ELECTRIC AND ELECTRONIC ENGINEERING

PROGRAM

ELECTRICAL ENGINEERING LABORATORY V

SEMESTER V 2022/2023

KE38501 ENGINEERING LAB V

MODULE 1: SEPARATELY EXCITED DC-MOTOR

Name Matric Number

MOHD HANIF BIN MOHD JAME BK22110288
Group 4
Lecturer’s Name Ts. Dr. Hazlihan Bin Haris
Lab Instructor Mr. Mus Mulyady Bin Matlin
Date of Experiment 06 DECEMBER 2024
Date of Report Submission 03 JANUARY 2025
Marks
Abstract (5%)
Equipment
Theory(10%)
Methodology (10%)
Results/Calculation/Discussion
/Graph Analysis (50%)
Conclusion(10%)
References (10%)
Formatting (5%)
Total

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Table Of Content

Table Of Content Page

Abstract (5%) 4

Equipment 5

Theory(10%) 6-7

Methodology (10%) 8

Results/Calculation/Discussion 9-17
/Graph Analysis (50%)

Conclusion(10%) 18

References (10%) 19

3
Abstract

The objective of this experiment was to familiarize students with the fundamental principles
of a separately excited DC motor and determine its torque, speed, and efficiency
characteristics. The methodology involved setting up the motor circuit, carefully adjusting
the armature voltage to achieve a rotation speed of 1400–2000 rpm, and recording the
corresponding current and voltage values. These measurements were used to plot torque
vs. speed and current vs. voltage graphs, facilitating a deeper understanding of the motor's
behavior.

The results demonstrated a proportional increase in torque with current, consistent with
theoretical predictions. Current also increased with speed due to the effort required to
counteract mechanical resistance and system losses. Efficiency remained high across most
operating conditions but showed a slight decrease at higher speeds, attributed to copper
and core losses. Despite these losses, the motor performed effectively, maintaining stable
operation and high efficiency.

In conclusion, the experiment validated the fundamental characteristics of a separately

excited DC motor, highlighting its capability for speed control, its direct torque-current
relationship, and its high efficiency. These qualities make it a reliable and adjustable choice
for applications requiring consistent performance and adaptability to varying mechanical
loads.

Equivalent setup from MATLAB software for this experiment

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Equipment

1. Power supply unit (SM2631)

2. Terminal board (SM2635)

3. Torque measuring unit (MV1052)

4. Brake-machine, DC-machine (SM2641)

5. Test machine, DC-machine (SM2641)

6. Voltmeter

7. Ammeter

8. Safety connecting leads

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Theory

Equivalent circuit of separately-excited DC motor

Source: Electrical Machinery Fundamentals by Stephen J. Chapman

The experiment involved in testing a DC motor under different speeds is important because
it helps us understand how the motor behaves in real-world conditions. By changing the
speed, we can see how the torque and speed are related. This is useful because many
applications, like electric vehicles or industrial machines, need specific torque and speed
control to work properly. The torque can be calculated by using we can use the formula:

𝑊ℎ𝑒𝑟𝑒, = 𝑇𝑜𝑟𝑞𝑢𝑒, 𝑁𝑚

= 𝑂𝑢𝑝𝑢𝑡 𝑣𝑜𝑙𝑡𝑎𝑔𝑒 𝑓𝑟𝑜𝑚 𝑚𝑜𝑡𝑜𝑟 2, 𝑉

= 𝐶𝑢𝑟𝑟𝑒𝑛𝑡, 𝐴

It also helps us figure out how efficiently the motor works at different speeds. Motors don’t
always run at the same efficiency, and testing can show the speed range where the motor
performs best, which is key to saving energy and reducing costs. The efficiency can be
calculate using the formula :

The formula comes from the equivalent circuit of separately-excited dc motor,

Since is not specified in this lab module, let’s make an assumption that
(suitable range for is 0 Ω to 0.5 Ω).

6
To calculate the input power (input into motor 1),

Since ,

To calculate the output power (output from motor 2),

𝑃_𝑜𝑢𝑡𝑝𝑢𝑡 = 𝐸_𝐴 𝐼_𝐴

Where, 𝑉𝑇 = Terminal voltage (applied voltage to the armature), V

𝐸𝐴 = Back EMF generated by the motor 2, V

𝐼𝐴 = Armature current, A

𝑅𝐴 = Armature resistance, Ω

When the motor runs faster, it experiences more losses, like heat from the current or wear
from moving parts. Testing lets us measure these losses and see how they affect the
motor's performance.

Testing at different speeds also shows how well the motor can handle different loads and
whether it can maintain stable operation. It ensures the motor is reliable and matches the
needs of the job it’s designed for.

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Methodology
The experiment begins with the preparation and initialization of the equipment. The power
supply unit is turned on, and its settings are adjusted to the DC 0–190 V range. The
excitation current is verified to be zero, and any necessary adjustments to the shunt
rheostat are made to ensure this condition. A voltmeter is then connected to the armature
circuit, and all connections are carefully inspected against the provided schematic to confirm
they are correct and secure.

With the setup complete, the torque measuring unit is switched on, and the control mode is
set to manual. The excitation or brake-control potentiometer is turned fully clockwise, and
the armature voltage of the drive machine is adjusted gradually to achieve a rotation speed
within the range of 1400 to 2000 rpm. At this stage, great care is taken to ensure smooth
operation and accurate adjustments.

During the experiment, the armature current and voltage values are carefully observed and
recorded. These readings are entered into a designated data table for further [Link]
torque and effieciency for each speed was calculated to analyze the motor performance.
Once the data collection is complete, the recorded values are used to create graphical
representations. In Excel, a graph is plotted with torque on the y-axis and speed on the x-
axis, while another graph depicts the relationship between current and voltage.

Throughout the process, attention is given to accuracy and consistency, with repeated
measurements conducted if necessary. This methodical approach ensures reliable data,
which can be used to analyze the behaviour of the system and draw meaningful conclusions.

8
RESULTS

Table 1: Table of results obtain after conducting the experiment.

Speed, N (rpm) Voltage, V (V) Current, I (A)

1400 7.1 0.022

1500 7.7 0.044

1600 8.2 0.066

1700 8.8 0.088

1800 9.3 0.110

1900 9.8 0.132

2000 10.4 0.154

Since torque is not provided, then we can use the formula:

Where,
= 𝑇𝑜𝑟𝑞𝑢𝑒, 𝑁𝑚

= 𝑂𝑢𝑝𝑢𝑡 𝑣𝑜𝑙𝑡𝑎𝑔𝑒 𝑓𝑟𝑜𝑚 𝑚𝑜𝑡𝑜𝑟 2, 𝑉

= 𝐶𝑢𝑟𝑟𝑒𝑛𝑡, 𝐴

To calculate torque

When speed = 1400 rpm,

When speed = 1500 rpm,

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When speed = 1600 rpm,

When speed = 1700 rpm,

When speed = 1800 rpm,

When speed = 1900 rpm,

When speed = 2000 rpm,

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To Calculate the Efficiency

From the equivalent circuit of separately-excited dc motor,

Since is not specified in this lab module, let’s make an assumption that
(suitable range for is 0 Ω to 0.5 Ω).

To calculate the input power (input into motor 1),

𝑆𝑖𝑛𝑐𝑒 ,

To calculate the output power (output from motor 2),

𝑃_𝑜𝑢𝑡𝑝𝑢𝑡 = 𝐸_𝐴 𝐼_𝐴

Where, 𝑉𝑇 = Terminal voltage (applied voltage to the armature), V

𝐸𝐴 = Back EMF generated by the motor 2, V

𝐼𝐴 = Armature current, A

𝑅𝐴 = Armature resistance, Ω

To calculate the efficiency,

𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦,

For speed = 1400 rpm,

𝑃𝑜𝑢𝑡 = 𝐸𝐴𝐼𝐴 𝑃𝑖𝑛 = 𝑉𝑇𝐼𝐴

= (7.1)(0.022) = (7.1044)(0.022)

= 0.1562 𝑊 = 0.1563 𝑊

= 99.9360 %

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For speed = 1500 rpm,

𝑃𝑜𝑢𝑡 = (7.7)(0.044) 𝑃𝑖𝑛 = (7.7088)(0.044)

= 0.3388 𝑊 = 0.3392 𝑊

= 99.8821 %

For speed = 1600 rpm,

𝑃𝑜𝑢𝑡 = (8.2)(0.066) 𝑃𝑖𝑛 = (8.2132)(0.066)

= 0.5412 𝑊 = 0.5421 𝑊

= 99.8340 %

For speed = 1700 rpm,

𝑃𝑜𝑢𝑡 = (8.8)(0.088) 𝑃𝑖𝑛 = (8.8176)(0.088)

= 0.7744 𝑊 = 0.7759 𝑊

= 99.8067 %

For speed = 1800 rpm,

𝑃𝑜𝑢𝑡 = (9.3)(0.110) 𝑃𝑖𝑛 = (9.3220)(0.110)

= 1.0230 𝑊 = 1.0254 𝑊

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For speed = 1900 rpm,

𝑃𝑜𝑢𝑡 = (9.8)(0.132) 𝑃𝑖𝑛 = (9.8264)(0.132)

= 1.2936 𝑊 = 1.2971 𝑊

= 99.7302 %

For speed = 2000 rpm,

𝑉𝑇 = 10.4 + (0.154)(0.2) 𝑃𝑜𝑢𝑡 = (10.4)(0.154) 𝑃𝑖𝑛 = (10.4308)(0.154)

= 10.4308 𝑉 = 1.6016 𝑊 = 1.6063 𝑊

= 99.7074 %

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 Tabulating all the values calculated:

Table 2: Tabulation of all the experimental and calculated values

Speed, Voltage, Current, Angular Torque, 𝑽𝑻 (V) Input Output Efficiency,

N V (V) I (A) speed, Nm 𝜼 (%)
Power, Power,
(rpm)
𝝎𝒎
𝑷𝒊𝒏 (W) 𝑷𝒐𝒖𝒕 (W)
(rad/s)

1400 7.1 0.022 146.61 001065 7.1044 0.1563 0.1562 99.9360

1500 7.7 0.044 157.08 0.002157 7.7088 0.3392 0.3388 99.8821

1600 8.2 0.066 167.55 0.003230 8.2132 0.5421 0.5412 99.8340

1700 8.8 0.088 178.02 0.004350 8.8176 0.7759 0.7744 99.8067

1800 9.3 0.110 188.50 0.005427 9.3220 1.0254 1.0230 99.7659

1900 9.8 0.132 198.97 0.006502 9.8264 1.2971 1.2936 99.7302

2000 10.4 0.154 209.44 0.007647 10.4308 1.6063 1.6016 99.7074

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Graphs

Graph 1: Graph of Current against Voltage plotted using Excel

Graph of Torque, Nm against Speed, rpm

0.009
0.008

Tor 0.007
qu 0.006
e/ 0.005
N 0.004
m
0.003
0.002
0.001
0
1300 1400 1500 1600 1700 1800 1900 2000 2100
Speed/ rpm

Graph 2: Graph of Torque against Speed plotted using Excel

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DISCUSSION

In this lab, we were taking reading of the voltage, EA and the Current, IA of the DC motor
under varying speed to explore the torque-speed characteristic of the separately excited dc
motor. After voltage and current value have been recorded for all sets of speed, N, the
torque of the motor was calculated manually using the torque formula.

At 1400 rpm, with a voltage of 7.1 V and a current of 0.022 A, the torque was 0.001065 N.
When the speed was increased to 1500 rpm with a voltage of 7.7 V and a current of 0.044
A, the torque increased to 0.002157 Nm. Torque was 0.003230 Nm at 1600 rpm, 8.2 V, and
0.066 A. Torque of 0.004350 Nm was obtained at 1700 rpm using a voltage of 8.8 V and a
current of 0.088 A. The torque increased to 0.005427 Nm at 1800 rpm, using a voltage of
9.3 V and a current of 0.110 A. At 1900 rpm, with a voltage of 9.8 V and a current of 0.132
A, the torque was 0.006502 N. Finally, at 2000 rpm, with voltage of 10.4 V and a current of
0.154 A, the maximum torque observed was 0.007647 Nm. Torque vs speed graph and
current vs voltage graph was plotted.

These results show that when the speed increases, the voltage steadily increases along with
the current, resulting in an increase in modest stages in the torque of the individually
excited DC motor. This was due to the fact that in a separately excited DC motor, the
armature voltage is directly proportional to the motor's speed while the field flux is constant.
This confirms that altering the voltage can change the motor's speed when no load is
applied.

The calculated torque values range from 0.001065 Nm at 1400 rpm to 0.007647 Nm at 2000
rpm. These values were consistent with the expected characteristic of a DC motor under no
load conditions, where torque remains relatively small but increases with higher current. The
data indicates that torque is proportional to the armature current, as evidenced by their
simultaneous increase. This demonstrates the capability of the motor to deliver higher
torque with increasing current, which is useful in real-world applications requiring variable
torque.

Further analysis of the data from the current versus voltage graph reveals that there was a
rise in current from 0.022A to 0.154A when the speed and voltage increased. The increased
current may imply mechanical resistance as speed increases. This amount of electricity was
necessary to provide the desired torque.

Furthermore, the torque vs speed graph shows that when the speed increases the torque
was also increase. The progressive increase in torque aligns with the increase in both
current and speed. In a separately excited DC motor, torque is proportional to the product
of the armature current and the field flux. With increasing speed, the rise in current
contributes to higher torque production. However, other losses such as friction and armature
reaction may slightly affect this relationship at higher speeds.

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The efficiency of the motor was then calculated using formula:

The data indicate that the efficiency of the separately excited DC motor is consistently high
across the range of operating conditions, starting at 99.9360% at 1400 rpm and gradually
decreasing to 99.7074% at 2000 rpm. This slight reduction in efficiency as speed increases
can be attributed to the growing influence of losses, particularly at higher currents and
speeds.

At lower speeds and currents, losses such as copper losses (proportional to 𝐼2𝑅 and core
losses (such as eddy current and hysteresis losses) were minimal, resulting in high
efficiency. However, as the speed and current increase, these losses begin to have a more
significant impact. Copper losses, which were directly proportional to the square of the
current increase as the current rises with higher speeds. For example, at 1400 rpm, the
current is only 0.022 A, leading to negligible copper losses, whereas at 2000 rpm, the
current increases to 0.154 A, contributing to higher resistive losses in the armature winding.

Despite these increasing losses, the efficiency remains exceptionally high, suggesting that
the motor operates optimally under these conditions. However, the slight downward trend
highlights the importance of balancing speed, current, and load to maintain maximum
efficiency. At very high speeds or under heavy loads, the impact of losses may become more
pronounced, leading to a more significant efficiency drop. This reinforces the need to
carefully select operating points to optimize performance while minimizing energy loss.

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CONCLUSION

The experiment using an independently stimulated DC motor revealed important correlations

between torque, speed, current, and efficiency. As the motor speed grew, so did the applied
voltage and armature current, resulting in a corresponding rise in torque. This behaviour is
consistent with the idea that torque in a DC motor is directly proportional to the product of
armature current and field flux. The motor's speed can be efficiently regulated by adjusting
the armature voltage, demonstrating the motor's appropriateness for applications that
require accurate speed and torque modifications.

The data also indicated a continuous increase in current as the speed increased, showing
that more effort was necessary to overcome mechanical resistance and system losses. The
proportionate growth in torque with current supports the theoretical expectation for DC
motors, where torque generation is dependent on the current flowing through the armature.
This capacity to create more torque with increased current demonstrates the motor's ability
to manage varying mechanical loads while remaining stable. Adjust the speed and torque.

Efficiency remained high across the range of operating conditions, although a slight
decrease was observed at higher speeds. This reduction in efficiency is primarily due to
copper losses, which are proportional to the square of the current, and core losses, which
increase with speed. Despite these losses, the motor demonstrated optimal performance,
with efficiency staying relatively high. This suggests that while the motor operates
effectively, managing losses through careful selection of operating conditions is important to
sustain peak performance.

In conclusion, the experiment validated the fundamental characteristics of a separately

excited DC motor as per the objectives of this lab. The ability to control speed of separately
excited DC motor by varying voltage, the direct relationship between torque and current and
the motor's high efficiency make it an effective choice for applications requiring reliable and
adjustable performance.

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REFERENCES

Brushed DC Motor Working Principle. (n.d.). GlobalSpec. Retrieved December 17, 2024, from
[Link]

Chapman, S. J. (2012). Electric Machinery Fundamentals. McGraw-Hill Education.

DC Motor - Definition, Working, Types, and FAQs. (n.d.). BYJU'S. Retrieved December 17,
2024, from [Link]

DC Motor: What Is It? How Does It Work? Types, Uses. (n.d.). IQS Directory. Retrieved
December 17, 2024, from [Link]
motor/[Link]

Separately excited DC motor | Electronic Components ( Systems ) || Electronics Tutorial.

(n.d.). [Link]. Retrieved December 17, 2024, from [Link]
[Link]/electronic-systems/separately-excited-dc-motor/

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