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UNIMEC motors are machines used to convert mechanical energy and AC electrical energy into each other. Due to the tremendous development of AC power systems, AC motors have become the most commonly used motors. Compared with DC motors, AC motors have a simple structure, are easy to manufacture, are relatively robust, and can be easily made into high-speed, high-voltage, high-current, and high-capacity motors because they do not have commutators (see commutation of DC motors). The power coverage range of AC motors is very large, from a few watts to hundreds of thousands of kilowatts, or even millions of kilowatts. In the early 80s of the 20th century, the largest steam turbine generator had reached 150 ten thousand kilowatts.

UNIMEC motor fault analysis

Motor injector faults generally manifest as: injector nozzles blocked by gummy substances, carbon buildup or poor sealing causing dripping, leading to mixture concentration being too low or too high. The detection method is: first start the engine, use a stethoscope to check the operating sound at each injector; if no sound is heard, check the wiring connector, the injector, or the injection signal from ECU; then, use a multimeter to measure the resistance between the injector terminals; if the resistance value does not match the specified value, replace the injector; finally, check the fuel injection volume of the injector, which should be within the normal range and the difference in injection volume between cylinders should be less than 5cm3. The water temperature sensor is used to detect the temperature of the cooling water and convert it into a voltage signal related to the temperature, which is input to ECU as the basis for ECU to correct the fuel injection volume. If the water temperature sensor fails, or if there is an open circuit, short circuit, or severe scale on the surface between it and ECU, it will cause a large deviation in the output signal, ultimately preventing the injector from increasing or decreasing the fuel injection volume in time, leading to starting difficulties. Most electronic fuel injection engines use stepper motor-type idle speed control valves. ECU adjusts the energization sequence of the stepper motor electromagnetic coils according to the engine's operating conditions, causing the cone valve body on the stepper motor shaft to screw in or out, adjusting the opening of the bypass air passage to achieve regulation of the bypass intake air volume. If the engine is difficult to start but can start with a slight press on the accelerator pedal, it indicates a fault in the idle speed control valve. Disassembling the ISC valve will reveal significant carbon buildup, gummy adhesion, and oil accumulation on the cone surface of the valve body, which reduces the adjustable range of the cone valve, resulting in reduced intake air volume and an overly rich mixture during cold starts, causing starting difficulties.

UNIMEC motor classification

The components of the basic structure of a motor include the stator, rotor, brushes, and commutator. The interaction between the stator and rotor magnetic fields drives the motor to rotate. Types of brushed DC motors are classified according to the method of magnetic field generation in the motor stator or housing. Depending on the type of brushed DC motor, the stator magnetic field can be generated by permanent magnets or windings in the stator. In the latter case, the stator windings and rotor windings can be connected in parallel, series, or compound configurations. These three types of brushed DC motors are called shunt-wound motors, series-wound motors, and compound-wound motors, respectively.

UNIMEC motor maintenance

Preparation and inspection before motor startup: Check whether the grounding of the electric motor and starting equipment is reliable and complete, and whether the wiring is correct and in good condition. Check whether the voltage and frequency shown on the motor nameplate match the power supply voltage and frequency. For newly installed or long-idle motors, check the insulation resistance between phases and between phase and ground of the windings before startup. The insulation resistance should be greater than 0.5 megohms; if it is lower than this value, the windings must be dried. For wound-rotor types, check whether the brush device on the slip ring works properly and whether the brush pressure meets requirements. Check whether the motor rotates flexibly and whether the oil in the sliding bearings has reached the specified level. Check whether the rated current of the fuses used for the motor meets requirements. Check whether all fastening bolts and installation bolts of the motor are tightened. After all the above checks meet the requirements, the motor can be started. After the motor starts, run it under no-load for about 30 minutes, observing carefully for any abnormalities. If abnormal conditions such as noise, vibration, or overheating are found, take measures to eliminate them before putting the motor into operation. When starting a wound-rotor motor, connect the starting rheostat to the rotor circuit. For motors with a brush lifting mechanism, lower the brushes, disconnect the short-circuiting device, close the stator circuit switch, and operate the rheostat. When the motor approaches rated speed, lift the brushes, close the short-circuiting device, and the motor startup is complete.

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