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Ac-motoren motors refer to electric motors with a rated voltage above 1000V. Commonly used voltages are 6000V and 10000V. Due to differences in foreign power grids, there are also voltage levels of 3300V and 6600V. High-voltage motors were developed because motor power is proportional to the product of voltage and current. Therefore, when the power of low-voltage motors increases to a certain extent (such as 300KW/380V), the current is limited by the allowable carrying capacity of the wires, making it difficult to increase further or resulting in excessive costs. High power output requires increasing the voltage. The advantages of high-voltage motors are high power and strong shock resistance; the disadvantages are high inertia, making starting and braking difficult.

Ac-motoren motor operating principle

When three-phase currents are fed into the three-phase symmetrical windings of the permanent magnet synchronous motor stator, the magnetomotive forces generated by the currents combine to form a rotating magnetomotive force with a constant amplitude. Since its amplitude remains constant, the trajectory of this rotating magnetomotive force forms a circle, known as a circular rotating magnetomotive force. Its magnitude is exactly 1.5 times the maximum amplitude of the single-phase magnetomotive force. F represents the circular rotating magnetomotive force, (T・m); Fφl is the maximum amplitude of the single-phase magnetomotive force, (T・m); k is the fundamental winding factor; p is the number of pole pairs of the motor; N is the number of series turns per coil; I is the RMS value of the current flowing through the coil. Since the speed of the permanent magnet synchronous motor is always the synchronous speed, the rotor main magnetic field and the rotating magnetic field generated by the stator's circular rotating magnetomotive force remain relatively stationary. The interaction between these two magnetic fields forms a resultant magnetic field in the air gap between the stator and rotor. This interacts with the rotor main magnetic field, producing an electromagnetic torque Te that drives or opposes motor rotation. Te is the electromagnetic torque, (N・m); is the power angle, rad; BR is the rotor main magnetic field, T; Bnet is the resultant air gap magnetic field, T. Depending on the positional relationship between the resultant air gap magnetic field and the rotor main magnetic field, the permanent magnet synchronous motor can operate in either motor mode or generator mode. The three operating states of the permanent magnet synchronous motor are shown in Figure 3. When the resultant air gap magnetic field lags behind the rotor main magnetic field, the generated electromagnetic torque is opposite to the direction of rotor rotation, and the motor is in generating state. Conversely, when the resultant air gap magnetic field leads the rotor main magnetic field, the generated electromagnetic torque is in the same direction as the rotor rotation, and the motor is in motoring state. The angle between the rotor main magnetic field and the resultant air gap magnetic field is called the power angle. The permanent magnet synchronous motor consists of two key components: a multi-pole permanent magnet rotor and a stator with appropriately designed windings. During operation, the rotating multi-pole permanent magnet rotor creates a time-varying magnetic flux in the air gap between the rotor and stator. This flux generates an AC voltage at the terminals of the stator windings, forming the basis for power generation. The permanent magnet synchronous motor discussed here uses a ring-shaped permanent magnet mounted on a ferromagnetic core. Internal permanent magnet synchronous motors are not considered here. Because embedding magnets into a plated ferromagnetic core is very difficult, by using appropriately thick magnets (500μm) and high-performance magnetic materials in the rotor and stator cores, the air gap can be made very large (300~500μm) without significant performance loss. This allows the stator windings to occupy a certain space in the air gap, greatly simplifying the manufacturing of permanent magnet synchronous motors.

Ac-motoren motor mechanical characteristics

Irreversible demagnetization issue in motors. If designed or used improperly, permanent magnet synchronous motors may experience irreversible demagnetization, also known as loss of magnetism, at excessively high (neodymium iron boron permanent magnets) or low (ferrite permanent magnets) temperatures, under the armature reaction caused by surge currents, or during severe mechanical vibration. This causes a decline in motor performance, rendering it unusable. Therefore, it is necessary to research and develop methods and devices for checking the thermal stability of permanent magnet materials for use by motor manufacturers, and to analyze the demagnetization resistance of various structural types. This ensures that appropriate measures are taken during design and manufacturing to prevent demagnetization of permanent magnet synchronous motors. Cost issues. Ferrite permanent magnet synchronous motors have simple structures and processes, reduced weight, and generally lower total costs than electrically excited motors, leading to widespread application. Since the current price of rare earth permanent magnets is still relatively high, the cost of rare earth permanent magnet motors is generally higher than that of electrically excited motors. This needs to be compensated by their high performance and savings in operating costs. In design, it is necessary to make trade-offs based on performance and price comparisons according to specific usage scenarios and requirements, and to innovate structural processes and optimize designs to reduce costs.

Ac-motoren motor control methods

Motor vector control technology: Vector control technology emerged in the early 70s. The vector control system for permanent magnet synchronous motors references the control strategy of DC motors. It uses coordinate transformation to decompose the collected motor three-phase stator current and flux linkage vectors into two components along the direction of the rotor flux linkage rotating vector. One component is along the rotor flux linkage direction, called the direct-axis excitation current; the other is orthogonal to the rotor flux linkage direction, called the quadrature-axis torque current. By adjusting the excitation current and torque current according to different control objectives, precise control of speed and torque is achieved, giving the control system good steady-state and dynamic response characteristics. According to different control objectives, permanent magnet synchronous motor vector control algorithms can be divided into the following types: id=0 control, maximum torque per ampere control, field weakening control, etc. These performance indicators can all be achieved through independent control of the direct-axis excitation current and quadrature-axis torque current.

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