a 6pole induction motor run at 50c/s,run at 970 rpmwhat will be the percantage of slip.?
490047
I think a calculator would be great for this one! It sounds perfect for a math wiz to try...Good luck! MayMay
520009
Another rule of thumb is to assume 100% load. \n\nNot knowing what kind of "electric motor calculations" you are going to make it is difficult to say what load factor you should use.
189249
totaly diferent motor
173271
In the motor and VFD variable frequency drive industry, the standard speak is Amps, which is replacing HP old school.\n\nYou must realize that in an industry in which the typical 3phase power is based on 480VAC.\n\nThis means when someone is sizing a motor for a specific application they speak of the Amps need to perform the task.\n\nThe drives (VFD) which I work on are typically between 10amp up to 3000amp. Usually, 480Vac, sometimes 600Vac or 690Vac.\nA drive which is rated at 690Vac, 705amp is 600Vac, 800amp for the same drive.\n\nYou need to know both, HP and Amp for the machines which you are interested in. That means what is the typical voltage for the area. USA vs Canada vs UK vs Asia They are all different. \n\nKeep in mind Amps are Amps regardless where you are. Heavy wire sizing is crucial.
1179250
You should be able to let it spin a little bit slower than the computer wants, but I wouldn't cut it down to 40.\n\nTo be safe, I would try 75. or if thats to noisy, maybe 60\n\nbut I wouldn't go below 60% of what your computer wants it to do.
788964
If one of the three phases is lost, the current drawn by other two phases would rise and following consequences would follow:\n1. If motor was not fully loaded and current drawn by remaining two phases (after loss of one phase) of motor are less than its rated current, motor would continue to run.\n2. Motor would get heated and thermal over load should protect it.\n3. If phase failure or negative sequence or unbalance protection was provided motor would be stopped by activitation of these devices.\n4. If neither of above protection is provided and motor is loaded in such a way that it results in over heating, motor may burn if temperature rise is more than temperature which its insulation can withstand. There are different limits for different class of insulation.
154800
From what I know about permanent magnets, the heat is the killer when you get near the transistion temperature of the material.  When you do this, the magnetic domains become randomly aligned again and the pole force gets reduced.  If you keep heating it, you can totally demagnatize the material.  In fact, during the manufacturing process, the material is heated very hot under a very strong magnetic field and cooled, allowing the aligned domains to be "frozen" making a high force pole.  \n\nSo in motor design, the aerodynamics of the rotor, the eddy currents generated while running, and the torque loads, will all contribute to heating the magnets.  If you can master the thermal design, you can make very powerful motors.
1061376
When the shunt motor reaches full rpm, its speed will remain fairly constant. The reason the speed remains constant is due to the load characteristics of the armature and shunt coil. You should remember that the speed of a series motor could not be controlled since it was totally dependent on the size of the load in comparison to the size of the motor. If the load was very large for the motor size, the speed of the armature would be very slow. If the load was light compared to the motor, the armature shaft speed would be much faster, and if no load was present on the shaft, the motor could run away.\n\nThe shunt motor's speed can be controlled. The ability of the motor to maintain a set rpm at high speed when the load changes is due to the characteristic of the shunt field and armature. Since the armature begins to produce back EMF as soon as it starts to rotate, it will use the back EMF to maintain its rpm at high speed. If the load increases slightly and causes the armature shaft to slow down, less back EMF will be produced. This will allow the difference between the back EMF and applied voltage to become larger, which will cause more current to flow. The extra current provides the motor with the extra torque required to regain its rpm when this load is increased slightly.\n\nThe shunt motor's speed can be varied in two different ways. These include varying the amount of current supplied to the shunt field and controlling the amount of current supplied to the armature. Controlling the current to the shunt field allows the rpm to be changed 10-20% when the motor is at full rpm.\n\nThis type of speed control regulation is accomplished by slightly increasing or decreasing the voltage applied to the field. The armature continues to have full voltage applied to it while the current to the shunt field is regulated by a rheostat that is connected in series with the shunt field. When the shunt field's current is decreased, the motor's rpm will increase slightly. When the shunt field's current is reduced, the armature must rotate faster to produce the same amount of back EMF to keep the load turning. If the shunt field current is increased slightly, the armature can rotate at a slower rpm and maintain the amount of back EMF to produce the armature current to drive the load. The field current can be adjusted with a field rheostat or an SCR current control.\n\nThe shunt motor's rpm can also be controlled by regulating the voltage that is applied to the motor armature. This means that if the motor is operated on less voltage than is shown on its data plate rating, it will run at less than full rpm. You must remember that the shunt motor's efficiency will drop off drastically when it is operated below its rated voltage. The motor will tend to overheat when it is operated below full voltage, so motor ventilation must be provided. You should also be aware that the motor's torque is reduced when it is operated below the full voltage level.\n\nSince the armature draws more current than the shunt field, the control resistors were much larger than those used for the field rheostat. During the 1950s and 1960s SCRs were used for this type of current control. The SCR was able to control the armature current since it was capable of controlling several hundred amperes. \nDc motors have a maximum standard speed range by field control is 3:1, and this occurs only at low base speeds. Special dc motors have greater speed ranges, but if the dc motor's speed range is much greater than 3:1, some other control method is used for at least part of the range
209482
400@5,200RPM  400@4,000RPM
219540
Could be a good motor. Large displacement modified VWs tend to run hot and could shorten its life.
834512
Torque is not the right question to ask in this problem!\nFirst define the generator output in terms of watts.\nAssume an efficiency of 0.8 for the generator and define the Input of the generator (In = Out / 0.8).\nThis is the output of your motor (assuming some diesel/petrol).\nTorque is expressed as N/m (force x radius) and is part of the electric generator specs.  See there to get the equivalence.\nUsually, the motor power is also 0.8 efficient, so the motor power should be W / (0.8*0.8) and that will give you the right ratio.
404110
I have put a T3/T4 Hybrid on a 99 GS and to be honest, it's not smart to do unless your doing your fuel system and pistons. You would get 6psi max without blowing anything up so you would be basically be doing it for the sound of the air being vented to the atomsphere. If your gonna go turbo, your better off gettin a turbo motor (4G63T) and building from there. Good Luck Bro
852521
You need to expand your question.  What type(s) of engines?  Exactly what cutoff time are you taling about?
607030
INTRODUCTION TO MOTOR, PULLEY AND BELT\nA motor is a prime mover means it provides power to mechanical system or machines. A motor converts electrical energy into mechanical energy which is transmitted by belt drive to perform some mechanical work. The armature (extension of the rotating part) of a motor is coupled with a shaft by a coupling (coupling is a device which connects two shafts so that if one is rotating, the other also rotates). From this shaft power is transmitted to a distant shaft by belt drive. Separate pulleys are present and keyed (means fixed with shaft so that both shaft and pulley rotate as a whole) to each of the driver and driven shaft and joined by a belt in such a way that if one pulley rotates the other also rotates.\n\nDRIVER AND DRIVEN PULLEY SPEEDS\nLet the driver pulley rotate at 'N1' rpm (revolution per minute) and the driven pulley rotate at 'N2' rpm. If the diameters of the respective pulleys be 'D1' metre and 'D2' metre respectively then we have the relation N1/N2 = D2/D1.\n\nBELT SPEED CALCULATION\nNow, we are in a position to start the belt speed calculation. The surface speed of the driver pulley is given by V1 = pi*D1*N1 metre/minute = pi*D1*N1/60 metre/second. In ideal condition i.e. if no slippage was present then the belt speed would have been equal to the surface speed of the driver pulley i.e. equal to 'V1'. But actually there is aways some slippage between the belt and pulley surface so the speed of the belt is always less than 'V1'. If this slip factor is 's' then the belt speed is (1-s)*V1 \n= pi*D1*N1*(1-s)/60 metre/second.
1065081
high torque compared to single phase. For the same power output the size of three phase motor will be smaller and also it will be less costly.
26736
look up stuff like static friction, and your coefficient of friction...
53767
Inductance is the "definite answer" that I was given 30 years ago. I don't suppose that my confirmation is any better than yours, but it's a vote anyway.