, power loss is high.

2. Individual drive

In this drive, there will be a separate driving motor for each process equipment.

One motor is used for transmitting motion to various parts or mechanisms belonging to signal
equipment.

Ex: Lathe

One motor used in lathe which rotates the spindle, moves feed with the help of gears and imparts
motion to the lubricating and cooling pumps).

Advantages:

§ Machines can be located at convenient places.

§ Continuity in the production of the processing industry is ensured to a high level of reliability.

§ If there is a fault in one motor, the effect on the production or output of the industry will not be
appreciable.

Disadvantages:

Ø Initial cost is very high.

3. Multimotor drive

In this type of drive, separate motors are provided for actuating different parts of the driven
mechanism.

Ex: cranes, drives used in paper mills, rolling mills etc.,

In cranes, separate motors are used for hoisting, long travel motion and cross travel motion.

Q.25. Electrical Drives Starting Methods.

Ans. 1. PRIME PURPOSE (or) NECESSITY OF A STARTER FOR MOTORS

 The Current drawn by the armature of motor is given by,

Where, Ia = ( V- Eb ) / Ra

V - Supply Voltage

Eb - Back EMF

Ra - Armature Resistance

· When the motor is at rest, there is no back emf developed in the armature. If now full supply
voltage is applied across the stationary armature., it will draw a very large current.

· Because armature resistance is very small

· This excessive current will blow out the fuse and damage the motor.

· To reduce high stating current, a resistance is connected in series with the armature circuit at
the time of starting

· When the motor speed is increased the back emf is also increased

· Then Ia value is decrease

· That time external resistance is cut out

2. PROTECTIVE DEVICES IN A DC/AC MOTOR STARTER

· Over load Release (O.L.R) or No volt coil

· Hold on Coil

· Thermal Relays

· Fuses (Starting /Running)

· Over load relay

3. STARTERS FOR DC MOTOR

· Two point Starte

· Three point Starte

· Four point Starter