Performance Analysis Of Three Phase Full Bridge Converter Controlled DC Motor

A PROJECT REPORT SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS OF THE DEGREE OF Bachelor of Technology In Electrical Engineering (2011-2012) Supervisor Dr. (Mrs) Kalpana Chaudhary
Asst. Professor

Submitted by Vivek Singh

Nayan Mundra

DEPARTMENT OF ELECTRICAL ENGINEERING INDIAN INSTITUTE OF TECHNOLOGY BANARAS HINDU UNIVERSITY INDIA

ROLL NO-08104EN034 ROLL NO-08104EN036

ENROLMENT NO. 305255 ENROLMENT NO. 305257 1|P a ge

CERTIFICATE This is to certify that the progress report of the thesis entitled, Performance Analysis Of Three Phase Full Bridge Converter Controlled DC Motor submitted by VIVEK SINGH & NAYAN MUNDRA in partial fulfilment of the requirements for the award of Bachelor of Technology degree in Electrical Engineering at the INDIAN INSTITUTE OF TECHNOLOGY, BHU, INDIA, is an authentic work carried out by them under my supervision and guidance. To the best of my knowledge the matter embodied in the thesis has not been submitted to any other University/Institute for the award of any degree or diploma. APPROVED FOR SUBMISSION: SUPERVISOR
Dr. (Mrs) Kalpana Chaudhary Asst Professor Department of Electrical Engineering IT-BHU, VARANASI Prof. S.P.Singh Head of the Department Department of Electrical Engineering IT-BHU, VARANASI

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ACKNOWLEDGEMENT
We are deeply indebted to Dr. KALPANA CHAUDHARY for her able guidance, expert advice and showing us the right way of carrying out the research project. We are also thankful to her for giving us the special attention and cooperation in between her very busy hours. We express our gratitude to M.Tech seniors for their invaluable suggestion and constant encouragement all throughout the work. We are also grateful to our entire electrical faculty for their efforts to strengthen the fundamental concepts so that one can take up any assignment of serious gravity with confidence. At this moment we would also like to express our gratitude for the technical staff of our laboratories. They have always helped us in every-way they can during my project work. Wealso duly acknowledge the work of the people listed in references.

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INDEX
INTRODUCTION............................................................................06-13
INTRODUCTION OF D.C.MOTOR..........................................................................07 BASIC PRINCIPLE OF OPERATION......................................................................10

THREE PHASE CONTROLLED CONVERTER..............................14-26

THREE PHASE FULL BRIDGE CONVERTER.....................................15 CONTROL MODELING ....20 STEADY STATE ANALYSIS.....21 TWO-QUASRANT THREE PHASE...24

CONTROLLERS...........................................................27-38
CURRENT & SPEED CONTROLLERS.....28 DESIGNING OF ONTROLLERS....................29 CURRENT CONTROLLER.............30 SPEED CONTROLLER............36

SIMULATION &RESULT..................................................................39-42
SIMULINK PLANT MODEL........................................................................................40 OUTPUT.........................................................................................................................41 .

RESULT & DISCUSSION..................................................................... 42 CONCLUSION.......................................................................................43 FUTURE STEP.......................................................................................43 APPENDIX.............................................................................................44 REFERENCE..........................................................................................45

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ABSTRACT The speed of separately excited DC motor can be controlled from below and up to rated speed using three-phase rectifier as a converter. A model of the drive system is developed using transfer function approach. The developed model consists of two control loops, one for controlling current and another for speed. The current controller is hysteresis type which provides fast control, this is the inner loop and thus is solved first to avoid complexity. The outer control loop consists of speed controller and a tacho-generator is used for the speed feedback purpose. The field is separately excited, and the field supply can be kept constant or regulated, depending upon the need of the operation. The PERFORMANCE ANALYSIS is done using MATLAB simulation. The operation of DC motor is simulated using MATLAB (Simulink). First, it is simulated for step-input only using the current control strategy and the observations of settling-time, maximum overshoot and steady state error is made. Then, the same input is simulated with both, current and speed control strategy. Next, we have used increasing step input depicting increasing load with both the strategies and the observations are made. Then an attempt is made to refine the result by adjusting the gain constants of controllers and feedback.

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CHAPTER 1: INTRODUCTION

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INTRODUCTION TO D.C MOTOR

BACKGROUND: Prior to the availability of electronics, clever electromechanical solutions involving combinations of dc and ac machines (e.g. Kramer and scherbius systems) were developed early in the 20th century to control the speed of the electric machines in industrial processes. The emergence of mature triggeredarc power switch technology (e.g., grid-controlled mercury-arc rectifiers, ignitros) in the 1920s and 1930s provided a major boost to dc commutator machines as preferred prime movers for industrial drive applications.[2] This situation persisted for several decades until solid-state thyristors finally provided the crucial power switch breakthrough needed to build practical adjustable frequency ac machine drives in the 1970s. Since that time, new generation of gate-controlled power switches have successively improved the performance and cost-effectiveness of ac drives in comparison to their dc drive counterparts. Although most of todays growth in the worldwide industrial drive market can be ascribed to ac drives, modern generations of dc drives continue to hold a significant share of the total industrial drive market.[2]

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OVERVIEW: Developments of high performance motor drives are 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 excellent speed control has always been at the forefront in 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.[5]

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.

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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 SISO (Single Input and Single Output) system having torque/speed characteristics compatible with most mechanical loads. This makes a D.C 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.[5]

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Basics of Separately Excited DC Motor

supply. field windings of the dc motor are used to excite the field flux.

segment for the mechanical work.

current.[3]

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Operation of Separately excited DC motor

armature current of I flows in the circuit, the motor develops a back EMF and a torque to balance the load torque at a particular speed. I. Each winding is supplied separately. Any change in the armature current has no effect on the field current. If is generally much less than I Vf=RfIf +Lf Where Rf and Lf are the field resistor and inductor, respectively V=RI + L +e

Where R and L are the armature resistor and inductor respectively. The motor back emf , which is also known as speed voltage, is expressed as: e = KI K is the motor voltage constant (in VA-rad/sec) And is the motor speed in (rad/sec).[3]

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Speed control technique in separately excited dc motor

[1]

Different methods for speed control of DC motor armature voltage using Rheostat method for low power dc motors.

-adaptive multi- input multi- output linearization technique (for high speed regimes). -dc buck-boost converter with only one switching device used for armature voltage control. -L2 (Non- linear Auto-regressive Moving Average) controller for the constant torque region.

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The usefulness of PID controls lies in their general applicability to most control systems. In particular, when the mathematical model of the plant is not known and therefore analytical design methods cannot be used, PID controls proves to be most useful.[4] This report mainly deals with controlling DC motor speed using Full bridge converter and PID as speed controller and current controller.

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CHAPTER 2:
Three-Phase Controlled Converter

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Three-Phase Controlled Converter

A three-phase thyristor-controlled converter is shown in Figure J. In.) and its voltage and current waveforms in the rectifier mode of operation are shown in Figure . The current is assumed to be continuous for the present. At a given instant, two thyristors are conducting. Assuming that the voltage between phases a and bis maximum, then the thyristors T1 and T6 are conducting. The next linc voltage to get more positive than ab is ac. At that time. the triggering signal for T6 will be disabled and that ofT2 will be enabled.[1]

Fig : 3 Controlled Converter[1]

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Note that the anode of T2 is more negative than the cathode of T6 because line voltage ac is greater than the line voltage ab. That will turn off T6 and transfer the current from T6 toT2. The delay in current transfer from T6 to T2 is dependent on the source inductance. During this current transfer. T1,T6 and T2 are all conducting, and the load voltage is the average of the line voltages ab and ac. This phenomenon is the commutation overlap ,which results in a reduction in the load voltage.

Fig: rectification in 3 Converter in steady state (1st quadrant operation)[1]

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The load current will remain the same during commutation of T6.The current in T6 declines by the same proportion as current in T2 rises. It is to be observed that the current transfer is effected by the source voltages: voltage ac becomes greater than the voltage ab, resulting in the reverse biasing ofT6 and forward biasing of T2. Similarly, it could be seen that the firing/gating

sequence is T1T2T3T4T5T6 and so on. Also, each of these gating signals is spaced by sixty electrical degrees. The thyristors require small reactors in series to limit the rate of rise of currents and snubbers, which are resistors in series with capacitors across the devices, to limit the rate of rise of voltages when the devices arc commutated.[1]

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The transfer characteristic of the three-phase controlled rectifier is derived as

3 /2+a

3 /2+a

Vdc =1

//3 /2+a V

ab.d

(wst) =

/2+a

Vmsin(wst) d (wst) =( 3 )vm cos

The transfer characteristics are very similar to those of the single-phase converter in both the continuous and the discontinuous mode of conduction. The transfer characteristic for the continuous mode of conduction is shown in Figure. The characteristic is nonlinear. Hence, the use of this converter as a component in a feedback -control system will cause an oscillatory response. This can be explained as follows. The delay angle will be made a function of speed. current, or position error in a motor-drive system. The error variable is expected to increase or decrease the dc output voltage proportionally. The gain of the converter 10 a delay angle is not a constant. so it will either overreach or fall short of the required output voltage. This necessitates one more correction in the error signal. causing both time delay and oscillatory response. Such oscillatory responses have been known to create ripple instability in converters.

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A control technique to overcome this nonlinear characteristic and the accompanying undesirable dynamic behavior is given in the following. The control input to determine the delay angle is modified to be = cos-1 ( Vc ) = cos-1 (Vcn) Vcm where Vc is the control input and Vcm is the maximum of the absolute value of the control voltage and Vcn is the normalized control voltage. Then the dc output voltage is

Vdc =( 3 )vm cos = Kr Vc Where Kr is the gain of the converter. defined as

Kr = ( 3 )

vm = 1.35 V
Vcm Vcm

where V is the rms line-to-line voltage. Then the modified transfer characteristic is linear with a slope of Kr. The control voltage is normalized to keep its magnitude less than or equal to1. to be able to obtain the inverse cosine of it.

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Control Modeling of the Three-Phase Converter

The converter can be considered as a black box with a certain gain and phase delay for modeling and use in control studies. The gain of the linearized controller-based convertor for a maximum control voltage Vcm is given as

K=1.35V ,V/V Vcm The converter is a sampled-data system. The sampling interval gives an indication of its time delay. Once a thyristor is switched on, its triggering angle cannot be changed. The new triggering delay can be implemented with the succeeding thyristor gating. In the meanwhile, the delay angle can be corrected and will be ready for implementation within 60, i.e., the angle between two thyristor gating.[1] Statistically, the delay may be treated as one half of this interval; in time, it is equal to

T =6O/2 x (time period of one cycle) = 1 x 1 ,s 360 12 fs

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Steady-State Analysis of the Three-Phase ConverterControlled DC Motor

A separately-excited de motor is fed from a three-phase converter and is operated in one rotational direction, say, in the first and fourth quadrants of torque-speed characteristics. The steady-state performance of this motor drive is described in this section. The steady-state performance, when combined with the load characteristics, provides the basis for evaluating the suitability of the motor drive for the given application. The steady-state performance is developed by assuming that the average values only are considered. Indirectly, it is implied that the average current produces an average torque, which, in combination with load torque, determines the average speed. In that process-the quasi-transients are neglected. Then the armature voltage equation for the motor in steady state is Va= iara + e Va= iara + K1wmax Average electromagnetic torque is given by Tav = KfIa the average dc link voltage is Va = 1.35V cos V is the rms line-to-line ac voltage in a three-phase system

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Then the electromagnetic torque is expressed in terms of delay angle and speed Tav = Kf {1.35V cos - K1wmax } Ra The equation is normalized by dividing the average torque by the rated torque: Ten = 1.35V cos - K1wmax Vr Vr __________ iar Ra Vr Noting that Vr =Kfrwmr Ran = iar Ra Vr Ten = {1.35Vn cos fnwmn}fn , p.u Ran Where, Vn , fn and wmn are normalised quantities The normalized equation deserves careful scrutiny for use In steady-state performance computation. Positive or motoring torque is produced when the numerator is positive 1.35Vn cos fnwmn > 0 cos > fnwmn 1.35Vn If cos is less than the right-hand side , then there is no torque generation in the machine. For some positive values of the numerator can become negative, but that will not produce regeneration, since there will be no current
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flow from the machine to the source with only one converter. The induced emf of the machine will be greater than the applied voltage, thus blocking the conduction of thyristors. If an antiparallel converter is available and is capable of conducting current in the reverse direction to the motoring operation, then regeneration is achieved by decreasing the applied voltage compared with the value of the induced emf. That enables the machine to generate current from the difference between its induced emf and the applied voltage. This step results in power flow from the machine to the ac source.[1]

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Two-Quadrant Three-Phase Converter-Controlled DC Motor Drive

The control schematic of a two-quadrant converter-controlled separately-excited dc motor drive is shown in Figure below. The motor drive shown is a speedcontrolled system. The thyristor bridge converter gets its ac supply through a three-phase transformer and fast-acting ac contactors. The dc output is fed to the armature of the dc motor. The field is separately excited and the field supply can be kept constant or regulated, depending on the need for the fieldweakening mode of operation. The dc motor has a tachogenerator whose output is utilized for closing the speed loop. The motor is driving a load considered to be frictional for this treatment. The output of the tachogenerator is filtered to remove the ripples to provide the signal, Wmr . The speed command wr* is compared to the speed signal to produce a speed error signal. This signal is processed through a proportional-plus-integral (PI) controller to determine the torque command. The torque command is limited, to keep it within the safe current limits, and the current command is obtained by proper scaling. The armature current command ia* is compared to the actual armature current ia to have a zero current error. In case there is an error, a PI current controller processes it to alter the control signal Vc. The control signal accordingly modifies the triggering angle Q to be sent to the convener for implementation.

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The implementation of Vc to in the converter is discussed under control circuit in section.

FIGURE: speed controlled dc motor drive[1]

Figure: speed controlled two-quadrant dc motor The inner current loop assures a fast current response and hence also limits the current to a safe preset level. This inner current loop makes the convener a linear current amplifier. The outer speed loop ensures that the actual speed is always equal to the commanded speed and that any transient is overcome within the shortest feasible time without exceeding the motor and converter capability. The operation of the c1osed-loop speed-controlled drive is explained from one or two particular instances of speed command. A speed from zero to rated value is commanded, and the motor is assumed to be at standstill. This will generate a large speed error and a torque command and in turn an armature
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current command. The armature current error will generate the triggering angle to supply a preset maximum dc voltage across the motor terminals. The inner current loop will maintain the current at the level permitted by its commanded value, producing a corresponding torque. As the motor starts running, the torque and current are maintained at their maximum level, thus accelerating the motor rapidly. When the rotor attains the commanded value, the torque command will scale down to a value equal to the sum of the load torque and other motor losses to keep the motor in steady state.[1] The design of the gain and lime constants of the speed and current controllers is of paramount importance in meeting the dynamic specifications of the motor drive.

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CHAPTER 3: Controllers

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Current and Speed Controllers

The current and speed controllers are of proportional-integral type. They are represented as

where the subscripts c and s correspond to the current and speed controllers, respectively. The K and T correspond to the gain and time constants of the controllers.

Control Modeling of the Three-Phase Converter

The converter can be considered as a black box with a certain gain and phase delay for modeling and use in control studies. The gain of the linearized controller-based convertor for a maximum control voltage Vcm is given as K=1.35V ,V/V Vcm The converter is a sampled-data system. The sampling interval gives an indication of its time delay. Once a thyristor is switched on, its triggering angle

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cannot be changed. The new triggering delay can be implemented with the succeeding thyristor gating. In the meanwhile, the delay angle can be corrected and will be ready for implementation within 60, i.e., the angle between two thyristor gating. Statistically, the delay may be treated as one half of this interval; in time, it is equal to

T =6O/2 x (time period of one cycle) = 1 x 1 ,s 360 12 fs

Designing of Controllers
It is seen that the current loop does not contain the inner induced-emf loop. The design of control loops starts from the innermost (fastest) loop and proceeds to the slowest loop, which in this case is the outer speed loop. The reason to proceed from the inner to the outer loop in the design process is that the gain and time constants of only one controller at a time are solved, instead of solving for the gain and time constants of all the controllers simultaneously. Not only is that logical; it also has a practical implication. Note that every motor drive need not be speed-controlled but may be torquecontrolled, such as for a traction application. In that case, the current loop is essential and exists regardless of
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whether the speed loop is going to be closed. Additionally, the performance of the outer loop is dependent on the inner loop; therefore.lhe tuning of Ihe inner loop has to precede the design and tuning of the outer loop. That way, the dynamics of the inner loop can be simplified and the impact of the outer loop on its performance could be minimized.

Figure: Block diagram [1]

Current Controller

Figure: Current control loop

The loop gain function is

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This is a fourth-order system, and simplification is necessary to synthesize a controller without resorting to a computer. Noting that This on the order of a second and in the vicinity of the gain crossover frequency. We see that the following approximation is valid:

(1 + sTm) = sTm

time constants in the denominator are seen to have the relationship Tr < T2 < T1 To reduce to second order and to facilitate a simple controller synthesis, we judiciously select

Tc = T2 Then the loop function is

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The characteristic equation of the transfer function between the armature current and its command is

(1 + sT1)(1 + sTr) + K
This equation is expressed in standard form as

from which the natural frequency and damping ratio are obtained as

where n and are the natural frequency and damping ratio, respectively.

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For good dynamics performance, it is accepted practice to have damping ratio of 0.707. Hence, equating the damping ratio to it we get :

Realising that K >> 1 T1 >> Tr K is approximated as

Now equating it to previous value of K, we get current controller gain as

To design the speed loop, the second-order model of the current loop is replaced with an approximate first-order model. This helps to reduce the order of the overall speed-loop gain function. The current loop is approximated by adding the time delay in the converter block to T1, of the motor: because of the cancellation of one motor pole by a zero of the current controller.[1]
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The resulting current loop can be shown in Figure below. The transfer function of the current and its commanded value is

Figure: Simplified current-control loop

where T3= T1 + Tr

The transfer function can be arranged simply as

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Where,

The resulting model of the current loop is a first order system, suitable for use in the design of a speed loop. The gain and delay of the current loop can also be found experimentally in a motor-drive system, that would be more accurate for the speed-controller design.

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Speed controller
The speed loop with the first-order approximation of the current-control shown in Figure below. The loop gain function is

Figure: Representation with outer speed loop This is a fourth-order system. To reduce the order of the system for analytical design of the speed controller, approximation serves. In the vicinity of the gain crossover frequency, the following is valid:

(1 + sTm) = sTm

The next approximation is to build the equivalent time delay of the speed feedback filter and current loop. Their sum is very much less than the integrator time constant, Ts, and hence the equivalent time delay, T4, can be considered the
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sum of the two delays, Ti and T. This step is very similar to the equivalent time delay introduced in the simplification of the current-loop transfer function. Hence, the approximate gain function of the speed loop is

Where T4 = Ti + T

The closed-loop transfer function of the speed to its command is

i.e.

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where Ks, Kc, K1, Kr, are the gain of speed controller, current controller, motor and converter. Tm,, Tc ,Ts and Tr are the time constant for motor, current controller, speed controller and converter plant.

Figure: Block diagram of motor drive with feedback loops.[1]

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CHAPTER 4: SIMULATION AND RESULT

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Simulink Plant Model

Conventional PI Control using current and speed control: In this control strategy, current control and speed control techniques are implemented for improving the performance of DC motor drive. The figure 2 shows the simulation plant model for this case.

The results are shown in t h e f i g u r e 3(a) and 3(b) b e l o w i t . The response shows that the speed of motor can achieve the steady state value with in a small time.

FIGURE 1: Simulink Plant Model with speed and current control strategy.[8]

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Output corresponding different input signals

Figure: Step-input using only current control strategy[7]

Figure: Step-input using current and speed control strategies[7]

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Figure: Increasing step input depicting increasing load using current and speed control strategies

Result & Discussion :

In this work, the performance of a

D.C.MOTOR with a constant load using different control strategies is done. i) ii) Current control strategy Current and speed control strategy

CASES Using current control Using current and speed

Settling time Max. overshoot Steadystate error 7.6 10.0 0.18p.u 0.58p.u 0.01p.u 0.02p.u

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CONCLUSION The speed of a dc motor has been successfully controlled by using three-phase full bridge converter and Proportional-Integral type Speed controller and hysteresis controller as current controller, based on closed loop system model. The modelling of the system is done with the transfer function approach. The developed transfer function model is successfully used to determine the PERFORMANCE ANALYSIS of the system, obtained by simulation using MATLAB (Simulink). The tuning of the controller is done using hit and trial method by varying the gain constants of the controllers and analysing its effects.

FUTURE STEP 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 project. This technique can be extended to other types of motors. The problem of settling time, overshoot can be removed using a Neural Network or Fuzzy logic approach.

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APPENDIX SPECIFICATION OF DC MOTOR USED FOR SIMULATION VRATED = 220V I RATED = 8.3A = 1470 rpm Hp = 5 INSULATION = F J = 0.0607 Kg-m2 Ra = 5 L = 0.072 H Kb = 1.26 V/rad/sec B = 0.0869 N.m/rad/s CONVERTER SPECIFICATIONS VSUPPLY = 230V FREQUENCY = 50Hz {3 AC}

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REFERENCES [1]Krishnan.R, Electric motor drive, Prentice Hall publisher,2001 [2] Gopakumar, K., Power Electronics and Electrical Drives, Video Lectures 125, Centre for Electronics and Technology, Indian Institute of Science, Bangalore [3] Bimbhra, P.S., Power Electronics. New Delhi, Khanna Publishers, 2006. [4] Ogata, K., Modern Control Engineering. Englewood Cliffs, NJ: Prentice Hall, 2001. [5] Dubey, G.K., Fundamentals of Electrical Drives. New Delhi, Narosa Publishing House, 2009. [6] Rashid, M.H., Power Electronics, Prentice Hall of India, New Delhi, 2001. [7] SIMULINK, Model-based and system-based design using Simulink, Maths works, Inc, Natick, [8] MATLAB and SIMULINK Version 2007a, the Mathsworks Inc, USA.

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