3 Basic Motor Theory 1009

BASIC ELECTRIC MOTOR THEORY
GLOSSARY OF TERMS
BASICE ELECTRIC MOTOR THEORY GLOSSARY
Adjustable Frequency Drive:
A device the converts the incoming power into any desired AC Frequency allowing an
AC Motor to run at virtually any speed.
Armature:
The turning Conductor in a DC Motor, which produces the Turning Force (Torque) and
Speed in order to power the unit.
Brushes:
The stationary components of the Commutator that provide Current to the rotating
Commutator Segments.
Coils (Field Windings):
The Stationary Windings of a DC Motor that generate an Electromagnetic Field, in order
to interact with the Armature to produce Torque and Speed.
Commutator:
Used in a DC Motor, it is part of the Armature and it is used along with the Motor
Brushes. It is a timed switch that reverses the Current through each Armature Winding
every One-Half (180°) of rotation. This causes the Magnetic Fields of the Armature
Windings to work together with the Magnetic Fields of the Field Windings to maintain
the Armature Rotation.
Delta Wound:
An AC Motor Connection Arrangement where each Winding is Wired End to End in
order to form a completely Closed Loop Circuit.
Dynamic Braking:
The method of braking a DC Motor by reconnecting a running Motor to act as a
Generator immediately after it is turned off. Reconnecting the Motor in this manner
makes the motor act as a loaded Generator that develops a Retarding Torque, rapidly
slowing the Motor down. This is known as Plugging or Regenerative Braking.
Horsepower:
A unit of power measurement, used for rating the amount of work an Electric Motor can
do. One-Horsepower equals 33,000 Foot-Pounds per Minute of Work, or the ability to
move 33,000 Pounds a distance of One Foot in One Minute. One-Horsepower equals
746 Watts.
Full Load Speed:
The True speed at which an AC Motor turns, generally found on the Nameplate. To
calculate the Full Load Speed, take the Synchronous Speed minus Percent Slip. It is the
Speed of the AC Motor.
Induction:
The process of producing a Current by the relative motion of a Magnetic Field across a
Conductor.
Neutral Position:
The position at which the Armature in a DC Motor is Parallel to the Magnetic Field,
where no Torque is produced. This can also be theoretically calculated for an AC
Motor.
Percent Slip:
The Percentage difference between an AC Motors Synchronous Speed and its Full Load
Speed. Percent Slip is critical to the amount of Torque developed by an AC Motor.
Rotor:
The rotating part of an AC Motor which interacts with the Stator Windings in order to
produces the Turning Force (Torque) and Speed in order to power the unit..
Series Motor:
A DC Motor with the Field Coils / Windings wired in Series with the Armature Coils /
Windings, It is also called a Universal Motor. In a Series Wound Electric Motor
Current that flows through the Armature also flows through the Field Windings.
Shunt Motor or Separately Excited Field Motor:

A DC Motor with the Field Coils / Windings wired in Parallel with the Armature Coils /
Windings. In a Shunt Wound Electric Motor the Current that flows through the
Armature Coil / Windings is different from the Current that flows through the Field Coil
/ Windings since they are Parallel Circuits.
Stator:
Also called the Stator Windings. It is the Stationary Part of an AC Motor. The
Rotating Electromagnetic Field generated by the Stator interacts with the Rotor in order
to produce the Turning Force (Torque) and Speed of the Rotor.
Squirrel Cage Induction Motor:
The most common AC Motor Type, named for the Rotor’s resembalance to a Cage used
for exercising squirrels.
Synchronous Speed:
The Rotational Speed of the Stator (Magnetic Field), defined by the formula N=120F/P
Where N = The Sychronous Speed of the AC Motor in Revolutions per Minute (RPM).
F = the Frequency supplied to the AC Motor in Hertz (Hz). and
P = the Number of Poles in the AC Motor.
Watt:
A unit of power measurement, used for rating the amount of work an Electric
Motor can do. Watts = Volts X Amps. Kw = (Volts X Amps) / 1,000.
Kwh = (Volts X Amps Hours) / 1,000. 746 Watts equals One-Horsepower.
Wye Wound:
A connection arrangement where one end of each of the Three Phases is connected to
the other Phases Internally. The remaining end of each Phase is the brought out
Externally.
STALLED DRIVE MOTORS

BASICE ELECTRIC MOTOR THEORY
I. Occurs when power is applied to the Drive Motor but the Armature cannot be
rotated. This is also called Locked Rotor or Locked Armature.
II. The Armature essentially becomes a Direct / Dead Short.
1) Brushes and corresponding Commutator Bars become very hot.

2) Two Levels of DAMAGE can occur.
A. First Level is a raised Commutator Bar.

1. This results in a clicking noise at the Brushes at slower speeds, and
severe arcing of the Brushes at higher speeds.
B. Second Level occurs when the Motor is Stalled for an extended period of
time (30 Seconds on Older Motors / 10 - 15 Seconds on Newer Motors).
1. This results in the Commutator Bars melting and fusing
themselves to the adjacent Commutator Bars. This damage is a
very visible burning and melting of the Commutator Bars.
C. In both cases there will be four damaged or burnt Commutator Bars 90°
apart on the Commutator indicating the Motor was STALLED.
III. This type of damage could occur if the Operator held the Lift Truck in place
using the Accelerator rather than the Service Brake, but it would take and
extended and deliberate period of time to cause the damage, because the
Current across the Drive Motor is low.
IV. However when the Operator uses the Lift Truck to Push or Bulldose Loads the
Current across the Drive Motor is very high and if the Armature becomes
locked it would only take a very short period of time (approximately 10
seconds) for this to occur, causing considerable damage.
V. There is a GREATER possibility of this type of damage occurring when the

Battery Maintenance is poor, or the Operator uses the Lift Truck with the
Battery in a Discharged State. As the Battery Voltage goes down the amount
of Current needed to perform the same work goes up.
VI. On the EV-100LXT SCR Control Panel (ECS & TM), and the EV-T100
Transistorized Control Panel (ECG) the 1A Drop-Out Feature (Function #6)
enables the Panel to protect the Axle Shafts and Armature Shaft by dropping
out the 1A Contactor when the Drive Motor Current gets to high. This
Feature has been disabled at the Factory by CLARK since the Axle and
Armature Shafts and strong enough to handle the Torque.
VII. On the CTSX-450 Transistorized Sep/Ex Controller (TMG), the Controller

monitors the Current over the Drive Motor Armature and when it senses a
Current Draw of greater than 400 Amps for more than ten (10) Seconds it will
record a Fault Code #82. The Lift Truck will continue to operate normally
unless the Speed Reduction has been set at Function #13.
VIII.Always perform an Amp Draw Test when checking a Motor Circuit. A high
Amp Draw indicates there is a problem in the Motor Circuit such as a bad
Motor, bad Motor Cables or Connections, bad Contactor Tips, or a bad
Battery. After taking the Amp Draw Test a Volt Drop Test can be performed
on each component in the Motor Circuit in order to determine and isolate the
problem.
IX. Always perform an Amp Draw Test after replacing the Motor or repairing the
Power Circuit. Average Amp Draw for a Drive Motor Free-Wheeling in 1A
By-Pass is approximately 75 – 100 Amps, depending on the size.
BASIC ELECTRIC
MOTOR PRINCIPLES
BASIC ELECTRIC MOTOR PRICIPLES
Series Wound Electric Motors and / or a Separately

Excited Field Wound Motors have often been
described as “an Educated Short Circuit” or “a
Smart Dead Short”. This is indeed a very accurate
description of these Electric Motors, because the
Total Internal Resistance of these Electric Motors
may often be less than 0.10 of an Ohm. Consisting
essentially of an Armature and a Field Frame these
Electric Motors are designed and built to provide
long periods of service, if properly maintained. So
let’s take a look at just what makes these Electric
Motors operate so efficiently.
Earlier we discussed how passing a Current through a Conductor will generate
Magnetic Lines of force around the Conductor in concentric circles.
The Direction of Current Flow will determine the North

and South Poles of the Magnetic Lines of Force (Flux).
The amount of Current Flow will determine the Magnetic

Fields Size and Strength.
AND
Magnetic Fields will interact with each other
causing the Conductors to move in a specific
manner depending on the orientation of the
Magnetic Field Poles.
Like Poles Repel, Opposite Poles Attract.

Consider a Straight Wire Conductor with a Current flowing through it and

placed in between a North Pole and a South Pole. There will be two Magnetic
Fields, the one produced by the North and South Magnetic Poles, and the one
produced by the current flowing through the conductor.
Since both Magnetic This condition occurs since

Fields must have a the Magnetic Lines are in
North and South Pole, the same direction on one
the net result will be a side of the Conductor and
Heavy Concentration therefore add together
of Magnetic Lines generating a very strong
(Strong Field) on one force.
side of the Conductor
which is carrying the While on the opposite side
Current , and a much of the Conductor the
Lower Concentration Magnetic Lines oppose
of Magnetic Lines on each other and tend to
the opposite side of the cancel each other out,
same Conductor. leaving a very weak force.
With a Strong Field on one side of the Conductor and a Weak Field on the
Opposite side of the Conductor, the Conductor will tend to move away from the
Strong Field Area into the Weak Field Area, or in the picture below it will move
from Left to Right as indicated.
AGAIN:
Whether the The Magnetic Force
Conductor moves that makes the
Left to Right or Conductor move
Right to Left will be will vary with the
determined by the strength of the
orientation of the Horseshoe Magnet
Magnetic Poles of and / or the amount
each Field. of Current Flow
through the
Conductor.
This is the Electro-Magnetic Theory on which all DC Motors Operate.

If we take a Loop of Wire and locate it between two Iron Pole Pieces and connect the two
ends of the Wire Loop to Commutator Segments (or Bars), after which we connect the
Commutator Segments to individual Brushes, with one Brush connected to the Windings
located over the Pole Pieces, and the other Brush connected to Battery Negative, we have
constructed the Basic D.C. Series Wound Electric Motor.
In a Series Wound
Motor, Voltage
Changes but Current
remains the same.
In other words “The
same Current passes
through the Field
Windings and the
Armature
Windings.” Both
Windings must
conduct the same
identical Current.
If we take a Loop of Wire and locate it between two Iron Pole Pieces and connect the two
ends of the Wire Loop to Commutator Segments (or Bars), after which we connect the
Commutator Segments to individual Brushes, with one Brush connected to Battery Positive
and the other Brush connected to Battery Negative.
In a Separately Excited
Then we take one end of (Sep/Ex) Motor the Field
the Winding located over Windings are Parallel to
the Pole Pieces and the Armature Windings
connect it to Battery so Voltage can remain
Positive, and take the the same but the amount
other end of the Winding of Current the Armature
and connect it to Battery Windings receive may be
Negative. different from the
amount of Current the
Field Windings receive.
We have now constructed the Basic Separately Excited Field

(Sep/Ex) Electric Motor, also known as a Shunt Wound Motor.
CURRENT FLOW THROUGH A SERIES WOUND MOTOR
1.) Current flows from the Battery to a Directional Contactor.
2.) From the Directional Contactor to the Pole Piece Windings (Field Windings).
3.) From the Pole Piece Windings (Field Windings) back to the opposite Directional Contactor.
4.) From the opposite Directional Contactor to a Motor Brush and Commutator Bar.
5.) From the Brush and Comutator Bar through the Wire Loop.
6.) From the Wire Loop to the opposite Commutator Bar and Brush.
7.) From the opposite Commutator Bar and Brush back to Battery Negative.
CURRENT FLOW THROUGH A SEP/EX WOUND MOTOR
1.) Current flows from the Battery to a sep/ex Motor Controller.
2.) The SEP/EX Motor Controller will control the flow of Current:
A.) To the Pole Piece Windings (Field Windings).
B.) To the Motor Armature.
C.) The Field Windings and the Motor Armature are PARALLEL to each other.
1.) Same Voltage different amounts of Current.
2.) Field Current to Armature Current Ratio is 1:10 (40 Amps to the Field / 400 Amps to the Armature).
3.) Infinity variable Torque and Speed.
3.) The direction of Current Flow to the Field Windings is controlled by “H Bridge” Transistors in the Controller.
4.) The amount of Current Flow to the Field Windings is controlled by “H Bridge” Transistors in the Controller.
5.) Current only flows in one direction through the Motor Armature, Battery Positive to Battery Negative.
6.) The amount of Current flowing to the Motor Armature is controlled by a Main Power Transistor in
the Motor Controller.
CURRENT FLOW THROUGH A SEP/EX WOUND MOTOR
1.) Turning on the Q1 Power Transistor allows Current to flow through the Motor Armature.
A.) The Current through the Motor Armature will always flow in one direction Positive to Negative.
2.) Transistors Q2, Q3, Q4, & Q5 form the “H Bridge” Transistor that controls the Field Windings.
3.) Turning on the Q2 and Q5 Transistor will cause Current to flow F1 to F2 in the Field Windings.
A.) Causing the Motor Armature to turn in one direction.
4.) Turning on the Q3 and Q4 Transistor will cause Current to flow F2 to F1 in the Field Windings.
A.) Causing the Motor Armature to turn in the opposite direction.
In both the Series Wound and SEP/Ex Wound Motors the

Magnetic Fields that are set up within the Motor will cause a
Strong Force on one side of the Conductor and a Weak Force on
the opposite side of the Conductor, which in turn will generate a
Turning or Rotational Force (Torque) on the Wire Loop.
When the Loop of Wire has rotated 180°, or on-half of a turn the
Commutator Bars will have interchanged positions with the two
Brushes, so the Current Flow through the Wire Loop will be in the
opposite Direction.
But since the Wire Loop has changed positions within
the Pole Pieces, the Rotational Effect will still be the
same clockwise direction as just discussed.
While the Wire Loop is rotating through the Magnetic Fields set up by the Field
Poles/Windings do we not have:
1.) A Conductor (Wire Loop).
2.) A Magnetic Field.
3.) Relative Motion between the Conductor and Magnetic Lines of Force in a
Perpendicular Manner.
All of the conditions required for inducing a Voltage / Potential into the
Wire Loop have been met and a it is true that a Voltage / Potential will be
induced into the Wire Loop while it is rotating.
The Polarity of the Induce Potential and the Direction of the Current Flow will be determined as
was discussed earlier in The Fundamentals of Electricity and Magnetism.
In the picture below the Conductor is moving to the left and cutting across the Magnetic Field as
illustrated, the Conductor will be striking the Magnetic Lines with its Left Side, which is called the
“Leading Side”.
To determine the Polarity of the Induced

Potential and the Direction of Current Flow
grasp the Conductor with the your Right Hand
with your Fingers on the Leading Side and
pointed in the direction of the Magnetic Lines
of Force.
Your Right Hand Thumb will then point in the Direction of Current Flow indicating the Induced
Potentials Polarity.
Using the Right Hand Rule it is easy to understand the Polarity of the Induced Potential
and the Direction of Current Flow would be in the direction of the Blue Arrows as shown
in the picture below.
The overall effect of the Since the Induced Potential is

Induced Potential will be to “Reverse Polarity” the
oppose Battery Voltage since Induced Current attempts to
the Induced Potential is of
“Reverse Polarity” to Battery
Voltage.
BUT: flow against Battery Current,
as the Blue Arrows indicate,
but cannot. The result is it
will occupy part of the
Armature Winding Area
reducing the amount of
Battery Current that can flow
The Battery is supplying the Voltage and Current, or through the Motor.
Electromotive Force, to operate the Electric Motor.
The Induce Potential and Current oppose Battery Voltage and Current, so it
is called “Counter-Electromotive Force” or “CEMF”.
Once again from “The Fundamentals of Electricity and Magnetism”: The
Factors that determine the magnitude of the Induced Potential (CEMF) are:
1.) The Strength of the Magnetic Field.
2.) The Speed at which the Lines of Force (Flux) are

cutting across the Conductor (the rate of Relative
Motion between the Conductor and Magnetic Flux).
3.) The Number of Conductors cutting the Lines of

Force (Magnetic Flux) .
The Induced Potential will be directly proportional to the speed at which the Wire Loop is
cutting across the Magnetic Lines of Force or Flux.
The amount of CEMF will be proportional to the speed at which the Wire Loop
(Armature) is rotating.
This means the faster the Armature spins, the greater the Induced CEMF will be , the
lower the Battery Current supplied to the Motor will be.
As the speed of the Armature Rotation increases the total

CEMF, which is both the Induced Potential and Induced
Current, will also increase.
The Total Amount of CEMF = Induced Voltage + Induced Current
The CEMF will approach but never be able to

completely reach the level of the Battery Voltage and the
Battery Current being supplied to operate the Motor.
The turning force of the Armature is called Torque.
The Torque of the Armature is developed by the repulsion and attraction of the Magnetic Fields that are
generated by the Field Windings and the Armature Windings.
The strength of the Magnetic Fields that are generated by

the Fields and Armature Windings are determined by the
number of Magnetic Lines of Force/Flux.
The number of Magnetic Lines of Force that are

generated from the Field and Armature Windings are
determined by the amount of Current flowing through
the each Winding.
TORQUE = MAGNETIC LINES OF FORCE / FLUX = CURRENT
The AMOUNT OF Torque that will be developed by the Motor Armature will be
directly proportional to the Current Flow through the Motor.
If the Current Flow through the Motor is High, then the generated Torque will be High.
If the Current Flow through the Motor is Low, then the generated Torque will be Low.
The maximum Torque generated by the Armature will occur

when the Armature is not turning, or it is in a STALLED
CONDITION.
With the Armature Stalled there will be no CEMF being induced

into the Armature Windings, so Battery Current can flow across
the Armature windings at it’s maximum flow rate.
The higher the Current through the Motor, the higher the resulting Torque.
As the Armature Rotation Speed increases, the Induced CEMF

will increase which will cause the Current Flow from the Battery
through the Motor to DECREASE.
Since the Current flow through the Motor Decreases the Torque
generated by the Armature will also DECREASE.
We have already stated that with the Armature Stalled there will be no CEMF being induced into the
Armature Windings, so Battery Current can flow across the Armature windings at it’s maximum flow rate.
Since the Armature is Stalled there is very little Resistance in the Motor Circuit so it does not take a lot of force
to push the Current through the Electric Motor. The force it takes to push the Current through the Electric
Motor is called Motor Voltage and is measured in “Volts”.
When the Armature is Stalled the Battery Voltage across the Electric
Motor will be low, as the Armature begins to Rotate and as the Rotation
Speed increases, the Induced CEMF Potential / Voltage will increase which
will cause the Battery Voltage to increase in order to keep the Battery
Current flowing through the Motor.
Remember the Power Equation for Electricity. P

= E X I or Power = Volts X Amps
As the Armature Rotation Speed increases, the Load on the Motor stays the same so
the Power requirement never changes BUT:
Battery Current across the Motor Decreases (The Amp Draw from the Motor goes Down).
Battery Voltage across the Motor Increases (The Motor Voltage Goes Up).
SO JUST WHAT DOES ALL OF THIS MEAN?
Armature Rotation Speed = Motor Speed
As Motor Speed increases, the Motor Voltage increases.
Motor Voltage
So Motor Speed is directly

proportional to Motor Voltage.
As Motor Speed increases, Amp Draw from the Motor decreases.
So Motor Speed is inversely

proportional to Motor Amp Draw.
SO WHAT HAVE WE LEARNED?
1.) A Turning or Rotational Force, called Torque, is placed on the Motor

Armature by a concentration of Magnetic Flux on one side of the Armature
Windings and a deficiency of Magnetic Flux on the opposite side of the same
Armature Windings.
2.) A Counter Voltage and Current, called CEMF (Counter-Electromotive Force),

is generated in the rotating Armature Windings and increases as the Rotational
Speed of the Armature increases.
3.) Since the generated CEMF opposes Battery Voltage and Current, Battery
Current through the Motor decreases as Armature Rotational Speed increases.
3.) Since the generated CEMF opposes Battery Voltage and Current, Battery
Voltage across the Motor increases as Armature Rotational Speed increases.
4.) The Turning Force or Torque generated by the Motor is at it greatest when
the Motor Armature is in a STALLED or LOCKED Condition.
BASIC ELECTRIC MOTOR

COMPONENTRY
BASIC ELECTRIC MOTOR COMPONENTRY
DRIVE END COVER
ARMATURE AND WINDINGS
AND BEARING
FIELD AND
FRAME
ASSEMBLY COMMUTATOR
BRUSH END
BRUSH BEARING
ASSEMBLY
BRUSH END
COVER AND
BRUSHES
THE FIELD
AND
FRAME ASSEMBLY
The Field and Frame Assembly consists of Field Coil Windings assembled over
Iron Pole Pieces that are bolted to the inside of a heavy Iron Frame.
The Iron Frame

and Pole Pieces
not only
provide a
mounting point
for the Field
Coils but also
Field
provide a low
Winding Reluctance path
Coils for the
Magnetic Flux
produced by the
Field Coil
Windings.
As stated the Frame and Pole Pieces are made of Iron.
As discussed earlier in “The Fundamentals of Electricity and Magnetism” Iron has a very low
Reluctance (Resistance to Magnetic Flux) and helps in concentrating and directing the
Magnetic Circuits.
Since the Frame and Pole Pieces are made of Iron they aid in
concentrating and directing the Magnetic Circuit of the Field
Windings, increasing the strength of the Magnetic Field
generated by the Field Windings.
DC Electric Motors are called Four Pole Motors because the

Field Windings generate four separate Magnetic Fields.
Four Pole DC Electric Motors develop the type of Torque/

Speed Curve that is best suited for use in Lift Trucks.
In a DC Series Wound Electric Motor the same Current that goes through
the Armature goes through the Field Windings.
So if the Armature is using 300 Amps the

Fields are also using the same 300 Amps.
As we have discussed as the

Armature spins faster it induces a
higher CEMF that limits the
Battery Current, so less Current
means lower Magnetic Flux, which
means a weaker Magnetic Field,
which means the Armature will spin
faster.
If the Motor were not under any load that would indeed be the
case and the Armature would continue to spin faster until it
reaches a speed at which the Armature Windings would be
thrown from their slots and render the Motor unusable.
In a Lift Truck the Electric Motors are

Since the Motors will
always under load. They are either
always be under load the
supplying Mechanical Power to their Circuits
Armatures Top Rotation
(Traction, Hydraulic, and Steering), or being
Speed will be determined
driven by their Circuits (Plugging and
by the load.
Regenerative Braking).
At top speed with a Lift Truck the load will still require Power to
make it continue to move, so the Motor will continue to draw
Current from the Battery.
The average Amp Draw for a Four Wheel Sit-Down Rider Lift Truck
Traction Motor, when the Lift Truck is blocked up in the air with the Drive
Wheels Free-Wheeling and the 1A By-Pass Contactor closed is
approximately 100 Amps (+/- 10%).
It is important to understand the Motor is still drawing Current, that both

the Field Windings and the Armature Windings are using 100 Amps.
This means that our Amp Draw is

fixed which means the Magnetic
Flux of both the Field Windings
and the Armature Windings will
also be fixed.
If the Magnetic Flux of the Field and Armature Windings is

fixed, this means the Rotation Speed of the Armature will be
limited. The Magnetic Flux of the Field Windings will
prevent the Armature from Rotating any faster.
In some Customer Applications this limited speed of the Lift Truck will be
unacceptable and the Customer will want a faster Lift Truck.
A faster Armature Rotation Speed can be achieved by adding an Electrical

Function to the Lift Truck known as “Field Weakening”.
Field Weakening By-Passes approximately 30% - 50% of the Battery

Current around the Field Windings while ensuring the Armature continues
to use the full amount of Current.
By shunting off 30% - 50% of the Current around the Field Windings we
change the number of Amp Turns in the Fields, thereby decreasing the
Magnetic Flux generated by the Field Windings, but still maintain the
Current to the Armature Windings leaving the Magnetic Flux generated by
the Armature Windings unaffected. So it can increase Rotation Speed.
FIELD WEAKENING
SO JUST HOW DOES FIELD WEAKENING WORK?
When the Forward Direction The Drive Motor Sensor will monitor the
and 1A Contactors are closed Current through the Drive Motor, when the
and FULL Battery Current Current drops to approximately 125 Amps
will be applied to both the Field the Drive Motor Controller will close the
and Armature Windings. “Field Weakening Contactor”.
The Field Weakening Circuit will now

The Magnetic Field strength By-Pass a portion of the Current (30% to
generated by the Field Windings 50%) around the Field Windings and put
will be: it back into the Drive Motor Circuit
before the Armature.
12 Turns X 150 Amps = 1,800 A/T 12 Turns X 75 Amps = 900 A/T

1A By-Pass before Field Weakening. 1A By-Pass with Field Weakening.
Fewer Lines of Magnetic Flux from the Field Windings equals Less
Torque but the Current in the Armature remains the same so the
Armature spins faster and Truck Speed increases.
Fewer Lines of Magnetic Flux from the Field Windings means that the
Armature cuts through fewer lines in the same time. This reduces the
Induced CEMF and permits Current to flow through the Armature
Windings much easier.
The Drive Motor Controller operates the “Field Weakening Contactor” by monitoring the
Amp Draw through the Drive Motor at the Drive Motor Sensor, and using two of it’s
Programmable Settings. The two Programmable Settings are called “Field Weakening Pick-
Up and Field Weakening Drop-Out”.
When the Operator fully depresses the The Drive Motor Controller monitors the Amp Draw
Accelerator and the signal from the through the Drive Motor at the Drive Motor Sensor,
Accelerator to the Drive Motor Controller and the Accelerator Pedal Position to ensure the
drops below .4 Volts, and the Motor Controller Operator wants to go faster. When the Amp Draw
senses that the Drive Motor is a t drops below the “Field Weakening Pick-Up Setting”
approximately 85% Battery Volts, the Drive and the Accelerator Pedal remains below .4 Volts, it will
motor Controller will energize the “1A” energize the “Field Weakening Contactor”. “Field
Contactor and apply full Battery Voltage and Weakening Pick-Up” is generally set at approximately
Current to the Drive Motor. 130 - 160 Amps, depending on the Lift Truck Model.
The Drive Motor Controller will continue to monitor the Drive Motor Amp Draw and the Accelerator
Pedal. If the Amp Draw across the Drive Motor rises above the “Field Weakening Drop-Out Setting”
the Controller will Drop-Out the “Field Weakening Contactor”. The “Field Weakening Drop-Out” is
generally set at approximately 275 – 325 Amps, depending on the Lift Truck Model. If the Accelerator
Pedal Signal rises above .4 Volts the Controller will Drop-Out both the “1A” and the “Field
Weakening” Contactors.
S1
S2
A1
A2
S2
S1
A1
A2
S1
S2
A1 A2
In a Separately Excited Field DC Motor, the Field Windings are Parallel to the
Armature and are controlled separately from the Armature.
The Current through the Field Windings will continuously be varied according to
the Lift Trucks Speed and Load. The Current Ratio between the Field Windings
and the Armature in a SEP/EX Motor is approximately 1 : 10.
Since the Field Windings are already being controlled separately from
the Armature there is no need for the Field Weakening Contactor, Field
Weakening is already a part of the Drive Motor Controller Software
for this type of Drive Motor.
A1
F1 F2
A2
F1 F2
A1 A2
THE
ARMATURE ASSEMBLY
The Armature Assembly consists of :
1.) Stacked Armature Laminations.
2.) Armature Windings.
3.) Commutator.
4.) Armature Shaft Bearings.
5.) A Keyed Armature Shaft.

Stacked Armature Laminations.
As discussed earlier Iron is a very good The slower interaction between
conductor of both Electricity and the Magnetic Fields of the Field
Magnetism that is why it is used as the and Armature Windings also
core Armature Material. But the causes the Armature Core to
rotation of the Iron Core of the become Magnetically over
Armature, in the Magnetic Fields set up Saturated wasting the Magnetic
by the Field and Armature Windings Energy as Heat Build Up in the
could produce a CEMF in the Iron Core Armature Core, which may
Known as Eddy Current. cause the Motor to Overheat.
The Eddy Current causes the interaction

between the Magnetic Fields, generated
by the Field and Armature Windings to
slow down. Which in turn reduces the
amount of Turning Force or Torque that
will be developed by the Motor
Armature.
In order to reduce the Eddy Current generated by the Armatures Iron Core the Core is made of thin Laminations.
These Laminations are made up of Low Loss Silicon Steel that are cut or machined to approximately 0.4 to 0.5 mm
thick and Insulated with Varnish. By insulating each Lamination it breaks down the induced Eddy Current because
of the Reluctance the insulation has to a Magnetic Field.
Each Lamination is stamped to have:
Slots for the Armature Windings.
Air Holes / Vents for Cooling.
Key Ways or Flanges cut into the Inner Diameter of the Lamination to
ensure all of the Laminations are aligned properly.
In larger Electric Motors both the Armature Shaft and the Laminations will have
several Key Ways cut into them, the Key Ways will be Dove Tailed or Wedge Shaped
to make the Laminations Self-Locking once they are Positioned.
Each Lamination will be individually fitted to the Armature Shaft made of Steel.
When the Lamination Pack is completed it will be pressed tightly to the Armature
Shaft and an End Plate will be pinned to the Armature Shaft to secure the
Laminations and complete the assembly of Iron Core of the Armature.
Armature Windings
The Armature Windings are made of heavy Ribbon Copper that are
assembled into the slots of the of the Iron Laminations. The Armature
Windings laminated with Varnish to insulate them from the Iron
Laminations and the Iron Core of the Armature Shaft. The ends of the
Armature Windings are soldered or welded to the Commutator Bars.
Armature Windings
There are two major types of Armature Windings Lap Wound and Wave Wound.
A Wave Wound Armature always has only two Paths for Current Flow.
A Lap Wound Armature has as many Paths as Poles for the Current to flow. So it
is normally used where a Low Resistance Armature is needed.
Armature Windings
In a DC Motor the Armature Windings are a Closed Continuous

Double Layer Winding.
In a Lift Truck Motor each Windings are a Single Strand on

Heavy Gauge Copper that is preformed into the correct size
loop and then inserted into the Armature Slots. Each side of the
preformed loop is called a Turn, each Turn is insulated from the
other Turns that may be located in the same Armature Slot.
Each side of the Turn is called a Conductor.
Since the Current Flow under the North Pole will be opposite
the Current Flow under the South Pole the Turns span from
Conductor to Conductor is equal to 180 Electrical Degrees,
otherwise known as One Pole Pitch.
Armature Windings
In a Two Pole DC Motor 180 Electrical Degrees is Equal to 180

Mechanical Degrees, so the Conductors of each Armature Turn
will be 180 Degrees from each other.
In a Four Pole DC Motor 180 Electrical Degrees is Equal to 90

Mechanical Degrees, so the Conductors of each Armature Turn
will be 90 Degrees from each other.
The relationship between the Electrical Angle and the

Mechanical Angle in a DC Electric Motor is expressed as:
Electrical Angle = EA Mechanical
Angle = MA
EA = (No. of Poles / 2) X MA
Armature Windings
Assume we have a 6 Pole DC Motor.
Each Armature Turns Conductors must still be at 180

Electrical Degrees. So what is the Mechanical relationship
between 180 Electrical Degrees and our 6 Pole Motor.
EA = (No. of Poles / 2) X MA
180 = (6 Poles / 2) X MA
180 = (3) X MA
180 = 3 MA
On our 6 Pole DC Electric Motor 180
180 / 3 = 3MA / 3 Electrical Degrees will be
equal to 60
Mechanical Degrees of Rotation.
60 = MA
Armature Windings:
The following illustrations are for a Lap Wound Armature in a Two Pole Motor.
This first picture shows only In a Lap Wound Armature the

one of two Electrical Paths in Lead Ends of the Winding
the Armature and pictures only Element (or complete turn of
half of the normal Conductors. Conductor) are connected to
adjacent Commutator Bars.
When a Battery is connected to

The Winding Element enters the Brushes, with the Polarities
and leaves the Slot on the same as shown in the second picture,
side of the Slot. the Direction of Current Flow
under the North Pole is the
same in all conductors, and the
This arrangement provides Current Flow under the South
Maximum Torque. Pole is the same in all
Conductors.
When the other Windings are The Two Electrical Circuit

assembled onto the Armature, Paths are shown in Red and
a complete Lap Wound Blue, with two Conductors
Armature is formed. normally occupying the same
slot.
Armature Windings:
The following illustrations are for a Wave Wound Armature in a Four Pole Motor.
This first picture shows only In a Wave Wound Armature

one of two Electrical Paths in the Lead Ends of the Winding
the Armature and pictures only Element (or complete turn of
half of the normal Conductors. Conductor) are connected to
Commutator Bars that are
approximately 180° apart.
The Winding Element enters
the Slot on one side and leaves As was with the Lap Wound
on the other side. Armature, the Direction of
Current Flow under the North
This arrangement provides Pole is the same in all
Maximum Torque. conductors, and the Current
Flow under the South Pole is
the same in all Conductors.
A Winding Element whose
ends are connected to Bars With the other Windings
riding under Brushes having assembled onto the Armature a
the same Polarity is effectively Wave Wound Armature
shorted and will not conduct Assembly is formed with the
Current with the Armature in two Current Paths shown in
this position. Red and Blue.
THE COMMUTATOR,
BEARINGS, AND BRUSHES
The Armature Assembly is supported at both ends
by Bearings.
The Bearing for the Commutator End of the

Armature Shaft is pressed or fitted into the Motor
Brush End Cover, it may also be pressed onto the
Armature Shaft.
The Bearing for the Drive End of the Armature

may either be pressed or fitted into the Drive End
Cover and on the Armature Shaft,
OR
it may be located in the Driven Component and the

Armature will be splined or Keyed into a Coupling
that is supported by the Bearing located in the
Driven Component.
Commutator
The Commutator is made up of solid Copper Bars

that are soldered or welded to the Armature
Windings and are Electrically Insulated from each
other and the Iron Core of the Armature.
The Commutator Bars make the Electrical

Connection with the Brushes to ensure the Current
Flow through the Armature Windings is in the
correct Direction for proper interaction with the
Magnetic Field from the Field Windings.
Brushes and Brush End Cover
The Motor Brushes are made of Carbon and
make the Electrical Connection to the
Commutator that transfers the Current to the
Commutator and Armature Windings . The
Brushes are held against the Commutator by
Spring Tension.
The Brush End Cover holds the Brushes in a

specific position to the Commutator to ensure the
Current Flow through the Armature Windings
changes Directions at the correct time during
Armature Rotation.
The Brushes, Brush End Cover, and Commutator are nothing more
than a Timed Switch that changes the Direction of Current Flow
through the Armature Windings at specific points during Armature
Rotation in order to enable the proper interaction of the Magnetic
Fields between the Field and Armature, to ensure the Armature to
continues to Rotate.
Due to the Magnetic Field distortion caused by the Armature Rotation, most DC
Motors have long Pole Shoe Tips. This feature permits the Brushes to remain at the
same location for the Motors having Armatures that will be required to rotate both
Clockwise and Counterclockwise.
The line between the Pole Shoes is called the Static Neutral Point.
It is a Magnetically Neutral Area.
The Static Neutral Point is the point where the Direction of

Current Flow through the Armature Windings MUST BE
CHANGED in order to maintain the Turning Force or Torque in
the same direction of Rotation.
Since the Armatures Rotation

through the Magnetic Field distorts
the Field, the Brushes will be located
back of the Static Neutral Point.
This means that the Current Flow will change direction through the Armature Winding a
few degrees of Rotation before the Static Neutral Points.
This is done in order to prevent excessive arcing as the Winding cuts through changing
Magnetic Fields, which would cause the Brushes to wear out prematurely.
It is also done to make the Motor more efficient and smooth during operation.
In a Dc Motor that has an Armature that is required to Rotate in both direction the Brushes
will be located back against the direction in which the Motor will Rotate the majority of its
operating time. In a Traction Motor this will be the Forward Direction.
ARE THERE
ANY
QUESTIONS?

3 Basic Motor Theory 1009

Uploaded by

Copyright:

Available Formats

3 Basic Motor Theory 1009

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

3 Basic Motor Theory 1009

Uploaded by

Copyright:

Available Formats

BASIC ELECTRIC MOTOR THEORY

Shunt Motor or Separately Excited Field Motor:

STALLED DRIVE MOTORS

II. The Armature essentially becomes a Direct / Dead Short.

1) Brushes and corresponding Commutator Bars become very hot.

A. First Level is a raised Commutator Bar.

V. There is a GREATER possibility of this type of damage occurring when the

VII. On the CTSX-450 Transistorized Sep/Ex Controller (TMG), the Controller

Series Wound Electric Motors and / or a Separately

The Direction of Current Flow will determine the North

The amount of Current Flow will determine the Magnetic

Like Poles Repel, Opposite Poles Attract.

Consider a Straight Wire Conductor with a Current flowing through it and

Since both Magnetic This condition occurs since

This is the Electro-Magnetic Theory on which all DC Motors Operate.

We have now constructed the Basic Separately Excited Field

In both the Series Wound and SEP/Ex Wound Motors the

To determine the Polarity of the Induced

The overall effect of the Since the Induced Potential is

1.) The Strength of the Magnetic Field.

2.) The Speed at which the Lines of Force (Flux) are

3.) The Number of Conductors cutting the Lines of

As the speed of the Armature Rotation increases the total

The Total Amount of CEMF = Induced Voltage + Induced Current

The CEMF will approach but never be able to

The strength of the Magnetic Fields that are generated by

The number of Magnetic Lines of Force that are

TORQUE = MAGNETIC LINES OF FORCE / FLUX = CURRENT

The maximum Torque generated by the Armature will occur

With the Armature Stalled there will be no CEMF being induced

As the Armature Rotation Speed increases, the Induced CEMF

Remember the Power Equation for Electricity. P

Armature Rotation Speed = Motor Speed

As Motor Speed increases, the Motor Voltage increases.

So Motor Speed is directly

As Motor Speed increases, Amp Draw from the Motor decreases.

So Motor Speed is inversely

1.) A Turning or Rotational Force, called Torque, is placed on the Motor

2.) A Counter Voltage and Current, called CEMF (Counter-Electromotive Force),

BASIC ELECTRIC MOTOR

The Iron Frame

DC Electric Motors are called Four Pole Motors because the

Four Pole DC Electric Motors develop the type of Torque/

So if the Armature is using 300 Amps the

As we have discussed as the

In a Lift Truck the Electric Motors are

It is important to understand the Motor is still drawing Current, that both

This means that our Amp Draw is

If the Magnetic Flux of the Field and Armature Windings is

A faster Armature Rotation Speed can be achieved by adding an Electrical

Field Weakening By-Passes approximately 30% - 50% of the Battery

The Field Weakening Circuit will now

12 Turns X 150 Amps = 1,800 A/T 12 Turns X 75 Amps = 900 A/T

1A By-Pass before Field Weakening. 1A By-Pass with Field Weakening.

1.) Stacked Armature Laminations.

2.) Armature Windings.

4.) Armature Shaft Bearings.

5.) A Keyed Armature Shaft.

The Eddy Current causes the interaction