Sachu 111
Sachu 111
Sachu 111
SALITER, AHEMDABAD
AHMEDABAD
A PROJECT REPORT ON
By
Submitted to
Gujarat Technological University
In Partial Fulfillment of the Requirements for
The Degree of Bachelor of Engineering in
Electrical Engineering
2018-19
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DC MOTOR SPEED CONTROL BY USING CHOPPERS 2018
CERTIFICATE
SALITER, AHMEDABAD
Department of Electrical Engineering
2018 - 2019
Date:
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AKNOWLEDGEMENT
Any accomplishment requires the efforts of many people & this work is no different. It
is a privilege for us to have been associated with PROF. PRAKASH PRAJAPATI our guide,
during this project work. We have been greatly benefited by their valuable suggestions &
ideas. It is with great pleasure that we express our deep sense of gratitude to them for their
valuable guidance, constant encouragement & patience throughout this work. We express our
gratitude to PROF.MEGHA PANICKER, Head of department of Electrical & our respected
principal PROF.VASHANI SIR for his constant encouragement, co-operation and support.
We take this opportunity to thank all our classmates for their company during the course work
& for useful discussion we had with them. I would be failing in our duties if we don’t make a
mention of our parents & family, whose patience and support was instrumental in
accomplishing this work.
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ABSTRACT
The speed of separately excited DC motor can be controlled from below and up to rated speed
using chopper as a converter. The chopper firing circuit receives signal from controller and
then chopper gives variable voltage to the armature of the motor for achieving desired speed.
There are two control loops, one for controlling current and another for speed. The controller
used is Proportional-Integral type which removes the delay and provides fast control.
Modeling of separately excited DC motor is done. The complete layout of DC drive
mechanism is obtained. The designing of current and speed controller is carried out. The
optimization of speed controller is done using modulus hugging approach, in order to get
stable and fast control of DC motor. After obtaining the complete model of DC drive system,
the model is simulated using MATLAB(SIMULINK).The simulation of DC motor drive is
done and analyzed under varying speed and varying load torque conditions like rated speed
and load torque, half the rated load torque and speed, step speed and load torque and stair case
load torque and speed.
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LIST OF FIGURES
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TRANSISTOR
PI - PROPORTIONAL-INTEGRAL
PID - PROPORTIONAL-INTEGRAL-DERIVATIVE
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CONTENTS
1 AKNOWLEDGEMENT iii
2 ABSTRACT iv
3 LIST OF FIGURES v
4 ABBREVIATION & ACRONYMS vi
CHEPTER: 1 INTRODUCTION 1
CHEPTER: 2 CHOPPERS 4
2.1 Dc Choppers 5
2.2 Principles Of Operation 6
2.3 Control Strategies 7
2.3.1 Time Ratio Control 7
2.3.2 Current Limit Control 7
2.4 Gate Turn-On Thyristor 8
2.4.1 Device Description 8
2.4.2 Comparison Of GTO &Thyristor 10
CHEPTER: 8 CONCLUSIONS 49
8.1 Discussions 50
8.2 Future Scoop 50
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PLAGIARISM REPORT 56
REFERNCE AND BIBLOGRAPHY 57
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CHAPTER – 1
InTRoduCTIon
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INTRODUCTION:
An Electrical Drive Consists Of Electric Motors, Its Power Controller And Energy
Transmitting Shaft. In Modern Electric Drive System Power Electronic Converters Are Used
As Power Controller. Electric Drives Are Mainly Of Two Types: Dc Drives And Ac Drives.
The Two Types Differ From Each Other In That The Power Supply In Dc Drives Is Provided
By Dc Motor And Power Supply In Ac Drives Is Provided By Ac Motor.
Dc Motors Are Used Extensively In Adjustable Speed Drives And Position Control
System. The Speed Of Dc Motors Can Be Adjusted Above Or Below Rated Speed. Their
Speed Above Rated Speed Are Controlled By Field Flux
For Controlling The Speed And Current Of Dc Motor, Speed And Current Controllers
Are Used. The Main Work Of Controller Is To Minimize The Error And The Error Is
Calculated By Comparing Output Value With The Set Point. This Thesis Mainly Deals With
Controlling Dc Motor Speed Using Chopper As Power Converter And Pi As Speed And
Current Controller.
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By varying field flux should to achieve speed above the rated speed.
Traditionally armature voltage using Rheostatic method for low power dc motors.
Single phase uniform PWM ac-dc buck-boost converter with only one switching
device used for armature voltage control.
5 Large experiences have been gained in designing trajectory controllers based on self tuning
and PI control. The PI based speed control has many advantages like fast control, low cost
and simplified structure. This thesis mainly deals with controlling DC motor speed using
Chopper as power converter and PI as speed and current controller.
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CHAPTER – 2
dC CHoPPERS
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DC CHOPPER
A chopper is a static power electronic device that converts fixed dc input voltage to a zzvariable dc output
identical manner. As chopper involves one stage conversion, these are more efficient [2].
Choppers are now being used all over the world for rapid transit systems. These are also used in trolley
cars, marine hoist, forklift trucks and mine haulers. The future electric automobiles are likely to use
choppers for their speed control and braking. Chopper systems offer smooth control, high efficiency, faster
The power semiconductor devices used for a chopper circuit can be force commutated thyristor, power
BJT, MOSFET and IGBT.GTO based chopper are also used. These devices are generally represented by a
switch. When the switch is off, no current can flow. Current flows through the load when switch is “on”.
The power semiconductor devices have on- state voltage drop of 0.5V to 2.5V across them. For the sake of
simplicity, this voltage drop across these devices is generally neglected [2].
ratio. Like a transformer, a chopper can be used to step down or step up the fixed dc input voltage [2].
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A chopper is a high speed “on" or “off” semiconductor switch. It connects source to load
and load and disconnect the load from source at a fast speed. In this manner, a chopped
load voltage as shown in Fig. is obtained from a constant dc supply of magnitude Vs. For
the sake of highlighting the principle of chopper operation, the circuitry used for
controlling the on, off periods is not shown. During the period Ton, chopper is on and load
voltage is equal to source voltage Vs. During the period Toff, chopper is off, load voltage is
zero. In this manner, a chopped dc voltage is produced at the load terminals [2].
= (Ton/T)*Vs
=αVs
Ton=on-time.
Toff=off-time.
α=Ton/Toff.
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Vo = f* Ton* Vs
f=1/T=chopping
frequency.
CONTROL STRATEGIES
The average value of output voltage Vo can be controlled through duty cycle by opening and closing
the semiconductor switch periodically. The various control strategies for varying duty cycle are as
following:
In this control scheme, time ratio Ton/T(duty ratio) is varied. This is realized by two
different ways called Constant Frequency System and Variable Frequency System as described
below:
In this scheme, on-time is varied but chopping frequency f is kept constant. Variation of Ton
means adjustment of pulse width, as such this scheme is also called pulse-width-modulation
scheme.
In this technique, the chopping frequency f is varied and either (i) on-time Ton is kept constant or
(ii) off-time Toff is kept constant. This method of controlling duty ratio is also called Freq.
modulation scheme.
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current. The two set values are maximum load current and minimum load current.
When the load current reaches the upper limit, chopper is switched off. When the load current falls below
lower limit, the chopper is switched on. Switching frequency of chopper can be controlled by setting
Current limit control involves feedback loop, the trigger circuit for the chopper is therefore more
complex.PWM technique is the commonly chosen control strategy for the power control in chopper
circuit.
Thyristor but with some added features . A GTO can easily be turned off by a negative gate pulse of
appropriate amplitude. Thus, a GTO is a pn-pn device that can be turned on by a positive gate current and
turned off by a negative gate current at the gate cathode terminals. Self –turn off capability of GTO makes
Thyristors can only be turned ON and but cannot be turned OFF. Thyristors are switched ON by a
gate signal, but even after the gate signal is removed, the thyristor remains in the ON-state until any turn-
off condition occurs, which can be the application of a reverse voltage to the terminals, or when the
forward current flowing through goes below a certain threshold value known as the ‘Holding current ‘. A
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The GTO can be turned-on by a gate signal, and can be turned-off by a gate signal of negative polarity.
Turn on is accomplished by a positive current pulse between the gate and the cathode terminals. As the
gate-cathode behaves like PN junction there will be some relatively small voltage drop between the
terminals. The turn on process in GTO is however, not as reliable as an SCR and small positive gate
Turn off is achieved by a negative voltage pulse between the gate and cathode terminals. Some of the
forward current (approx one-third to one-fifth) is stolen and used to induce a cathode-gate voltage which in
turn induces the forward current to fall and the GTO switch off.
GTO thyristors suffer from long switch off times, whereby after the forward current falls,
there is a long tail time where residual current continues to flow until all remaining charge
from the device is taken away. This restricts the maximum switching frequency to approx
1 kHz. It should be noted that the turn off time of a comparable SCR is ten times that of a
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(iv) Its reverse-voltage blocking capacity is less than its forward-voltage blocking
In spite of all these demerits, GTO has the following advantages over an SCR:
(v) GTO unit has higher efficiency because an increase in gate drive power loss and
commutation.
(vi) GTO has reduced acoustical and electromagnetic noise due to elimination of
commutation chokes.
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CHAPTER – 3
SEPARATEly ExCITEd
dC moToR
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• The field windings of the dc motor are used to excite the field flux.
• The rotor torque is produced by interaction of field flux and armature current.
current of ia flows in the circuit, the motor develops a back EMF and a torque to balance
supplied separately. Any change in the armature current has no effect on the field current.
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• From the above derivation important facts can be deduced for steady-state operation of
DC motor.
• For a fixed field current, or flux (If ) the torque demand can be satisfied by varying the
armature current (Ia).
• These observation lead to the application of variable DC voltage for controlling the speed
• Family of steady state torque speed curves for a range of armature voltage can be drawn
as above.
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• The speed of DC motor can simply be set by applying the correct voltage.
• The speed variation from no load to full load (rated) can be quite small. It depends on the
armature resistance.
Figure 5: Torque Vs Speed And Power Vs Speed Characteristic Of Separately Excited DC Motor
– The speed which correspond to the rated Va, rated Ia and rated If.
– Ia and If are maintained constant to met torque demand. Va is varied to control the speed.
– Va is maintained at the rated value and If is reduced to increase speed. However, the power
developed by the motor (= torque x speed) remains constant. This phenomenon is known as
Field weakening.
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CHAPTER – 4
modElInG oF dC moToR FoR
dRIVE SySTEm
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BASIC IDEA
The basic principle behind DC motor speed control is that the output speed of DC motor can
be varied by controlling armature voltage for speed below and up to rated speed keeping field
voltage constant. The output speed is compared with the reference speed and error signal is fed
to speed controller. Controller output will vary whenever there is a difference in the reference
speed and the speed feedback. The output of the speed controller is the control voltage Ec that
controls the operation duty cycle of (here the converter used is a Chopper) converter. The
converter output give the required Va required to bring motor back to the desired speed. The
Reference speed is provided through a potential divider because the voltage from potential
divider is linearly related to the speed of the DC motor. The output speed of motor is measured
by Tacho-generator and since Tacho voltage will not be perfectly dc and will have some ripple.
So, we require a filter with a gain to bring Tacho output back to controller level [1].
The basic block diagram for DC motor speed control is show below:
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Where:
1. TL is load torque in Nm.
2. Td is the torque developed in Nm.
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yield: B=0
Taking field flux as Φ and (Back EMF Constant) Kv as K. Equation for back emf of motor will
be:
Eg = K Φ ω --------- (ii)
From motor’s basic armature equation, after taking Laplace Transform on both sides, we will
get:
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After simplifying the above motor model, the overall transfer function will be as given below:
[1]
. Then the above transfer function can be written as below:
Let us assume that during starting of motor, load torque TL = 0 and applying full voltage Va
Also assuming negligible armature inductance, the basic armature equation can be written
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Va=KΦω(t)+(Jdω/dt)Ra/ KΦ
Va/KΦ=ω(t)+JRa(dω/dt)/(KΦ)² ------------------------(vii)
Tm=JRa/(KΦ)²=JRa/(Km)²
From motor torque equation, we have: ω(s) = KmIa(s)/JS - TL/JS -------- (ix)
since, the armature time constant Ta t is much less than the electromechanical time constant
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The largest time constant will play main role in delaying the system when the transfer function
is in time constant form. To compensate that delay due to largest time constant we can use PI
controller as speed controller. It is because the zero of the PI controller can be chosen in such a
way that this large delay can be cancelled. In Control system term a time delay generally
corresponds to a lag and zero means a lead, so the PI controller will try to compensate the
Tm and Ta are the time constants of the above system transfer function which will determine
the response of the system. Hence the dc motor can be replaced by the transfer function
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CHAPTER – 5
ConTRollER dESIGn
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CONTROLLER FUNDAMENTALS :
The controller used in a closed loop provides a very easy and common technique of keeping
motor speed at any desired set-point speed under changing load conditions. This controller can also
be used to keep the speed at the set-point value when, the set-point is ramping up or down at a
defined rate. The essential addition required for this condition to the previous system is a means for
In this closed loop speed controller, a voltage signal obtained from a Tacho-generator attached to
the rotor which is proportional to the motor speed is fed back to the input where signal is subtracted
from the set-point speed to produce an error signal. This error signal is then fed to work out what the
magnitude of controller output will be to make the motor run at the desired set-point speed. For
example, if the error speed is negative, this means the motor is running slow so that the controller
The control action can be imagined at first sight as something simple like if the error speed is
negative, then multiply it by some scale factor generally known as gain and set the output drive to the
desired level. But this approach is only partially successful due to the following reason: if the motor
is at the set-point speed under no load there is no error speed so the motor free runs. If a load is
applied, the motor slows down and a positive error speed is observed. Then the output increases by a
proportional amount to try and restore the desired speed. However, when the motor speed recovers,
the error reduces drastically and so does the drive level. The result is that the motor speed will
stabilize at a speed below the set-point speed at which the load is balanced by the product of error
speed and the gain. This basic technique discussed above is known as "proportional control" and it
has limited use as it can never force the motor to run exactly at the set-point speed.
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From the above discussion an improvement is required for the correction to the output which will
keep on adding or subtracting a small amount to the output until the motor reaches the set- point. This
effect can be done by keeping a running total of the error speed observed for instant at regular interval
(say 25ms) and multiplying this by another gain before adding the result to the proportional correction
found earlier. This approach is basically based on what is effectively the integration of the error in
speed.
Till now we have two mechanisms working simultaneously trying to correct the motor speed
which constitutes a PI (proportional-integral) controller. The proportional term does the job of fast-
acting correction which will produce a change in the output as quickly as the error arises. The integral
action takes a finite time to act but has the capability to make the steady-state speed error zero.
A further refinement uses the rate of change of error speed to apply an additional correction to the
output drive. This is known as Derivative approach. It can be used to give a very fast response to
sudden changes in motor speed. In simple PID controllers it becomes difficult to generate a derivative
term in the output that has any significant effect on motor speed. It can be deployed to reduce the rapid
speed oscillation caused by high proportional gain. However, in many controllers, it is not used. The
derivative action causes the noise (random error) in the main signal to be amplified and reflected in the
controller output. Hence the most suitable controller for speed control is PI type controller.
When the machine is made to run from zero speed to a high speed then motor has to go to
specified speed. But due to electromechanical time constant motor will take some time to speed up. But
the speed controller used for controlling speed acts very fast. Speed feedback is zero initially. So this
will result in full controller output Ec and hence converter will give maximum
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voltage. So a very large current flow at starting time because back Emf is zero at that time which
sometime exceeds the motor maximum current limit and can damage the motor windings. Hence
there is a need to control current in motor armature. To solve the above problem we can employ a
current controller which will take care of motor rated current limit. The applied voltage Va will
now not dependent on the speed error only but also on the current error. We should ensure that Va
is applied in such a way that machine during positive and negative torque, does not draw more
than the rated current. So, an inner current loop hence current controller is required.
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We need to design current controller for the extreme condition when back emf is zero that is
during starting period because at that time large current flows through the machine.
Ia(s)(f)/Ia(s)ref={[Kc(1+TcS)/TcS](Kt)[(1/Ra)/(1+STa)}/{1+[Kc(1+TcS)/TcS]Kt[(1/Ra)/(1+STa)][K2/(1+T2S)]}-----
(xii)
Here, Tc (Current Controller Parameter) can be varied as when required. Tc should be chosen
such that it cancels the largest time constant in the transfer function in order to reduce order of
the system [1]. Now, the response will be much faster. So, let us assume
Tc = Ta
Let, Ko = (KcKt/TaRa)
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Ia(S) (f)/ Ia(S) (ref) = {(Ko/T2) (1+T2S)}/ [S²+S/T2 + KoK2/T2] ------ (xv)
Characteristic Equation:-
S²+(S/T2)+(KoK2/T2)≈S²+2єω+ω²
here, ω = √ (KoK2)/T2
Since, it is a second order system. So, to get a proper response є should be 0.707 [4] [6].
Kc = (RaTa)/ (2KtK2T2)
Here,
Now, from equation-(xiv): Ia(S) (f)/ Ia(S) (ref) = {(1/K2) (1+T2S)}/ [2S²T2²+2ST2 + 1] --- (xvi)
We can see that the zero in the above equation may result in an overshoot. Therefore, we will
use a time lag filter to cancel its effect. The current loop time constant is much higher than
filter time constant. Hence a small delay will not affect much
Hence,
Ia(S) (f) / Ia(S) (ref) = (1/K2)/ (2S²T2²2ST2+1)
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ω(s)/ω(s)(ref.)=
(Kn/K2)(Ra/KmTmTn)(1+TnS/(1+2T2S)S²)/{1+(KnRa/K2KmTmTn)(1+TnS/(1+2T2S)S²)(K1/(1
Here, we have the option to Tn such that it cancels the largest time constant of the
Tn = 2T2
ω(s)/ω(s)(ref.)=(KnRa/K2KmTmTn)(1+T1S)/{K2KmTnS2(1+T1S)+KnRaK1}
The damping constant is zero in above transfer function because of absence of S term, which
results in oscillatory and unstable system. To optimize this we must get transfer function
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TransferFunction :
If the variable to be controlled rapidly reaches the desired value then dynamic performance of
the control system is considered as good. For any frequency variation within bandwidth of the
input variable, the output should follow the input variable instantaneously for achieving unity
gain.
The process of making output close to input variable so as to obtain unity gain for wide
ω (s)/ ωs (ref.) = {(KnRa)(1 + TnS) (1 + T1S)}/{ S²TmTnK2Km(1 + 2S) (1 + T1S) + (KnRaK1)(1 + TnS)} Here, (1+2S)
Here, T1 and are smaller time constants. So their product can be approximated to zero. So, 1+ S (2 +T1)
Then,
The above transfer function is of third order. The terms (1 + TnS) and (1 + T1S) in the
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G (jω) = (bo + jωb1) / [ao + jωa1 + (jω) ²a2 + (jω) ³ a3] [1]
Now, Modulus hugging principle, lG(jω)l= 1; for that coefficients of ω² and ω⁴are made equal
to zero.
We need to use filters on the ω(s) (ref) side to cancel (1 + TnS) (1 + T1S) term:
(KoK1Tn)2 =2*KoK1*TmTn
koK1Tn = 2Tm
Tm = KoK1Tn/2 -------
2*TmTnn
Tm=2KoK1
TnKoK1/2=2*KoK1
Tn=4
(xxi):
Tm = 2 KoK1 = 2 (KnRa/K2Km) K1
Now, putting the values of Kn and Km in the main transfer function, we get:
ω(s)(f)/{ω(s)(ref)=1/(K1+4K1+8s2K1+8s3K1)
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CHAPTER – 6
PRoblEm STATEmEnT
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A separately excited DC motor with name plate ratings of 320KW, 440V (DC), 55 rad/sec
is used in all simulations. Following parameter values are associated with it.
Also, Kn = TmKmK2/(2K1Ra
Tm = JRa/Km = 85*0.0241/9 = 22.7 ms.
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CHAPTER – 7
mATlAb SImulATIon, RESulTS
And AnAlySIS
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Simulink Model:
Fig14.Simulink Model for Speed Control of Separately Excited DC motor using Chopper Converter (without filter after reference
speed)
Fig15.Simulink Model for Speed Control of Separately Excited DC motor using Chopper Converter (with filter after reference speed)
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Graph1.Speed Response at reference speed same as rated speed and full Load (without Filter):
Graph2.Error in Speed Response at reference speed same as rated speed and full Load (without Filter):
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Graph3.Speed Response at reference speed same as rated speed and full Load (with Filter):
Graph4.Error in Speed Response at reference speed same as rated speed and full Load (with Filter):
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Analysis for Graph1to5: From above simulation results, it is clear that the SIMULINK
model without filter ( Graph 1&2) after reference speed gives larger overshoot in speed before
settling to steady state and faster response than the model using filter (Graph 3&4) after
reference speed. The error in later starts from zero because reference takes time to reach
desired value (shown in graph5) due to introduction of filter.
Graph6.Speed Response at reference speed half the rated speed and full Load:
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Graph7.Error in Speed Response at reference speed half the rated speed and full Load:
Graph8.Speed Response at reference speed same as rated speed and half of full Load :
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Graph9.Error in Speed Response at reference speed same as rated speed and half of full Load:
Graph10.Speed Response at reference speed of half the rated speed and half of full Load:
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Graph11.Error in Speed Response at reference speed of half the rated speed and half of full Load:
Graph12.Speed Response at reference speed same as rated speed and step torque Load:
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Graph13.Error in Speed Response at reference speed same as rated speed and step torque Load:
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Graph15.Error in Speed Response at step reference speed and constant torque Load:
Graph16.Speed Response at stair case type reference speed and constant torque Load:
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Graph17.Error in Speed Response at stair case type reference speed and constant torque Load:
Graph18.Speed Response at reference speed same as rated speed and stair case type torque Load:
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Graph19.Error in Speed Response at reference speed same as rated speed and stair case type torque Load:
Graph20.Speed Response at stair case type reference speed and stair case type torque Load:
Analysis for Graph 6 to 20: When the load is constant the speed response is smooth after
attaining steady state. But when the load is varying, speed response have ripples due to time
delay in achieving desired speed. When load is constant and reference speed is varying then
speed response is shifting accordingly with a time delay. When R Reference
eference speed and load is
varying then in speed response, speed is adjusting as well as there is some ripple due to delay
in achieving current reference speed.
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CHAPTER – 8
ConCluSIon
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DISCUSSIONS:
The speed of a dc motor has been successfully controlled by using Chopper as a converter
and Proportional-Integral type Speed and Current controller based on closed loop system
model. Initially a simplified closed loop model for speed control of DC motor is considered
done. After that a complete layout of DC drive system is obtained. Then designing of current
and speed controller is done. The optimization of speed control loop is achieved through
parameters are found out from derived design approach. Ultimately simulation is done for
model with and without filter used after reference speed and a comparative study is done on
response of both cases. The simulation results under varying reference speed and varying
load are also studied and analyzed. The model shows good results under all conditions
FUTURE SCOPE:
MATLAB simulation for speed control of separately excited DC motor has been done
applied in this thesis. This technique can be extended to other types of motors. In this
thesis, we have done speed control for rated and below rated speed. So the control for
above the rated speed can be achieved by controlling field flux. The problem of overshoot
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PPR 1
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PPR 2
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PPR 3
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PPR 4
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PLAGERISM REPORT
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driving system used for wheeled mobile robot, Proceedings of world Academy of
Science, Engineering and Technology Vol. 26, 2007.
[24] MATLAB and SIMULINK Version 2009a, the Mathsworks Inc, USA.
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