Leroy Somer motor, German Leroy Somer model, Leroy Somer price

Leroy Somer motors are defined as motors that, under standard environmental conditions, operate continuously at 100% rated load within a speed range of 10% to 100% of rated speed, without the temperature rise exceeding the motor's specified permissible limit. For asynchronous motors, when the slip variation is small, the speed is proportional to the frequency; thus, changing the power supply frequency changes the speed of the asynchronous motor. During variable frequency speed control, it is generally desired to keep the main magnetic flux constant. If the main magnetic flux is greater than the flux during normal operation, the magnetic circuit becomes oversaturated, causing an increase in excitation current and a decrease in power factor; if the main magnetic flux is less than the flux during normal operation, the motor torque decreases.

Leroy Somer motor structure

This motor component consists of an internal ring gear and a mating gear or rotor. The internal ring gear is fixed to the housing. Oil entering through the oil port pushes the rotor to revolve around a central point. This slowly rotating rotor drives the output via a splined shaft, forming a cycloidal hydraulic motor. After the introduction of this initial cycloidal motor, decades of evolution led to the formation of another motor concept. This motor installs rollers within the built-in ring gear. Motors with rollers provide higher starting and running torque; the rollers reduce friction, thereby improving efficiency. Even at very low speeds, the output shaft can produce stable output. Changing the direction of input and output flow allows rapid reversal of the motor, generating equivalent torque in both directions. Each series of motors offers various displacement options to meet diverse speed and torque requirements.

Leroy Somer motor speed control

Motor speed control: Principle of wound-rotor induction motor speed control using a current-source PWM converter: The rotor electrical energy of the induction motor is converted from AC to DC by an uncontrolled rectifier composed of a diode bridge. The current-source PWM converter then converts the DC electrical energy into AC electrical energy with a frequency equal to the grid frequency, adjustable current amplitude, and adjustable phase. The converted energy is fed back to the grid for reuse via an autotransformer. This speed control scheme has the following characteristics while achieving speed regulation: (1) The transformer input-output requires only a fixed transformation ratio as needed, and electrical isolation between input and output is not required; therefore, this scheme uses an autotransformer, significantly reducing transformer costs. (2) The AC side output current of the current-source PWM converter is a pulse current containing several harmonics. To ensure normal operation of the power system and ensure that the energy fed back to the grid meets international harmonic standards, it is essential to take appropriate filtering measures at the connection point between the PWM converter and the grid. (3) The AC side output current of the current-source PWM converter becomes sinusoidal after filtering, and the phase angle is controllable. Therefore, adopting an appropriate control scheme can resolve harmonic and power factor issues in the speed control system while achieving motor speed control. This offers clear advantages over thyristor cascade speed control. ① AC voltage regulation speed control; ② Rotor series resistance AC speed control; ③ AC cascade speed control. A wound-rotor induction motor is an induction motor where the primary winding on the stator is connected to the power supply, and the rotor has a polyphase winding connected to slip rings. The three-phase symmetrical windings of the rotor can be connected in a Y configuration or a delta configuration. A characteristic of this rotor is that external resistors can be connected to the rotor windings to improve the motor's starting performance or to adjust the speed.

Leroy Somer motor performance

Common lubrication methods for motor spindle bearings include grease lubrication, oil mist lubrication, oil-air lubrication, jet lubrication, and under-ring lubrication. Grease lubrication requires no additional equipment and is widely used for low-speed spindles. Oil mist lubrication atomizes lubricating oil (such as turbine oil) with compressed air to lubricate the bearings. This method is easy to implement and requires simple equipment; the oil mist provides both lubrication and cooling for the bearings. However, oil mist is difficult to recover and causes serious environmental pollution, so it is gradually being replaced by the newer oil-air lubrication method. Oil-air lubrication delivers a small amount of lubricating oil directly along the walls of dedicated oil-air pipes to the bearing lubrication zone using compressed air at regular intervals and quantities, without atomization. The lubricating oil provides lubrication, while the compressed air propels the oil and cools the bearings. The oil and air remain separated, which facilitates oil recovery and prevents environmental pollution. When implementing oil-air lubrication, each bearing generally requires a separate oil-air nozzle, with strict requirements for the injection position; otherwise, lubrication effectiveness is difficult to guarantee. The effectiveness of oil-air lubrication is also influenced by compressed air flow and oil-air pressure. Generally, increasing air flow improves cooling effectiveness, while increasing oil-air pressure not only improves cooling but also helps the lubricating oil reach the lubrication zone. Therefore, increasing oil-air pressure helps increase bearing speed. Experiments show that increasing pressure can increase bearing speed by 20% compared to using conventional pressure for oil-air lubrication. Jet lubrication directly uses high-pressure lubricating oil to lubricate and cool the bearings, resulting in high power consumption and high costs.

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