mannesmann-demag motor Germany mannesmann-demag model mannesmann-demag price

mannesmann-demag motors have a set of adjustable eccentric weights installed at each end of the rotor shaft, utilizing the centrifugal force generated by the high-speed rotation of the shaft and eccentric weights to obtain excitation force. Vibration motors have a wide vibration frequency range; only when the excitation force and power are properly matched can mechanical noise be reduced. Vibration motors are classified into six categories, including classification by starting and operating mode, and by operating speed.

mannesmann-demag motor working principle

When the motor is operating, three-phase symmetrical current flows through the stator's three-phase windings, and direct current flows through the rotor's field winding. When three-phase alternating current flows through the stator's three-phase symmetrical windings, a rotating magnetic field is generated in the air gap. When direct current flows through the rotor's field winding, a stationary magnetic field with constant polarity is generated. If the number of pole pairs in the rotor magnetic field equals that in the stator magnetic field, the rotor magnetic field rotates synchronously with the stator's rotating magnetic field due to the magnetic pull of the stator field; that is, the rotor rotates at the same speed and in the same direction as the rotating magnetic field. This is the basic working principle of a synchronous motor. Synchronous motors have three main operating modes: as a generator, as a motor, and as a compensator. Operating as a generator is the primary mode for synchronous motors. Operating as a motor is another important mode. The power factor of a synchronous motor can be adjusted; in applications where speed regulation is not required, using large synchronous motors can improve operating efficiency. Small synchronous motors are increasingly used in variable frequency speed control systems. Synchronous motors can also be connected to the grid as synchronous compensators. In this case, the motor carries no mechanical load and adjusts the excitation current in the rotor to supply the required inductive or capacitive reactive power to the grid, thereby improving the grid power factor or regulating grid voltage. Like other types of rotating electrical machines, synchronous generators consist of two main parts: a stationary stator and a rotatable rotor. They are generally divided into rotating-field synchronous motors and rotating-armature synchronous motors. The most common type is the rotating-field synchronous generator, whose stator core has stator slots evenly distributed on its inner circumference, with three-phase symmetrical windings arranged according to a specific pattern embedded in the slots. The stator of this type of synchronous motor is also called the armature, and the stator core and windings are referred to as the armature core and armature windings, respectively. The rotor core is equipped with paired magnetic poles shaped in a specific form, with field windings wound around the poles. When direct current is applied, a distributed magnetic field with alternating polarities is formed in the motor's air gap, known as the excitation magnetic field (also called the main magnetic field or rotor magnetic field). The prime mover drives the rotor to rotate (inputting mechanical energy into the motor), and the excitation magnetic field with alternating polarities rotates with the shaft, sequentially cutting across each phase of the stator windings (equivalent to the conductors of the windings cutting the excitation magnetic field in the opposite direction).

mannesmann-demag motor speed control

Motor speed control: Pole-changing speed control achieves speed regulation by changing the wiring configuration of the stator windings to alter the number of stator pole pairs in squirrel-cage motors. Its characteristics are as follows: 1, it has relatively stiff mechanical characteristics and good stability; 2, there is no slip loss, resulting in high efficiency; 3, the wiring is simple, control is convenient, and the cost is low; 4, it provides stepped speed control with large step differences, so smooth speed control cannot be achieved; 5, it can be used in combination with voltage-regulation speed control and electromagnetic slip clutches to achieve smooth speed control with higher efficiency. This method is suitable for production machinery that does not require stepless speed control, such as metal cutting machine tools, elevators, lifting equipment, fans, and water pumps. Variable frequency speed control changes the frequency of the power supply to the motor stator, thereby changing its synchronous speed. The main equipment in a variable frequency speed control system is the inverter, which provides variable frequency power. Inverters can be divided into two categories: AC-DC-AC inverters and AC-AC inverters; AC-DC-AC inverters are mostly used domestically. Their characteristics are: 1, high efficiency with no additional losses during speed control; 2, wide application range, suitable for squirrel-cage asynchronous motors; 3, wide speed control range, stiff characteristics, and high precision; 4, complex technology, high cost, and difficult maintenance and repair. 5, this method is suitable for applications requiring high precision and good speed control performance. Cascade speed control involves inserting an adjustable additional electromotive force into the rotor circuit of a wound-rotor motor to change the motor's slip, achieving speed control. Most of the slip power is absorbed by the inserted additional electromotive force, and then additional devices are used to return the absorbed slip power to the grid or convert the energy for utilization. Based on the method of absorbing and utilizing slip power, cascade speed control can be divided into motor cascade speed control, mechanical cascade speed control, and thyristor cascade speed control, with thyristor cascade speed control being the most commonly used. Its characteristics are: 1, it can feed back the slip losses during speed control to the grid or production machinery, resulting in higher efficiency; 2, the device capacity is proportional to the speed control range, offering cost savings, and it is suitable for production machinery with a speed control range of 70%－90% of rated speed; 3, in case of speed control device failure, it can switch to full-speed operation to avoid production stoppage; 4, thyristor cascade speed control has a low power factor and significant harmonic impact. 5, this method is suitable for use on fans, water pumps, steel rolling mills, mine hoists, and extruders.

mannesmann-demag motor fault analysis

The engine speed and crankshaft position sensor detects the speed signal and provides the crankshaft position signal during engine operation, serving as the main basis and foundation for various controls by the control system. If the sensor or its wiring fails, the electronic control unit (ECU) cannot receive the speed signal and crankshaft position signal, making it impossible to correctly control fuel injection and ignition timing, resulting in inactive injectors and non-firing spark plugs. Using a stethoscope and a timing light for inspection can confirm whether the injectors and spark plugs are working. When the above faults occur, the self-diagnostic system usually displays fault codes, and a comprehensive inspection should be conducted on the speed sensor, 1 and 2 camshaft position sensors, and their wiring. First, disconnect the connectors of each sensor and check their resistance; if the resistance value is abnormal, replacement is required; if normal, check whether the wiring and connectors between the ECU and each sensor are normal. If the fuel pump or control circuit fails, it will also cause a lack of fuel pressure in the fuel supply system. Even if the injectors work normally, fuel cannot be injected properly. The inspection method is: use a jumper wire to connect diagnostic plug terminals +B and FP, then turn on the ignition switch (without starting the engine) to check for pressure in the fuel inlet hose. If there is pressure in the hose and a return fuel sound can be heard, it indicates that the fuel pump itself is not faulty; otherwise, the fuel pump should be checked. A multimeter can be used to measure the resistance between terminals 4 and 5; if it does not match the specified value, the fuel pump needs to be replaced. If the fuel pump works normally, its control circuit should be checked, mainly including fuses, EFI main relay, fuel pump relay, resistors, and all wiring and connectors.

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