Professional Documents
Culture Documents
Equipment
Range
0-2A
0-2 A
Type
MC
MC
Qty
1No
1No
Ammeters
Voltmeters
0-300V
MC
1No
3
4
5
Rheostats
Tachometer
Connecting Wires
250/2A
0-9999rpm
Wire wound
Digital
2No
1No
LS
Theory
Swinburnes test:
It is a simple indirect method in which losses are measured separately and
the efficiency at any desired load can be predetermined. This test applicable to
those machines in which flux is practically constant i.e. shunt and compound
wound machines. The no load power input to armature consist iron losses in core,
friction loss, wind age loss and armature copper loss. It is convenient and
economical because power required to test a large machine is small i.e. only no
load power. The effect of commutation are not considered or tested. The iron
losses remains constant is insignificant.
Calculations:
IL = No Load Current
If = Shunt Field current
Then, no load armature current Ia = (IL If)
Also let, V is the supply voltage. Therefore, No load power input = IL watts.
Let
output inputlosses VI Pc U + wc
=
=
input
input
VI
g=
Procedure:
1.
2.
3.
4.
5.
Observations
Tabular Form:
IL
()
IF
IA
For Ra
S.NO
Department of EEE-SVECW
Ra=V/I
Precautions:
1. Swinburnes test should be conducted on no load.
Result:
CIRCUIT DIAGRAM:
Department of EEE-SVECW
N2>N1
Fig-1 Open Circuit Test
N2<N1
Fig-2 Short Circuit Test
Aim:
(a) To predetermine the efficiency and regulation of Single Phase Transformer by
conducting no-load test and short circuit test.
(b) To draw the equivalent circuit of single phase transformer referred to LV side as
well as HV side.
Apparatus:
S. No
Equipment
Voltmeter
Ammeter
1
2.
3.
.
4
Wattmeter
Range
0-300V
0-10A
Type
M.I
M.I
Qty
1
1
2.5A/150V,10A/75V
LPF,UPF
1,1
230V/(0-270V/2A)
-----------
Dimmer stat
1- Transformer
2KVA,230/115V
-----------
6
.
Connecting wires
---------
--------
as required
THEORY:
These two tests on a single-phase transformer help to determine;
I.
II.
III.
The power required during these two tests is equal to the appropriate power loss
occurring in the transformer.
Open-circuit (or) no-load test:
The circuit diagram for performing open circuit test on a single-phase transformer
is as shown in fig.1. In this diagram a voltmeter, wattmeter and an ammeter are
shown, which are connected on the low voltage side of the transformer. The high
voltage side is left open circuited. The rated frequency voltage applied to the
primary .i.e. low voltage side, is varied with the help of a variable ratio autotransformer. When the voltmeter reading is equal to the rated voltage of the low
voltage winding, all the three instrument readings are recorded. The purpose of
this test is to determine no-load loss or core loss and no-load current I 0 which is
Department of EEE-SVECW
Ie
Ie
).since
is almost negligible. The applied voltageV1 is equal to the induced emf. V 11.the
input power given by the wattmeter reading consists of core loss and ohmic loss.
The exciting current being about 2 to 6% of the full-load current, the ohmic loss in
the primary Ie2.r1 varies from0.04% to 0.36% of the full-load primary ohmic loss.
In view of this, the ohmic loss during open-circuit test is negligible. Hence the
wattmeter reading can be taken as equal to transformer core loss.
Let V1=applied rated voltage on lv side.
Ie
Pe
Ic
.cos0
=
Ie
Ie
Ie
Ie
.cos0 and
Im
.sin0
Ic
RCL
Core-loss resistance
=Pc/V1
Ic
=V1/
.cos0) =V12/Pc
Also Ic2.
RCL
=Pc;
Magnetizing reactance,
X ml
RCL
=Pc/Ic2=Pc/ (
=V1/
Im
=V1/ (
Ie
Ie
.cos0)2
sin0).
Short-circuit test:
This is an economical method for determining the following;
(i). the equivalent impedance, leakage reactance and total resistance of the
transformer as referred to the winding in which the measuring instruments are
placed.
(ii) Copper loss at full load; this loss is used in calculating the efficiency of the
transformer.
The low voltage side of the transformer is short-circuited and the instruments are
placed on the high-voltage side. The applied voltage is adjusted by autoDepartment of EEE-SVECW
V sc
I sc
and
PSC
Z eH
I sc
V sc
PROCEDURE:
Department of EEE-SVECW
Connect the circuit for no-load test as per the circuit diagram. Shown in fig.
(1).
2.
Keep the variable ac in minimum output position and switch on the supply.
3.
Apply the rated voltage to the transformer by properly adjusting the variable
ac.
4.
Note down the readings of various meters i.e. wattmeter (W 0), ammeter (I0),
voltmeter (V1) and then bring back the variable ac to its original output position,
and then switch off the supply.
5.
Connect the circuit for SC test as per the circuit diagram, shown in fig (2) with
appropriate ranges of meters.
6.
Keep the variable ac in minimum output position and switch on the supply.
7.
8.
Note down the readings of various meters i.e. wattmeter (W 0), ammeter (I0),
voltmeter (V1) and then bring back the variable ac to its original output position,
then and switch off the supply.
TABULAR COLUMN:
Department of EEE-SVECW
Lag load
Lead load
(x=1)
regulation
regulation
1
0.8
0.6
0.4
0.2
OC Test:
S No
V1 (V)
Io(A)
Wo
(w)
SC Test:
S No
V sc (V)
Isc (A)
W sc
(w)
MODEL CALCULATIONS:
Find the equivalent circuit parameters R 0, X0, R01, R02, X01 and X02 from the O.C. and S.C.
test results and draw the equivalent circuit referred to L. V. side as well as H. V. side.
Department of EEE-SVECW
Wo
cos0=
Ic
Im
=I0.cos0=
=I0.sin0=
R0=V0/
X0=V0/
/ (V0.I0) =
Ic
Im
=
=
From SC test:
cos sc
W sc
V sc
I
=
/(
. sc ) =
V sc
I sc
Z02=
X 02
/2
=2
Z 02 R02P.F.
Load
=
UPF
V HV
; R 02=
% efficiency
R01=R02xK2=
W sc
where
1(full)
UPF
1/2
% efficiency= ((x.V
2.I2.cos)/ ((x.V2.I2.cos) +w0+ (x2.wsc))) *100.
UPF
3/4
EFFICIENCY CALCULATIONS
UPF
P.F.
Load
1/4
%
efficienc
y
0.8
1(full)
0.8
1/2
0.8
3/4
0.8
1/4
I sc
K=
V LV
efficiency
Output
x 100
Input
%
Regulation: From open circuit and Short circuit test
% Re gulation
% efficiency Vs output
(ii)
PRECAUTIONS:
1.
2.
Department of EEE-SVECW
RESULT:
Hence the regulation of transformer is found by using OC and SC test data
Circuit diagram
Department of EEE-SVECW
Aim:
To conduct load test on the given 3 phase induction motor and to plot its
performance characteristics.
Apparatus:
S. No
1
2.
.3
.
4
5
.
Equipment
Voltmeter
Ammeter
Wattmeter
Range
0-300V
0-10A
300V/10A
Dimmerstat
Connecting wires
---------
Type
M.I
M.I
UPF
Qty
1
1
2
-----------
--------
as required
THEORY:
It is the direct method to find the efficiency of the induction motor. In this test the
breakig of the rotor is done with the help of the belt which surrounds the pulley by using
spring balances. When the braking power is increased by tightening the springs then the
line current is increased.
Procedure:
1. Connect the circuit as per the circuit diagram shown the above fig.
2. Keep the 3 phase auto transformer in minimum output position and switch on the
supply.
3. Apply the rated voltage to the stator windings of 3 induction motor with the help
of 3 phase auto transformer.
4. Note down the readings of wattmeter ammeter and voltmeter on no-load.
5. Load the induction motor in steps using the brake-drum arrangement. At each step
note down the readings of all meters the speed and the spring balance readings S 1
and S2 up to 25% over load.
6. Stop the motor by gradually releasing the load.
Tabular column:
Department of EEE-SVECW
Sl.
No.
(V)
(A)
Spring balance
Power, W
(Watts)
W1
W2
Speed
(RPM)
(Kg)
S1
Torque
S1S2
S2
Input
(N-m)
Model Calculations:
Input power drawn by the motor W = (W1+ W2) watts
Shaft Torque, Tsh = 9.81 (S1 ~ S2) R N-m
R Radius of drum in mts.
2 N Tsh
watts
60
% efficiency
% slip
Ns N
x 100
Ns
where N s
120 x f
p
cos
W
3 VL I L
(i)
% efficiency () Vs Output
(ii)
(iii)
(iv)
% Slip Vs Output
Department of EEE-SVECW
%
Slip
Pf
Cos
Output
Power
(W)
Power
(W)
Precautions:
1) Connections must be made tight
2) Before making or breaking the circuit, supply must be
switched of
Result:
Hence the performance characteristics of 3 phase induction motor is determined by
conducting load test
Circuit Diagram:
EMF:
Department of EEE-SVECW
Department of EEE-SVECW
1
2.
3.
3
.
4
5
.
Equipment
Voltmeter
Ammeter
Ammeter
Rheostats
Range
(0-300)V
(0-5)A
(0-2)A
Tachometer
270/1.5A
Type
M.I
M.I
M.C
W.W
-----------------
Digital
---------
--------
as required
Connecting wires
Qty
1
1
1
2
THEORY:
The regulation may be found by direct loading. The procedure is as follows:
Diagram the alternator is driven at synchronous speed and the terminal voltage is adjusted
to its rated value v. the load is varied until the wattmeter and ammeter indicate the rated
values at desired p.f. then the entire load is thrown off while the speed and field excitation
are kept constant. Hence regulation can be found from,
% regulation= (E0-V)/V *100
In case of large machines, direct loading becomes prohibitive. Some methods differ the noload voltage is found below:
(1) Synchronous Impedance (or) EMF method
(2) The ampere turn (or) MMF method
(3) Zero power factor (ZPF) method
All the methods require :(i) `armature resistance Ra
(ii) open circuit characteristics
(iii) Short circuit characteristics.
Department of EEE-SVECW
X S Z S2 Ra2
Therefore E1=I1.Zs;
Zs=E1oc/I1sc;
To know the Ra & Xs, vector diagram can be drawn for any load and any power factor.
E0
v cos
I a Ra
v sin I a X S
Procedure:
OCC test
1.
2.
Department of EEE-SVECW
The dc motor is brought to its rated speed and thus the alternator by
properly varying the field rheostat of motor.
4.
Now, the alternator field is excited by applying the dc voltage through the
rectifier in steps. At each step the field current and the corresponding generated
voltage are noted. This procedure is repeated till the voltage generated is much
beyond rated value.
Reduce the alternator field excitation to zero level.
5.
SCC test:
1.
With the rectifier in the minimum voltage position, the TPST switch is
closed.
2.
Increase field excitation gradually till the S.C. current of the alternator
reaches the rated value.
Note down the field current required to circulate the rated short circuit
current tabulate. The readings taken during the O.C. and S.C tests.
3.
ZPF:
1. Connect the circuit as shown in fig.
2. Give supply to the dc motor and start if with the help of 3-point starter.
3. Adjust the speed of the alternator to its rated value by varying armature rheostat of
the dc motor
4. To obtain OCC, vary the field rheostat of the alternator and note down the field
current and generated emf of the alternator.
5. After rated emf is generated in the armature, close the switch s.
6. Vary the inductive load & the field rheostat of the alternator simultaneously such
that rated current is maintained. Ensure that the prime mover speed is kept
constant throughout the test.
7. Note down the field current and terminal voltage until the rated voltage is
generated.
Tabular Column:
OCC Test
Sl. No
SCC Test
If (A)
Eo /Ph (V)
1
Department of EEE-SVECW
Sl. No
1
If (A)
Isc (A)
Armature Resistance
Sl. No
I (A)
V (V)
R ()
%Regulation
Sl.
No
P.F.
% Regulation
Lag
Lead
1
2
3
4
If(A)
Voc(v)
EMF method Observations:
OCC:
ZPF characteristics
Department of EEE-SVECW
V(v)
If(A)
Model Calculations
ZS
VOC
I SC
X S Z S2 Ra2
for the same If and speed:
[ Ra
RdC]
Generated emf of alternator on no load is
E0
v cos
I a Ra
v sin I a X S
% Re g
Where
E0 V
x 100
V
phase)
V Full load, rated terminal voltage per phase
.
Department of EEE-SVECW
Model Graphs:
Precautions:
1) Connections must be made tight
2) Before making or breaking the circuit, supply must be switched
of
3) Readings should be taken without any parallax error
4) Apply ZPF load on the alternator only after the rated voltage is
generated
Department of EEE-SVECW
Result:
Hence the regulation of alternator by
(1) EMF method =
(2) MMF method =lagging power factor. =
Leading power factor. =
(3) ZPF method = lagging power factor. =
Leading power factor. =
Department of EEE-SVECW
Circuit diagram
Department of EEE-SVECW
Equipment
DC shunt motor
Rheostat
Ammeter
Voltmeter
Tachometer
Range
DC
Wire wound
MC
MC
Digital
Type
Qty
220V
370/2.5A
(0-2)A
(0-220)V
(0-30000)rpm
1
2
1
1
1
Theory
The term speed control means intentional sped variation, carried out
manually or automatically. DC motors are most suitable for wide range speed
control and are therefore indispensible for many adjustable speed drives. The
speed of a motor is given by
Wm = (Vt-IaRa)/Ka
Where
Ka armature constant = PZ/2A and
is the flux per pole.
Hence it follows that, for a DC motor, there are basically three
methods of speed control and these are:
1. Variation of resistance in armature circuit
2. Variation of the field flux
3. Variation of armature terminal voltage.
Variation of the field flux: This method of speed control, also called as
flux weakening method or filed current control method gives speeds above
the base speed only. Base speed is nothing but the rated speed of the machine.
This is one of the simplest and economical methods and is, therefore
extensively used in modern electric drives. Under steady state running
conditions, if the field circuit resistance is increased, the field current and
Department of EEE-SVECW
hence the field flux are reduced. Since the rotor speed cannot change
suddenly due to inertia, a decrease in field current causes a reduction of
counter emf. As a result of it, more current flows through armature. The
percentage increase in armature current is much more than the percentage
decrease in the field current. In view of this, the electromagnetic torque is
increased and this being more than the load torque, the motor gets
accelerated. The disadvantages of this method are:
a. The armature may get over heated at higher speeds, because the
increased armature current results in more ohmic losses whereas cooling by
ventilation does not improve proportionally.
b. If the field flux is weakened considerably, the speed becomes very high
and due to these changes; the motor operation may become unstable.
Variation of armature terminal voltage:
If the voltage applied to the armature changes the speed changes
directly with it. Using this method, speeds below rated speeds are attained.
Procedure
1. Make the connections as per the circuit diagram.
2. Keep the field rheostat in minimum position and armature in maximum
position and close the DPST switch.
3. Bring the motor to rated speed using field rheostat.
4. At this point take a note of the voltmeter and tachometer readings.
5. Now start varying the armature rheostat in steps and for each step note
down the voltmeter and tachometer readings. Take 10 to 15 such readings and
bring back the armature rheostat to initial position.
6. Bring back the field rheostat to initial position. Using the armature rheostat
set the motor at rated speed.
Department of EEE-SVECW
Circuit diagram:
Department of EEE-SVECW
E
xp no 6 Brake Test on Dc Shunt Motor. Determination of Its
Performance Curves
Aim: To conduct brake test on DC Shunt motor and to determine its performance
curves.
Apparatus:
S. No
1.
2.
3.
4.
Equipment
Voltmeter
Ammeter
Tachometer
Connecting wires
Range
0-300V
0-10A
Type
M.C.
M.C
Digital
type
Qty
1
1
1
Theory:
This is a direct loading test on motor. This is used for small motors only when
necessary. The motor is loaded directly by means of a belt and pulley arrangement. By
adjusting the tension of the belt, the load is adjusted to give the various values of
currents. The load is adjusted to get full load current. The power developed gets wasted
against the friction between belt and shaft. Due to the braking action of belt, this test is
called brake test. Hence in the case of shunt motor there is no drastic change in speed.
The Torque T = 9.81(S1 ~ S2) r N- M. where (S1 ~ S2) = the difference of spring
balance reading r = Break drum Radius P = Power developed. Hence directly the
efficiency = (Po/ Pi ) x 10
Procedure:1.
2.
3.
4.
S No
Voltage
(volts)
Current
(Amps)
Speed
(rpm)
Spring
Balance
Reading
(S1 ~ S2)
Torque =
9.81(S1-S2)r NM
Pin
Pout =
2 NT 60 =
VI
=
OP/IP
RESULT: