HUCHEZ SA motor, German HUCHEZ SA model, HUCHEZ SA price

HUCHEZ SA motors consist of the motor body and the driver, representing a typical mechatronic product. A brushless motor refers to a motor without brushes and a commutator (or slip rings), also known as a commutator-less motor. As early as the nineteenth century, when motors were first invented, the practical motors produced were of the brushless type, namely AC squirrel-cage asynchronous motors, which were widely used. However, asynchronous motors have many insurmountable defects, resulting in slow development of motor technology. Transistors were invented in the mid-twentieth century, leading to the emergence of DC brushless motors that use transistor commutation circuits to replace brushes and commutators. This new type of brushless motor is called an electronically commutated DC motor, which overcomes the defects of the first generation of brushless motors.

HUCHEZ SA motor operating principle

When the motor is operating, three-phase symmetrical current flows through the stator's three-phase windings, and DC current flows through the rotor's excitation winding. When three-phase alternating current is applied to the stator's three-phase symmetrical windings, a rotating magnetic field is generated in the air gap. When DC current is applied to the rotor excitation 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 exerted by 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 operating principle of a synchronous motor. Synchronous motors have three main modes of operation: as a generator, as a motor, and as a compensator. Operation as a generator is the primary mode for synchronous motors. Operation 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 operational efficiency. Small synchronous motors are increasingly used in variable frequency drive systems. Synchronous motors can also be connected to the grid as synchronous compensators. In this case, the motor carries no mechanical load; by adjusting the excitation current in the rotor, it supplies 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 classified into rotating-field synchronous motors and rotating-armature synchronous motors. The most common type is the rotating-field synchronous generator. Its stator core has slots evenly distributed along the inner circumference, housing three-phase symmetrical windings arranged according to a specific pattern. The stator of this 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 manner. Excitation windings are wound around these poles. When DC current is supplied, 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). The excitation magnetic field with alternating polarities rotates with the shaft and sequentially cuts across the stator phase windings (equivalent to the conductors of the windings cutting the excitation magnetic field in the reverse direction).

HUCHEZ SA motor maintenance methods

Motor armature removal: Observe whether sparks are generated between the carbon brushes and the commutator during motor operation, and assess the severity of sparking. (1) indicates no sparking at all. This shows that the carbon brushes and commutator are normal and require no repair; (2) indicates only 2 to 4 very small sparks. At this point, carefully observe if the commutator surface is flat. In most cases, repair is not required; (3) indicates that besides r having 4 or more F very small sparks, there are also 1 to 3 large sparks. In this case, it is not necessary to remove the armature; simply use sandpaper to polish the carbon brushes and commutator; (4) if 4 or more large sparks appear, the commutator needs to be polished with sandpaper, or even carefully machined on a lathe. At this point, the carbon brushes and armature must be removed. Of course, once the commutator has been machined, the carbon brushes must be replaced and bedded in. Removal method: Because vibration can damage the carbon brushes when removing the end covers and armature, the carbon brushes should first be taken out of the brush holders. Also, since the angles of the two brush holders relative to the commutator may not be identical, to ensure restoration to the original state during installation and to prevent left and right carbon brushes from being installed incorrectly, marks must be made on the left and right carbon brushes before removal. Additionally, be careful not to damage the contact surfaces between the carbon brushes and the commutator. One end of a high-speed motor generally has a cooling fan, and the other end may have a magnetic steel piece or a speed-measuring ring for RPM measurement. When removing the cooling fan blades and the magnetic steel piece or speed-measuring ring, exercise extreme caution to avoid damaging the fan blades or the speed-measuring magnetic steel. Next, make a mark between the fan hub or the magnetic steel hub and the shaft, so that after repair, they can be installed according to the original marked positions. Because the dynamic balance test of high-speed motors is performed with the fan blades or speed-measuring ring (speed-measuring magnetic steel) attached, assembly must follow the marks made during disassembly. This is a minor detail in general motor repair, I but it is critical in high-speed motor repair. Because once the speed-measuring ring or fan blades are damaged, or if they are not assembled according to the marks, even if other parts are repaired well, imbalance vibration of the entire machine may occur during high-speed operation after assembly. Do not use hammers, punches, or other hard striking or prying tools when disassembling high-speed motors; use a puller. When using a puller, note that the tip of the puller should press directly against the center hole, and a protective pad should be placed between the puller tip and the center hole to protect the center hole on the armature shaft from damage. Before disassembly, make marks on the upper and lower end covers to facilitate reassembly in the original position after repair. Carefully clean the bearings removed from the armature. Use clean aviation gasoline for cleaning. After the gasoline has dried, fill the bearing housing with 7014 (or 7018) bearing grease (ordinary butter or molybdenum disulfide cannot be used for high-speed motor bearings). Place in a clean area for later use. If the commutator surface is flat and has a purple luster, this oxide layer protects the commutator surface; simply use a soft brush to remove surface powder.

HUCHEZ SA motor protection

Motor coils are typically wound with very fine copper wire and have poor current-carrying capacity. When the motor is heavily loaded or stalled, the current flowing through the coils increases rapidly, causing the motor temperature to rise sharply, which can easily burn out the copper windings. If polymer PTC thermistors are connected in series with the motor coils, they provide timely protection during overload conditions, preventing motor burnout. Thermistors are usually placed near the coils to better sense temperature, making protection faster and more effective. For primary protection, thermistors with higher voltage ratings, such as the KT250 type, are typically selected. For secondary protection, thermistors with lower voltage ratings, such as KT60-B, KT30-B, KT16-B, and chip-type motor thermistors, are commonly used.

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