UNIVERSITY OF NAIROBI

DEPARTMENT OF ELECTRICAL AND INFORMATION

ENGINEERING

CONTROL LAB MANUAL

DC MOTOR CONTROL THROUGH POWER DEVICES

SEPTEMBER, 2019
TITLE: “Bridge B2HZ” for the control of a DC motor

1 Microprocessor module M5R

1 Module of Power Circuits M6R + Mask 1 (BSP)
1 Signal acquisition module MDAQ
1 DC motor M-1/EV
NECESSARY 1 Tachogenerator M-16/EV
COMPONENTS: 2 True RMS multimeters
1 Multimeter (recommended for the measurement of RPM on the
tachogenerator; thus avoiding the use of a specific instrument)
1 Dual-trace oscilloscope
Power supply unit: mod. AEP-1/EV

OBJECTIVES:
1. Measurement of the voltages and currents crossing the power circuit with resistive load and with
load represented by a motor in open-loop and closed-loop configuration.
2. Analysis of voltage and current waveforms.

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TABLE OF CONTENTS

Contents
1. INTRODUCTION 4
2. DESCRIPTION OF MODULES 5
1. M5R ADVANCED LEVEL – MICROPROCESSOR MODULE 5
2. M6R ADVANCED LEVEL – POWER CIRCUITS 6
3. MB1 – MODULE OF R, L AND C LOADS 7
4. MDAQ – SIGNAL ACQUISITION MODULE 8
3. THEORY OF POWER CIRCUITS 9
1. INTRODUCTION 9
2. SHORT INTRODUCTION TO DIRECT CURRENT MOTORS 9
3. OPERATION OF A DC MOTOR 12
4. STARTING DIRECT CURRENT MOTORS 13
5. LOSSES IN DC MACHINES 13
6. REVERSING THE DIRECTION OF MOTOR ROTATION 14
7. BRAKING A DC MOTOR 14
8. 4-Q CONTROL OF A DC MOTOR 16
9. PWM GENERATOR (PULSE WIDTH MODULATION) 18
10. CONCEPT OF FEEDBACK 19
4. EXERCISES WITH POWER CIRCUITS 22
1. GENERAL AND SAFETY REMARKS 22
2. MAIN EXPERIMENTS 29
EXPERIMENT No. 1 30
EXPERIMENT No. 2 31
EXPERIMENT No. 3 32

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1. INTRODUCTION

Figure 1​ - System for the study of rectifiers and power devices mod. MRS-1/EV

Power Electronics deals with issues mainly concerning the static conversion of electric energy
and its applications. System mod. MRS1/EV has been designed and produced with industrial
components according to educational standards for the theoretical and experimental study of
rectifiers, power devices and of control circuits of direct-current motors.

The exercises of the training program can be carried out by inserting the functional units in the
framework mod. TSI-1/EV and superposing the jig (or mask) of the experiment to be conducted.

Trainer mod. MRS-1/EV enables the theoretical study and the development of the exercises
concerning the following subjects:

- Uncontrolled rectifiers
- Controlled rectifiers
- Power devices
- Power circuits​

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2. DESCRIPTION OF MODULES

1. M5R ADVANCED LEVEL – MICROPROCESSOR MODULE

Figure 2​- Microprocessor module M5R

Control module M5R is connected with module M6R via a 25-pole connector and it enables its
operation. It includes a four-line alphanumeric display that can show various information such
as:

- Module and applicable mask (or jig)

- SCR firing angle
- Operating frequency of BJT, IGBT and MOSFET
- Duty Cycle of BJT, IGBT and MOSFET
- etc....

Although it includes an algorithm for the closed-loop control of a DC motor, PID parameters
cannot be varied.
The buttons available in this module enable browsing the menu. The potentiometers enable
varying of the value of the quantities selected. This module is also provided with two analog
inputs (0-10 V) for the connection of any external signal source.

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2. M6R ADVANCED LEVEL – POWER CIRCUITS

Figure 3​– Base module of Power Circuits M6R

Unit M6R implements separate control circuits by power devices. The four applicable masks (or
jigs) include:

- BSP Half controlled bridge

- BPC Power control with BJT
- IPC Power control with IGBT
- MPC Power control with MOSFET

Connecting this module with a d.c. motor coupled to a tachogenerator enables to control the
RPM. The closed loop control is of PID (Proportional Integral Derivative) type.

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3. MB1 – MODULE OF R, L AND C LOADS

Figure 4​– Module of R, L and C loads

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Module MB1 supplies some R, L and C loads on safety terminals (Ø = 4 mm); these loads can
be used in the various exercises.
It includes:
- 3 Resistors of 100 Ω
- 2 Coils of 50 mH 1 A
- 2 Capacitors of 8 µF 400 V

Connecting these components properly in series or in parallel enables to obtain several loads.

4. MDAQ – SIGNAL ACQUISITION MODULE

Figure 5​– Signal acquisition module

Module MDAQ supplies the signals of the connected units in opto isolation on 30 safety
terminals (Ø = 2 mm). Opto isolation ensures students’ safety during the execution of
measurements: for instance, when the oscilloscope is used, the differential probe is not
necessary.

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3. THEORY OF POWER CIRCUITS

1. INTRODUCTION

This section will describe the Half controlled bridge circuit (diodes and SCR) power circuit for
starting DC motors. Other power circuits for starting DC motors that could be studied at a later
stage include:

1- PWM circuit with power BJT

2- PWM circuit with MOSFET
3- PWM circuit with IGBT

2. SHORT INTRODUCTION TO DIRECT CURRENT MOTORS

As regards the theoretical part, start from these considerations:

- DC motor running at operating speed (the transient states of acceleration/deceleration will
not be considered).
- This handbook will not describe the construction of DC machines in detail (construction
factors are already included in the "K​i​" constants used).
- The theoretical equations will be used to describe the operation of DC motors.
- The connection with ​separate excitation has been chosen among the various possible
connections with a DC motor.

The equation of voltage for a DC motor is:

​ K​1​·​Φ ​·S + I​A​·R​A ​ (1)

V = E + I​A​·R​A =
where:
V = voltage applied to the armature (power supply of the motor)
E = K​1​ Φ S :​ ​Counter ElectroMotive Force (CEMF)
I​A​ = armature current [A]
R​A​ = armature resistance [Ω]
K​1​ = motor construction constant Φ = magnetic flux (excitation).
S = speed (RPM)

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The equation for calculating the torque of a DC motor is:

T = K​2​·​Φ​ ·I​A (2)

​

where:

I​A​ = armature current [A] K​2​ = motor construction constant

Φ = magnetic flux (excitation).
T = torque output by the motor [N.m]

The equation for calculating the power output by a DC motor is:

P = T·ω = (2·π·S·T) / 60 = 0.104·S·T (3)

where:
ω = angular velocity [rad/s]
S = speed (RPM)
T = torque output by the motor [N.m]
P = power [W]

In the case of a DC motor with separate excitation the previous equations become:

V = E + I​A​·R​A​ = K​3​ S + I​A​·R​A (1’)

​

T = K​4​·I​A (2’)

P = T ω = 0.104 ·S ·T (3’)

Here are some considerations about DC motors:

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 1. Counter electromotive force ​E (CEMF) has a control function on the current
demanded by the mechanical load of the motor. As a matter of fact, when the
mechanical load increases, RPM decrease. That leads to a reduction of the CEMF;
then, since the supply voltage ​V is fixed, the armature current will increase. This
current increase causes an increase of torque ​T​, which tries to balance the effect due
to the load itself. This is evidently a "self-regulating" process.

2. The most important curve for the analysis of any motor is the curve
Torque = f(RPM).
This curve shows the behaviour of the motor versus the applied mechanical load.
In the case of a DC motor with separate excitation, formulae (1') and (2') will lead to this
equation:
S = f (T)
whereas formula (2') will lead to:
​

I​A ​= T (N.m) / K​4

Replacing I​A​ in formula (1') will lead to the following equation:

​

S = K​7​ · V – K​6​ ·​ T
​ (4’)

where K​7 and K​6 are constants obtained from the different passages and used to define that
ìspeed ​S (RPM) directly depends on voltage ​V and on torque ​T​. Equation (4') shows that if
voltage ​V is constant, speed depends linearly on torque ​T​, as shown in Figure 6. This is
obviously a theoretical formula that can be compared with actual cases only for normal applied
loads. On the contrary, it is not reliable in case of heavy mechanical loads. As a matter of fact, in
these types of loads the torque increases less than what indicated in the formula because of iron
saturation.
3. ​The speed control of a DC motor is the variation of the number of RPM when torque (load)
changes. A DC motor has a good speed control when the variation of the number of RPM (with
motor in noload and full-load conditions) is limited.
Then define:
RPM % control = 100 ·(S​no load​ – S​full load​ ) / S​full load

Note: a DC motor with s​ eparate excitation has a good speed control, but this is not the same for
a DC motor with ​series connection.​

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 Figure 6​– RPM–vs- torque curve of a DC motor

A-B segment: Increase of torque ​T ​with constant voltage ​V​. A-C segment: Increase of
torque ​T​ with constant speed ​S​.

3. OPERATION OF A DC MOTOR

Figure 7 shows the diagram of the operation of a DC motor.

Figure 7​- Operating diagram of a DC motor

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 ZONE 1 ZONE 2 ZONE 3

- Φ= max - Φ = decreases. This leads to -​ ​Forbidden for the

- I​A​ variable according to the
load until value I​A max​ is
attained
- T variable according to the
load until value I​A max​ is
attained
- V​A​ variable until value V​Amax
is attained
- P variable with V​A​ and I​A
until the values V​A max​ and
I​A max​ are attained
the increase of RPM after mechanical limits due to the
the voltage value V​A max​ has high number of RPM.
been reached.
- T decreases. ​T​ depends on
flux ​Φ.
- V​A​ = V​A max
- P constant (V​A max​ and I​Amax​)
the increase of is balanced
by the reduction of flux Φ).

4. STARTING DIRECT CURRENT MOTORS

As a motor starts, its speed S (RPM) and counter electromotive force E (CEMF) are equal to
zero. Equation (1') becomes:

V = I​A​ R​A​ (1’’)

Resistance ​R​A has normally a very low value (to avoid Joule-effect losses with high operating
currents). A motor needs a switch-on current surge generated by voltage ​V to start running. This
inrush current decreases as the rotor increases the number of RPM. Suppose to connect a
mechanical load of high inertia with the motor. In this condition, without any external control
circuit, this inrush current would reach so high values for long periods that it would lead to the
machine breakage.
This situation can be avoided by the application of two control methods:

1) ​The first method consists in connecting a resistance in series with motor armature. The value
of this resistance should decrease as motor speed increases. As soon as the value of rated
speed is attained, the resistance is short-circuited. A PLC is normally used for the
automation of this process.

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2) ​The second method consists in increasing voltage ​V from zero to the rated voltage value as the
number of RPM increases. This method is generally used in the electronic speed controls.
Voltage ​V​ increases according to a ramp until it attains the fixed Set Point.

5. LOSSES IN DC MACHINES

Mechanical losses:
They include the losses due to friction in bearings and brushes and the losses due to ventilation.
They depend on speed: the losses due to friction according to the square of speed, and the losses
for ventilation according the cube of speed.

Electric losses​:
Armature losses: ​they vary according to: ​I2​​ A R​A​; where ​R​A considers not only the armature
resistance, but also all the other poles connected in series with it. The commutator losses (for
big machines, they are evaluated with a voltage drop of approximately 2 V) and the resistance
of brushes are included.
Excitation: ​ as explained above, this is a loss of type I​F​2​ R​F​; where
R​F​ is the field resistance.
Iron losses: t​ ​hese are the losses due to hysteresis and to eddy currents in the armature. The
continuous change of magnetic flux in the machine air gap leads to an energy loss that depends
on the hysteresis cycle of the used material (the wider the area occupied by the cycle in B-H
plane, the higher the losses). The losses due to eddy currents are due to variable magnetic fields:
these fields generate voltages which generate currents in Fe (eddy currents), in their turn.
Using a single block of iron for the armature leads to high losses.
To avoid this, especially in machines of high power, the body is made by iron plates insulated
from each other. That prevents the circulation of eddy currents, but not that of magnetic flux.
Iron losses depend either on the magnetic flux density and on the motor RPM.

6. REVERSING THE DIRECTION OF MOTOR ROTATION

The direction of rotation of a DC motor can be reversed if the armature voltage or the excitation
voltage (​but not both voltages​) is inverted. Before reducing the number of RPM with a braking
operation, reversing the direction of motor rotation implies a stress of control electric
components, of the windings of the DC machine and of the mechanical components.

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Reversing the direction of motor rotation by acting on armature voltage:
As result of reversing the armature voltage when the motor is running, the resulting Counter
Electromotive Force CEMF is not opposite any more to supply voltage ​V​, but it is added to it.
The resulting voltage is very high and ot leads to a considerable increase of armature current
(ten times higher than full-load current). It is therefore necessary to control that this current
value does not trigger any electric arc in the commutator, causing the destruction of brushes.

Reversing the direction of motor rotation by acting on excitation: As result of reversing the
excitation voltage when the motor is running, the flux og magnetic field and consequently the
Counter Electromotive Force CEMF too change direction.
Compared to ​case a)​, the effect is less sudden. As a matter of fact, the time constant of
excitation winding T​F = Lf / Rf, has a rather high value and that will limit the effects described
above.

7. BRAKING A DC MOTOR

There are different methods for braking the running of a DC machine coupled to a load.

Inertia braking (coasting):

Disconnecting the power supply when the motor is running, leads to stop motor and load for
inertia. The time spent to stop the motor - S (RPM) = 0 - depends on the moving masses (rotor
and load). This time can be calculated if the mechanical data of rotor and load are known. As
this calculation is quite complex, it is usually easier to determine this time empirically from the
curve of speed S (RPM) versus time.

Braking by inverting armature voltage (plugging):

This method has been already described in section 3.7 ​case a)​.

Dynamic braking:
This method is that most frequently used, because it causes less stress to motor and load, with
respect to the previous ones.
It consists of two operations:
the motor is disconnected from the power supply
the armature is connected with a braking resistor. Thus the motor becomes a DC generator that
dissipates its own energy E (CEMF) across the braking resistor.
The lower the resistance value, the faster the discharge phase and the motor braking will be
(currents must be limited to safe values).

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Moreover, as speed decreases, the counter electromotive force CEMF and the braking action are
reduced. To avoid this it is necessary to reduce the resistance in proportion to deceleration. In
low power circuits a semiconductor device is normally connected in series with the braking
resistor. This device starts turning on immediately after the power supply has been disconnected
from the DC motor.

Regenerative braking
This is the most efficient method from an energetic point of view, because the energy developed
during the braking process comes back to the mains.
On the other hand, this control is technically complex and quite expensive.
As mentioned above, a DC motor becomes a DC generator when the voltage generated by
counter electromotive force E ≥ V is higher than the supply voltage.
In this situation current ​I​A​ changes its sign (V-E ≤ 0) and the same can be told for torque T.
In its turn, power P = V​A​· I​A changes its sign indicating that the machine does not absorb
energy, but it will output it.
If in these conditions the machine is connnected with a c​ onverter using SCR and operating as
"undulator"​, the kinetic energy output by the load comes back to the mains.

8. 4-Q CONTROL OF A DC MOTOR

Drives usually work to maintain the maximum value of torque versus the number of RPM. In
this case the power on the motor shaft changes linearly with the number of RPM according to
formulae (3) and (3'). They are often used with DC motors. As a matter of fact, these motors
enable to control the speed variation continuously, just because they enable to act separately on
both armature and excitation voltages.
The mechanical characteristics of a drive enables the electric motor to run in different
conditions of torque and RPM. These two parameters can have positive and negative values,
creating therefore four possible cases of operation as shown in a "4-Q" diagram (four quadrant
diagram, which is valid to describe the operation of any motor coupled to a mechanical load).
Considering the diagram of Figure 8 for the specific case of a DC machine with fixed separate
excitation will lead to the following indications:

- The axis of velocity ω (proportional to S) is proportional to CEMF (refer to formula 1)

- The axis of torque T (torque) is proportional to armature current​ I​A

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- Power P = T · ω will change its sign according to the values taken by its two constituent
factors. Power is supposed to have a positive value when it is output by the motor to the
load, and a negative value in the opposite case.

Plotting the behaviour of a motor with separate excitation, with axes S

Figure 8​ – Four quadrant diagram of the operation of a DC motor

The following table sums up the behaviour of the motor in the 4 quadrants.

QUADRANT OPERATION

I Motor runs in CLOCKWISE direction. The values of torque and RPM are
positive. Power P output by the motor is positive (absorbed by the load).

II Motor runs in CLOCKWISE direction. Torque is negative. Power P is

negative and is absorbed by the motor working as a brake for the load. In
this case, the load transfers its kinetic energy back to the motor. The motor
becomes generator.
Sometimes the output energy is dissipated, other times it comes back to the
mains (regenerative braking).

III Motor runs in COUNTER-CLOCKWISE direction. The values of torque

and RPM are negative. Power P output by the motor is positive (absorbed by
the load).

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 IV Motor runs in COUNTER-CLOCKWISE direction. Torque is positive. The
same considerations of quadrant II are still valid.
Then examine the process of regenerative braking when the DC machine is connected with a
load of high inertia. Refer to Figure 9.

At the beginning the machine runs in point A, and it is in balance with its load.
The regenerative braking process developed by the control system consists in reducing voltage
V across the armature as the machine brakes, limiting the current within safe values.
Torque ​T changes its own sign during the passage from point A to point B. The process consists
in crossing infinite straight lines; each line is dedicated to an operating condition (B
→C→D→E). In this last point, ω = 0; and the machine + load are stopped.

Figure 9​- T- ω diagram of a DC motor coupled with a load of high inertia

9. PWM GENERATOR (PULSE WIDTH MODULATION)

The PWM generator (Pulse Width Modulation) produces an output square wave of fixed
frequency, whose duty cycle (ratio between the period when the voltage is high and the period
when it is low) depends on the value of a voltage.
A PWM generator can be assembled according to the block diagram shown in Figure 10, where
a comparator confronts the voltage supplied by a generator of triangular signals with a direct
voltage: the period of the output rectangular signal is equal to that of the triangular signal,
whereas the width of the pulses depends on the value of the reference voltage.

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 Figure 10​– Block diagram of a PWM generator

Figure 11 shows the typical waveforms for two different reference voltages. The PWM
modulation is used to vary the average voltage applied to a load by an amplifier operating in
ON/OFF mode.
In this way it is possible to obtain very high performance: as a matter of fact, the amplifier
consists of an electronic switch (BJT or MOSFET) that works in the saturation region (V≈0) or
in turning-off region (I=0), therefore the dissipated power resulting from P = VI, is minimum.

Figure 11​– Typical waveforms for two different reference voltages

10. CONCEPT OF FEEDBACK

The aim of this paragraph is to describe the basic operating principle of a feedback system,
besides explaining the terminology normally used.
A ​closed-loop control system is an automatic system that keeps a physical variable (such as
temperature, pressure, level, speed, etc...) within a prefixed value. The system is defined as

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"closed loop" because, from a theoretical point of view, an external action is necessary
exclusively to fix the value of the physical variable (SET POINT).
The system is managed by the PID controller, which has the following characteristics:

2 inputs: the first one is the controlled variable (Set Point) set by the user. The second input is
the Process Variable that represents the feedback and it comes from the field.

The PID controller compares the two inputs and determines the ERROR SIGNAL. This signal is
processed by the "PID" algorithm and the result is an output control signal.

The PID controller must be able to manage the chosen variable at its best, avoiding unwanted
effects such as instability, oscillations, etc… The factors having to be considered can be
mechanical and/or thermal inertia, idle times, hysteresis, etc…

PID is the algorithm that controls the ERROR SIGNAL (there are also other algorithms, but they
are used less frequently). Therefore, the controllers that use this algorithm are called "PID
controllers". Analysis and control are mainly based on three mathematical functions:
"Proportional" function (the letter "P" of PID)
"Integral" function (letter "I")
"Derivative" function (letter "D")
Sum function P+I+D
Figure 12 shows a block diagram of the PID controller

Figure 12​- Block diagram of the PID controller

The PID controller can operate in only Proportional mode (P-controller), in

Proportional-Integral (PI) mode, in Proportional-Integral-Derivative (PID) mode, etc…
Optimizing the control means:
1.​ ​Selecting the operating mode: P, PI, PID, etc…

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2.​ ​Choosing the proper values of each action P, I or D.

Figure 13 shows a typical feedback loop. This diagram is valid for any physical variable
controlled; in this case it refers to a speed control loop.

Figure 13– Block diagram with feedback loop

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4. EXERCISES WITH POWER CIRCUITS

1. GENERAL AND SAFETY REMARKS

- All the proposed exercises have to be powered by the secondary winding of the mains
transformer.

- Use only the safety connecting cables provided with the equipment.

- Perform the PE equipotential connection.

- Set the measuring instruments on the maximum range.

- Before powering the circuits, check if they are correct, in particular in the case of exercises
with a lot of connections and cables.

- Any modification to circuits must be exclusively performed after the power supply has been
disconnected.

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Measurements with the oscilloscope

When an earthed oscilloscope is used for measurements, it is necessary to take the

following precautions:

Circuit NOT INSULATED from the mains

If the circuit is powered directly from the mains, the dual-trace oscilloscope can be used
provided that a great attention is taken.
In fact, as the conductive part of the two channels coincides (internal connection), a short
circuit can occur across the probe even if only one channelis used.

Short circuit across the conductive part of the probe

On the contrary, applying a differential technique (channel 2 inverted) enables to measure

the line-to-line voltage.

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Measurement of line-to-line voltage U13 = U1N - U3N

Circuit INSULATED from the mains

The measuring process is simplified by the use of an ​isolation transformer​ for the power
supply. The measuring conductive part is connected where it is
more convenient.

​Attention: the conductive part of the oscilloscope earths a

point of the insulated source (earthed point). The probe enables
to measure the line-to-line voltage.
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In spite of the use of the transformer, there is the risk of short circuit across the
conductive part of probes.

Short circuit across the conductive parts of probes

Measurement of current
The current I flowing through a load R can be measured indirectly when the voltage drop
across a shunt resistance R​s​ is displayed on the oscilloscope.

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 Measurement of current I = URS/RS

Measurement of voltage and current

The simultaneous measurement of voltage and current on a load R can be carried
according to the following diagrams:

Simultaneous measurement of voltage and current.

(with corrected phase)

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The measured voltage U considers the voltage drop across the shunt resistance RS. This
error can be ignored if R >> RS.

Simultaneous measurement of voltage and current.

(with corrected amplitude)

This configuration enables to measure the amplitude of voltage U and current I.

The current phase, however, is inverted of 180°. For this reason it is necessary to set the
CH2 of the oscilloscope in INV mode in order to display the
current signal correctly.

Note
If a multi-trace oscilloscope is used, connect only a point of the circuit with oscilloscope's
conductive part.

Isolation amplifier
If available, it is better to use an isolation amplifier as interface between measuring
circuit and oscilloscope, in order to insulate the measure from
circuit voltages.

SAFETY

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• Working in a laboratory means always facing many
dangers, it is therefore necessary for the operator to be able
to evaluate possible precautions to be taken and to intervene
with proper safety measures.

• During measurements with electrocution risk, IT IS NOT

ALLOWED FOR OPERATORS TO WORK ALONE: a
second person must be informed and attend the operations.

• Metal parts that generally are not under voltage (for

example metal boxes) must be connected with PE earthing,
according to IEC standards.

• The PE ground cable is provided just for this scope and ​it
must​ ​NEVER be connected with neutral point N!

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2. MAIN EXPERIMENTS

TITLE: “Bridge B2HZ” for the control of a DC motor

1 Microprocessor module M5R

1 Module of Power Circuits M6R + Mask 1 (BSP)
1 Signal acquisition module MDAQ
1 DC motor M-1/EV
NECESSARY 3 Tachogenerator M-16/EV
COMPONENTS: 4 True RMS multimeters
1 Multimeter (recommended for the measurement of RPM on the
tachogenerator; thus avoiding the use of a specific instrument)
1 Dual-trace oscilloscope
Power supply unit: mod. AEP-1/EV

OBJECTIVES:
3. Measurement of the voltages and currents crossing the power circuit with resistive load and with
load represented by a motor in open-loop and closed-loop configuration.
4. Analysis of voltage and current waveforms.

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EXPERIMENT No. 1
MEASUREMENT OF VOLTAGES and OF CURRENTS and ANALYSIS OF WAVEFORMS
WITH RESISTIVE LOAD

This experiment with resistive load enables to obtain “canonical” waveforms. Then the resulting data
will be compared with the theoretical values. Therefore this experiment will be taken as reference for the
other experiments where the load is represented by a DC motor.
The “TRIGGERING” parameter of the SCRs in this Experiment is not expressed in degrees, but in
percentage and it varies from 0% to 100% (where 0% corresponds to a firing angle of 180°).

STARTING PROCEDURE ​:
1. Arrange the modules on the vertical support. Insert Mask 1 on module M6R.
2. The expected resistive load is of 100 Ω.
3. Connect the jumpers with the power supply unit to assemble the circuit shown in Exercise 1 - Fig. 2.
Adjust the variac of the power supply unit to attain a max. voltage of 70 Vac across input L1-N of
Module M6R.
4. Connect the white jumper of mask identification.
5. Connect the white jumpers with the Gates of the two SCRs.
6. Carry out the following preliminary operations:
- Switch Module M5R on.
- Enable the component pressing the ON key of Module M5R (on the right of the display).

After the preliminary operations have been carried out correctly, implement the following measurements:
1.​ ​Measure the AC voltage across input L1-N of Module M6R. Write down the value on Table 1.
2. Set the tester to measure the average value Udc of the voltage across the load. Turn the
potentiometer of module M5R, following the indications of Table 2, and observe the waveforms of
voltage for different values of the TRIGGERING parameter. Write down the data on Table 2.
3. Use the tester as an ammeter A (open the circuit and connect the Tester), to measure the average
value Idc of the current crossing the load. Turn the potentiometer of module M5R, following the
indications of Table 2, and observe the waveforms of voltage for different values of the
TRIGGERING parameter. Write down the data on Table 2 and sketch the waveforms for each of
the values of the triggering parameter.
4. Plot the curve of the data U​dAV versus the TRIGGERING parameter / firing angle. Plot also the
theoretical curve on the same axes and compare the two curves.

At the end of the exercise push the OFF button of module M5R (on the right of the display) to switch the
control circuit off.

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EXPERIMENT No. 2
MEASUREMENT OF VOLTAGES AND CURRENTS AND ANALYSIS OF THE WAVEFORMS
WITH A LOAD CONSISTING OF A DC MOTOR WITH SEPARATE EXCITATION (OPEN
CONTROL LOOP)

In this experiment the load is represented by a motor.

STARTING PROCEDURE :​
1. Arrange the corresponding modules on the vertical support. Insert Mask 1 (BSP) on module M6R.
2. Connect the jumpers with the power supply unit to assemble the circuit shown in Exercise 1 - Fig. 4.
Adjust the variac of the power supply unit to attain a max. voltage of 70 Vac across input L1-N of
Module M6R.
3. Connect the white jumper of mask identification.
4. Connect the white jumpers with the Gates of the two SCRs.
5. Carry out the following preliminary operations:
• Switch Module M5R on.
• Pressing the arrow key ( ↓ ) move to ​SETUP​ (buttons of the central area of Module M5R).
• Pressing the arrow key (→ ) move to ​FEEDBACK​ (buttons of the central area of Module
M5R).
• Pressing the keys (+ and -), near the display, select ​OL​ (open loop) for the test without
feedback (open loop).
• Confirm ​OK​ pressing the central button of Module M5R.
• IMPORTANT WARNING: BEFORE POWERING THE MOTOR ARMATURE,
MAKE SURE TO HAVE POWERED THE FIELD (160 Vdc).

After the preliminary operations have been carried out correctly, implement the following measurements:
1. Set the tester to measure the average value Udc of the voltage across the motor. Turn the
potentiometer of module M5R, following the indications of Table 3, and observe the waveforms of
voltage for different values of the TRIGGERING parameter. Write down the data on Table 3.
2. Use the tester as an ammeter A (open the circuit and connect the Tester), to measure the average
value Idc of the current crossing the load. Turn the potentiometer of module M5R, following the
indications of Table 3, and observe the waveforms of voltage for different values of the
TRIGGERING parameter. Write down the data on Table 3. Also sketch the different waveforms.
3. Considering the same values for the triggering parameter, compare the values and waveforms of this
experiment with the values obtained before with the resistive load.
4. Plot the curve of motor RPM versus the parameter of TRIGGERING / firing angle.
At the end of the exercise push the OFF button of module M5R (on the right of the display) to switch the
control circuit off.

DISCONNECT THE EXCITATION VOLTAGE ​OF 160 Vdc FROM THE MOTOR
ARMATURE.

31
EXPERIMENT No. 3
MEASUREMENT OF VOLTAGES AND CURRENTS AND ANALYSIS OF THE WAVEFORMS
WITH A LOAD CONSISTING OF A DC MOTOR WITH SEPARATE EXCITATION (CLOSED
CONTROL LOOP)

In this experiment the load is represented by a motor, consequently, as the closed loop configuration is
used, the tachogenerator will be necessary.

STARTING PROCEDURE :​
a. Arrange the corresponding modules on the vertical support. Insert
Mask 1 (BSP) on module M6R.
b. Connect the jumpers with the power supply unit to assemble the circuit shown in Exercise 1 -
Fig. 6. Adjust the variac of the power supply unit to attain a max.
voltage of 70 Vac across input L1-N of Module M6R.
c. Connect the white jumper of mask identification.
d. Connect the white jumpers with the Gates of the two SCRs.
e. Carry out the following preliminary operations:
• Switch Module M5R on.
• Pressing the arrow key ( ↓ ) move to ​SETUP​ (buttons of the central area of Module M5R).
• Pressing the arrow key (→ ) move to ​FEEDBACK​ (buttons of the central area of Module M5R).
• Pressing the keys (+ and -), near the display, select ​TG​ (tachogenerator) for the test with speed
feedback by tachogenerator (closed loop).
• Confirm ​OK​ pressing the central button of Module M5R.
• IMPORTANT WARNING: BEFORE POWERING THE MOTOR ARMATURE, MAKE
SURE TO HAVE POWERED THE FIELD (160 Vdc).

After the preliminary operations have been carried out correctly, implement the following measurements:
1. Set the tester to measure the average value Udc of the voltage across the motor. Turn the
potentiometer of module M5R, following the indications of Table 4, and observe the waveforms of
voltage for different values of the TRIGGERING parameter. Write down the data on Table 4.
2. Use the tester as an ammeter A (open the circuit and connect the Tester), to measure the average
value Idc of the current crossing the load. Turn the potentiometer of module M5R, following the
indications of Table 4, and observe the waveforms of voltage for different values of the TRIGGERING
parameter. Write down the data on Table 4. Also sketch the different waveforms.
3. While the motor is running, disconnect a terminal of tachogenerator TG. Reading the values on
the tester connected with the tachogenerator, observe that RPM increase because the motor is not
controlled any more. Connect the terminal of tachogenerator again and observe that motor speed is reset
to the set value.
5. ​Considering the same values for the triggering parameter, compare the values and waveforms of this
experiment with the values obtained before with the motor in open loop configuration.
4. ​Plot the curve of motor RPM versus the parameter of TRIGGERING / firing angle. Compare with the
curve resulting from the previous test where the motor was controlled in open loop configuration.

At the end of the exercise push the OFF button of module M5R (on the right of the display) to switch the
control circuit off.

32
 DISCONNECT THE EXCITATION VOLTAGE OF 160 Vdc ​FROM THE MOTOR
ARMATURE​.

TABLE 1: SUPPLY VOLTAGE OF THE MODULE (Vac)

AC voltage across L1 – N of Module M6R:

TABLE 2: VALUES FOR THE RESISTIVE LOAD

U​dAV CH1 I​dAV ​(I​DC CH2

TRIGGER. α (°) (V​DC​ of tester) MDAQ of tester) MDAQ
(%) (V) Terminal (A) Terminal
100 0 12B (1V/div) 12A (1V/div)

75 45 12B (1V/div) 12A (1V/div)

50 90 12B (1V/div) 12A (1V/div)

25 135 12B (1V/div) 12A (1V/div)

0 180 12B (1V/div) 12A (1V/div)

33
Exercise 1 - Fig. 1 Study of a Half controlled Bridge with resistive load and connected instruments

34
 Exercise 1 - Fig. 2 Connection diagram of the Modules with resistive load

FORMULA FOR CALCULATING THE VOLTAGE

Udc / Udc(0 °) = 0.5 * (1 + cos α )
ACROSS THE RESISTIVE LOAD

Function Udc/Udc (0 °) of this circuit complies with the following law:

Udc/Udc (0 °) = 0.5 * [1+ cos α] 0° ≤ α ≤ 180°

35
TABLE 3:VALUES WITH MOTOR IN OPEN LOOP CONFIGURATION AS LOAD

AC voltage across L1 – N of Module M6R:

U​dAV CH1 CH2 U ​TG MOTOR

TRIGGER. α (°) (V​DC​ of MDAQ I​dAV ​(I​DC MDAQ (V) RPM
(%) tester) Terminal of tester) Terminal
(V) (A)
0 180 12B (1V/div) 12A (1V/div)

25 135 12B (1V/div) 12A (1V/div)

50 90 12B (1V/div) 12A (1V/div)

60 72 12B (1V/div) 12A (1V/div)

75 45 12B (1V/div) 12A (1V/div)

100 0 12B (1V/div) 12A (1V/div)

Tachogenerator mod. M-16/EV:

• K​ TG​ = 2 mV/RPM
• MOTOR RPM = ​U ​TG​ / ​K​ TG
• Connecting a multimeter with the terminals of tachogenerator mod. M-16/EV enables to
measure​ U​TG

36
EXERCISE 1 – LOAD: DC MOTOR – SEPARATE EXCITATION
BRIDGE B2HZ

KTG = 2 mV/RPM

VCA (L1-N) = 160 V

U​dAV U ​TG MOTOR

TRIGGER. α (°) (V) RPM
( V ​DC​ of tester)
(%)
(V)
0 180
25 135
50 90
60 72
75 45
100 0

Exercise 1 - Fig. 3 Study of a Half controlled Bridge with load represented by a DC motor (open
loop), and with connected instruments

37
Exercise 1 - Fig. 4 Connection diagram of the Modules with load represented by a DC motor (open loop)

38
 TABLE 4: VALUES WITH A DC MOTOR (CLOSED LOOP) AS LOAD

AC voltage across L1 – N of Module M6R:

U​dAV CH1 I​dAV ​(I​DC CH2 U ​TG MOTOR

TRIGGER. α (°) (V​DC​ of MDAQ of MDAQ (V) RPM
(%) tester) Terminal tester) Terminal
(V) (A)
0 180 12B (2V/div) 12A (1V/div)

25 135 12B (2V/div) 12A (1V/div)

50 90 12B (2V/div) 12A (1V/div)

60 72 12B (2V/div) 12A (1V/div)

75 45 12B (2V/div) 12A (1V/div)

100 0 12B (2V/div) 12A (1V/div)

Tachogenerator mod. M-16/EV:

• K​ TG​ = 2 mV/RPM
• MOTOR RPM = ​U ​TG​ / ​K​ TG
• Connecting a multimeter with the terminals of tachogenerator mod. M-16/EV enables to
measure​ U​TG

39
EXERCISE 1 - BRIDGE B2HZ LOAD WITH DC MOTOR - SEPARATE EXCITATION -CLOSED
LOOP

KTG = 2 mV/RPM

VCA (L1-N) = 160 V

U​dAV U ​TG MOTOR

TRIGGER. α (°) (V) RPM
( V ​DC​ of tester)
(%)
(V)
0 180
25 135
50 90
60 72
75 45
100 0

BRIDGE WITH LOAD CONSISTING OF A DC MOTOR (CLOSED LOOP)

Study of a Half controlled bridge with load consisting of a motor (closed loop), and
with connected instruments

40
 Exercise 1 - Fig. 6
Connection diagram of the Modules with load represented by a motor in closed loop
configuration

41
EXERCISE 1 - BRIDGE B2HZ LOAD: DC MOTOR –SEPARATE EXCITATION-COMPARING
OPEN/CLOSED LOOP CONFIGURATIONS

KTG = 2 mV/RPM

Vac (L1-N) = 160 V

42