INSTITUTE OF TECHNOLOGY

SCHOOL OF ELECTRICAL AND COMPUTER

ENGINEERING
POWER STREAM
A THESIS ON

“DC MOTOR SPEED CONTROL USING CHOPPER”

By

Name of Student ID.NO

1. Alelign Tiruye 0148/04

2. Anuwar Seid 0213/04

Under the guidance of

Ins. Bezabih M.

SUBMITION DATE:-18/6/2016
 CERTIFICATE
This is to certify that the project work titled “DC MOTOR SPEED CONTROL USING
CHOPPER”, Submitted by

1. ALELIGN TIRUYE 0148/04

2. ANUWAR SEID 0213/04

Fifth year students of School of Electrical & Computer Engineering, Institute of Technology,
Hawassa University in partial fulfillment of the requirements for the award of the degree of
“Bachelor of Sciences” in Electrical & computer engineering, with POWER ENGINEERING as
specialization is record of the bona fide work carried out by them during the academic year-2016

Signature of the Supervisor Signature of the Head of Dept.

 “DC MOTOR SPEED CONTROL USING CHOPPER”

DECLARATION
We strongly declare that all the works included in this document and other related materials are our
original work and no copying or plagiarism is there with our work. We are responsible for anyone who
comes with any reporting of plagiarism. We assure that we agree with all written above with our
signature.

NAME SIGNETURE

1) ALELIGN TIRUYE …………………

2) ANUWAR SEID …………………

As the advisor of these students I declare that I manage and organize their work through the course of this
report and all works included in this and other related materials are their work and no plagiarism is takes
place.

I assure all the written words are mine with my signature as follows.

Ins. Bezabih M. ………………………………….

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ACKNOWLEDGEMENT

First, we would like to express our sincere gratitude to our advisor Instructor Bezabih.M for his
expert guidance, constructive comments, suggestions and encouragement without which this
work could have not been completed.

We would also like to convey our sincerest gratitude and indebtedness to all other
faculty members and staff of school of Electrical and computer Engineering departement, who
bestowed their great effort and guidance at appropriate times without which it would have
been very difficult on our thesis work.

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ABSTRACT
The speed of separately excited DC motor can be controlled from below and up to rated speed
using chopper as a converter. The chopper firing circuit receives signal from controller and then
chopper gives variable voltage to the armature of the motor for achieving desired speed. There are
two control loops, one for controlling current and another for speed. The controller used is
Proportional-Integral type which removes the delay and provides fast control. Modeling of separately
excited DC motor is done. The complete layout of DC drive mechanism is obtained. The designing of
current and speed controller is carried out. The optimization of speed controller is done using modulus
hugging approach, in order to get stable and fast control of DC motor. After obtaining the complete model
of DC drive system, the model is simulated using MATLAB(SIMULINK).The simulation of DC motor
drive is done and analyzed under varying speed and varying load torque conditions like rated speed
and load torque, half the rated load torque and speed, step speed and load torque and stair case load
torque and speed.

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TABLE OF CONTENT

DECLARATION ........................................................................................................................................... i
ACKNOWLEDGEMENT ............................................................................................................................ ii
ABSTRACT................................................................................................................................................. iii
TABLE OF CONTENT ............................................................................................................................... iv
LIST OF FIGURE........................................................................................................................................ vi
LIST OF GRAPH ........................................................................................................................................ vi
CHAPTER ONE ........................................................................................................................................... 1
1. INTRODUCTION ................................................................................................................................... 1
1.1 Objective of the thesis ......................................................................................................................... 2
1.1.1 General objectives ........................................................................................................................ 2
1.1.2 Specific Objectives ...................................................................................................................... 2
1.2 Statement of problem .......................................................................................................................... 3
CHAPTER TWO .......................................................................................................................................... 4
2. THEORY AND LITERATURE REVIEW............................................................................................... 4
2.1. DC CHOPPER ................................................................................................................................... 4
2.2. PRINCIPLE OF CHOPPER OPERATION ....................................................................................... 4
2.3. CONTROL STRATEGIES ................................................................................................................ 5
2.3.1. Time ratio Control (TRC) ........................................................................................................... 6
2.3.2. CURRENT- LIMIT CONTROL ................................................................................................. 6
2.4. GATE TURN OFF THYRISTOR AS A SWITCHING DEVICE .................................................... 6
2.4.1. Device Description:..................................................................................................................... 6
2.4.2. Comparison between GTO and Thyristor ................................................................................... 7
CHAPTER THREE ...................................................................................................................................... 9
3. DESCRIPTION ON BACKGROUND OF SEPARATELY EXCITED DC MOTOR ............................ 9
3.1. Basics of Separately Excited DC Motor ............................................................................................ 9
3.2. Operation of Separately excited DC motor ........................................................................................ 9
3.3. FIELD AND ARMATURE EQUATIONS ....................................................................................... 9
3.4. BASIC TORQUE EQUATION ....................................................................................................... 10
3.5. STEADY-STATE TORQUE AND SPEED .................................................................................... 11
3.6 TORQUE AND SPEED CONTROL ................................................................................................ 11
3.7. VARIABLE SPEED OPERATION................................................................................................. 12
3.8. BASE SPEED AND FIELD-WEAKENING................................................................................... 12

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3.9 Operation of electric motors in motoring and braking modes (operating quadrants) ....................... 14
CHAPTER FOUR....................................................................................................................................... 15
4. MODELING OF DC MOTOR FOR DRIVE SYSTEM......................................................................... 15
4.1. BASIC IDEA ................................................................................................................................... 15
CHAPTER FIVE ........................................................................................................................................ 20
5. CONTROLLER DESIGN ...................................................................................................................... 20
5.1. CONTROLLER FUNDAMENTALS.............................................................................................. 20
5.2. DECIDING THE TYPE OF CONTROLLER ................................................................................. 20
5.3. Importance of Current Controller in a DC drives system ................................................................ 21
5.4. Representation of Chopper in Transfer function form: .................................................................... 21
5.5. COMPLETE LAYOUT FOR DC MOTOR SPEED CONTROL ................................................... 22
5.6. CURRENT CONTROLLER DESIGN ............................................................................................ 22
5.7. SPEED CONTROLLER DESIGN .................................................................................................. 24
5.8. Modulus Hugging Approach for Optimization of Speed Controller Transfer Function .................. 25
5.9 DATA ANALYSIS ........................................................................................................................... 26
CHAPTER SIX ........................................................................................................................................... 28
6. MATLAB SIMULATION, RESULTS AND ANALYSIS .................................................................... 28
6.1. Simulink Model: .............................................................................................................................. 28
CHAPTER SEVEN .................................................................................................................................... 30
7.1. CONCLUSION ................................................................................................................................ 30
7.2. FUTURE SCOPE: ........................................................................................................................... 30
REFRENCES AND BIBLIOGRAPHY: .................................................................................................... 31

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LIST OF FIGURE
Figure 1 : Chopper Circuit and Voltage and Current Waveform. ................................................................. 5
Figure 2 : Circuit Symbol of GTO ................................................................................................................ 7
Figure 3 : Separately Excited DC motor ....................................................................................................... 9
Figure 4 : Torque Vs Speed Characteristic For Different Armature Voltages............................................ 12
Figure 5 : Torque Vs Speed And Power Vs Speed Characteristic Of Separately Excited DC Motor ........ 12
Figure 6 : Typical Operating Regions Of Separately Excited DC Machines.............................................. 13
Figure 7 : Closed loop system model for speed control of dc motor .......................................................... 15
Figure 8 : Separately Excited DC motor model .......................................................................................... 15
Figure 9 : Block Model of Separately Excited DC Motor .......................................................................... 17
Figure 10 : Complete layout for DC motor speed control .......................................................................... 22
Figure 11 : Block Model for Current Controller Design............................................................................. 22
Figure 12 : Block model for Speed Controller design ................................................................................ 24
Figure 13 : Gain Vs Frequency Waveform ................................................................................................. 25
Figure 14 : Simulink Model for Speed Control of Separately Excited DC motor using Chopper
Converter (without filter after reference speed) ..................................................................... 28
Figure 15 : Simulink Model for Speed Control of Separately Excited DC motor using Chopper Converter
(with filter after reference speed ................................................................................................. 28

LIST OF GRAPH

Graph 1 : Speed Response at reference speed same as rated speed and full Load (without Filter): ........... 29
Graph 2 : Speed Response at reference speed same as rated speed and full Load (with Filter): ................ 29

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CHAPTER ONE
1. INTRODUCTION
Development of high performance motor drives is very essential for industrial applications. A high
performance motor drive system must have good dynamic speed command tracking and load
regulating response. DC motors provide excellent control of speed for acceleration and deceleration.
The power supply of a DC motor connects directly to the field of the motor which allows for precise
voltage control, and is necessary for speed and torque control applications.

DC drives, because of their simplicity, ease of application, reliability and favorable cost have long
been a backbone of industrial applications. DC drives are less complex as compared to AC drives
system. DC drives are normally less expensive for low horsepower ratings. DC motors have a long
tradition of being used as adjustable speed machines and a wide range of options have evolved for this
purpose. Cooling blowers and inlet air flanges provide cooling air for a wide speed range at constant
torque. DC regenerative drives are available for applications requiring continuous regeneration for
overhauling loads. AC drives with this capability would be more complex and expensive. Properly
applied brush and maintenance of commutator is minimal. DC motors are capable of providing
starting and accelerating torques in excess of 400% of rated.D.C motors have long been the primary
means of electric traction. They are also used for mobile equipment such as golf carts, quarry and
mining applications. DC motors are conveniently portable and well fit to special applications, like
industrial equipments and machineries that are not easily run from remote power sources.

D.C motor is considered a SI SO (Single Input and Single Output) system having torque/speed
characteristics compatible with most mechanical loads. This makes a DC motor controllable over a
wide range of speeds by proper adjustment of the terminal voltage. Now days, Induction motors,
Brushless D.C motors and Synchronous motors have gained widespread use in electric traction
system. Even then, there is a persistent effort towards making them behave like dc motors through
innovative design and control techniques. Hence dc motors are always a good option for advanced
control algorithm because the theory of dc motor speed control is extendable to other types of motors
as well.

Speed control techniques in separately excited dc motor:

 By varying the armature voltage for below rated speed.

 By varying field flux should to achieve speed above the rated speed..

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Different methods for speed control of DC motor:

 Traditionally armature voltage using Rheostat method for low power dc Motors.
 Use of conventional PID controllers.
 Neural Network Controllers.
 Constant power motor field weakening controller based on load-adaptive multi-input multi-
output linearization technique (for high speed regimes).
 Single phase uniform PWM ac-dc buck-boost converter with only one switching
Device used for armature voltage control.
 Using NARMA-L2 (Non-linear Auto-regressive Moving Average) controller for
the constant torque region.
Large experiences have been gained in designing trajectory controllers based on self-
tuning and PI control. The PI based speed control has many advantages like fast control, low
cost and simplified structure. This thesis mainly deals with controlling DC motor speed using
Chopper as power converter and PI as speed and current controller.

Motivation:

The main aim that enables us to do our thesis on dc motor speed control using chopper is that there are
some industrial applications that use such types of machines which are not highly experienced and have
no available controlling mechanism related with them, so we motivates ourselves to overcome the
problem as much as possible by developing high performance derive system using chopper as a converter
in order to have excellent control of speed for acceleration and deceleration within the application system.

1.1 Objective of the thesis

1.1.1 General objectives
The main core of this thesis is to design a speed control system of DC Motor by using chopper. This
system will be able to control the DC motor speed at desired speed regardless the changes of load.

1.1.2 Specific Objectives

While trying to achieve the following goals to be fulfilled:

Large experiences have been gained in DC motor control including fast control, low cost and simplified structure.

 To offer smooth control of DC motor to derive the load.

 To achieve high efficiency of the system by regulating input and output of the load derive mechanism.
 To have faster response and regeneration facility.
 In order to make the DC motor to run with the desired speed.

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1.2 Statement of problem

The main problem that our thesis focus is that, there are some application of DC motors including industrial and
residential areas which are not capable of using this machines efficient and effective as comparing with others AC
motors which are very costly, bulk in structure(complex) and have no longer life in its application system all over
the world.

Generally the statement of problem on this thesis is:

 The loss regarding with the user of other application area using AC motor derive system.
 The cost of equipment’s which are expensive in AC motor application.
 The absence of longer life in AC derive system compared to DC motor.
 The problem of complexity which take over time for maintenance system in AC derive system.
 Slow operation of Ac system due to its time delay problem.

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CHAPTER TWO
2. THEORY AND LITERATURE REVIEW
CHOPPER

2.1. DC CHOPPER
chopper is a static power electronic device that converts fixed dc input voltage to a variable dc
output voltage. A Chopper may be considered as dc equivalent of an ac transformer since they
behave in an identical manner. As chopper involves one stage conversion, these are more efficient.
Choppers are now being used all over the world for rapid transit systems. These are also used in trolley
cars, marine hoist, forklift trucks and mine haulers. The future electric automobiles are likely to use
choppers for their speed control and braking. Chopper systems offer smooth control, high efficiency,
faster response and regeneration facility. The power semiconductor devices used for a chopper circuit
can be force commutated thyristor, power BJT, MOSFET and IGBT.GTO based chopper are also used.
These devices are generally represented by a switch. When the switch is off, no current can flow.
Current flows through the load when switch is “on”. The power semiconductor devices have on state
voltage drop of 0.5V to 2.5V across them. For the sake of simplicity, this voltage drop across these
devices is generally neglected As mentioned above, a chopper is dc equivalent to an ac
transformer, have continuously variable turn’s ratio. Like a transformer, a chopper can be used to step
down or step up the fixed dc input voltage.

2.2. PRINCIPLE OF CHOPPER OPERATION

A chopper is a high speed “on" or “off” semiconductor switch. It connects source to load and load and
disconnect the load from source at a fast speed. In this manner, a chopped load voltage shown in Fig. is
obtained from a constant dc supply of magnitude Vs. For the sake of highlighting the principle of chopper
operation, the circuitry used for controlling the on, off periods is not shown. During the period Ton,
chopper is on and load voltage is equal to source voltage Vs. During the period Toff chopper is off,
load voltage is zero. In this manner, a chopped dc voltage is produced at the load terminals.

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Figure 1 : Chopper Circuit and Voltage and Current Waveform.

Average Voltage, Vo= (Ton/ (Ton+Toff))*Vs.

= (Ton/T)*Vs.
=αVs.
Ton=on-time.
Toff=off-time.
T=Ton+Toff = Chopping period.
α=Ton/Toff.
Thus the voltage can be controlled by varying duty cycle α.
VO = f* Ton* Vs.
f=1/T=chopping frequency.

2.3. CONTROL STRATEGIES

The average value of output voltage VO can be controlled through duty cycle by opening and closing the
semiconductor switch periodically. The various control strategies for varying duty cycle are as following:

1. Time ratio Control (TRC) and

2. Current-Limit Control.
These are now explained below.

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2.3.1. Time ratio Control (TRC)

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:

1. 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.

2. 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.

2.3.2. CURRENT- LIMIT CONTROL

In this control strategy, the on and off of chopper circuit is decided by the previous set value of
load current. The two set values are maximum load current and minimum load current. When the
load current reaches the upper limit, chopper is switched off. When the load current falls below
lower limit, the chopper is switched on. Switching frequency of chopper can be controlled by setting
maximum and minimum level of current. Current limit control involves feedback loop, the trigger circuit
for the chopper is therefore more complex. PWM technique is the commonly chosen control strategy
for the power control in chopper circuit.

2.4. GATE TURN OFF THYRISTOR AS A SWITCHING DEVICE

A GTO (Gate Turn Off) is a more versatile power-semiconductor device. It is like a Conventional
Thyrstor but with some added features. A GTO can easily be turned off by a negative gate pulse of
appropriate amplitude. Thus, a GTO is a pn-pn device that can be turned on by a positive gate
current and turned off by a negative gate current at the gate cathode terminals. Self –turn off
capability of GTO makes it the suitable device for inverter and chopper applications.

2.4.1. Device Description:

Normal thyristors are not fully controlled switches. Thyristors can only be turned ON and but cannot be
turned OFF. Thyristors are switched ON by a gate signal, but even after the gate signal is removed, the
thyristor remains in the ON-state until any turn-off condition occurs, which can be the application
of a reverse voltage to the terminals, or when the forward Current flowing through goes below a

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certain threshold value known as the "Holding current". A thyristor behaves like a normal
semiconductor diode after it is turned on.

Figure 2 : Circuit Symbol of GTO

The GTO can be turned-on by a gate signal, and can be turned-off by a gate signal of negative
polarity. Turn on is accomplished by a positive current pulse between the gate and the cathode terminals.
As the gate-cathode behaves like PN junction there will be some relatively small voltage drop
between the terminals. The turn on process in GTO is however, not as reliable as an SCR and small
positive gate current must be maintained even after turn on to improve reliability. Turn off is achieved by
a negative voltage pulse between the gate and cathode terminals. Some of the forward current (approx
one-third to one-fifth) is stolen and used to induce a cathode-gate voltage which in turn induces the
forward current to fall and the GTO switch off.

GTO thyristors suffer from long switch off times, whereby after the forward current falls, There is a long
tail time where residual current continues to flow until all remaining charge from the device is taken
away. This restricts the maximum switching frequency to approx. 1 kHz. It should be noted that the turn
off time of a comparable SCR is ten times that of a GTO. Thus switching frequency of GTO is much
higher than SCR.

2.4.2. Comparison between GTO and Thyristor

A GTO has the following disadvantages as compared to a conventional thyristor:

(i) Magnitude of Latching current and holding currents is more in a GTO.

(ii) On state voltage drop and associated loss is more in a GTO.

(iii) Gate drive circuit losses are more.

(iv) Its reverse-voltage blocking capacity is less than its forward-voltage blocking capability. But
this is no disadvantage to chopper circuit.

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In spite of all these demerits, GTO has the following advantages over an SCR:

(i) GTO has faster switching speed.

(ii) Its surge current capability is comparable with an SCR.

(iii) It has more di/dt rating at turn-on.

(iv) GTO has lower size and weight as compare to SCR.

(v) GTO unit has higher efficiency because an increase in gate drive power loss and on state loss is
more than compensated by the elimination of forced commutation

(vi) GTO has reduced acoustical and electromagnetic noise due to elimination of Commutation
chokes.

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CHAPTER THREE
3. DESCRIPTION ON BACKGROUND OF SEPARATELY EXCITED
DC MOTOR
3.1. Basics of Separately Excited DC Motor

Figure 3 : Separately Excited DC motor

o Separately Excited DC motor has field and armature winding with separate supply.
o The field windings of the dc motor are used to excite the field flux.
o Current in armature circuit is supplied to the rotor via brush and commentator segment for
the mechanical work.
o The rotor torque is produced by interaction of field flux and armature current.

3.2. Operation of Separately excited DC motor

o When a separately excited dc motor is excited by a field current of if and an armature
current of ia flows in the circuit, the motor develops a back EMF and a torque to
balance the load torque at a particular speed.
o The field current it is independent of the armature e cur r en t ia. Each winding isSupplied
separately. Any change in the armature current has no effect on the field current.The if is
generally much less than the ia

3.3. FIELD AND ARMATURE EQUATIONS

Instantaneous field current:

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3.4. BASIC TORQUE EQUATION

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3.5. STEADY-STATE TORQUE AND SPEED

3.6 TORQUE AND SPEED CONTROL

o From the above derivation important facts can be deduced for steady-state operation of DC
motor.
o For a fixed field current, or flux (If) the torque demand can be satisfied by varying the
Armature current (Ia).
o The motor speed can be controlled by:
 controlling Va (voltage control)
 controlling Vf (field control)

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o These observation lead to the application of variable DC voltage for controlling the speed
and torque of DC motor.

3.7. VARIABLE SPEED OPERATION

Figure 4 : Torque Vs Speed Characteristic For Different Armature Voltages

 Family of steady state torque speed curves for a range of armature voltage can be drawn as
above .
 The speed of DC motor can simply be set by applying the correct voltage.
o The speed variation from no load to full load (rated) can be quite small. It depends on
the armature resistance

3.8. BASE SPEED AND FIELD-WEAKENING

Figure 5 : Torque Vs Speed And Power Vs Speed Characteristic Of Separately Excited DC

Motor

• Base speed: (Wbase)

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– The speed which correspond to the rated Va rated Ia and rated If

• Constant Torque region (W< Wbase)

– Ia and If are maintained constant to met torque demand. Va is varied to control the speed. Power
increases with speed.

• Constant Power region (w > wbase)

-Va is maintained at the rated value and If is reduced to increase speed. However, the power developed
by the motor (= torque x speed) remains constant. This phenomenon is known as Field weakening.

Figure 6 : Typical Operating Regions Of Separately Excited DC Machines

 In 1ST QUADRANT, torque is positive and speed is positive.

Power is positive in the sense that energy is transferred from the prime mover (engine) to the mechanical
load (wheels).This is the case of the machine driving in the forward direction

 2rd QUADRANT torque is negative and speed is positive

Power is negative in the sense that the energy transferred from the wheel back to the prime mover engine
in the case of the motor car, this returned energy is wasted as heat in some type of electrical drives

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this energy can be transferred back to the power supply system called regenerative breaking. This is
the case of the machine breaking in the forward direction.

 3rd QUADRANT, torque is negative and speed is negative. Power is positive in the sense that energy
is transferred from the prime mover(engine) to the mechanical load(wheels) this is the case of the
machine driving in the reverse direction
 4th QUADRANT if torque is positive speed is negative.

Power is negative in the sense that energy is transferred from the wheels back to the prime mover
(engine).as above in some types of electrical drives this power can be transferred back into the power
supply system, called regenerative breaking.

This is the case of the machine breaking in the reverse direction.

3.9 Operation of electric motors in motoring and braking modes (operating

quadrants)
The concept of operating quadrants plays an important role in the theory and practice of electric drives.
Both the torque, Tm, developed in a motor and speed, Wm, of the rotor can assume two polarities. For
instance, watching the motor from the front end, positive polarity can be assigned to the clockwise
direction and negative polarity to the counter clock wise direction. Because the output (mechanical)
power, Pout, of a motor is given by

Pout=TmWm
The torque and speed polarities determine the direction of flow of power between the motor and load.
With Pout> 0, the motor draws electric power from a supply system and converts it into mechanical power
delivered to the load. Conversely, Pout< 0 indicates a reversed power flow, with the motor being driven by
the load that acts as a prime move If proper arrangements are made, the motor can then operate as a
generator(either forward or reverse braking) and deliver electric power to the supply system. Such a
regenerative mode of operation can be employed for breaking a high-inertia load or lowering a load in a
lift drive, reducing the net energy consumption by the motor.
The operating quadrants in the already mentioned (WmTm) plane correspond to the four possible
combinations of polarities of torque and speed, as shown in Figure 3.9 a-f. The power flow in the first
quadrant and third quadrant is positive, and it is negative in the second and fourth quadrants. To illustrate
the idea of operating quadrants, let us consider two drive systems, that of an elevator and that of an
electric locomotive. When lifting, the torque and speed of elevator’s motor have the same polarity.
However, when lowering, the motor rotates in the other direction while the polarity of the torque remains
unchanged. Indeed, in both cases the motor torque must counterbalance the unidirectional gravity torque

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CHAPTER FOUR
4. MODELING OF DC MOTOR FOR DRIVE SYSTEM
4.1. BASIC IDEA
The basic principle behind DC motor speed control is that the output speed of DC motor can be varied by
controlling armature voltage for speed below and up to rated speed keeping field voltage constant.
The output speed is compared with the reference speed and error signal is fed to speed controller.
Controller output will vary whenever there is a difference in the reference speed and the speed feedback.
The output of the speed controller is the control voltage Ec that controls the operation duty cycle of
(here the converter used is a Chopper) converter. The converter output give the required Va required
to bring motor back to the desired speed. The Reference speed is provided through a potential
divider because the voltage from potential divider is linearly related to the speed of the DC motor. The
output speed of motor is measured by Tacho-generator and since Tacho voltage will not be perfectly dc
and will have some ripple. So, we require a filter with a gain to bring Tacho output back to controller
level

The basic block diagram for DC motor speed control is show below:

Figure 7 : Closed loop system model for speed control of dc motor

. 4.2. MODELING OF SEPARATELY EXCITED DC MOTOR

Figure 8 : Separately Excited DC motor model

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The armature equation is shown below:

Va =Eg+ IaRa+ La(dIa/dt)

The description for the notations used is given below:

1. Va is the armature voltage in volts.

2. Eg is the motor back emf in volts.

3. Ia is the armature current in amperes.

4. Ra is the armature resistance in ohms.

5. La is the armature inductance in Henry.

Now the torque equation will be given by:

Td = Jdω/dt +Bω+TL

Where:

1. TL is load torque in Nm.

2. Td is the torque developed in Nm.

3. J is moment of inertia in kg/m².

4. B is friction coefficient of the motor.

5. ω is angular velocity in rad/sec.

Assuming absence (negligible) of friction in rotor of motor, it will yield:

B=0

Therefore, new torque equation will be given by:

Td = Jdω/dt + TL ---------------------------------------------------------- (i)

Taking field flux as Φ and (Back EMF Constant) Kvas K. Equation for back emf of motor will be:

Eg = K Φ ω ---------------------------------------------------------------- (ii)

Also, Td= K Φ Ia --------------------------------------------------------- (iii)

From motor’s basic armature equation, after taking Laplace Transform on both sides, we will get:

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Ia(S) = (Va – Eg)/(Ra + LaS)

Now, taking equation (ii) into consideration, we have:

=> Ia(s) = (Va – KΦω)/ Ra(1+ LaS/Ra )

And, ω(s) = (Td- TL)/JS = (KΦIa - TL) /JS

Also, the armature time constant will be given by:

(Armature Time Constant) Ta = La/Ra

Figure 9 : Block Model of Separately Excited DC Motor

After simplifying the above motor model, the overall transfer function will be as given below:

ω (s) / Va(s) = [KΦ /Ra] /JS(1+TaS) /[ 1 +(K²Φ² /Ra) /JS(1+TaS)]

Further simplifying the above transfer function will yield:

ω(s) /Va(s) = (1 /kΦ) /{ 1 +(k²Φ² /Ra) /JS(1+TaS)} ---------------------- (iv)

Assuming, Tm = JRa / (kΦ) ² as electromechanical time constant

Then the above transfer function can be written as below:

ω(s)/Va(s) = (1/kΦ)/ [STm (1+STa)+1] ----------------------------------------------(v)

Let us assume that during starting of motor, load torque TL = 0 and applying full voltage Va

Also assuming negligible armature inductance, the basic armature equation can be written as:

Va = KΦω(t) + IaRa

At the same time Torque equation will be:

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Td = Jdω/dt = KΦIa ---------------------------------- (vi)

Putting the value of Ia in above armature equation:

Va=KΦω(t)+(Jdω/dt)Ra/ KΦ

Dividing on both sides by KΦ,

Va/KΦ=ω(t)+JRa(dω/dt)/(KΦ)² ----------------------------------(vii)

Va/KΦ is the value of motor speed under no load condition. Therefore,

ω(no load)=ω(t)+JRa(dω/dt)/(KΦ)² = ω (t) + Tm (dω/dt)

Where, KΦ = Km(say)

And,

Tm=JRa/(KΦ)²=JRa/(Km)²

Therefore, J = Tm (Km) ²/ Ra -------------------------------- (viii)

From motor torque equation, we have:

ω(s) = KmIa(s)/JS - TL/JS ------------------------------------ (ix)

From equation (viii) and (ix), we have:

Now, Replacing KΦ by Km in equation (v), we will get:

ω(s)/Va(s)=(1/Km) / (1+STm+S²TaTm) ------------ (x)

Since, the armature time constant Ta is much less than the electromechanical time constant Tm, (Ta <<
Tm).

Simplifying, 1 + STm + S²TaTm ≈ 1 + S (Ta+Tm) + S²TaTm = (1 + STm)(1 + STa)

The largest time constant will play main role in delaying the system when the transfer function is in
time constant form. To compensate that delay due to largest time constant we can use PI controller as
speed controller. It is because the zero of the PI controller can be chosen in such a way that this large

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delay can be cancelled. In Control system term a time delay generally corresponds to a lag and
zero means a lead, so the PI controller will try to compensate the whole system

Hence, the equation can be written as:

ω(s)/Va(s) = (1/Km)/((1 + STm)(1 + STa)) -----(xi)

Tm and Ta are the time constants of the above system transfer function which will determine the response
of the system. Hence the dc motor can be replaced by the transfer function obtained in equation (xi) in
the DC drive model shown earlier.

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CHAPTER FIVE
5. CONTROLLER DESIGN
5.1. CONTROLLER FUNDAMENTALS
The controller used in a closed loop provides a very easy and common technique of keeping motor
speed at any desired set-point speed under changing load conditions. This controller can also be used
to keep the speed at the set-point value when, the set-point is ramping up or down at a defined rate. The
essential addition required for this condition to the previous system is a means for the present speed to be
measured. In this closed loop speed controller, a voltage signal obtained from a Tacho-generator
attached to the rotor which is proportional to the motor speed is fed back to the input where signal is
subtracted from the set-point speed to produce an error signal. This error signal is then fed to work out
what the magnitude of controller output will be to make the motor run at the desired set-point speed.
For example, if the error speed is negative, this means the motor is running slow so that the
controller output should be increased and vice-versa

5.2. DECIDING THE TYPE OF CONTROLLER

The control action can be imagined at first sight as something simple like if the error speed is negative,
then multiply it by some scale factor generally known as gain and set the output drive to the desired
level. But this approach is only partially successful due to the following reason: if the motor is at the set-
point speed under no load there is no error speed so the motor free runs. If a load is applied, the motor
slows down and a positive error speed is observed. Then the output increases by a proportional amount
to try and restore the desired speed. However, when the motor speed recovers, the error reduces
drastically and so does the drive level. The result is that the motor speed will stabilize at a speed below
the set-point speed at which the load is balanced by the product of error speed and the gain. This basic
technique discussed above is known as "proportional control" and it has limited use as it can never force
the motor to run exactly at the set-point speed. From the above discussion an improvement is required for
the correction to the output which will keep on adding or subtracting a small amount to the output until
the motor reaches the set point. This effect can be done by keeping a running total of the error speed
observed for instant at regular interval (say 25ms) and multiplying this by another gain before adding the
result to the proportional correction found earlier. This approach is basically based on what is effectively
the integration of the error in speed. Till now we have two mechanisms working simultaneously trying
to correct the motor speed which constitutes a PI (proportional-integral) controller. The proportional term
does the job of fast-acting correction which will produce a change in the output as quickly as the error
arises.

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The integral action takes a finite time to act but has the capability to make the steady-state speed error
zero. A further refinement uses the rate of change of error speed to apply an additional correction to the
output drive. This is known as Derivative approach. It can be used to give a very fast response to
sudden changes in motor speed. In simple PID controllers it becomes difficult to generate a derivative
term in the output that has any significant effect on motor speed. It can be deployed to reduce the rapid
speed oscillation caused by high proportional gain. However, in many controllers, it is not used. The
derivative action causes the noise (random error) in the main signal to be amplified and reflected
in the controller output. Hence the most suitable controller for speed control is PI type controller.

5.3. Importance of Current Controller in a DC drives system

When the machine is made to run from zero speed to a high speed then motor has to go to
specified speed. But due to electromechanical time constant motor will take some time to speed up. But
the speed controller used for controlling speed acts very fast. Speed feedback is zero initially. So this will
result in full controller output Ec and hence converter will give maximum voltage. So a very large
current flow at starting time because back Emf is zero at that time which sometime exceeds the
motor maximum current limit and can damage the motor windings. Hence there is a need to
control current in motor armature. To solve the above problem we can employ a current controller
which will take care of motor rated current limit. The applied voltage Va will now not dependent on the
speed error only but also on the current error. We should ensure that Va is applied in such a way
that machine during positive and negative torque, does not draw more than the rated current. So
an inner current loop hence current controller is required.

5.4. Representation of Chopper in Transfer function form:

Since chopper takes a fixed DC input voltage and gives variable DC output voltage. It works on the
principle Pulse Width Modulation technique There is no time delay in its operation. Hence, it can be
represented by a simple constant gain Kt

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5.5. COMPLETE LAYOUT FOR DC MOTOR SPEED CONTROL

Figure 10 : Complete layout for DC motor speed control

5.6. CURRENT CONTROLLER DESIGN

We need to design current controller for the extreme condition when back emf is zero that is during
starting period because at that time large current flows through the machine.

Figure 11 : Block Model for Current Controller Design

Transfer function of the above model:

Ia(s)(f)/Ia(s)ref={[Kc(1+TcS)/TcS](Kt)[(1/Ra)/(1+STa)}/{1+[Kc(1+TcS)/TcS]Kt[(1/Ra)/(1+ST]
[K2/(1+T2S)]}-----(xii)

Here, Tc (Current Controller Parameter) can be varied as when required. Tc should be chosen such that
it cancels the largest time constant in the transfer function in order to reduce order of the system

Now, the response will be much faster. So, let us assume

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Now, putting this value in equation (xii)

Ia(S)(f)/ Ia(S)(ref) ={ Kc(Kt/TaRa)(1+T2S)} /{ S (1+T2S) + (KcKtK2)/TaRa} ------------(xiii)

Let, Ko = (KcKt/TaRa)

Ia(S)(f)/ Ia(S)(ref) =Ko(1+T2S) / [S²T2+S+ KoK2] ---------------------------------------- (xiv)

Where T2 corresponds filter lag. Dividing T2 on R.H.S:

Ia(S) (f)/ Ia(S) (ref) = {(Ko/T2) (1+T2S)}/ [S²+S/T2 + KoK2/T2] ---------------------- (xv)

Characteristic Equation:-

S²+(S/T2)+(KoK2/T2)≈S²+2єω+ω²

Here , ω = √ (KoK2)/T2

є =1/ (2Tω) =1/2√ (T2K2Ko)

Since, it is a second order system. So, to get a proper response є should be 0.707

So, 1/√ (2) = 1/2√ (T2K2Ko) => Ko = 1/ (2K2T2) = KcKt / (RaTa)

Here, Ko = Kc Kt / (RaTa) = 1/ (2K2T2) => KoK2=1/2T2

Now, from equation-(xiv):

Ia(S) (f)/ Ia(S) (ref) = {(1/K2) (1+T2S)}/ [2S²T2²+2ST2+ 1] ----------------------------- (xvi)

We can see that the zero in the above equation may result in an overshoot. Therefore, we will use a time
lag filter to cancel its effect. The current loop time constant is much higher than filter time constant.
Hence a small delay will not affect much

{Ia(S) (f)/ Ia(S) (ref)} (1+ST2) = {(1/K2) (1+T2S)}/[ 2S²T2²+2ST2+ 1]

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5.7. SPEED CONTROLLER DESIGN

Figure 12 : Block model for Speed Controller design

Now, converting the block model in transfer function, we will get:

ω(s)/ω(s)(ref.)=(Kn/K2)(Ra/KmTmTn)(1+TnS/(1+2T2S)S²)/{1+(KnRa/K2KmTmTn)(1+TnS/(1+2T2S)S
²)(K1/(1+T1S))} ------------------------------------------------------------------------ (xviii)

Here, we have the option to Tn

such that it cancels the largest time constant of the transfer function So,

Hence, equation --- (xviii) will be written as:

ω(s)/ω(s)(ref.)=(KnRa/K2KmTmTn)(1+T1S)/{K2KmTnS2(1+T1S)+KnRaK1}

Ideally, ω(s) =1/S (S²+αs+β)

The damping constant is zero in above transfer function because of absence of S term, which results in
oscillatory and unstable system. To optimize this we must get transfer function whose gain is close to
unity

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5.8. Modulus Hugging Approach for Optimization of Speed Controller Transfer

Function
If the variable to be controlled rapidly reaches the desired value then dynamic performance of the control
system is considered as good. For any frequency variation within bandwidth of the input variable, the
output should follow the input variable instantaneously for achieving unity gain.

Figure 13 : Gain Vs Frequency Waveform

The process of making output close to input variable so as to obtain unity gain for wide
frequency range is termed as Modulus Hugging.

Considering equation (xviii):

ω (s)/ ωs (ref.) = {(KnRa)(1 + TnS) (1 + T1S)}/{ S²TmTnK2Km(1 + 2T2S) (1 + T1S) + (KnRaK1)(1 +

TnS)}

Here, (1+2T2S) (1+T1S) =1+T1S+2T2S+2T2T1S² ≈ 1 + S (2T2+T1) + 2T2T1S² ≈ 1 + S(2T2+T1)

Here, T1 and T2 are smaller time constants. So their product can be approximated to zero. So, 1 + S
(2T2+T1) = 1+ S. Assuming, δ = (2T2+T1) and Ko= (KnRa/K2Km)

Then, ω (s)/ω(s)(ref.) = {(KnRa/K2Km)(1 + TnS) (1 + T1S)}/{ S³TmTnδ+ S²TmTn + (KoK1Tn)S +

KoK1}

The above transfer function is of third order. The terms (1 + TnS) and (1 + T1S) in the denominator will
be cancelled by using filters

Taking a standard 3rd order system:

G (jω) = (bo + jωb1)/ [ao+ jωa1 + (jω) ²a2+ (jω) ³ a3][1] for low frequency bo = ao and b1= a1 lG(jω)l =
(ao² +ω²a1²)/(ao² + ω²(a1²- 2aoa2) + ω⁴(a2²- 2a1a3) +ω⁶(a3²) )⅟2

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Now, Modulus hugging principle, lG(jω)l= 1; for that coefficients of ω² and ω⁴ are made equal to zero.

So, a12=2a0a2& a22=2a1a3-------- (A)

We need to use filters on the ω(s) (ref) side to cancel (1 + TnS) (1 + T1S) term:ω (s)/{ω(s)(ref) (1/(1 +
TnS))(1/(1 + T1S))} = (KnRa/K2Km)(1 + TnS)(1 + T1S)/(S³TmTn +S²TmTn+ (KoK1Tn)S+KoK1) ----
--- (xix)

Now, from optimization condition in - (A), we get

 (KoK1Tn)2=2*KoK1*TmTn
 koK1Tn= 2Tm
 Tm = KoK1Tn/2 ------- (xx)
Also, (TmTn)2= 2*TmTnδKok1Tn
 Tm=2δKoK1
 TnKoK1/2=2*δKoK1
 Tn=4δ92T2=T1)………….(xxi)

From equation (xx) and (xxi):

Tm = 2 KoK1δ = 2 (KnRa/K2Km) K1δ

Kn=TmKmK2/(2K1Raδ -------- (xxii)

Now, putting the values of Kn and Km in the main transfer function, we get:

ω(s)(f)/{ω(s)(ref)=1/(K1+4δK1+8s2δK1+8s3δK1)

5.9 DATA ANALYSIS

Machine specification (data collection)

A separately excited DC motor with name plate ratings of 320KW , 440V (DC), 50 rad/sec is
used in all simulations. Following parameter values are associated with it.

 Moment of Inertia, J = 85 Kg-m2

 Back EMF Constant = 9 Volt-sec/rad.
 Rated Current = 715 A.
 Maximum Current Limit = 1000 A.
 Resistance of Armature, Ra = 0.0241 ohm.
 Armature Inductance, La = 0.718 mH.
 Speed Feedback Filter Time Constant, T1= 25 ms.

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 Current Filter Time Constant, T2= 3.5 ms.

Current Controller Parameter:

Current PI type controller is given by:

Kc {(1+ TcS)/TcS}

Here, Tc = Ta and Kc = RaTa/ (2K2KtT2)

Ta = La/Ra = 0.718*10-3/0.0241 = 29.79 ms.

For analog circuit maximum controller output is ± 10 Volts.

Therefore, Kt= 440/10 = 44. Also, K2 = 10/1000 = 1/100.

Now, putting value of Ra, Ta, K2, Kt and T2we get: Kc = 0.233.

Speed Controller Parameter:

Speed PI type controller is given by: Kn*{(1+Tn*S)/Tn*S}

Here, Tn=4d=4*(T1+2*T2)=4*(25+7)=128ms.

Also, Kn=Tm*Km*K2/2*K1*Ra*d.

K1=10/50=0.2

Tm=J*Ra/Km=85*0.0241/9=22.7ms.Now,Kn=(22.7*9*1)/(2*0.2*0.0241*32*100)=6.15.

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CHAPTER SIX
6. MATLAB SIMULATION, RESULTS AND ANALYSIS
6.1. Simulink Model:

Figure 14 : Simulink Model for Speed Control of Separately Excited DC motor using
Chopper Converter (without filter after reference speed)

Figure 15 : Simulink Model for Speed Control of Separately Excited DC motor using
Chopper Converter (with filter after reference speed

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Graph 1 : Speed Response at reference speed same as rated speed and full Load
(without Filter):

Graph 2 : Speed Response at reference speed same as rated speed and full Load
(with Filter):

Analysis for Graph 1 and 2: From above simulation results, it is clear that the SIMULINK model
without filter ( Graph 1) after reference speed gives larger overshoot in speed before settling to steady
state and faster response than the model using filter (Graph 2) after reference speed.

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CHAPTER SEVEN
7.1. CONCLUSION
The speed of a dc motor has been successfully controlled by using Chopper as a converter and
Proportional-Integral type Speed and Current controller based on closed loop system model. Initially a
simplified closed loop model for speed control of DC motor is considered and requirement of
current controller is studied. Then a generalized modeling of dc motor is done. After that a complete
layout of DC drive system is obtained. Then designing of current and speed controller is done. The
optimization of speed control loop is achieved through Modulus Hugging approach. A DC motor
specification is taken and corresponding parameters are found out from derived design approach.
Ultimately simulation is done for model with and without filter used after reference speed and a
comparative study is done on response of both cases. The model shows good results under all conditions
employed during simulation.

Recent developments in science and technology provide a wide range scope of applications of high
performance DC motor drives in area such as rolling mills, chemical process, electric trains, robotic
manipulators and the home electric appliances require speed controllers to perform tasks. DC motors have
speed control capabilities, which means that speed, torque and even direction of rotation can be changed
at any time to meet new condition.

7.2. FUTURE SCOPE:

MATLAB simulation for speed control of separately excited DC motor has been done which can
be implemented in hardware to observe actual feasibility of the approach applied in this thesis. This
technique can be extended to other types of motors. In this thesis, we have done speed control for rated
speed. So the control for above the rated speed can be achieved by controlling field flux.

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REFRENCES AND BIBLIOGRAPHY:

[1] Gopa kumar, K., Power Electronics and Electrical Drives,

[2] Bimbhra, P.S., Power Electronics. New Delhi, Khanna Publishers, 2006.

[3] Dubey, G.K., Fundamentals of Electrical Drives. New Delhi, Narosa Publishing House, 2009.

[4] Gopal, M., Control Systems, Principles and Design. New Delhi, Tata McGraw Hill Publishing
Company limited, 2008.

[5] Ogata, K., Modern Control Engineering. Englewood Cliffs, NJ: Prentice Hall, 2001.

[6] Leonhard, W., Control of Electric Drives. New York, Springer-Verlag, 2001.

[7] Mohan, Ned, Power Electronics, John Wiley and Sons, 1989.

[8] Moleykutty George., Speed Control of Separately Excited DC motor, American Journal of Applied
Sciences, 5(3), 227-233, 2008.

[9] MATLAB SIMULINK, version 2007, SimPowerSystem, One quadrant chopper DC drive.

[10] Salam Dr. Zainal, UTJMB, Power Electronics and Drives (Version 3-2003).

[11] FINCOR Automation, Adjustable speed Drives Applications.

[12] Infineon Technologies, Basic DC motor speed PID control with the Infineon Technologies.

[13] C.U. Ogbuka, Performance characteristics of Controlled separately excited dc motor, Pacific Journal
of Science and Technology, 10(1), 67-74.

[14] Chinnaiyan V. Kumar, Jerome Joritha, Karpagam, J. S.Sheikh Mohammed, Design and
Implementation of High Power DC-DC converter and speed control of dc motor.

[15] Saffet Ayasun,Gultekin Karbeyaz, DC motor speed control methods using MATLAB/SIMULINK
and their integration into undergraduate courses, 2008

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