Industrial Drives and Applications-BEE702

Module-2: Direct Current Motor Drives:

Syllabus
• Controlled Rectifier Fed dc Drives,
• Single Phase Fully Controlled Rectifier Control of dc Separately Excited Motor,
• Single Phase Half Controlled Rectifier Control of dc Separately Excited Motor,
• Three Phase Fully Controlled Rectifier Control of dc Separately Excited Motor,
• Three Phase Half Controlled Rectifier Control of dc Separately Excited Motor,
• Multiquadrant Operation of dc Separately Excited Motor Fed Form Fully Controlled
Rectifier,
• Rectifier Control of dc Series Motor,
• Supply Harmonics,
• Power Factor and Ripple in Motor Current,
• Chopper Control of Separately Excited dc Motor,
• Chopper Control of Series Motor

Controlled Rectifier Fed DC Drives

• Controlled Rectifier Fed DC Drives are used to get variable dc voltage from an ac
source of fixed voltage.
• Controlled Rectifier Fed DC Drives are also known as Static Ward-Leonard drives.
•

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Figure shows commonly used Controlled Rectifier Fed DC Drives and quadrants in which they
can operate on Va-Ia plane.
As thyristors are capable of conducting current only in one direction, all these rectifiers are
capable of providing current only in one direction.
Rectifiers of Figs.(a) and (c) provide control of dc voltage in either direction and therefore,
allow motor control in quadrants I and IV. They are known as Fully Controlled Rectifiers.
Rectifiers of Figs.(b) and (d) as they allow dc voltage control only in one direction and motor
control in quadrant I only. They are called Half Controlled Rectifiers

For low power applications (up to around 10 kW) single-phase rectifier drives are employed.
For high power applications, three-phase rectifier drives are used. Exception is made in
traction where single phase drives are employed for large power ratings.

1. Single Phase Fully Controlled Rectifier Control of DC Motor

The Single Phase Fully Controlled Rectifier Control of DC Motor is shown in Fig. (a).

• Motor is shown by its equivalent circuit.

• Field supply is not shown.
• When field control is required, field is fed from a controlled rectifier, otherwise from an
uncontrolled rectifier.
• The ac input voltage is defined by

• In a cycle of source voltage, thyristors T 1 and T3 are given gate signals from α to π, and
thyristors T2 and T4 are given gate signals from (π + α) to 2π.

• When armature current does not flow continuously, the motor is said to operate in
discontinuous conduction.

• When current flows continuously, the conduction is said to be continuous.

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• The drive under consideration, predominantly operates in discontinuous conduction.

• Discontinuous conduction has several modes of operation.

Discontinuous conduction mode :

• In discontinuous conduction mode of Single Phase Fully Controlled Rectifier Control of

DC Motor, current starts flowing with the turn-on of thyristors T1 and T3 at ωt = α.
• Motor gets connected to the source and its terminal voltage equals Vs.
• The current, which flows against both, E and the source voltage after ωt = π, falls to zero
at β.
• Due to the absence of current, T1 and T3 turn-off. Motor terminal voltage is now equal to
its induced voltage E.
• When thyristors T2 and T4 are fired at (π + α), next cycle of the motor terminal voltage
Va starts.
In a Single Phase Fully Controlled Rectifier Control of DC Motor terminal voltage Va, the drive
operates in two intervals
i. Duty interval (α ≤ ωt ≤ β) when motor is connected to the source and Va = Vs.
ii. Zero current interval (β ≤ ωt ≤ π + α) when ia = 0 and Va = E.

Drive operation is described by the following equations

(1)

Simplifying eqn (1)

As ia(β)=0
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Since voltage drop across the armature inductance due to dc component of armature current is zero
where Va and Ia are respectively dc components of armature
voltage and current respectively.

Armature voltage: From Fig (b)

• Armature current consists of dc component Ia and harmonics.

• When flux is constant, only dc component produces steady torque.
• Harmonics produce alternating torque components, the average value of which is zero.
Therefore, Speed is given by

• Boundary between continuous and discontinuous conduction is reached when β = π +

α. Substituting β = π + α in Eq. Critical value of speed is given by,

Continuous conduction mode :

• In continuous conduction mode of Single Phase Fully Controlled Rectifier Control of

DC Motor, a positive current flows through the motor, and T 2 and T4 are in conduction
just before α.
• Application of gate pulses turns on forward biased thyristors T 1 and T3 at α.
• Conduction of T1 and T3 reverse biases T2 and T4 and turns them off.

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• A cycle of Va is completed when T2 and T4 are turned-on at (π + α) causing turn-off of

T1 and T3.
Armature voltage

Speed

• Speed torque curves for the drive are shown in Fig.

• The ideal no load operation is obtained when Ia = 0.
• When both thyristor pairs (T1, T3) and (T2, T4) fail to fire, Ia will be zero.
• This will happen when E > Vs throughout the period for which firing pulses are
present.
• Therefore, when α < π/2, E should be greater or equal to Vm and when α > π/2, E
should be greater or equal to Vm sin ωt.
• Therefore, no load speeds are given by

• Maximum average terminal voltage (2Vm/π) is chosen equal to the rated motor voltage.
• Ideal no load speed of the motor when fed by a perfect direct voltage of rated value will
then be (2Vm/πK).
• It is interesting is note that the maximum no load speed with rectifier control is (π/2) times
this value.
• Boundary between continuous and discontinuous conduction is shown by dotted line.
• For torques less than rated, a low power drive mainly operates in discontinuous conduction.

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• Two quadrant operation capability of the drive can be utilized only with overhauling loads
or other active loads which can drive the motor in reverse direction.
• In a normal two quadrant operation of a motor one needs forward motoring (quadrant I)
and forward braking (quadrant II) which cannot be provided by the drive.

2. Single Phase Half Controlled Rectifier Control of DC Separately Excited

Motor

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• Single Phase Half Controlled Rectifier Control is shown in Fig.

• T1 receives gate pulse from α to π and T2 from (π+ α) to 2π. Motor terminal voltage and
current waveforms for the dominant discontinuous and continuous conduction mode are
shown above.
• In discontinuous conduction mode, when T1 is fired at α, motor gets connected to the
source through T1 and D1 and Va = Vs.
• The armature current flows and D2 gets forward biased at π.
• Consequently, armature current freewheels through the path formed by D1 and D2, and the
motor terminal voltage is zero.
• Conduction of D2 reverse biases T1 and turns it off.
• Armature current drops to 0 at β and stays zero until T2 is fired at (π+ α). Similarly, the
continuous conduction mode can be explained.
Discontinuous Conduction

i. Duty interval (α ≤ ωt ≤ π): Substitution of ωt = π in Armature current equation gives ia(π).

ii. Freewheeling interval (π ≤ ωt ≤ β): Operation is governed by the following equation:

iii. Zero current interval (β ≤ ωt ≤ π + α): Equation (5.73) is applicable. Since ia(β) = 0, one
gets from

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Continuous Conduction

• The output voltage cannot be reversed.

• When coupled to an active load, in the motor speed can reverse, reversing E as shown in Fig.
(b).
• As current direction does not change, machine now works as a generator producing braking
torque.
• Since, rectifier voltage cannot reverse, generated energy cannot be transferred to ac source,
and therefore, it is absorbed in the armature circuit resistance.
• Braking so obtained is nothing but the reverse voltage braking (plugging).
• Such a braking is not only inefficient, but also causes a large current [Ia = (Va + E)/Ra] to
flow through the rectifier and motor.
• Since it cannot be regulated by adjustment of firing angle, it will damage the rectifier and
motor.
• Therefore, when load is active, care should be taken to avoid such a operation. If such a
operation cannot be avoided, fully-controlled rectifier should be used.
• A Single Phase Half Controlled Rectifier Control is cheaper and gives higher power factor
compared to single-phase fully-controlled rectifier. But then it only provides control in
quadrant I.

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3. Three phase Fully Controlled Rectifier Control of DC Separately Excited

Motor

• Three phase Fully Controlled Rectifier Control (6 pulse) fed separately excited dc motor drive
is shown in Fig. (a).
• Thyristors are fired in the sequence of their numbers with a phase difference of 60° by gate
pulses of 120°duration.
• Each thyristor conducts for 120, and two thyristors conduct at a time—one from upper group
(odd numbered thyristors) and the other from lower group (even numbered thyristors)
applying respective line voltage to the motor.

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60o A Phase: A- T1 - M – T6 – B
A- T1 – M- T2- C
60o B Phase: B- T3 - M – T2 – C
B- T3 – M- T4- A
60o C Phase: C- T5 - M – T4 – A
C- T5 – M- T6- B
• Transfer of current from an outgoing to incoming thyristor can take place when the respective
line voltage is of such a polarity that not only if forward biases the incoming thyristor, but also
leads to the reverse biasing of the outgoing when incoming turns-on.
• Thus, firing angle for a thyristor is measured from the instant when the respective line voltage
is zero and increasing.
• For example, the transfer of current from thyristor T 5 to thyristor T1 can occur as long as the
line voltage vAC is positive.
• Hence, for thyristor T1, firing angle α is measured from the instant VAC = 0 and increases.
• If line voltage VAB is taken as the reference voltage,
then.
• Motor terminal voltage and current waveforms for
continuous conduction are shown in Figs. (b) and (c) for motoring and braking operations,
respectively.
• Devices under conduction are also shown in the figure.
• The discontinuous conduction is neglected here because it occurs is a narrow region of its
operation.
• For the motor terminal voltage cycle from π/3 +α to 2π/3+ α (from Figs. (b) and (c)).

• When discontinuous conduction is ignored,

speed-torque curves of Fig. are obtained.
• The Va vs α curve has same nature as shown in
Fig. (a) for single-phase case.
• Consequently, drive operates in quadrants I and
IV.

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4. Three Phase Half Controlled Rectifier Control of DC Separately Excited

Motor
• For rectifier circuit, shown in Fig. (d), under continuous conduction

Va vs α curve has same nature as shown in Fig.(a). Consequently, drive operates only in
quadrant I.

5. Multi-quadrant Operation of dc Separately Excited Motor Fed From Fully

Controlled Rectifier
1. DC Motor Reversing Switch Diagram
2. Dual Converter Control of DC Separately Excited Motor
3. Four Quadrant Drive With Field Reversal

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1. DC Motor Reversing Switch Diagram

a) DC Motor Reversing Switch Diagram is shown in Fig. (a).

• A fully-controlled rectifier feeds the motor through a

reversing switch RS, a mechanical reversing switch, which
is used to reverse the armature connection with respect to
the rectifier.
• A fully-controlled rectifier: ia flows from A1 to A2 -
capable of providing operation in quadrants I (Forward
Motoring) and IV (Reverse Regenerative Braking).
• The reversal of the armature connection: ia flows from A2
to A1 provides operation in quadrant III (Reverse
Fig. (a): DC Motor
Motoring) and II (Forward Regenerative Braking).
Reversing Switch Diagram.

b) DC Motor Reversing Switch with relay-operated

contactor
The DC Motor Reversing Switch Diagram consisting a relay-
operated contactor with two contacts- normally open and
two normally closed as shown in Fig. (b).
• F contactor Closed- ia flows from A1 to A2, operating in
Quadrants I and IV.
• R contactor Closed- ia flows from A2 to A1, operating
in Quadrants III and II.

b) DC Motor Reversing Switch with

relay-operated contactor

c) DC Motor Reversing Switch with Thyristor

When slow operation and frequent maintenance
associated with the contactor is not acceptable, reversing
switch is realized using four thyristors as shown in Fig.
(c).
• With thyristor pair TF closed: ia flows from A1 to
A2, operating in Quadrants I and IV.
• With thyristor pair TR closed: ia flows from A2 to
A1, operating in Quadrants III and II.

c) DC Motor Reversing Switch with

Thyristor

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2. Dual Converter Control of DC Separately Excited Motor

• Dual Converter Control of DC Separately Excited Motor consists of two fully-controlled
rectifiers connected in anti-parallel across the armature.

• For power ratings upto around 10 kW, single-phase fully-controlled rectifiers can be used.

• For higher ratings, three-phase fully controlled rectifiers are employed.

• Rectifier A, which provides positive motor current and voltage in either direction, allows
motor control in quadrants I and IV

• Rectifier B provides motor control in quadrants III and II, because it gives negative motor
current and voltage in either direction

There are two methods of control for the Dual Converter Control of DC Separately Excited Motor:
(a) In simultaneous control both the rectifiers are controlled together. In order to avoid dc
circulating current between rectifiers, they are operated to produce same dc voltage across
the motor terminals.
(b) In non-simultaneous or non-circulating current control method, one rectifier is controlled at
a time.

a. Simultaneous control
• Both the rectifiers are controlled together
• Although, control of firing angle according to relation prevents dc circulating current, ac current
does circulate due to difference between instantaneous output voltages of the two rectifiers.
Inductors L1 and L2 are added to reduce ac circulating current.
• Because of the flow of ac circulating current, simultaneous control is also known as circulating
current control. In a three-phase dual converter, inductors are chosen to allow a circulating
current of 30% of full load current.

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𝟑𝑽𝒎
Rectifier A: Va= 𝒄𝒐𝒔𝜶𝑨 =VA
𝝅
𝟑𝑽𝒎
Rectifier B: Va= 𝒄𝒐𝒔𝜶𝑩 =VB
𝝅

𝟑𝑽𝒎 𝟑𝑽𝒎
𝒄𝒐𝒔𝜶𝑨 𝒄𝒐𝒔𝜶𝑩 =0
𝝅 + 𝝅

• This completely eliminates discontinuous conduction, and therefore, gives good speed
regulation in the complete range of the drive.
2. Dual Converter Control of DC Separately Excited Motor
In Quadrant-I
A- Rectifier Mode : (0 < αA < 90°)
B- Inverter Mode: (90° < αB < 180°)
The speed reversal is done as follows
• For speed reversal αA is increased and αB is decreased to satisfy the eqn.
• The motor back emf exceeds magnitudes of VA and VB.
• The armature current shifts to rectifier B and the motor operate in quadrant II.
• The current control 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 reverse direction.
b. Non-simultaneous or non-circulating current control method
• One rectifier is controlled at a time.
• When operating in quadrant I,
rectifier A will be supplying the
motor and rectifier B will not be
operating.
• The firing angle of rectifier A is set
at the highest value- the rectifier
works as an inverter and forces the
armature current to zero.

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• After zero current is sensed, a dead time of 2 to 10 ms is provided to ensure the turn-off of
all thyristors of rectifier A.

• Now firing pulses are withdrawn from rectifier A and transferred to rectifier B.

• The firing angle rectifier B i,e αB is set initially at the highest value.
• Now onwards the current control loop adjust 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 reverse direction
3. Field Current Reversal
• Four Quadrant Drive With Field Reversal as
shown in Fig, armature is fed from a fully-
controlled rectifier and the field from a dual
converter so that field current can be reversed.
• With field current in one direction (if flows
from F1 to F2), the motor operates is quadrants
I and IV. When field current is reversed (if
flows from F2 to F1), it operates in quadrants
III and II. The dual converter operates with
non-simultaneous control.
The speed reversal is done as follows:
• The armature rectifier firing angle is set at the highest value to force the armature current
to zero and then firing pulses are withdrawn.
• The firing angle of the rectifier supplying the field is now set at the highest value.
• It operates as an inverter and the field current is forced to zero.
• After a suitable dead time, the second rectifier is activated at the lowest firing angle.
• When the field current has nearly settled and the motor back emf has reversed, the firing
pulses of the armature rectifier are released so as to set the firing angle at the highest value.

[Link] Control of DC Series Motor

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• Single-phase controlled Rectifier Control of DC Series Motor are employed in traction.

• A single-phase half-controlled Rectifier Control of DC Series Motor is shown in Fig. (a).
Equivalent circuit of motor is also shown.
• Since back emf decreases with armature current, discontinuous conduction occurs only in a
narrow range of operation.
• The waveforms of va , ia and instantaneous back emf e for continuous conduction are shown in
Fig. (b).
• Although, in steady state, fluctuations in speed are negligible, e is not constant but fluctuates
with ia. For a given speed, e is related to ia through magnetization curve of motor, which is
nonlinear owing to saturation.
• Motor operation is described by following equations for duty and freewheeling intervals
respectively,

• Because of the presence of term f(ia), above eqns and are nonlinear differential equations and
can only be solved numerically. A simple method of analysis is obtained when e is replaced by
its average value Ea such

• Since the drop across the inductance La due to dc component of armature current Ia is zero

• Following sequence of steps are used to calculate

speed-torque characteristic for a given α taking into
account non-linearly of the magnetic circuit:
• A value is chosen for Ia. Corresponding value of
Ka is obtained from the magnetization
characteristic of the motor.

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Control of Fractional hp Motors:

Employing a single thyristor, is commonly used for the control of fractional hp universal, dc
series and permanent-magnet dc motors. Such drives are employed in hand tools and small
domestic appliances.
Universal motors may also be controlled by a triac ac voltage controller as shown in Fig

Supply harmonics, power factor and ripple in motor current

1. Distortion of Supply:
➢ Source current of a rectifier has harmonics. In a weak ac source, with high internal
impedance, current harmonics distort source voltage.
➢ Source voltage and current distortions have several undesirable effects including
interference with other loads connected to the source and radio frequency interference in
communication equipment.
2. Low power factor

3. Ripple in Motor Current

• The rectifier output voltage is not perfect dc, but consists of harmonics in addition to dc
component. Therefore motor current also has harmonics in addition to dc component.

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• The presence of harmonics, makes rms and peak values of motor currents higher than
average value (dc component). Since flux is constant, torque is contributed only by the
average value of current. The harmonics produce fluctuating torques, the average value of
which is zero.
• The presence of harmonics increases both copper loss and core loss. Hence for a allowable
temperature rise, the torque and power outputs have lesser values than rated values. Due
to the presence of harmonics, peak value of current increases and commutation condition
deteriorates. Hence, the current that the motor can commutate without sparking at the
brushes has a lower dc component than the rated motor current. Thus the derating of motor
occur8 due to this also. On the whole the motor output (power and torque) has to be
restricted considerably below rated value in order to avoid thermal overloading and
sparking at brushes.

7. Chopper Control of Separately Excited DC Motor

i. Motoring Control :
A transistor Chopper Control of Separately Excited DC Motor drive is shown in Fig. (a).
Transistor Tr is operated periodically with period T and remains ON for a duration t on.
Present day choppers operate at a frequency which is high enough to ensure continuous
conduction.
Waveforms of motor terminal voltage va and armature current ia for continuous conduction are
shown in Fig. (b).
During ON-period of the transistor, 0 ≤ t ≤ ton, the motor terminal voltage is V.

In this interval, armature current increases from ial to ia2. Since motor is connected to the source
during this interval, it is called Duty Interval.

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At t = ton, Tr is turned-off. Motor current freewheels through diode DF and motor terminal
voltage is zero during interval ton ≤ t ≤ T.
Motor operation during this interval, known as freewheeling interval, is described by

• Motor current decreases from ia2 to ia1 during this interval.

• Ratio of duty interval ton to chopper period T is called duty ratio or duty cycle (δ). Thus

The nature of speed torque characteristic

is shown in Fig

ii. Regenerative Braking:

• Chopper Control of Separately Excited DC Motor for regenerative braking operation is

shown in Fig. (a).
• Transistor Tr is operated periodically with a period T and ON-period of ton.
• Waveforms of motor terminal voltage va and armature current ia for continuous
conduction.
• Usually an external inductance is added to increase the value of L a.
• When Tr is ON, ia increase from ia1 to ia2.

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• If δ is again defined as the ratio of duty interval to period T, then

Since Ia has reversed

The nature of speed torque characteristic is

shown in Fig

iii. Motoring and Regenerative Braking

In servo drives where fast transition from motoring to braking and vice versa is required, both Trl
and Tr2 are controlled simultaneously.
In a period T, Trl is given gate drive from 0 to δT and Tr2 is given gate drive from δT to T, where
δ is the duty ratio for Trl. Therefore, from 0 to δT motor is connected to source either through Trl
or D2 depending on whether the motor current ia is positive or negative.
Since V > E, during this period the rate of change of current is always positive.
Similarly from δT to T, motor armature is shorted either through D1 or Tr2 depending on whether
ia is positive or negative and during this period rate of change of current is always negative.

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Above equation suggests that motoring operation (+ve Ia) takes place when δ
> (E/V) and regenerative braking operation takes place when δ < (E/V) and
transition from motoring to braking and vice versa occurs when δ = (E/V).
The above equations are similar to those obtained for chopper of Fig. (5.41),
and therefore, given the same numbers.
Dynamic Braking:
Dynamic braking circuit and its waveforms are shown in Fig.
During the interval 0 ≤ t ≤ ton, ia increases from ia1 to ia2. A part of generated energy is stored in
inductance and rest is dissipated in Ra and Tr. During interval ton ≤ t ≤ T, ia decreases from ia2 to
ia2

The energies generated and stored in inductance are dissipated in braking resistance RB, Ra.
Transistor Tr controls the magnitude of energy dissipated in RB, and therefore, controls its
effective value.
If ia is assumed to be rippleless dc, then energy consumed E N by RB during a cycle of chopper
operation is

Chopper Control of Series Motor:

Motoring : Chopper Control of Series Motor and va and ia waveforms will be same as shown in
Fig. Va is given by Eq.

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• However, e is not constant but varies with ia. Due

to saturation of magnetic circuit, relationship
between e and ia is non-linear.
• The approximation is already described and is
applicable here.
• Consequently, motor performance can be
calculated. The nature of speed torque curves is
shown in Fig.

Regenerative braking:

• With Chopper Control of Series Motor, regenerative braking of series motor can also be
obtained. Power circuit of Fig.(a) is employed.
• During regenerative braking, series motor functions as a self-excited series generator. For
self-excitation, current flowing through field winding should assist residual magnetism.
• 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. Waveforms of va and ia will be same as those of Fig.(b).

• For a chosen value of Ia, Ka is obtained from magnetization characteristic. Then T and
ωm are obtained from Eqs., respectively.

• The nature of speed-torque characteristics is shown in Fig.. Such characteristics give

unstable operation with most loads. Consequently, regenerative braking of the series motor
is difficult.

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