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Exp 02

The document describes an experiment comparing normal and dynamic braking of a separately excited DC motor. It includes the objective, apparatus, circuit diagram, theory of operation, procedures, observations and conclusion. Dynamic braking uses a resistor connected across the armature to dissipate energy and stop the motor faster than normal braking alone.

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26 views

Exp 02

The document describes an experiment comparing normal and dynamic braking of a separately excited DC motor. It includes the objective, apparatus, circuit diagram, theory of operation, procedures, observations and conclusion. Dynamic braking uses a resistor connected across the armature to dissipate energy and stop the motor faster than normal braking alone.

Uploaded by

yt7407286
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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EXPERIMENT - 02

OBJECTIVE: Experimental studies on different types of braking of separately


excited DC motor i.e Dynamic Braking and Normal Braking

APPARATUS REQUIRED: Ammeter – (0-5)A, Single phase autotransformer (0-


270V) , Digital Tachometer, Diode Bridge Rectifier, Rheostat: 2.2A, 100Ω & 5A, 69Ω;
DPDT Switch, Stopwatch, Separately Excited DC Motor ( Field Resistance(Rf) =
401.5Ω, Armature Resistance(Ra) = 6Ω, Voltage rating = 220V, Current rating = 12A,
Power rating = 3kW, Speed = 1500rpm).

CIRCUIT DIAGRAM:

Theory:
Normally the armature current,
𝑰𝒂 = (𝑽 − 𝑬𝒃)/𝑹𝒂
A separately excited DC motor is shown in the figure.

Where Eb is the back emf and Vdc is the applied armature voltage. When initially the
motor is started, back emf is zero because the speed is zero and hence the armature
current,
𝑰𝒂 = 𝑽/𝑹𝒂

Where, Ra is the armature resistance.


Initially the current will be very large if no external resistance is included due to the
back emf being zero. So, the motor starter generally consists of a large resistance in
series with the armature circuit which is cut down slowly as the motor picks up
speed. Hence, we cannot increase the voltage abruptly. It is increased gradually.
This is being emulated in this experiment with the help of a series rheostat R ext.
The initial current drawn Ia allows a finite value of electromagnetic torque to be
developed depending upon the field current supplied. This torque allows the
acceleration of the motor from zero speed provided this Te is greater than the load
torque TL. The acceleration (dw/dt) follows the equation,

𝑱(𝒅𝒘/𝒅𝒕) = 𝑻𝒆 − 𝑻𝑳

Where, J= moment of inertia of the motor. Hence only after a minimum value of
armature
current is applied, the torque can overcome the moment of inertia.

Electric Braking:

Electric Braking of DC motor can be done by three methods


 Regenerative braking if the speed exceeds no-load value or when TL=0
 Dynamic braking or rheostatic braking by including an external in resistance
across the armature place of DC supply
 Plugging or reverse current braking by connecting the power supply V in
reversed mode.

The first method allows the mechanical energy stored in the rotor to be fed back to
the battery by converting the kinetic energy into electrical energy.

The second method, though, makes the machine work as a generator but it
dissipates the power in the external resistance connected.

The third method draws extra power from the external power supply and wastes
both- energy drawn from the power supply as well as the kinetic energy stored in the
rotor.

The last two methods can be used for stopping the motor whereas the first one can
bring it up to no-load speed which is (V/K¢).

Dynamic Braking (Rheostatic Braking):


Dynamic braking in a separately excited DC motor is an effective technique employed
to swiftly bring the motor to a halt by harnessing its own inherent properties. In the
normal operational state of a separately excited DC motor, the armature and field
windings receive separate electrical currents. During dynamic braking initiation, the
electrical supply to the armature is severed, prompting the motor to transform into a
generator. As the armature begins to decelerate, the back electromotive force (EMF)
generated in the winding opposes the original armature voltage. This opposition
causes a decline in the armature current until it reaches zero. The generated electrical
power must then be dissipated to achieve a complete stop. To accomplish this, a
dynamic braking resistor is connected across the armature terminals, forming a circuit
that facilitates the dissipation of energy as heat. The process is regulated by adjusting
the resistance in the braking circuit, enabling a controlled and gradual deceleration of
the motor. This braking resistor plays a crucial role in balancing the need for rapid
stopping with the efficiency of energy dissipation. Dynamic braking is advantageous
in applications requiring precise and swift deceleration, contributing to enhanced
control and safety. However, it is important to note that the energy dissipated as heat
in the braking resistor is essentially wasted, and this aspect must be considered in the
broader context of overall system efficiency. Despite the dissipation of energy, dynamic
braking stands as a reliable and efficient method for promptly arresting the motion of
a separately excited DC motor in various industrial and automation settings.

PROCEDURE:
Normal Braking:
1. Connect the circuitry as shown in diagram
2. Run the DC machine by DPDT switch.
3. Pull the DPDT to another position and start the stopwatch at the same
moment
4. Note the Time for complete stoppage
Dynamic braking:
1. Make changes to normal braking circuit and connect the second terminal of
DPDT to resistive load to dissipate running motor as a generator. Neutral
position of DPDT is connect to the armature of machine.
2. Turn the machine on, and when it reaches a steady speed pull the switch to
the resistive load and note the start the stopwatch.
3. Note the time for complete stoppage.
4. Change the resistive load value through rheostat.

OBSERVATIONS:
FIELD MOTOR TURN-OFF ARMATURE ARMATURE BRAKING
SERIAL VOLTAGE SPEED TIME CURRENT VOLTAGE RESISTANCE
NUMBER
Vf (V) N (rpm) Toff (sec) Ia (A) Va (V)

FOR NORMAL BRAKING CONDITION

1 220 1194 4 0.42 184.6 -

FOR DYNAMIC BRAKING CONDITION

1 220 1194 2.06 0.42 184.6 108

2 220 1194 1.7 0.42 184.6 77

3 220 1194 1.64 0.42 184.6 66.7

4 220 1194 1.61 0.42 184.6 46.2

5 220 1194 1.32 0.42 184.6 17.6

6 220 1194 1.24 0.42 184.6 5.3


Toff vs R for Dynamic Braking

2.5

2.06
2
1.64 1.7
1.61
Turn OFF Time (s)

1.5 1.32
1.24
TURN-OFF TIME
1

0.5

0
0 20 40 60 80 100 120
Resistance (Ω)

We can observe from the graph above that as the value of resistance in the load is
increased the time for complete stoppage decreases linearly reaching 2.04s at
lowest resistance value of 50Ω.

CONCLUSION:
Based on the analysis of the observed relationships and system behaviour, it can be
concluded that dynamic braking serves as an effective method for enhancing control
over the speed of the drive system. Although dynamic braking results in energy
wastage, it offers significant benefits in terms of speed control and system stability.
Dynamic braking involves the application of braking torque to the motor by
momentarily reversing its operation, thereby rapidly decelerating the motor and load.
This method enables precise control over the speed of the drive system, allowing for
quick adjustments to meet varying operational requirements.

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