Winkelmann motor Germany Winkelmann model Winkelmann price

Winkelmann motors are permanent magnet motors commutated or controlled by current via electronic circuits. Permanent magnet brushless motors come in two types: sine wave drive and square wave drive. Those with rectangular wave drive current are commonly referred to as permanent magnet brushless DC motors, while those with sine wave drive current are commonly referred to as permanent magnet AC servo motors. Based on sensor type, they can be classified into sensor-equipped motors and sensorless motors.

Winkelmann motor working principle

The motor control system mainly consists of a permanent magnet brushless DC motor, DC voltage source, inverter, position sensor, and controller. It adopts a "three-phase six-step — 120° square wave type" drive. The permanent magnet brushless DC motor operates by turning the inverter power transistors on and off according to a specific pattern, causing the stator armature of the motor to generate a magnetic potential that advances continuously by 60° electrical degrees, thereby driving the rotor to rotate. Under ideal conditions, for the back EMF and current of each armature phase, each power transistor conducts for 120° electrical degrees, with a phase difference of 60° electrical degrees. When power transistors V3 and V4 are conducting, the motor's V and -U phases are connected (current flowing into the winding is defined as positive direction). The resultant stator armature magnetic potential is Fa5 as shown in Figure 1; if power transistor V3 turns off and power transistor V5 turns on, the motor's W phase and -U phase are energized, and the resultant armature magnetic potential becomes Fa5. Fa5 has advanced clockwise by 60° electrical degrees compared to Fa4. Thus, it can be seen that the magnetic potential generated by the stator armature rotates continuously clockwise by 60° electrical degrees as the power transistors switch on and off in a regular pattern. There are six possible switching combinations for the inverter power transistors. Each switching combination must correspond to a specific rotor position or induced voltage waveform to produce the maximum average electromagnetic torque. The interaction force is greatest when the angle between the two magnetic potential vectors is 90°. Since the magnetic potential generated by the electronic armature advances by 60° electrical degrees, the angle between the rotor magnetic potential and the stator magnetic potential must vary within the range of 60° to 120° in each switching mode to produce the maximum average electromagnetic torque. As shown in Figure 1, suppose at time t1, the rotor's Fj lies in the plane of coils U and X, causing the rotor to rotate clockwise. At this point, power transistors V5 and V4 should be turned on, making the angle between the stator's resultant magnetic potential Fa5 and Fj equal to 120°. The rotor rotates clockwise under the electromagnetic torque generated by the interaction between Fa5 and Fj. At time t3, the angle between Fa5 and Fj becomes 60°. At this point, power transistor V4 is turned off and power transistor V6 is turned on. The stator's resultant magnetic potential becomes Fa6, forming an angle of 120° with Fj. The electromagnetic torque generated by both further rotates the rotor. Based on steady-state models, scalar control was the initial operating method for AC motors, characterized by uncontrolled operation. Its control functions were limited to switching on and off, and in some cases, auxiliary starting, braking, and reversing. To meet certain variable speed drive requirements, several control methods with inferior performance emerged, such as voltage reduction speed control for squirrel-cage asynchronous motors, rotor resistance insertion speed control for wound-rotor asynchronous motors, electromagnetic slip clutch speed control, cascade speed control for wound-rotor asynchronous motors, variable voltage variable frequency speed control (VVVF) for squirrel-cage asynchronous motors, pole-changing speed control, and variable voltage variable frequency speed control for synchronous motors. Among these speed control methods, except for variable voltage variable frequency control, most are open-loop controls that do not require inverters. They feature simple equipment but suffer from low efficiency and poor performance. Slip frequency closed-loop control based on constant voltage-to-frequency ratio control for squirrel-cage asynchronous motors offers relatively better performance. However, since they are all based on steady-state models, their dynamic performance is poor. They are generally only used for energy-saving speed control and general speed control applications with low dynamic performance requirements, such as water pumps and fans. Vector control theory advances AC motor control from external macroscopic steady-state control to transient control of the internal electromagnetic processes of the motor. This has led to a qualitative leap in the control performance of permanent magnet synchronous motors. The most essential feature of vector control is transforming the complex, coupled, nonlinear variables inside the AC motor into DC variables (such as current, flux linkage, voltage, etc.) in a stationary reference frame through coordinate transformation. Constraints are identified from these transformations to obtain the optimal control strategy for a given objective.

Winkelmann motor common issues

Why do motors generate shaft currents? The current flowing through the motor shaft – bearing housing – base loop is called shaft current. Causes of shaft current: (1) Asymmetric magnetic field; (2) Harmonics in the supply current; (3) Poor manufacturing or installation, resulting in uneven air gap due to rotor eccentricity; (4) Gaps between the two halves of a detachable stator core; (5) Improper selection of the number of segments in a fan-shaped laminated stator core. Hazards: Shaft currents cause erosion on the motor bearing surface or balls, forming pinpoint micro-pores. This deteriorates bearing performance, increases friction losses and heat generation, and ultimately leads to bearing burnout. Prevention: (1) Eliminate pulsating magnetic flux and power supply harmonics (e.g., by installing AC reactors on the output side of the inverter); (2) During motor design, insulate the bearing housing and base for sliding bearings, and insulate the outer ring and end cap for rolling bearings. Two Why are general motors unsuitable for high-altitude regions? Altitude adversely affects motor temperature rise, corona discharge (for high-voltage motors), and commutation in DC motors. Attention should be paid to the following three aspects: (1) At higher altitudes, motor temperature rise increases, and output power decreases. However, if the ambient temperature drop compensates for the altitude effect on temperature rise, the motor's rated output power can remain unchanged; (2) High-voltage motors used at high altitudes require anti-corona measures; (3) Altitude negatively impacts DC motor commutation, so careful selection of carbon brush materials is necessary. Three Why should motors not operate under light load? Light load operation of a motor results in: (1) Low motor power factor; (2) Low motor efficiency. This leads to equipment waste and uneconomical operation. (1) Excessive load; (2) Phase loss; (3) Blocked air ducts; (4) Prolonged low-speed operation; (5) Excessive power supply harmonics. Four Why should motors not be started arbitrarily in cold environments? Prolonged exposure of motors to low temperatures can cause: (1) Cracking of motor insulation; (2) Freezing of bearing grease; (3) Pulverization of solder at wire joints. Therefore, motors should be stored with heating in cold environments, and windings and bearings should be inspected before operation. Five What are the causes of three-phase current imbalance in motors? (1) Three-phase voltage imbalance; (2) Poor welding or contact in a specific phase branch inside the motor; (3) Inter-turn short circuit, ground fault, or phase-to-phase short circuit in the motor winding; (4) Wiring errors.

Winkelmann motor phase angle and torque

The motor phase difference angle (torque angle) δ is the phase difference between the no-load induced electromotive force generated by the magnetic field and the armature voltage. The torque of a synchronous motor is proportional to sin (δ) and reaches the theoretical xxx torque at δ = 90 degrees (this differs for cylindrical rotor motors versus salient pole motors). Furthermore, since the motor rotates synchronously with the frequency of the armature voltage, the output is proportional to the torque. If the load torque is too high, the motor will stop due to "loss of synchronism (pull-out)." The torque at this point is called the "pull-out torque," and it occurs within a phase difference angle range of 50-70 degrees.

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