DC-Electric Drives

III.

DC Electrical Drives

3.1 Introduction
Direct Current (DC) motors have two parts for torque generation, namely; the exciter and the armature.
The exciter is the part which produce magnetic field (flux) in the air-gap while the armature is the part
which produces current to interact with the field flux for torque generation. Refer to figure 3.1, below
for typical structure of a DC motor.
Field Core

Armature
l

Commutator

Field winding

Armature

Brush

Flux circuit
+

Shaft

ia

Fig. 3.1 DC motor structure

a. Structure of DC motor

b. Field winding and

c. Elementary DC motor

magnetic circuit

Current is supplied to the armature winding through the brushes and commutator. Field windings or
permanent magnets are used to create magnetic flux in the field core. The magnetic flux circuit created
in this manner passes through the field core, the air-gap, the armature core and back to the other field
core pole crossing the air-gap again. Finally, the circuit is complete through the stator core to the initial
field core as shown in figure 3.1b.
The operating principle of DC motor can be described using an elementary DC motor shown in figure
3.1c. Current supplied to the armature flows axially in the first conductor under influence of North Pole
and flows back to the other commutator terminal through the conductor under the South pole. The flux
from exciter is radial and perpendicular to the armature current. It is not difficult to show the following
using basic electrical laws. Let the coil has N-number of turns, with current, ia, flowing through the coil
as shown. Flux is distributed in the air gap uniformly with flux density B. Then, the torque on the coil

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DC-Electric Drives
and the induced voltage across terminals of coil for relative motion between flux density and coil at
speed of w can be given as;

T 2 Nrlia B

(3.1)

ea 2 Nlwm

(3.2)

Where; T is torque produced on the armature coil having N-turns and axial length l, carrying current ia,
in a magnetic flux per pole (flux density B) rotating at speed of wm rad/sec. Note that the assumption is
that flux distribution is uniform and radial in the air gap and a pole spans half the circumference of the
armature whose radius is r in meters. The result is that the flux density and current in the coil are
perpendicular. Torque is created as the result of interaction between the air-gap flux generated by field
winding (or permanent magnet) and the armature coil current.
Armature circuit and field circuit equivalent circuit schematic is as shown below.

ia Ra La
+
Va

ea
-

rf
if
Vf

Fig. 3.2 Equivalent Circuit of DC motor

3.2 Types of DC machines
DC machines can be divided into two main categories as separately excited or self excited, depending on
source of excitation power. In separately excited machines, the excitation circuit and the armature
circuits are supplied from separate electric power sources. In self excited machines, the armature circuit
and the excitation circuits are connected in series, shunt or compound form and supplied from one
source. That means, if the machine is operating as a motor, the DC power supply to the motor supplies
both the armature and the field windings, refer to figure 3.3 If the machine operates as a generator, the
generator output voltage supplies the field winding as it is connected to the terminal either in series,
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DC-Electric Drives
parallel or compound form. In compound form connections, the machines have at least two excitation
windings, one connected in series and one connected in shunt to the armature circuit.
There are also DC motors which are excited by permanent magnets, so that no field winding and
associated power supply is required. Air-gap flux required for the operation of the machine is provided
by the permanent magnets. Permanent magnet machines are in general more efficient than the
conventional electromagnetic excitation. However, the initial cost of permanent magnet motors and their
maintenance cost is usually expensive.
ra h

ra

+
Electric
Power
Supply

+
E

Va

ia

rfh

Tm, w
Bm, Jm

TL

Vf

a. Separately excited DC

b. Shunt Excitation

c. Series Excitation

Fig. 3.3 Various excitation methods

3.3 Torque-speed Characteristics of DC motors (Steady state)

The torque-speed characteristics of DC motor can be derived from steady state equivalent circuits of the
DC motors with rated parameters. The characteristics of separately excited shunt excited and series
excited are different. It is not difficult to analyse one type once analysis of the other is done.
In the following sections, the derivation of the speed-torque characteristics of separately excited motor is
done as it is simple and can be modified for the shunt, series and compound type DC motors easily.
3.2.1 Separately Excited DC motor Natural Torque-speed characteristics
Separately excited dc-motors is the most used for adjustable speed and torque applications. This is
because its control is flexible. The armature voltage and field voltage or current can be controlled in
combination for a desired torque speed pair output. The following fundamental equations for steady
state operation of separately excited dc motor can be used to understand how the electric motor is to be
controlled. Refer to figure 3.2.
Armature circuit voltage equation (steady state considered):
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DC-Electric Drives
Va ra ia E

3-3a

E k Ew

3-3b

Tm Bw TL

3-3c

Back EMF equation:

Mechanical Equation (Steady state considered):

Torque equation:

Tm kT ia

3-3d

Where:
Va = armature voltage, V
ra = armature winding resistance, Ohms
ia = armature current, A
E = back EMF, V

w = Electric motor speed, rad/sec

kE = Voltage constant, V/Web-rad/sec.

In SI unit the torque and voltage constants are

kT = Torque constant, N-m/(Ampere-Web)

numerically equal.

= flux per pole, Weber

Tm = motor electromagnetic torque, N-m
J = Motor and load total rotational inertia, N-m /(rad/sec2)
B = Viscous frictional constant, N-m-sec/radians
TL = load or driven unit total resisting torque, N-m
Combining these and rearranging the speed versus torque equation for the DC motor is
w

or

Va
ra
rad/sec
Tm
k E
(k E ) 2

V
(k ) 2 N-m
Tm a k E E
w
ra
ra

3-4a
3-4b

The torque equation as a function of speed can be seen as an equation of straight line y = mx+b, where
m is slope and b is y intercept. In this case slope is m

ra

( k E ) 2

while the speed axis intercept is

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DC-Electric Drives
y

Va
. Therefore, the natural speed-torque characteristic curve of separately excited DC motor can
k E

be drawn from equation 3-4.

Va
kE

Speed,

TL

Torque, T

Va
k E
ra

Fig. 3-4 Natural Speed-torque characteristics of separately excited dc motor

If a driven unit is coupled with the motor, the operating point of the motor coupled with the driven unit
will be a point on the natural characteristic curve where the driven unit speed-torque characteristic
curve intersects the natural characteristic curve of the motor. The motor-driven unit set operates at the
intersection point in steady state condition. If disturbed, the operating point oscillates around the
intersection point to stabilize at the intersection point.
The natural characteristic curve is normally at the maximum armature voltage possible and at the rated
field flux. Hence, the motor operating point is generally limited to the left of the natural characteristic
curve if the adjustment is required and to be done.
It is usually common, efficient and effective to control the operation of the driven unit by controlling the
driving electric motor than other mechanical control of the driven unit. For example, controlling
armature circuit rheostat and/or field circuit rheostat of a DC motor can control the speed of the DC
motor and hence the driven unit as the two are coupled. Such speed control can be continuous and
smooth corresponding to the smoothness of the rheostat used. On the other hand, the speed control can
be done mechanically, for example, by changing the gear ratio of the transmission system which results
non smooth stepped speed change. Torque-speed characteristics of electric motors are important for the
analysis of the drive and driven units.
3.3.2 Speed Control of Separately Excited DC motor

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DC-Electric Drives
Operating point of the motor in the torque-speed plane can be varied by varying one or more of
armature voltage, armature circuit inserted rheostat and field control by field rheostat. Each of these
methods has their advantages, disadvantages and limitations. The most important performance indices
for the speed control are; the speed range possible to attain, the electrical loss resulting and the effect of
the method on the stability of the motor operation.
If there is power supply with a variable voltage, for efficiency reasons, the speed of DC motors is varied
by varying the armature voltage for speed range from zero up to rated speed. During this time, the field
flux is kept constant at rated value. Variation of the armature voltage can be done by varying the firing
angle of an AC-DC converter supplied DC motor or by varying duty of a DC-DC converter supplied DC
motor.
3.3.2.1

Armature Circuit inserted Rheostat

The armature current, and hence the motor torque given by equation 3-1d, can be kept constant by
varying circuit rheostat. That is, as speed varies from zero up to base speed (rated speed), the armature
circuit rheostat can be varied from its maximum value to zero in such a way that the armature current is
constant. The fine control of speed is as fine as the rheostat.
The torque-speed curve for the machine with varying rheostat in the armature circuit can be drawn to see
the possible movement of the operating point in the torque-speed plane of the motor. The slop of the
characteristic curve decreases in magnitude as the rheostat value increases, as shown in figure 3.5. The
stall torque (maximum torque) also decreases while the no load speed remains the same.

Va
(k E ) 2
Tm
k
w
ra rex E
ra
Tm

Va
k E
ra

rex1<rex2<rex3<...rexn
ra
ra+rex1
ra+rex2
ra+rexn

Va
k E

Fig. 3.5 Speed variation using external resistor in armature circuit

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DC-Electric Drives

w
Va
kE

Constant
Torque

Va
kE

Armature
resistance
increase

Va
kE
ra

Constant
Torque

Va
kE

Armature
voltage
decreases

T
Va
kE
ra

Constant
Torque
Field
Decrease

Va
kE
ra

a. Operating point to desired b. Operating point to desired c. Operating point to desired

point by varying armature
point by varying armature
point by varying field
voltage alone
circuit rheostat
current
Fig. 3.6 Various DC motor speed control techniques
Speed control using armature circuit connected rheostat, therefore results;

The speed control can be used from zero speed to the rated though torque may be reduced as the
external resistor increases.

The slop magnitude decreases and results in relative decrease in stability.

The copper loss in the armature circuit increases with the increase in armature rheostat for the
same torque generation.

At zero speed, the rheostat value is given by

while it is zero at nominal or rated speed.

V
Rrh an ra
I an

Speed control using armature rheostat results a significant loss on the rheostat. Furthermore the stability
2 . The
of the system decreases. The copper loss in the armature circuit is given by P
loss ( Rrh ra ) I a

relative value of the drive stability can also be seen by comparing the change in speed for a unit change
in torque. It can be seen that, for the same change in torque, the change in speed for machine with larger
rheostat is large than the one without or small rheostat.
3.3.2.2

DC motor Speed Control by armature voltage Control (separately excited)

If the armature voltage can be controlled, the speed of the motor can be controlled moving the operating
point to a desired point. From the equation describing the torque speed relation, if the terminal voltage is
decreased, the slope of the new torque-speed characteristics remains the same, figure 3.6b. Therefore,
we can have a curve passing through any point to the left of the natural characteristic curve if we can
supply any voltage magnitude desired as shown in the figure. Note that any point to the right of the
natural characteristic curve corresponds to overvoltage.
Speed control using armature supply voltage is characterised by;
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DC-Electric Drives

Speed control from zero up to rated speed

No change in relative stability for different voltage supplies as the slope remains the same.

Copper loss remains the same for the same torque generation and hence no increase in torque.
3.3.2.3

DC motor Speed Control by field control (separately excited)

Control of field flux is done only for speeds above base speed for efficiency reasons. It is more efficient
to produce a rated torque using rated flux and rated armature current. If the field is to be reduced from
the rated value, the armature current should be increased above rated to keep the torque at rated value.
However, increase in armature current above rating can result motor overheating as the result of
increases in armature copper loss which is proportional to the square of armature current.
But beyond rated speed, where the voltage is kept at rated value, the armature current can be kept at
rated value only by decreasing the flux as speed increases. The result is operating speed extension
beyond the no load speed indicated on the natural characteristic curve. Refer to figure 3.7, for a typical
two operating ranges of a DC motor; namely, constant torque and constant power. In constant torque
operating range, stator current is kept at its rated value by varying the armature voltage in proportion to
speed keeping the flux constant, observe the following equation.

V k E w
Ia a
Ra

Power
Van
Tmn Tm
Ian

Natural characteristic
curve

wn

Constant power

Constant torque

Fig. 3.7 Field Weakening operation

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DC-Electric Drives
The power output of the motor (product of torque and speed) also increases proportional to speed. On
the other hand, during constant power operation, the armature current is kept constant by reducing the
flux in inverse proportion to the speed increase. During this time, the armature voltage remains constant
at its nominal value. As the result, the torque generation capacity of the motor extends beyond the no
load speed indicated on the natural characteristic curve.
3.3.3 DC motors with self excitation
Typical shunt and series connected excitation system of DC motors is shown in figures 3.3.
The following equations can be written from the equivalent circuit of a shunt motor given in figure 3.3.
Armature circuit voltage equation (steady state);

Va I a ra Laf i f w

(3.5)

Field circuit voltage equation;

Va R f I f

(3.6)

V
If a
Rf

Torque equation;

Tm Laf i f I a I
a

Tm
Laf i f

(3.7)

From voltage equation and torque equations;

V I r
w a a a w
Laf i f

Va ra

Tm
Laf i f

Laf i f

The speed-torque characteristics of the shunt motor can then be written, rearranging and combining the
equations, as equations 4-4 or 4-5.

Raf
Laf

Tm Va 2

T
Laf Va 2 m
ra R f 2

Laf Laf
1
w
R f ra R f

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3.8a

3.8b

DC-Electric Drives
Torque-speed characteristics of shunt motor can be plotted from equation 3.8 as shown in figure 3.8.
Note that, the slop and the maximum speed and maximum torque are different from that of the
separately excited DC motor.

Tm
Va 2

Laf
R f ra

R f
L af

Fig. 3.8 Torque-speed characteristics of Shunt motor

Similarly, for series excited motors the following equations can be written from the equivalent circuit in
Fig. 3.3.
Armature voltage equation;

Va I a (ra r f ) Laf I aw

(3.9)

Torque equation;

Tm Laf I a 2

Tm Laf

Tm
Laf

(3.10)

(ra r f ) Laf w 2

(3.11)

Ia

Va 2

The corresponding torque-speed characteristics can be plotted as figure. 3.9 below.

Tm
Va 2

Laf
Rf ra

w
Fig. 3.9 Torque-speed characteristics of series DC motor
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DC-Electric Drives
Note that the field and armature circuits of self excited DC motors are coupled and are not easy to
control independently.
3.4

Electric Motor Operating Modes and Dynamics

Electric motors can operate either in motoring mode or braking mode. During motoring, the motor
converts electric power into mechanical power and hence power flows from electrical source to the
mechanical system. In braking mode, the kinetic energy stored in the motor and driven unit mass is to be
removed from the drive and driven system in order to bring the system speed slower.
The braking mode is, generally, dynamic operation as there is deceleration. Furthermore; during starting
the motor is in dynamic mode as it is accelerating.
3.4.1

Braking Modes

Why braking?
When power is disconnected from electric drives the kinetic energy stored due to speed and the inertia
of the motor and the driven unit keeps the system in motion for a significant time, ranging from minutes
to hours, depending on the inertia and the speed. In this case, the kinetic energy is dissipated as heat due
to friction in the moving parts over the running time. However; in some applications the drive is
required to stop in the shortest possible time. For example in textile industry, threading is done at high
speeds using electric motors. Say, the thread is broken and the worker is required to fix it after the motor
is fully stopped. If the motor doesnt stop in short time, the worker has to wait idle until the motor comes
to standstill. This results in a low productivity for the industry. Therefore, there must be a means to stop
the motor in shortest possible time.
There are three braking methods for electric motor; counter current braking or plugging, dynamic
braking, and regenerative braking.
Counter current braking
In counter current braking; the terminals of the motor are interchanged. As the result a braking torque is
generated. The braking torque generated is approximately twice the short circuit torque resulting fast
deceleration to zero speed. On the other hand, the current in the armature winding is also twice the sortcircuit current which can damage the insulation. Consequently, the plugging is usually done through
additional resistor (counter current braking Rccb) in the armature circuit to limit the current, equation
3.12.

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DC-Electric Drives
V K E w
Ia a
ra Rccb

(3.12)

In this equation, note that the speed decreases starting from the initial speed at which plugging is
implemented. It decreases to zero and starts to accelerate in the reverse direction if left as plugged.
However, if the intension is only braking and stopping the motor, the power should be disconnected at
the instant the speed becomes zero. Note that the kinetic energy of the system is converted to electrical
energy and dissipated on the armature circuit resistors.
The torque-speed characteristic curve for plugging is shown in figure 3.10 for different values of counter
Dynamic braking
In dynamic braking, the electric motor terminals are disconnected from the power supply and connected
to resistor bank. The motor operates as a generator converting the kinetic energy stored to electric
energy, which is then dissipated on the braking resistor bank and the armature winding as I2R loss. The
dynamic braking current is given by equation 3.13. The torque speed characteristic curve is shown in
Fig. 3.11.

Ia

K E w
rdb ra

(3.13)

Fig. 3.10 Braking by plugging with external resistor in the armature circuit

In dynamic braking, the kinetic energy is again converted to electrical power and dissipated on the
armature circuit resistors.

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Fig. 3.11 Braking by dynamic braking

Regenerative braking
Regenerative braking is method in which the kinetic energy of the motor and driven unit is converted to
electric energy and fed back to the supply. It is implemented by reducing armature voltage such that the
operating point moves to fourth quadrant (negative torque and positive speed). The operating point
slides on the new speed-torque characteristics corresponding to the new voltage. When the torque
increases to zero from the negative value, the armature voltage is further reduced moving back the
torque to negative, refer to figure 3.12. This control continues until the speed reduces to zero.
Regenerative braking is the most efficient braking method though practical implementation is not easy.
The armature voltage can be controlled more smoothly for smooth flow of power back to the source.

Fig. 3.12 Regenerative braking

3.4.2

Loss during dynamics

From power balance of the system input power to the motor equals to power output from motor plus
power loss in the motor we can write the following equation.
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DC-Electric Drives
Va I a R a I 2a k E I a w

3.14

The first component on the left side is the input power to the motor and is equal to torque times the
open circuit speed while the second element on the right side is output of the motor which is mechanical
power (load torque and frictional torque) which is torque times instantaneous speed ( Tw R I 2 Tw
0
a a
).
Rearranging and integrating for energy loss during transient during time between t=0 and t=t can be
given as;
t

2
T(w0 w)d R a I a d

3.15

During transient the accelerating torque magnitude is large compared to the frictional and load torque.
Therefore; Tm J

dw
dw
.
dt J
dt
Tm

2
Ra I d J
a

wf

(w0 w )dw Jw0 (w f wi )

wi

J 2
(w f w 2 )
i
2

Case one: motor accelerates from zero speed to no load speed.

t

I 2a d

J 2
(w 0 )
2

Case two: Energy loss during dynamic braking from no-load speed to zero speed.

2
2
Ra I a d 2 (w0 )
0
Case three: Energy loss during reversal from no-load speed to negative no-load
t

R
0

J
I 2a d 4 (w02 )
2

Note:
o Transient loss is proportional to the inertia of the drive system
The inertia affects the transient response speed also as can be seen in the RC model of electric drives.
3.5 Power Converter based DC-Drives
The power electronics converters; AC-DC and/or DC-DC converters can be used to control the armature
voltage of DC motors and/or field current as desired.
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3.5.1 Phase Controlled AC-DC converter Supplied DC motors
AC-DC or DC_DC converters can be used to supply the armature terminals and/or field terminals.
Therefore, the firing angle control of AC-DC converters or duty cycle control of DC-DC converters can
be used to control the speed of the DC motor.
Figure 3.13 demonstrates single-phase half-wave AC-DC converter, with a freewheeling diode,
supplying armature circuit of a separately excited DC motor. The motor can operate only in the first
quadrant as shown in the figure. The armature average collage is given by;

V
Va m (cos 1)
2

3.16

Therefore, the armature voltage can be varied between zero and Vm/ by varying the firing angle
between and zero.
In figure 3.13 a full-wave AC-DC converter supplying armature terminals is shown. It can operate in
two quadrants with positive torque and alternative polarity of speed. When the firing angle is greater
than 90 degrees, the voltage the converter output or the armature voltage becomes negative resulting
negative power. If a freewheeling diode as shown in dash line is included, the converter operates only in
the first quadrant.
The armature voltage (output of the converter) is expressed as;

V
Va m cos

3.17

From this equation, the armature current varies between negative Vm/ and positive Vm/ as the firing
angle varies between and zero.

Va
Angle
ra

a. Half-wave converter supplying DC

b. Full-wave Converter supplying

c. Typical open-loop speed control

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DC-Electric Drives
motor armature

DC motor armature

structure AC-DC converter

3.13 AC-DC converter

Note that the voltage ripple results armature current ripple which on the other hand results a torque
ripple. Torque ripple results vibration and damage on bearings in addition to power loss. From the wave
forms of the two converters, it is clear that ripple on half wave converters is higher than that of the full
wave converter at lower frequency.

AC-DC converters for four quadrant operation

Both single-phase and three-phase dual converters can be used for four quadrant operation.

Fig. 3.14 AC-DC converters for four quadrant operation

To avoid circulating current, usually, inductors are inserted between the converters as shown or the
converters are operated turn by turn, one of them for two quadrants and the other for the other two
quadrants.
3.5.2 DC-DC converter Supplied DC motors
DC-DC motors are used for fine control of DC motor torque and speed. Fig. 3.15 shows, basic buck
converter supplied DC motor. The armature voltage can be controlled by controlling the duty of the
switch. The drive operates in the first quadrant.

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DC-Electric Drives
iS

iL
S

ra

+
+
VS

VD

ea

iD

Fig. 3.15 Buck converter supplied DC motor

ia

La
ra

T1
Va

ea

T2
n, T

Fig. 3.16 Two-quadrant operating DC-DC voltage supplied DC motor

DC-DC converter shown in figure 3.16 can operate in positive or negative torque with positive speed,
which means forward motoring and forward braking modes.
3.6 Servo control of DC motors consists of three main components; the controller, the
amplifier and the (plant model) or the motor.
Dynamic (transient) model of DC motors (separately excited, linearised small signal model) can be
written from the equivalent circuit and mechanical equation of the motor. Small signal model around the
steady state operating point can be considered.
Armature voltage equation;

Va La

dia
ra ia k Ew Va La sI a ra I a k Ew
dt

3.18

Torque equation;

Tm kT I a J m

dw
Bw TL kT I a J m sw Bw TL 3.19
dt

Rearranging,

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DC-Electric Drives
w ( s)

ra sLa
kT
Va
TL
(ra sLa )( B J m s) k E kT
(ra sLa )( B J m s) k E kT

3.20

Equation 3.20 represents a two input one output linear system. The inputs are armature voltage and load
torque while the output is speed.
The controller system can have three main components as shown in block diagram in figure below. They
are the speed controller, the armature current controller and the power amplifier and plant model.
Speed error is generated from command speed minus measured speed which is then controlled by speed
controllers like proportional-integral (PI). Similarly, current error is generated by subtracting current
feedback from current command from the controller, which is then controlled by current controllers like
PI. The output of current controller results voltage proportional to Ladia/dt.
TL
Ia*

wm*

PI

PI

-wm

Va*

POWER
PROCESSOR

Va

-Ia

1
Ra+sLa

KE

1
B+sJm

wa

KE

Ra

Controller

Amplifier

Plant (motor) model

Fig. 3.15 Block diagram of a typical DC motor control

Va Raia

di
L a
dt

k Ewm

*
1
I a I a k p (1
)
k I s

The amplifier shown in the figure can be power converters like phase controlled AC-DC converter or
can be pulse width controlled DC-DC converters.
3.6.1

Simplification of DC motor models

The motor model shown above can be simplified by equating load torque to zero and neglecting the
friction constant B.

w ( s)

kT
Va
J m s(ra sLa ) k E kT
TL 0, B 0

3.21

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w ( s)

w (s)

J m ra
k E kT

1
kE
Va
La
s(s
1) 1
ra
TL 0, B 0
1
kE

3.22

V
m s( s e 1) 1 a
TL 0, B 0

Where;

J r
m m a

is mechanical time constant;

kT k E

L
e a is electrical time constant.
ra

The electrical time constant determines how fast the armature current increases with step armature
voltage applied. Similarly; the mechanical time constant determines how fast the motor speed increases
for a step torque supplied.
3.6.2 RC model of separately excited DC motor
Neglecting the frictional torque and the load torque the torque equation is given by
Tm K T i a J

dw
J dw
J
ia
i a dt
dw
dt
K T dt
KT

Or

KT t
i a d
J 0

Substituting this expression for the speed in the voltage equation

Va R a i a k E w =V

a ra ia k E

Letting k E

KT t
ia d
J 0

3.23

K T
1
to be
the equation becomes equation of an RC circuit.
J
Cm

Fig. 3.16 RC circuit equivalent of separately excited DC motor

1
ra Cm

= m

k E 2
RJ

3.24

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Lecture note, School of Electrical and Computer Engineering, Addis
Ababa University

DC-Electric Drives
This equation demonstrates that DC electric motorss dynamics can be modelled by equivalent electrical
parameters like capacitors (function of inertia, armature resistance and voltage constant). During
acceleration, the energy input is converted to kinetic energy which is shown as capacitor chagrining the
in equivalent circuit.

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Lecture note, School of Electrical and Computer Engineering, Addis
Ababa University

DC-Electric Drives
Exercise Problems
1. A separately excited DC motor is supplied by a phase controlled full-wave AC-DC converter. The
motor rated voltage is 110 V while its rated speed is 1000 rpm. Its rated current is 10 Amp.
Armature resistance is 0.5 Ohms.
a. Draw the natural torque-speed characteristics of the motor.
b. What are the armature voltage and the corresponding firing angle for the motor speed to be 800
rpm with rated torque and flux?
c. Compare the maximum torque at zero speed and the no-load speed possible for rated voltage and
voltage found in b.
d. Calculate the copper losses of the motor in rated condition and while operating at 800 rpm in
condition b.
If there is not power supply with variable voltage, there a rheostat can be inserted into the armature
circuit and varied to vary the speed of the motor, refer to equation 4.3. This method results
significantly large loss in efficiency due to the increase in copper loss.
2. Consider the motor in example 4.1.
a. If the motor speed is to be reduced to 800 RPM, what is the value of external resistance required
to be inserted in the rotor circuit.
b. Calculate the motor loss and the corresponding efficiency if the motor is to run at 800 rpm with
rated torque and current.
c. Draw the torque speed characteristics of the motor with the rheostat value as obtained for the 800
rpm speed.
The maximum speed the motor can operate with rated torque and current is the rated speed. The
voltage supply is usually limited to the value which can run the motor at rated condition. If the motor
is required to run above the rated speed with rated current, it is convenient to vary the field current to
reduce the air-gap flux in inverse proportion to the motor speed. Such operation is called field
weakening operation. During field weakening operation, the motor torque cannot be controlled to
rated value as the field flux has to be varied in inverse proportion to the motor speed. However,
power is controlled to rated value and the result, it is called constant power range as compared to the
constant torque range (speed lower than the rated speed).
3. Motor of example 4.1 is desired to be controlled by field weakening technique. The armature voltage
and current are kept at their rated values.
21 | P a g e
Lecture note, School of Electrical and Computer Engineering, Addis
Ababa University

DC-Electric Drives
a. Calculated the maximum torque possible using field weakening technique if the motor is to
operate at speed corresponding to its no-load-speed on the natural characteristic curve.
b. Calculate the maximum torque possible if the speed is to be twice the speed in a.
4. 10 kW DC motor rated voltage and speed are 220V and 1500 rpm. Armature winding resistance is
0.2 Ohms. It is desired to break the motor running at its rated value with maximum armature current
of two times the rated current.
a. Determine the external resistance value to be inserted if dynamic braking is used.
b. Determine the external resistance value to be used if counter current braking is used.
c. What do you think are determining factors for the braking period length.
5. Show that the speed instantaneous value is given by the following equation if the motor accelerates
from stand still to no-load speed.
t

V
w a (1 e m )
k E

6. Derive expression for speed if the speed is to increase from any initial speed to some final speed.
w w0 (win w0 )e

w wn (win wn )e

t
m

t
m

7. Derive expression for armature current during acceleration in the above two cases.

i a I L (I in I L )e

t
m

8. A separately excited DC motor has the following known information:

Rated torque 8 Nm at rated speed of 1800 RPM, voltage and torque constants (KE=KTequal
to0.5. Plot torque speed characteristics of the machine for supply voltage of 100V, 75V and 50V.
9. A DC series motor requires 100W at full load. The full-load speed is 2000 r/min and the voltage
applied to the terminals of the machine is 100V, ra=2, and rfs 1. Calculate the stall torque of the
motor (Tm with wr=0).
10. The parameters of a DC shunt machine are ra=10, rf=50, and Laf=0.5H. Neglect the friction
constant B and Va=Vf=25V. Calculate;
22 | P a g e
Lecture note, School of Electrical and Computer Engineering, Addis
Ababa University

DC-Electric Drives
a.

Steady state stall torque,

b.

No load speed,

c.

Steady-state rotor speed with TL=3.75x10-3wr.

11. Express the maximum steady-state power output of a DC shunt motor (Pout=Tmwr) if the field
current if and armature voltage Va are held constant. Let the friction constant be zero. (Hint: First
express the rotor speed for maximum power output.)
12. Power input to a DC shunt motor during rated-load condition is 100W. The rotor speed is 2000
r/min and the armature voltage is 100 V. The armature resistance is 2 and rf=200. Calculate the
no-load rotor speed.

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Lecture note, School of Electrical and Computer Engineering, Addis
Ababa University

DC-Electric Drives
References
1. NED MOHAN, Electric Drives an integrated approach, MNPERE, Minneapolis, MN 55414,
USA, 20003, ISBN 0-9715292-1-3
2. P.C. Sen, Principles of Electric Machines and Power Electronics, 2nd Edition, A John Wiley &
Sons, Inc, 1997
3. PAUL C. Krause, Analysis of Electric Machinery and Drive Systems, 2nd Edition, WILEYINTERSCIENCE-A JOHN WILEY and SONS, INC. PUBLICATION, 200, ISBN 0-471-14326-X
4. A.E. Fitzgerald, Electric Machinery, 5th Edition, McGrawHill Book company, 1992

24 | P a g e
Lecture note, School of Electrical and Computer Engineering, Addis
Ababa University