Fundamentals of Electric Drives

Prof. Shyama Prasad Das

Hello and welcome to this lecture on the fundamentals of electric drives! In our previous session,
we explored the multi-quadrant operation of DC drives fed by converters. We discussed how,
through the use of mechanical switches, we can seamlessly transition from forward motoring to
forward braking, and then on to reverse motoring. This was the core of our discussion last time,
highlighting the versatility and control we have in managing DC motor operations.

(Refer Slide Time: 00:40)

In this setup, we have the armature connected to reversible switches, with a converter supplying
power to the armature of the DC machine. This arrangement allows us to transition from the first
quadrant, which is forward motoring, to forward braking by reversing the switches once the current
drops to zero. After that, we can reverse the speed and move into reverse motoring.
However, using these mechanical contactors can sometimes be cumbersome, as they require
maintenance and do not provide a very smooth transition between quadrants.

An alternative solution is to implement a dual converter, which we will be discussing in today’s

(Refer Slide Time: 01:36)

Now, let's explore the second method known as the dual converter for DC drives. To begin with,
we have two types of dual converters: the circulating current type and the non-circulating current
type. For today’s discussion, we will focus on the circulating current type dual converter and
examine how it connects to the armature circuit.

In this configuration, we have two converters, which I will illustrate as boxes. Each of these
converters is an SCR bridge, specifically a three-phase full control bridge converter. These two
converter bridges are connected in an anti-parallel arrangement, but not directly. Instead, they are
linked through inter-group reactance. This is how the two converters are connected in parallel or
in an anti-parallel manner.

The armature is fed from the center tap of the converters. We denote this inductor or reactor as L1
and the other as L2. Both converters receive a supply from a three-phase source, which is
connected to the mains. The second phase is also linked to the second converter, ensuring that all
inputs come from the mains supply. We refer to these converters as Converter A and Converter B.

The voltage output from Converter A is designated as VA, while the voltage output from Converter
B is labeled as VB. Since these converters are connected in an anti-parallel configuration, we
position the positive side of one converter here and the negative side of the other here. The
armature current, denoted as IA, typically flows in this direction, and the back EMF voltage across
the armature is represented as VA.

These two converters can only carry current in one direction, as they utilize unidirectional
switches. Therefore, the current from Converter A flows in this manner, while the current from
Converter B flows in the opposite direction. Additionally, the inter-group reactors, L1 and L2, are
integrated into the system to limit the circulating current between the converter bridges.

These reactors or inductors are essential for constraining the circulating current, denoted as Ic, that
flows between the two bridges. Ideally, the voltages VA and VB should be the same; however,
because they are converters, while the average voltage can be matched, the instantaneous voltages
will not be identical. Consequently, some circulating current will occur between the two bridges,
which needs to be minimized using the inter-group or inter-bridge reactors L1 and L2.

Now, let’s explore how many quadrants can be achieved with this setup. If we construct a voltage-
current (V-I) plot, with voltage on the Y-axis and current on the X-axis, it will appear as follows:

This plot represents the armature voltage VA and the armature current IA. In this representation,
we identify the first quadrant, the second quadrant, and the fourth quadrant. In the first quadrant,
VA is positive, and IA is also positive. Conversely, in the second quadrant, VA remains positive
while IA turns negative. This indicates that the current IA must originate from one of the converters:
either from Converter A or from Converter B.

If the current is positive, it must originate from Converter A. Conversely, if the current is negative,
it has to be supplied by Converter B, as Converter B only provides current in that direction. This
defines the flow: the current from Converter B is shown here, while the current from Converter A
flows in the opposite direction. Therefore, we often refer to Converter A as the positive converter,
capable of supplying positive current, or simply as the P converter. In contrast, Converter B is
sometimes labeled as the negative converter, as it can only supply negative current.

In this context, the voltage from Converter A can indeed be negative; however, the current will
always remain positive. This means that Converter A operates within quadrants 1 and 4 of the V-
I plane. Specifically, the voltage can become negative when the triggering angle αA exceeds 90
degrees, thanks to the full control bridge configuration. Nonetheless, regardless of the voltage, the
current through Converter A must stay positive.

Now, let’s shift our focus to Converter B. Unlike Converter A, Converter B operates with
reversible voltage but can only supply negative current. Consequently, Converter B functions
within quadrants 2 and 3. Here, the voltage can be reversible, allowing it to operate in both
quadrants 2 and 3.

This arrangement gives us four distinct quadrants of operation, which is why we refer to it as a
four-quadrant converter. By utilizing a dual converter, we effectively create this four-quadrant
capability, allowing operation across all possible quadrants.

(Refer Slide Time: 13:15)

Now, let’s examine the relationship between the triggering angles αA and αB. Both converters are
operated simultaneously, receiving appropriate triggering pulses to manage their outputs. It is
crucial that the voltages from these two converters are equal; since inductors L1 and L2 ideally do
not possess resistance, we must ensure that the voltages produced by the two converters remain
balanced.

Let's establish the voltage equation: VA = -VB. This indicates that the voltage VB must be the
negative of VA, which can also be expressed as VA + VB = 0. Consequently, the voltages of these
two converters within this loop must sum to zero. In other words, the average voltage of Converter
A added to the average voltage of Converter B should equal zero, since the inductors L1 and L2 do
not introduce any average voltage drop.

When we express this as VA + VB = 0, we recognize that VA is derived from a fully controlled

3𝑉𝑉𝑚𝑚
𝑉𝑉𝑎𝑎 = cos 𝛼𝛼𝐴𝐴
𝜋𝜋

Thus, we can rewrite our relationship as:

3𝑉𝑉𝑚𝑚 3𝑉𝑉𝑚𝑚
cos 𝛼𝛼𝐴𝐴 + cos 𝛼𝛼𝐵𝐵 = 0
𝜋𝜋 𝜋𝜋

From here, we can simplify to get:

cos 𝛼𝛼𝐴𝐴 + cos 𝛼𝛼𝐵𝐵 = 0

Further simplification yields the relationship:

𝛼𝛼𝐴𝐴 + 𝛼𝛼𝐵𝐵 = 180∘

This means that the triggering angles of the two converters must add up to 180 degrees. For
instance, if one converter operates at a triggering angle of 60∘, the other must operate at 180∘ - 60∘
= 120∘. This relationship allows us to determine one triggering angle if the other is known.

Now, when discussing forward motoring and braking, it is crucial to ensure that the drive operates
effectively across all four quadrants. In the case of forward motoring and forward braking, the
back electromotive force (EMF) is positive, meaning that E is greater than zero. When we refer to
"forward," we imply that the speed is positive, indicating that the speed exceeds zero.
At the point where the speed reaches zero, Converter A will operate in rectifying mode, thus
functioning as a rectifier.

Now, let’s clarify the operation of Converter B. When we say that Converter A is in rectifying
mode, it indicates that the triggering angle αA ranges from 0∘ to 90∘. Conversely, when we state
that Converter B is inverting, it operates at a negative output voltage, which means that αB should
fall between 90∘ and 180∘.

It is crucial to emphasize that during forward motoring and forward braking, the voltage VA
remains positive. This positive voltage indicates that the motor is functioning in the forward
direction, leading both VA and VB to be positive. Thus, for this scenario, αA ranges from 0∘ to 90∘,
while αB spans from 90∘ to 180∘.

Now, let's examine the case of reverse motoring. To facilitate reverse motoring, we need to change
the polarity of the supply voltage. This action results in a negative back EMF, which in turn implies
that the supply voltage must also be negative. Therefore, for reverse motoring and reverse braking,
we find that the back EMF is negative, and the speed is also negative. When we refer to reverse
motoring, we understand that the speed is negative, which means the back EMF follows suit and
is likewise negative.

In this scenario of reverse motoring and reverse braking, what happens to Converter A? The output
voltage of Converter A must be negative, which means that Converter A will be operating in
inverting mode. Consequently, the triggering angle αA must range from 90∘ to 180∘.

On the other hand, Converter B will be in rectifying mode, meaning that αB will fall between 0∘
and 90∘. Thus, in the context of reverse motoring, we observe that Converter A operates in
inverting mode while Converter B functions in rectifying mode.

Now, we also have another type of dual converter known as the non-circulating current type dual
converter. We will briefly touch on that topic as well.

Now, let's explore the second type of dual converter: the non-circulating current type dual
converter. In this configuration, we again have two bridges connected to the same three-phase
supply, which is designated as abc. However, unlike the circulating current type, these two
converters are directly connected in anti-parallel.

(Refer Slide Time: 19:10)

Here, we have Converter A and Converter B, both of which are supplied by the same three-phase
supply. The armature is connected to a common point, which serves as the armature connection.
It’s important to note that Converter A and Converter B do not operate simultaneously; rather,
only one converter operates at a time. When we require forward motoring or forward braking, we
utilize Converter A. Conversely, for reverse motoring and reverse braking, we engage Converter
B.

This means that Converter A is solely responsible for supplying positive current, while Converter
B exclusively provides negative current. Since only one converter operates at any given time, there
is no circulating current in this setup.

The output current IA is monitored, along with the output voltage VA. To achieve a positive output
current, we trigger Converter A, and when we need a negative output current, we trigger Converter
B. This operational method allows for clear control of the current direction based on the selected
converter.

To achieve a positive output current IA, we trigger Converter A, while to obtain a negative output
current, Converter B must be activated. However, it's crucial to introduce a dead time when
switching from triggering Converter A to triggering Converter B. This pause ensures that one
bridge is completely turned off before the next bridge is engaged. If we neglect this precaution,
there is a risk of short-circuiting the AC supply. Therefore, we maintain a dead time between the
deactivation of Converter A and the activation of Converter B, and vice versa.

When transitioning between the operations of Converter A and Converter B, it is essential to ensure
that one converter is entirely off before the other is triggered. This requirement is particularly
important because, in this configuration, there are no intergroup reactors to limit the current flow.
Hence, we allow for a dead time between the two converters to prevent any issues.

Now, moving on from the non-circulating current type dual converters, we will explore another
method for achieving multi-quadrant operation: reversing the field current. In our system, we have
both the armature and the field windings. While we've previously discussed armature control, we
will now delve into the concept of field control and how it allows us to reverse the back
electromotive force (back EMF). Let's explore field control in detail.

(Refer Slide Time: 24:08)

The third method for achieving multi-quadrant operation is through field current reversal. In this
configuration, the armature is supplied by a fully controlled bridge, typically a three-phase bridge,
just as usual. However, the field winding is supplied by a separate set of bridges. We essentially
have a dual converter-type setup, consisting of two anti-parallel bridges that provide power to the
field winding.

In our system, we can visualize it as follows: we have two bridges supplying the field winding,
which we refer to as Field Converter 1 and Field Converter 2. Both bridges are connected to a
three-phase supply. The field current is denoted as If, and the triggering angle for the first bridge
is labeled as αF1, while the triggering angle for the second bridge is denoted as αF2.

On the armature side, we have the armature current IA and the armature voltage VA, with the
triggering angle of the armature bridge referred to as αA.

Now, let's discuss how we reverse the back electromotive force (back EMF). When we are
operating in the forward motoring mode, the first step we take is to advance the triggering angle
α.

This describes the first operation in reversing the back EMF. If we want to reverse the field current,
we begin by advancing αA. When we advance αA, what occurs is that VA becomes negative, and
consequently, the armature current IA decreases to zero. At this point, when IA reaches zero, there
is no armature current flowing, so we need to introduce a dead time.

During this dead time, we switch off the armature converter, allowing for a brief period,
approximately 10 milliseconds, before proceeding. After this, we advance αF1. For instance, let’s
say αF1 was initially positive, resulting in a positive field current. When we advance αF1, the field
current If becomes negative and eventually reaches zero.

Once If is at zero, we switch off Field Converter 1 and allow another dead time of about 10
milliseconds before starting Field Converter 2. When we activate Field Converter 2, the current
reverses direction; earlier, the current flowed in one direction, but now it flows in the opposite
direction.

This is how we achieve the reversal of the back EMF. Once the back EMF has reversed, we can
then start the armature converter. Thus, we effectively transition from forward motoring to forward
braking and then to reverse motoring. As a result of the reversed field current, the torque becomes
negative. This concludes today’s lecture, and we will continue our discussion in the next class.