INTRODUCTION

AC DRIVE
ADVANTAGES
ADVANTAGES OF AC DRIVES WITH INDUCTION MOTOR
SPEED UPTO 10,000 RPM ATTAINABLE ELIMINATING GEARS
FREE CHOICE OF PROTECTION CLASS INCLUDING EXPLOSION
THE CONSTRUCTION OF MOTOR , SIMPLE & RUGGED
LITTLE /NO MAINTENANCE. THEREFORE WHERE ACCESS FOR
MAINTENANCE IS POOR
HIGH AVAILABILITY
COMPACT SIZE
HIGH EFFICIENCY OF THE SYSTEM
HIGHER POWER TO WEIGHT RATIO
AC DRIVE
CHARACTERISTICS
SPEED TORQUE CHARACTERISTICS OF A 3PHASE SQUIRREL CAGE
STANDARD INDUCTION MOTOR & WITH HIGH ROTOR RESISTANCE :
TORQUE
STARTING
TORQUE
300
200
100
1.0 0.8 0.6 0.4 0.2
PULL-OUT TORQUE
S T D. MOTOR
WITH HIGH ROTOR RESIST
SLIP
AC DRIVE
CHARACTERISTICS
NORMALISED TORQUE SPEED CHARACTERISTICS OF NEEMA
A , B , C , & D DESIGN INDUCTION MOTORS :-
0
50
100
200
250
300
150
NEMA D
NEMA C
NEMA A
NEMA B
20 40 60 80 100
PERCENT SYNCHRONOUS SPEED
AC DRIVE
EFFECT OF LOWERING STATOR VOLTAGE
TORQUE
SPEED
Tpo1
Tpo2
Tst1
Tst2
A
B V2
Ns
V1
2
1
3
CONTD.
AC DRIVE
DRIVE CONCEPT
DRIVE CONCEPT
DC DRIVE
AC DRIVE
AC MOTOR BASICS
V/F CONCEPT
VOLTAGE FED INVERTERS
(VFI)
CURRENT FED INVERTERS
(CSI)
QUASI SQUARE WAVEFORM(PAM)
SINE PWM

BIPOLAR TRANSISTOR (BJT)
SINE PWM (DIGITAL)
(IGBT)
VECTOR CONTROL DIGITAL DRIVES
(PWM,IGBT)
AC DRIVE
AC MOTOR BASICS
SPEED EQUATION :
SYNCHRONOUS SPEED (Ns) = (120 * f) / P WHERE,

f IS FREQUENCY
p IS NO OF POLES.

SLIP (S) = (Ns - N) / Ns WHERE,

N IS ROTOR SPEED.
THEREFORE, ACTUAL SPEED OF SHAFT (N) = Ns * (1 - S)
AC DRIVE
AC MOTOR BASICS
TORQUE EQUATION:
TORQUE (T) Is * O WHERE ,


Is IS STATOR CURRENT,

O IS AIR GAP FLUX.
AC DRIVE
AC MOTOR BASICS
SPEED TORQUE CHARACTERISTICS :
N Ns
SPEED
PULL OUT TORQUE
STARTING TORQUE
RATED TORQUE
TORQUE
AC DRIVE
WHY ALL AC DRIVES ARE CALLED V/F DRIVES ?
-- FOR ANY DRIVE RATED TORQUE HAS TO BE DELIVERED BY MOTOR AT
SET SPEED
-- TO CHANGE THE SPEED OF AC MOTOR STATOR FREQUENCY IS TO BE
CHANGED
-- SINCE TORQUE DELIVERED BY MOTOR IS PROPORTIONAL TO
STATOR CURRENT * FLUX ,
IT IS ESSENTIAL THAT MOTOR FLUX IS TO BE MAINTAINED CONSTANT.
THIS MEANS AT ANY SPEED , MOTOR CAN DELIVER TORQUE (MAX UPTO
RATED TORQUE) DEMANDED BY LOAD & IS ROUGHLY PROPROTIONAL
TO STATOR CURRENT --

TORQUE Ia * flux
CONSTANT
VARIES WITH LOAD
AC MOTOR BASICS
AC DRIVE
-- MOTOR FLUX :
EQUIVALENT CIRCUIT OF AC MOTOR
L1 R1 L2
R2
R2/S
Lm
Im E
I1
I2
V
L1 - STATOR INDUCTANCE,
R1 - STATOR RESISTANCE,
L2 - ROTOR RESISTANCE REFLECTED ON STATOR SIDE
R2 - ROTOR RESISTANCE, E - BACK EMF, V - SUPPLY VOLTAGE
R2/S - ROTOR RESISTANCE REFLECTED ON STATOR SIDE (INDICATES LOAD)
Lm - MAGNETIC CIRCUIT INDUCTANCE.
AC MOTOR BASICS
AC DRIVE
- - EMF GENERATED IS PROPORTIONAL TO RATE AT WHICH CONDUCTORS
CUTS THE FLUX
EMF RATE OF CHANGE OF FLUX
O V * T O V/F
V dO / dt

O V dt
TO MAINTAIN CONSTANT FLUX IN MOTOR, RATIO OF VOLTAGE TO
FREQUENCY IS ALWAYS MAINTAINED CONSTANT SO THAT MOTOR
CAN DELIVER RATED TORQUE THOUGHOUT THE SPEED RANGE.
AC MOTOR BASICS
AC DRIVE
V/F CHARACTERISTICS
FOR A SET SPEED REFERENCE O/P OF INVERTER (VOLTAGE &
FREQUENCY) WILL DEPEND ON V/F PATTERN i.e. STANDARD MOTOR
V/F = 415V/50Hz.
415V
207V
V
25Hz
50Hz 70Hz
F
CONSTANT TORQUE ZONE
CONSTANT HP (DEFLUXING)
ZONE.
AC DRIVE
PWM INVERTERS
PWM INVERTERS
- TO TAKE CARE OF HIGH HARMONICS & PULSATING TORQUE
AT LOW FREQUENCIES, MAIN DRAWBACKS OF QUASI SQUARE
WAVE FORM, PWM TECHNOLOGY WAS DEVELOPED.

- IN SINE PULSE WIDTH MODULATION EACH CARRIER PULSE WIDTH
IS MODULATED DEPENDING ON ITS ANGULAR POSITION IN SINE
WAVE.

- No OF CARRIER PULSES IN HALF CYCLE VARIES WITH INVERTOR O/P
POWER FREQUENCY SUCH THAT SWITCHING FREQUENCY OF POWER
DEVICES IS IN CERTAIN BAND (1khz FOR BIPOLAR POWER
TRANSISTORS).
AC DRIVE
PWM WAVEFORMS
+ VE HALF CYCLE
CARRIER
FREQUENCY
MODULATED
PULSE
PWM
VOLTAGE
WAVEFORM
V DC
AC DRIVE
CONTD.
- CURRENT THRU INDUCTION CIRCUIT WHICH IS INTEGRATION OF PWM
WAVEFORM IS ALMOST SINUSOIDAL
- WITH HIGHER CARRIER FREQUENCY, CURRENT WAVEFORM TENDS TO
BE NEARER TO SINUSOIDAL, TORQUE CONTROL AT LOW FREQUENCY
IS BETTER & LOWER HARMONICS IN MOTOR
- TO ACHIEVE HIGHER SWITCHING FREQUENCY IGBTs ARE USED:
MODEL POWER DEVICES CARRIER FREQUENCY

JIS SERIES BIPOLAR 1KHs MAX
(ANALOG TRANSISTORS
DRIVES)

YE G3, PC3, IGBTs 15KHS MAX
G5, P5 SERIES
AC DRIVE
AC DRIVE FEATURES:
AC DRIVE FEATURES:

1) SLIP COMPENSATION

2) AUTO RESET

3) SPEED SEARCH

4) POWER RIDE THRU

5) REGENERATIVE BRAKING

6) DYNAMIC BRAKING

7) DC INJ ECTION BRAKING

8) ENERGY SAVING
AC DRIVE
SLIP COMPENSATION
FOR AN INDUCTION MOTOR TORQUE DELIVERED IS PROPORTIONAL
TO SLIP.

WHEN MOTOR DELIVERS RATED TORQUE, ROTOR SPEED IS LESS
THAN SYNC SPEED BY RATED SLIP.

HENCE ACTUAL SPEED OF MOTOR SHAFT IS ALWAYS LESS THAN
SYNC SPEED DEPENDING ON LOAD.

WHEN MOTOR IS DRIVEN BY AN INVERTER, SMALL BIAS IS ADDED TO
SPEED REFERENCE DEPENDING ON MOTOR CURRENT(LOAD) SUCH
THAT ROTOR SPEED IS EQUAL TO SET SPEED.

SLIP COMPENSATION IS NOT REQUIRED WHEN TACHO FEED BACK IS USED.
BECAUSE TACHO F/B GIVES ACTUAL SHAFT SPEED & SPEED LOOP ENSURES
SHAFT SPEED IS EQUAL TO SET SPEED.
AC DRIVE
AUTO RESTART
WHENEVER THERE IS FAULT IN INVERTER, INVERTER TRIPS &
INVERTER IS TO BE MANUALLY RESETTED TRHU PB OR KEYPAD
OF OPERATOR.

THIS CAN BE AVOIDED BY AUTO RESTART FEATURE.

AUTO RESTART IS TO BE INVOKED IN PROGRAMMING MODE.

WHEN AUTO RESTART IS INVOKED, CPU OF CONTROLLER
AUTOMATICALLY RESETS INVERTER & DRIVE RESTARTS AFTER
SET DELAY.

No. OF SUCH RESTARTS IS TO BE SET IN PROGRAMMING MODE
AC DRIVE
CONTD.
HEALTHY
FAULT
O/P FREQ.
DELAY
MOTOR COASTS
AFTER FAULT
SPEED SEARCH
MOTOR SPEED
SET FREQUENCY
RESTART AFTER TIME DELAY
ACCLN AFTER SPEED SEARCH
AC DRIVE
SPEED SEARCH
WHEN START COMMAND IS GIVEN TO INVERTER & MOTOR IS
COASTING, INVERTER TRIPS ON OVER CURRENT. IT IS BECAUSE
COASTING MOTOR GENERATES SOME VOLTAGE DUE TO RESIDUAL
FLUX & THIS GENERATED VOLTAGE CANNOT BE SYNCHRONISED
WITH INVERTER O/P VOLTAGE.

SPEED SEARCH FEATURE IS USED TO OVERCOME THIS PROBLEM.

PRINCIPAL OF SPEED SEARCH:

WHEN START COMMAND IS GIVEN, INVERTER FREQUENCY IS
SET TO MAX (INVERTER MAX FREQ OR SET FREQ) & VOLTAGE
IS 10% TO 20% OF RATED VALUE i.e. V/F IS VERY LOW.
AC DRIVE
CONTD.
INVERTER FREQUENCY IS DECELERATED & MOTOR CURRENT IS
MONITORED . CPU STORES FREQ & CORRESPONDING MOTOR
CURRENT. MOTOR CURRENT STARTS REDUCING WITH FREQUENCY,
AS SLIP STARTS REDUCING. WHEN INVERTER O/P FREQUENCY IS
LOWER THAN MOTOR SPEED, MOTOR CURRENT(REGENERATIVE
CURRENT, SINCE SLIP IS NEGATIVE) AGAIN STARTS INCREASING.

THE MINIMA OF CURRENT IS DETECTED & CORRESPONDING FREQUENCY
IS THE DETECTED MOTOR SPEED.

NOW INVERTER VOLTAGE IS INCREASED ACCORDING TO DETECTED
FREQUENCY SO THAT V/F IS AT RATED VALUE.

MOTOR IS THEN ACCELERATED TO SET SPEED.
AC DRIVE
CONTD.
PARAMETERS TO BE SET:
CURRENT LEVEL IN % OF RATED INVERTER CURRENT
DURINGSPEED SEARCH.

DECLERATION TIME DURING SPEED SEARCH.

FREQUENCY AT START: MAX FREQUENCY OR SET FREQUENCY.
AC DRIVE
CONTD.
SPEED SEARCH START FREQUENCY:

A) MAX. INVERTER FREQUENCY
OR B) SET REFERENCE FREQUENCY
IS PROGRAMMABLE
DETECTED MOTOR SPEED
SET SPEED
SET DECLN TIME
RUN COMMAND
STOP
DELAY
O/P FREQ
MAX FREQ
AC DRIVE
POWER RIDE THRU
POWER RIDE THRU FEATURE ALLOWS INVERTER TO RESTART
AUTOMATICALLY AFTER MOMENTARY POWER LOSS.

AUTO RESTART FEATURE DESCRIBED ABOVE DO NOT RESTART
DRIVE AFTER POWER LOSS.

WHEN POWER RIDE THRU FEATURE IS INVOKED,
- OUTPUT OF INVERTER IS DISABLED,
- IF POWER RECOVERS WITHIN SPECIFIED TIME(PROGRAMMABLE,
MAX 2SEC) SPEED SEARCH IS PERFORMED & MOTOR CONTINUES
TO RUN AT SET SPEED.
- IF POWER DOES NOT RECOVER WITHIN SPECIFIED TIME, INVERTER
TRIPS. RESET COMMAND IS REQUIRED TO START THE INVERTER.
- TIME DELAY(MIN BASE BLOCK TIME) TO RESTART INVERTER AFTER
POWER LOSS CAN ALSO BE PROGRAMMED.
AC DRIVE
IF BASE BLOCK TIME >POWER RECOVERY TIME,
INVERTER STARTS AFTER BASE BLOCK TIME.

IF BASE BLOCK TIME <POWER RECOVERY TIME,
INVERTER STARTS AFTER POWER RECOVERY TIME.

CONTD.
POWER RECOVERY TIME
BASE BLOCK TIME > POWER
RECOVERY TIME
SPEED SEARCH
MOTOR SPEED DETECTED
REACCELERATION
I/P VOLTAGE HEALTHY
POWER LOSS
MOTOR SPEED
INVERTER FREQ
COASTING
AC DRIVE
BRAKING
Normally motor coasts after stop command is given to inverter
& holts after some time depending on stored kinetic energy in the
system. Time taken to dissipate the kinetic energy because of its
own losses is the SYSTEM TIME CONSTANT.

If inertia of load connected to motor is very high ( flywheel or agitator)
time constant of system, braking is very high. Whenever motor is required
to be stopped or decelerated in time less than time constant of system,
Braking is required.

Three types of electrical braking are possible in inverters:

REGENERATIVE BRAKING , DYNAMIC BRAKING , DC INJ ECTION BRAKING.
AC DRIVE
REGENERATIVE BRAKING
When inverter frequency is decelerated faster than time constant
of system, motor slip is negative (shaft speed is higher than stator
freq). Motor starts generating power under such condition, as
mechanical load starts driving the motor. Stored kinetic energy in
load gets converted in electrical energy & motor speed is reduced
at faster rate than the time constant of system. The amount of
power generated for a given system depends on deceleration rate
of inverter i.e. negative slip.

The power generated by motor is fed back to mains by inverter.
AC DRIVE
CONTD.
MOTORING MODE
Ns > N (+ VE SLIP)
INVERTER M
GENERATING MODE
Ns < N (- VE SLIP)
MAINS
SUPPLY
POWER
POWER
AC DRIVE
DYNAMIC BRAKING
When power generated by motor cannot be fed back to mains, it is dissipated
in the form of heat across dynamic braking resistor (DBR). Value of DBR depends
on braking torque & generated power.
V
M
C
DBR
CURRENT THRU CAPACITOR
& DBR DURING BRAKING
SWITCHING
TRANSISTOR
PWM INVERTER POWER CIRCUIT
WITH DBR & SWITCHING TRANSISTOR
AC DRIVE
CONTD.
When motor starts generating, power is stored in capacitor since it
cannot be fed back to mains ( ? )& capacitor voltage starts increasing.

Rise in dc bus voltage is sensed &switching transistor is fired.

Switching duty cycle depends on power fed by motor.

If braking torque exceeds calculated torque for which DBR is
designed, dc voltage across capacitor increases & inverter trips
on over voltage .
AC DRIVE
DC INJECTION BRAKING
A coasting AC motor can also be braked by injecting DC current in two of three windings.

Braking torque is developed as voltage is generated in rotor circuit.

However braking torque is uncontrolled, being high at higher coasting speed and very low
at low RPM for same DC current injected in winding.

Since kinetic energy of load finally gets dissipated in the form of heat in the motor itself,
it adds to thermal stress on motor.

DC injection braking, if invoked, is effective either before start or after stop command.

DC current in % of motor rated current & excitation time is required to be programmed
AC DRIVE
CONTD.
START
STOP
INVERTER O/P
DC INJECTION BRAKING
DC CURRENT
EXCITATION TIME
AC DRIVE
ENERGY SAVING
Motor delivers rated torque at rated V/F i.e. at rated flux.

In certain applications where rated torque is not required over entire speed
range (such as fans where torque increases with speed), motor can be operated
at lower v/f.

Since magnetic current is lower than rated value at lower flux (v/f), losses in
motor would be lower than losses at rated flux.

Energy saving feature is invoked by assigning this feature to one of the multi -
function input terminal.

Operating flux level (lower v/f) & frequency above which voltage to be reduced
is required to be programmed.
AC DRIVE
CONTD.
FREQ > FREQ
ABOVE
WHICH
VOLTAGE IS
TO BE
REDUCED
INV RUN
ON
OFF
ENERGY
SAVING I/P
INV FREQ
INV O/P
VOLTAGE
RATED
VOLTAGE
ENERGY
SAVING
RATED V/F
LOW VOLTAGE
(LOW V/F)
AC DRIVE