Elektra motor Germany Elektra model Elektra price

Elektra motor is a commonly used AC motor. The synchronous motor is the heart of the power system; it is a component that integrates rotation and stationary states, electromagnetic changes and mechanical motion, to realize the conversion between electrical energy and mechanical energy. Its dynamic performance is very complex, and its dynamic performance has a great impact on the dynamic performance of the entire power system. The characteristic is: during steady-state operation, there is an invariant relationship between the rotor speed and the grid frequency: n=ns=60f/p, where f is the grid frequency, p is the number of pole pairs of the motor, and ns is called the synchronous speed. If the grid frequency remains unchanged, the speed of the synchronous motor is constant in steady state and independent of the load magnitude. Synchronous motors are divided into synchronous generators and synchronous motors. AC machines in modern power plants are mainly synchronous generators.

Elektra motor performance

The motor is also known as a motor rotating at synchronous speed. The rotor is attracted and rotated by the surrounding rotating magnetic field generated by the applied AC current. It rotates synchronously with the speed difference between the rotating magnetic field generated by the AC current and the magnetic field generated by the armature current, making open-loop speed control possible. Without other measures, it cannot start rotating at startup. The induction motor in a permanent magnet synchronous motor is more efficient. If the frequency of the electric power applied at startup is high, the stopped rotor will not be able to follow and cannot rotate on its own. Therefore, if the drive power supply is not frequency-controlled, a separate starting motor can be provided, or other types of motors can be used. It has a built-in mechanism. Semiconductors have high controllability by the inverter, used together with the control circuit.

Elektra motor armature reaction

The effect of motor armature current interfering with the magnetic flux generated by the magnetic field. The state differs according to the phase difference between the armature voltage and the armature current. When the power factor is 1, the magnetic flux on the front side along the direction of pole rotation is enhanced, while the magnetic flux on the rear side is weakened. In the case of a motor, the magnetic flux advances beyond the rotor, and the magnetic flux pulls the rotor in the acceleration direction. Conversely, in the case of a generator, the magnetic flux lags behind the rotor, and the magnetic flux pulls the rotor in the deceleration direction. This corresponds to the torque generated based on Maxwell stress, where "contractile force acts on the magnetic lines of force." When the power factor is lagging, the magnetic flux acts in the direction of increasing magnetic flux. When the power factor is leading, its direction of action is to weaken the magnetic flux. In synchronous generators and synchronous motors, the lead/lag of the armature current relative to the magnetizing/demagnetizing action is opposite. By understanding whether weak excitation or strong excitation and reactive power are produced or absorbed, this relationship can be unified. In weak excitation with reduced excitation current, the voltage generated by the synchronous motor (no-load induced electromotive force) is lower than the system voltage (armature voltage), and the synchronous motor absorbs lagging reactive power from the system. Hereinafter, lagging reactive power is simply referred to as reactive power. In this case, the armature reaction becomes a magnetizing action. The load observed from the synchronous generator produces reactive power with a leading power factor (capacitive). From the perspective of the power supply, the synchronous motor absorbs reactive power and has a lagging load (inductive). In strong excitation with a large amount of excitation current, the voltage generated by the synchronous motor (no-load induced electromotive force) is higher than the system voltage (armature voltage), and the synchronous motor provides reactive power to the system. In this case, the armature reaction becomes a demagnetizing action. The load seen from the synchronous generator absorbs reactive power with a lagging power factor (inductive). In the case of a synchronous motor, reactive power is produced by the load (capacitive) generated from the power supply.

Elektra motor maintenance methods

Motor armature disassembly: Observe whether sparks are generated between the carbon brushes and the commutator during motor operation, and the degree of sparking. (1) No sparks at all. This indicates that the carbon brushes and commutator are normal and do not need repair; (2) Only 2 to 4 extremely small sparks. At this time, carefully observe if the commutator surface is flat. In most cases, repair is not necessary; (3) Except for r having 4 or more extremely small sparks with F, and another 1 to 3 large sparks, it is not necessary to disassemble the armature. Just use sandpaper to polish the carbon brushes and commutator; (4) If 4 or more large sparks appear, the commutator needs to be polished with sandpaper, or even carefully turned. At this time, the carbon brushes and armature must be disassembled. Of course, once the commutator is machined, the carbon brushes must be replaced and polished. Disassembly method: Because vibration during the disassembly of the end cover and armature can damage the carbon brushes, the carbon brushes should first be removed from the brush holders. Also, since the angles between the two brush holders and the commutator may not be the same, to ensure restoration to the original state during installation and prevent left and right carbon brushes from being installed incorrectly, marks must be made on the left and right carbon brushes before removal. Also, be careful not to damage the contact surface between the carbon brushes and the commutator. One end of a high-speed motor generally has a cooling fan, and the other end may have a magnet or tachometer ring for speed measurement. Be very careful when disassembling the cooling fan blades and the magnet or tachometer ring; do not damage the fan blades or the speed-measuring magnet. Secondly, make a mark between the fan shaft sleeve or the magnet shaft sleeve and the shaft, so that it can be installed according to the original mark position after repair. Because the dynamic balance test of high-speed motors is performed with the fan blades or tachometer ring (speed-measuring magnet), assembly must be done according to the marks made during disassembly. This is a trivial matter in general motor repair, but I is critical in high-speed motor repair. Because once the tachometer ring or fan blade is damaged, or if not assembled according to the marks, even if other parts are repaired well, unbalanced vibration of the whole machine may occur during high-speed operation after assembly. Do not use hammers, punches, etc., for hard knocking or prying when disassembling high-speed motors; use a puller. When using a puller, note that the tip of the puller should directly press against the center hole, and a protective pad should be placed between the puller tip and the center hole to protect the center hole on the armature shaft from damage. Make marks on the upper and lower end covers before disassembly to facilitate reassembly in the original state after repair. Clean the bearings on the armature carefully after disassembly. Use clean aviation gasoline for cleaning. After the gasoline dries, fill the bearing housing with 7014 (or 7018) bearing grease (ordinary butter or molybdenum disulfide cannot be used for high-speed motor bearings). Place in a clean area for later use. If the commutator surface is flat and has a purple luster, this oxide layer can protect the commutator surface. Simply remove the surface powder with a soft brush.

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