Pecd Lab Manual 6 Pract-1

Power Electronics Controlled Drives BE Electrical
EXPERIMENT NO. 1
Dynamic Braking
AIM: To perform Electrical Braking of D.C shunt motor (Dynamic Braking)
APPRATUS:
 D.C shunt motor ( 5H.P,230V, 19A, 1440 RPM)

 Rheostat (1.7A, 300Ω and 5A, 50Ω)
 DPDT Switch
CIRCUIT DIAGRAM:-
DYNAMIC BRAKING OF DC SHUNT MOTOR
3 POINT STARTER
L F A
FUSE R2
750 ohm
A (0-10)A
F1 (1-7)A I II
230V A1
DC M Rs 50 ohm
SUPPLY F2 (0-5)A
A2
DPDT
SWITCH
DC SHUNT MOTOR
5HP,230V,19A,1500rpm
THEORY:
In Dynamic Braking, motor armature is first disconnected from the supply circuit and then
it is switched across a resistor with field current left unchanged. The counter e.m.f retains the same
polarity as it is during the motor mode of operation since voltage reduces to zero. The armature
current during braking dynamic braking is,
Ia= -Ea/(Ra+Rb) = -Ea/R
Where, Ra = armature resistance, Rb = external resistance.
Since field flux Φ is in the same direction as before and armature current Ia has reversed the
torque. It begins to operate as the generator and electrical braking takes place. The K.E stored in
PES Modern college of engineering

Department of Electrical Engineering Page 1
the rotating parts of the motor system is now converted to electrical energy and dissipated as heat
in braking resistor Rb and armature circuit resistance.
The dynamic braking torque is given by:
Tb = Km ×la = -(Km×Ea)/R = -(Km²×Wr)/R [since Ea = Km×Wr]
Since the field current remains constant
Km = KΦ
(Wr/Tb) = (-R/Km²)
Equation shows that speed torque characteristics during the dynamic braking is a straight
line and it passes through origin because when Tb = 0, Wr = 0. Greater the value of R, Greater is
the slope of Wr-Tb characteristics.
PROCEDURE:
 Make connections as shown in fig.
 Rheostat used for braking is adjusted for maximum value of resistance of 300Ω.
 Initially the switch is open. It is closed on armature side( I )
 Start the motor with 3-point starter.
 Adjust voltage to 250 volts and then change the position of the switch from ON to OFF
and measure corresponding time to stop the motor.
 Same procedure is repeated by varying the value of braking resistance RB. The switch
must be brought back to original and measure the corresponding time to change the
direction of rotation
OBSERVATION TABLE:
Sr.No Braking resistance Time required to stop motor (sec)
CONCLUSION

EXPERIMENT NO. 2
AIM: To perform plugging operation of D.C shunt motor.
APPRATUS:
 D.C Shunt motor [ 5 H.P, 230V, 19A, 1440 rpm]

 Rheostat [7A, 750Ω]
 DPDT switch
CIRCUIT DIAGRAM:-
ELECTRICAL BRAKING OF DC SHUNT MOTOR BY PLUGGING
3 POINT STARTER
L F A
FUSE
750 ohm A1
230V F1 I II
DC M
Rb
SUPP F2 A2
LY 100 ohm
5A
DC SHUNT MOTOR
5HP,230V,19A,1500rpm
DPDT SWITCH
THEORY:
Braking of D.C motor by plugging is achieved by reversing polarity of the voltage applied
to the motor armature. When polarity of the voltage applied to motor armature is reversed as
shown in fig. braking action by counter current braking come into play. It may be seen from fig.
that with sudden reversal of armature terminal voltage Vt, the total voltage in the armature circuit
increased to ( Vt+Ea) and there is therefore a sudden in rush of armature current. This in rush can
be however be limited by planning an external resistance Rb in series with armature circuit as
shown. The voltage equation for armature circuit after plugging is
-Vt = Ea+Ia(Ra+Rb)
Ia = -(Vt+Ea)/(Ra+Rb)
Since the sign of armature circuit is reversed with the direction of field current remaining
unchanged, the torque developed by the motor is reversed and braking action takes place. The
braking torque Tb, after plugging is,
Tb = KΦIa = KmIa = -Km[(Vt+Ea)/(Ra+Rb)]

From motor operation the natural speed torque characteristics is AC with no external resistance in
the armature circuit. With external resistance Rb in series with the armature circuit, the speed
torque characteristics for motor is AC.
PROCEDURE:
 Make connections as shown in fig.

 Rheostat used for braking is adjusted. Maximum resistance of 300Ω.
 Initially switch is at position 1. Start motor with 3 point starter.
 Adjust the voltage 230V when motor runs at normal speed. Position of the switch
change over from 1 to 2 and measure time from this instant of motor stops.
 Then increase the resistance and repeat the same procedure but before changing from
one state to another state i.e varying resistance the switch must be kept at initial
position.
 Measure the time required to stop the motor.
OBSERVATION TABLE:
Sr.No Braking Resistance Time required to run the motor in

reverse direction
CONCLUSION:

EXPERIMENT NO. 3
AIM: : Electrical Braking (Plugging) of 3 Phase Induction Motor.
APPARATUS:
 TPDT Switch
 Voltmeter[O-6OO V AC]
 Phase I.M.[5 HP,415V,1500 rpm,7.5A]
 Autotransformer
CIRCUIT DIAGRAM:-
ELECTRICAL BRAKING OF 3 PHASE INDUCTION MOTOR
AUTO TRANSFORMER1,
3PH, 440V, 10A
0-10A
R R A
R Y
R2 Y1
3 PH
440V, Y R1 Y2
50HZ AC Y Y
V (0-600V) R
SUPPLY
B2 B1
B B B
B
5HP, 415V, 7.5A, 1500 RPM,
3 PH SQUIRREL CAGE
INDUCTION MOTOR
R R
V (0-600V)
AUTO TRANSFORMER2,
3PH, 440V, 10A Y Y
B B
THEORY:
In this method any two supply leads are interchanged so that the direction of rotating field
gets reversed. A forward rotating field is one that rotates in the direction of rotor & soon after the
interchange of any two leads, this field becomes backward rotating field. In polyphase I.M
electromagnetic torque is developed in the direction of rotating field. So backward rotating field
torque T1 is opposite to the rotor rotation & braking torque so developed brings the rotor to stop
quickly. The supply terminals should be disconnected as soon as the motor comes to stop
otherwise motor would start to run in opposite direction.

Figure 1 shows the speed-torque characteristic of SCIM during plugging. For load torque
TL, A is the operating point when the two supply leads are interchanged. The initial braking torque
is TB=load torque, TL=backward torque & operating point A shifts at once to point B in the
second quadrant. Braking action now takes place along BC. At point C the supply should be
disconnected to stop the motor otherwise the motor starts accelerating in the reverse direction
along the curve CD & point D in the third quadrant is the final operating point. If any two supply
leads are again reversed, the operation shifts from D to point E in the fourth quadrant. Braking
action now takes place along EG. If the supply is not switched off at point G, the final operating
point is A as before.
Figure 2 shows the speed-torque characteristic of wound rotor I.M during plugging. At the
time of plugging an external resistance is inserted in the rotor circuit for current limitation & also
to increase the backward rotating torque. For load torque TL, A is the operating point with OB as
rotor speed. When two supply leads are interchanged & at the same time external resistance is
inserted in the circuit. The initial braking torque is TB=load torque + backward torque & operating
point shifts to point C in the second quadrant. Braking action now takes place along CD.
At point D the supply should be disconnected to stop the motor. In case supply is not
switched off the motor starts accelerating in reverse direction along curve DE & E is the final
operating point in third quadrant. If the external rotor circuit resistance is now removed, point E
shifts at once to point G & then to point H along the curve GH. Point H corresponds to the M
rotation in reverse direction with rotor speed OK=OB & load torque TL. If any two supply leads
are reversed again with simultaneous introduction of external resistance in the rotor point H shifts
to point L in fourth quadrant & the motor operates along the curve LM. lf supply is not
disconnected at point M the motor operation continues along the curve MN with final operating
point at N, If the external rotor circuit resistance is now removed, point N shifts at once to point Q
& then to point A along the curve QA. In this manner electrical braking by plugging of N can be
achieved. Plugging involves heavy loss of power. The motor can be brought to rest quickly.
PROCEDURE:
 Make connections as per circuit diagram.

 Apply the rated voltage to motor from main autotransformer 1.
 Change the position of switch to autotransformer 2 which is connected with changed phase
sequence.

 Note the time required to stop the motor.

 Repeat steps 2 to 4 at least 4 times by increasing voltage in steps. .
 Plot graph of stopping time v/s voltage.
OBSERVATION TABLE:
Sr. I/P vtg Time required to Direction pf rotation

No. run the motor in during plugging
reverse direction
CONCLUSION:

EXPERIMENT NO. 4
AIM: SOLID STATE STATOR VOLTAGE CONTROL OF 3 PHASE INDUCTION MOTOR.
APPRATUS:
 3-phase induction motor [ 0.5H.P, 415V, 0.75A, 1440RPM]

 Multimeter
 Oscilloscope
 Tachometer
 Trainer Kit
CIRCUIT DIAGRAM:-
SOLID STATE CONTROL OF STATOR VOLTAGE OF 3 PH INDUCTION MOTOR
G1
R R1
R
G2
3 PH 415V,
50HZ AC Y R
R2
SUPPLY
G3 B Y
B B Y
R3
3PH, 0.5 HP, 415V,0.75

AMP, 1440RPM, SQUIRREL
CAGE INDUCTION MOTOR
35V DC
CONTROL G2
AMPLIFIER
K1
230 32V 15V
V AC AC G2
C
UJT K2
DIODE BRIDGE
RECTIFIER TRIGGERING
CIRCUIT

THEORY:
Most of the AC motors run at a speed which is determined by the frequency of AC motor
supply. The speed of synchronous motor is completely determined by the stator frequency but
induction motor run synchronously at as speed which is 5% of the synchronous speed on fixed
frequency supply the torque developed by induction motor at a given slip varies approximately as a
square of applied voltage and steady state operation occurs when motor torque balances the load
torque and applied voltage and continuous speed control may be obtained by step less adjustment
of stator voltage without alteration in stator frequency.
As the stator voltage is reduced the rotor speed decreases, but the maximum torque
available from the motor also decreases and speed range is limited with a constant torque load. A
high resistance motor modifies the torque-speed characteristics and wide range speed control is
possible but resistance losses are extensive and operating efficiency is very low particularly at
reduced speed. The stator voltage is reduced by connecting variable external impedances between
stator terminals and AC supply mains Suitable reactance have been used to perform this function.
Thyristor circuit is more compact despite the heat sink requirement and it's weight is considerably
low. It also has a higher efficiency. Compare with time lag of 0. 1 sec in addition Thyristor units
from different manufactures are interchangeable whereas saturable reactor characteristics vary
considerably. The basic thyristors circuit which is employed in the series AC controller. This
consists of two thyristor connected in back to back and triggered symmetrically at identical points
in their anode to cathode voltage cycles. By using this circuit in in stator leads and controlling
conduction periods of thyristors. The effective voltage delivered to the motor can be varied from
zero to full supply voltage, the motor is subjected to chopped sine wave voltage and supply current
also has high harmonic content but satisfactory operation has been achieved with small and
medium sized motors upto 100 H.P. Stator voltage control eliminates the complex circuitry of
various frequency schemes and consequently is cheaper to install. However the operating
efficiency is poor, operation is necessary at low speeds to avoid overheating due to excessive
current and reduced ventilation stator voltage control is widely used for fractional HP drives and so
far AC power cranes and hoists where large torques at high slip is only demanded for intermittent
portions of duty cycle.
A.C. POWER CONTROL
The two thryistors are connected in inverse parallel or back to back and trigger alternately
at identical points in their anode to cathode voltage cycle. A symmetrical alternating voltage is
hence applied across the load. This voltage waveform has no DC component. But odd harmonies
are present for inductive load and R-L-E load. The load current flow is again maintained by
induced EMF for interval of the supply voltage, has reversed its polarity. The duration of this
interval is determined by load P.F. and typical waveforms are shown in figure. If the phase angle
for normal sine operation of load is determined by ø. The load current and voltage are sinusoidal
for any firing delay α which is less than ø because the incoming thyristor is already triggered
before the natural reversal of current direction takes place. However, if α exceeds ø, the current
flow becomes discontinuous pulse and load currents are non-sinusoidal. The current pulses
decreases in amplitude as α is increased and zero load current is obtained when α=π. Variation of
firing angle α controls average power delivered to the load by the AC supply.

PROCEDURE:
 Connect short links as follows:

G1-G1R ; K1-K1R
G2-G2R ; K2-K2R
 Connect the two 4mm red sockets marked ‘R’ together by shorting the link. Similarly,
connect 2 4mm red sockets above them marked ‘R’
1-ø and ‘R’ 3-ø also together by another link.
 Connect the oscilloscope beam as shown in fig. turn the DC control signal pot
anticlockwise.
 Connect the 3-ø motor to the load terminal of the circuit.
 Turn the main switch ON and supply advance. The control potentiometer phase
controlled outputs with phase difference of 120 deg. Shall be seen developed across the
3-ø initially. But, since this load is highly inductive. The conduction angle rapidly goes
for beyond 180 deg. in every half cycle of all phases and the waveform covers the full
cycle with motor reaching full speed. The effective control angle of the potentiometer is
thus very small.
 Reversal of the direction of rotation is easily done here. Just exchange the sequence of
the two phases wire out of R,Y,B and the direction of rotation shall be reversed.
OPERATION CAUTION
1) Use unearthed oscilloscope.
2) Remove all the links before starting operation.

OBSERVATION TABLE:
Sr.No Stator Voltage Speed(RPM)
CONCLUSION:

EXPERIMENT NO. 5
AIM: To study speed control of Induction Motor by keeping the V/F ratio constant.
APPARATUS:
 3 phase I.M- 5 HP, 230V,1440rpm, 50Hz
 Voltmeter-(0-600)AC
 Oscilloscope CRO
 Connecting links
 Electronic kit
CIRCUIT DIAGRAM:-
THEORY:
In case of 3 phase I.M. the stator circuit produced rotating magnetic flux with speed Ns.
Ns=(120*fs)/P
Where
Ns- Synchronous speed
P- No of stator poles
fs- Stator supply frequency
Due to stator field, emf induced in rotor circuit causes rotor circuit to flow S.C. current
which is given by

T α IrØ cosØr
Where, Ir- Rotor current
T- Toque developed
Ø- Air gap flux/pole
cos Ør- Rotor P.F.
In order to produce emf in rotor the machine ‘Nr’must be different.
So, Slip=(Ns-Nr)/Ns
The speed of rotor related to stator field (NS-Nr) & frequency of rotor emf.
Fr=[(Ns-Nr)Nr]Fs
Flux is kept constant, rotor emf & circuit directly proportional to slip. So when load added
slip increase stator current.
Under DOL starter, functional slip unity so that rotor frequency ‘Fr’ & rotor resistance both are
high. This implies high motor current a low P.F so that starting torque is improved.
However under running condition machine will operate under required ƞ due to R. In
practice machine designed in a compromise between starting torque. Thus starting performance of
I.M. under constant frequency.
It can be seen that result corresponding change in Ns, since under normal operating
condition. The rotor speed & required applied voltage . The speed torque characteristics of I.M.
operating under constant flux & variable frequency as shown in fig. The drive system provide to
achieve constant.
PWM Control scheme:

In this system, the output waveform of 3phase RYB of six element of inverter consist of
sinusoidal modulated. This is illustrated in fig. For carries having pulse inverter output.
a- Folder carrier
b- Double edge modulated R-phase
c- Double edge modulated Y-phase
d- Double edge modulated B-phase
e- Line to line voltage obtained by Vr-Vy
Each edge of carrier wave modulated by (Vr-Vy) variable ɗ where ɗ α sinα to α angular
displacement of modulated edge.
The modulated output waveform achieved by IGBT switching in each phase high frequency
while requiring small drive to high output voltage.

The basic function of PWM is provide compulsory pair of output drive waveform applied
to σ element open & close switching element sequence to produce symmetrical 3phase output.
Soft start & frequency variation:

By giving controlled data input to PWM Ic drive signals made to provide frequency soft
form low value of few irrespective setting speed control potentiometer.
The speed control potential is specially to avoid fault speed variation. The output
monitoring to generate the output frequency & hence motor speed varied by rough ratio 5:1.
Miscellaneous sockets:
These sockets used for changing direction of rotation motor.
D/R forward -Clockwise direction
D/R reverse - Anticlockwise direction
LED ON Panel:
On condition LED indicates circuit over current. The until will not ON unless switch off.
RYB load monitor & monitor input terminal:
The inverter output connection in delta available at points. These sockets may be used for
connection to voltage diverter to observe output on oscilloscope.
PROCEDURE:
 Connect link between D/R for panel
 Connect six links associated with six drives signal.
 Connect short link between S-L socket & connect motor to fix terminal in delta .
 Connect load monitor points R & Y across load voltage divider 1k resistor divider.
 Switch on supply & observe waveform the motor slowly picking speed little slip.
 Keep speed helipot max clockwise observer the motor speed by tachometer theoretical
speed & slip.
 Vary speed heliport clockwise. This will reduce the drive signal to supply frequency
measure motor speed by tachometer & slip.
 Repeat last six points.
 Switch off unit change link between D/R & reverse.
 Switch on supply & observe direction of rotation of motor & repeat the steps above.
 (a)Connect the oscilloscope in “UNEARTHING OSC. SOCKET”.
 (b)Connect A link between “DIR” & “CW” on the panel.
 Connect the two oblong lamps in series between the S-L socket using the dummy black
binding post “D” above them.
 Speed helipot should to be minimum start & then turn clockwise.
 Repeat (a) & (b)
 Connect a shorting link between S-L sockets.
 Connect the motor between the “push-fix” terminals in delta.

 Connect the load monitor points R & Y across the load voltage divider and oscilloscope
across 1K resistance of the divider.
 Switch ON and observe the waveforms. See the motor slowly picking up the speed to reach
the synchronous speed with little slip.
 Keep the SPEED helipot maximum clockwise. Observe the drive signal supply frequency
on the oscilloscope. Measure the motor speed by the tachometer. Calculate the theoretical
speed and the percentage slip
 Vary the SPEED helipot counter clockwise. This will reduce the drive signal supply
frequency. At various points note the frequency on the oscilloscope and motor speed by
Tachometer and calculate percentage slip.
 Repeat this at least six points till the minimum speed is reached.
 Switch of the unit. Change the link between “DIR” & “CW” to between DIR and CCW.
 Switch ON. Observe change in the direction of rotation of the motor; and repeat the
observations.
OBSERVATION TABLE:
Sr.No. Voltage Speed of motor Time required to complete 1

input cycle of V
1
2
3
CALCULATIONS:

RESULT TABLE:
Sr. No. Voltage Speed Frequency V/F ratio
(volts) (RPM) (Hz)
CONCLUSION:

EXPERIMENT NO. 6
CLOSED LOOP CONTROL OF CHOPPER FED D.C MOTOR
AIM:- To perform closed loop speed control of chopper fed separately excited DC motor.
APPARATUS:- Closed loop Speed control Kit, Motor- Tachometer Generator set. Dc Shunt
Motor of 0.5HP, 180V, 2.5A, 1500rpm, Tachogenerator 0.0002V/RPM, 1500RPM
CIRCUIT DIAGRAM:-
SIMPLIFIED CONTROL SCHEME
MF1
M MOTORING MOSFET
ISOLATION
G1
Vref
G2 C2 AND DRIVE
CIRCUIT MOSFET
O/P
C1- MOTOOR/REGENERATIVE
R COMPARATOR
C2- MOTOR COMPARATOR
C3- REGENERATOR COMPARATOR
M- MOTORING ACTION MF2

R-REGENERATIVE ACTION
REGENERATION
MOSFET
R
ISOLATION
C1 INVERTER C3 AND DRIVE
CIRCUIT
O/P MOSFET
M I/P
CURRENT
FEEDBACK
MOTOR DC SHUNT MOTOR,
VOLTAGE TACHOGENERATOR 0.5HP, 180V, 2.5A,
FEEDBACK 0.0002V/RPM, 1500rpm
1500RPM
INTRODUCTION:
This unit is an exp D.C to D.C chopper circuit for speed control of a separately excited or
permanent magnet type of 0.5 HP D.C shunt motor. It accepts 230 V A.C mains input for
conversion into unregulated D.C output which serves as D.C input to chopper. Power MOSFETs
are used as switching elements in chopper which provides 2 quadrant operations with facility for
electrical braking of motor.
THEOROTICAL BACKGROUND:
Efficient speed control of D.C motors operating from D.C supplies is today accomplished
with switching characteristic circuits formed using forced commutation thyristors or bipolar
transistors. Battery operated systems rated at hundreds of amperes are in common use in truck &
electrical vehicle controllers. In this type of application power MOSFETs offer some advantages
like very high gain, very rugged performance & very fast switching speed. MOSFET is a voltage
driven device. Gate is isolated electrically from the source by a layer of SiO2 order of n amperes.

Thus making the D.C gain in the conventional sense used for a bipolar transistor tending to almost
∞.
In the motoring mode of operation, MOSFET is switched on & off at an appropriate

repetition rate & provides control of the average voltage applied to motor. In fig. 2 & 3 HEXFET
is off, but its integral reverse body drain diodes act as the conventional freewheeling rectifier &
carrier freewheeling motor current during the period when HEXFET 1 is off.
In order for motor to regenerate, it is necessary for it to have either a shunt or separately
excited field. Series connected field is not feasible unless the connections to it are reversed for
regenerative mode of operation which is not practically convenient.
DESCRIPTION OF CONTROL SCHEME:
Simplified functional diagram of the control scheme is shown in fig. 4. Control system has
an outer voltage feedback loop which compares the motor voltage with a reference voltage
obtained from speed setting pot (10 turn) & processes the resulting error signal to keep the motor
voltage essentially equal to reference value.
As inner control loop regulates the current level required to satisfy the load on motor. The
current control loop also determines the characteristic switching frequency by regulating peak to
peak ripple current between present upper & lower limits.
Current control loop also provides instantaneous limiting of peak HEXFET & motor
currents. This is accomplished simply by setting max limit on the current reference signal &
clamping it to this level.
The reference voltage is compared to voltage across the motor & the error signal is
amplified through voltage error amplifier. The output of amplifier is the current reference signal.
Voltage error signal is also fed into the motor regenerate comparator.
When reference current is –ve, the control circuit is demanding regenerative current. The
output of motor regenerate logic comparator is –ve. The regenerative signal has logic 1 value,
while motor signal has logic 0. Switches B & C are closed while A & D are open.
The motor regenerate logic comparator has a built in hysteresis to prevent unwanted
bouncing back & forth between regeneration & motoring modes of operation at low current levels.
Consider motoring mode operation. The +ve current reference signal is compared with a
signal representing the actual motor current. The difference is amplified through current error
amplifier. Output of this amplifier is fed through switch A which is closed to the motor
comparator.
Also note that in this mode switch D is closed, applying a steady –ve input to regenerate
comparator & shutting off the gate drive signal to the regenerative HEXFET.
In regeneration mode switches B & C are closed. A continuous +ve signal is applied to
input of motor comparator, shutting off the drive to motoring HEXFET. The regenerative
HEXFET is now switched ON. Whenever the regenerative current from motor falls from a present
value below the reference value & off whenever the motor current rises to present amount above
the reference value.

OPERATING CAUTIONS:
1. Use unearthed oscilloscope. Always use the unearthing oscilloscope socket for
oscilloscope.
2. Remove all links before starting operation.
3. Use double beam oscilloscope for observing 2 waveforms simultaneously only when they
have 1 end in common in turn connected to oscilloscope.
4. Before putting short links of the motor & generator sockets, make sure that both the motor
& generator signals are not present simultaneously as this results in short circuit & hence in
destruction of MOSFETs.
5. Speed control of pot is a 10 turn helipot.
6. Reference socket on the circuit board should not be used while observing any of the load
waveforms. It is for seeing drive signals only.
7. Chopper power circuit will not work unless the S-L Red-Black sockets are shorted through
series lamp as directly.
OPERATION ON MOTOR LOAD:

1. Turn speed helipot fully anticlockwise.
2. Connect a small shorting link between S-L sockets.
3. Connect motor armature between A-AA binding ports.
4. Connect tachogenerator output between T-TT binding ports. Take care to see that +ve
terminal of tacho output is connected to T. Connect a voltmeter.
5. D.C motor may be of permanent magnet type, in which case there is no question of field.
But if motor is of electromagnetic type, connect field terminals to binding parts DC & DC.
6. Connect A-AA binding parts to voltage divider H & L sockets by long shorting leads &
then the CRO to red & black sockets.
7. Put main switch ON. Motor will be stationary but waveform across armature may shortly
start showing some signs of chopping.
8. Slowly advance speed helipot. Signs of chopping will become more & more predominant
& at a point will start rotating. Confirm that tacho voltmeter shows +ve to T. As helipot is
further advanced chopping frequency will increase along with speed & soon max speed
will be reached.
9. Calculate max & min usable motor speed as controlled by helipot by noting voltmeter
readings & sensitivity of tachogenerator.
OBSERVATION TABLE:
Sr. TON (ms) TOFF (ms) Armature Tacho Speed f=1/TON+TOFF
No. voltage voltage
1
2
3

CALCULATIONS:
CONCLUSION:
QUESTIONS:
1. Explain motoring & regenerative action performed by MOSFET chopper
in this case.
2. Explain 2 quadrant operation in I & IV quadrants. It can operate either in
motoring or braking mode.


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Power Electronics Controlled Drives BE Electrical

 D.C shunt motor ( 5H.P,230V, 19A, 1440 RPM)

DYNAMIC BRAKING OF DC SHUNT MOTOR

PES Modern college of engineering

Sr.No Braking resistance Time required to stop motor (sec)

PES Modern college of engineering

 D.C Shunt motor [ 5 H.P, 230V, 19A, 1440 rpm]

PES Modern college of engineering

 Make connections as shown in fig.

Sr.No Braking Resistance Time required to run the motor in

PES Modern college of engineering

PES Modern college of engineering

 Make connections as per circuit diagram.

PES Modern college of engineering

 Note the time required to stop the motor.

Sr. I/P vtg Time required to Direction pf rotation

PES Modern college of engineering

 3-phase induction motor [ 0.5H.P, 415V, 0.75A, 1440RPM]

SOLID STATE CONTROL OF STATOR VOLTAGE OF 3 PH INDUCTION MOTOR

3PH, 0.5 HP, 415V,0.75

PES Modern college of engineering

A.C. POWER CONTROL

PES Modern college of engineering

 Connect short links as follows:

2) Remove all the links before starting operation.

PES Modern college of engineering

Sr.No Stator Voltage Speed(RPM)

PES Modern college of engineering

Ns- Synchronous speed

fs- Stator supply frequency

PES Modern college of engineering

Where, Ir- Rotor current

Ø- Air gap flux/pole

cos Ør- Rotor P.F.

In order to produce emf in rotor the machine ‘Nr’must be different.

PWM Control scheme:

b- Double edge modulated R-phase

c- Double edge modulated Y-phase

d- Double edge modulated B-phase

e- Line to line voltage obtained by Vr-Vy

PES Modern college of engineering

Soft start & frequency variation:

PES Modern college of engineering

Sr.No. Voltage Speed of motor Time required to complete 1

PES Modern college of engineering

PES Modern college of engineering

M- MOTORING ACTION MF2

PES Modern college of engineering

In the motoring mode of operation, MOSFET is switched on & off at an appropriate

DESCRIPTION OF CONTROL SCHEME:

PES Modern college of engineering

OPERATION ON MOTOR LOAD:

PES Modern college of engineering

PES Modern college of engineering

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