G. MAIER Elektrotechnik motor Germany G. MAIER Elektrotechnik model G. MAIER Elektrotechnik price

G. MAIER Elektrotechnik motor is a single-phase AC commutator motor, suitable for single-phase power supply applications requiring speed regulation and reversal of rotation direction. The stator winding is powered by a single-phase source, and the rotor is an armature winding with a commutator short-circuited via brushes. The brushes can be moved to any position relative to the stator winding as required. By shifting this position, the rotor's direction of rotation, mechanical characteristics, and operating speed can be changed. When the brushes deviate counterclockwise from the geometric neutral axis, the rotor rotates clockwise; when the brushes deviate clockwise from the geometric neutral axis, the rotor rotates counterclockwise.

G. MAIER Elektrotechnik motor classification

The excitation method of a motor refers to how the field winding is supplied to generate magnetomotive force and establish the main magnetic field. Based on different excitation methods, DC motors can be classified into the following types: 1. Separately excited DC motor: In a separately excited DC motor, the field winding has no connection to the armature winding and is supplied by another DC power source. Permanent magnet DC motors can also be regarded as separately excited DC motors. 2. Shunt-excited DC motor: In a shunt-excited DC motor, the field winding is connected in parallel with the armature winding. For a shunt generator, the terminal voltage generated by the motor itself supplies the field winding; for a shunt motor, the field winding and the armature share the same power source, and its performance is identical to that of a separately excited DC motor. 3. Series-excited DC motor: In a series-excited DC motor, the field winding is connected in series with the armature winding before being connected to the DC power source. The excitation current of this DC motor is the armature current. 4. Compound-excited DC motor: A compound-excited DC motor has two field windings: shunt and series. If the magnetomotive force produced by the series winding is in the same direction as that produced by the shunt winding, it is called cumulative compound excitation. If the directions of the two magnetomotive forces are opposite, it is called differential compound excitation. DC motors with different excitation methods have different characteristics. Generally, the main excitation methods for DC motors are shunt, series, and compound excitation, while the main excitation methods for DC generators are separate, shunt, and compound excitation.

G. MAIER Elektrotechnik motor maintenance methods

When the no-load current of the motor exceeds the limit data, it indicates that the motor has failed. Causes of high no-load current include excessive internal mechanical friction, partial short circuits in the coils, and demagnetization of the magnets. We continue with further tests and inspections to identify the cause or location of the fault. When the no-load/load speed ratio of the motor is greater than 1.5, turn on the power and rotate the throttle to make the motor run at high speed under no-load for more than 10s. After the motor speed stabilizes, measure the maximum no-load speed N1 of the motor at this time. Under standard test conditions, after traveling a distance of more than 200m, begin measuring the maximum load speed N2 of the motor. No-load/load speed ratio = N2 ÷ N1. When the no-load/load speed ratio of the motor is greater than 1.5, it indicates that the demagnetization of the motor's magnets is quite severe, and the entire set of magnets inside the motor should be replaced; in actual electric vehicle maintenance, it is common to replace the entire motor. The direct cause of motor heating is high current. The relationship between motor current I, motor input electromotive force E1, induced electromotive force during motor rotation (also called back EMF) E2, and motor coil resistance R is: I = (E1-E2) ÷ R. An increase in I indicates that R has decreased or E2 has reduced. A decrease in R is generally caused by short circuits or open circuits in the coils, while a reduction in E2 is generally caused by magnet demagnetization or coil short circuits/open circuits. In the practice of whole-vehicle maintenance for electric vehicles, the method for handling motor overheating faults is generally to replace the motor. Whether high-speed or low-speed, motors should not exhibit mechanical collisions or discontinuous, irregular mechanical noise during loaded operation. Different types of motors can be repaired using different methods. The causes of short driving range and lack of power in the motor (commonly referred to as weak motor) are relatively complex. However, after excluding the above 4 types of motor faults, generally speaking, the fault of short driving range is not caused by the motor, but is related to battery capacity attenuation, the charger not fully charging the battery, controller parameter drift (PWM signal not reaching 100%), etc. Phase loss in brushless motors is generally caused by damage to the Hall elements of the brushless motor. We can determine which Hall element has failed by measuring the resistance of the Hall element output leads relative to the Hall ground and Hall power supply leads using a comparison method. To ensure precise commutation positioning of the motor, it is generally recommended to replace all three Hall elements simultaneously. Before replacing the Hall elements, it is essential to determine whether the electrical phase angle of the motor is 120° or 60°. Generally, for motors with a 60° phase angle, the three Hall elements are arranged in parallel. For motors with a 120° phase angle, the middle Hall element among the three is arranged in a flipped 180° position.

G. MAIER Elektrotechnik motor advantages

Advantages of the motor: 1. Low losses and low temperature rise. Since the magnetic field of a permanent magnet synchronous motor is generated by permanent magnets, excitation losses (i.e., copper losses) caused by generating the magnetic field through excitation current are avoided. There is no current in the rotor during operation, which significantly reduces the motor temperature rise; under the same load conditions, the temperature rise is more than 20K lower. 2. High power factor. The power factor of a permanent magnet synchronous motor is high and independent of the number of motor poles. At full load, the power factor approaches 1. Compared with asynchronous motors, this results in lower motor current, consequently lower stator copper losses, and higher efficiency. In contrast, the power factor of asynchronous motors decreases as the number of poles increases. Furthermore, due to the high power factor of permanent magnet synchronous motors, the capacity of the associated power supply (transformer) can theoretically be reduced, allowing for a reduction in the specifications of associated switchgear and cables. 3. High efficiency. Compared with asynchronous motors, permanent magnet synchronous motors have much higher efficiency values at light loads and a wide high-efficiency operating range. Efficiency is greater than 90% in the range of 25% to 120%. The rated efficiency of permanent magnet synchronous motors can meet the Level 1 energy efficiency requirements of the current national standard, which is their greatest advantage in energy saving compared to asynchronous motors. In actual operation, motors rarely run at full power when driving loads. This is because, on one hand, designers generally determine motor power based on the extreme operating conditions of the load, but such extreme conditions occur rarely. Additionally, to prevent motor burnout under abnormal conditions, a further power margin is reserved during design. On the other hand, to ensure motor reliability, manufacturers usually reserve a certain power margin beyond the power requested by the user. As a result, most motors in actual operation work below 70% of their rated power, especially when driving fan or pump loads, where motors typically operate in the light load region. For asynchronous motors, light-load efficiency is very low, whereas permanent magnet synchronous motors can still maintain high efficiency in the light load region. 4. Other advantages. Permanent magnet synchronous motors also offer high starting torque, short starting time, and high overload capability. The installed capacity of equipment drive motors can be reduced based on actual shaft power, saving energy and reducing fixed asset investment. Control of permanent magnet synchronous motors is convenient, with constant speed that does not vary with load or voltage fluctuations, depending only on frequency, ensuring smooth and reliable operation. Due to strict speed synchronization and good dynamic response, they are suitable for variable frequency control. The installation dimensions of permanent magnet synchronous motors comply with IEC standards, allowing direct replacement of three-phase asynchronous motors. The protection rating can reach IP54 and IP55, and some manufacturers also produce explosion-proof permanent magnet synchronous motors.

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