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However, it is important to understand that the arrangement between the stator and rotor
poles is not an absolutely rigid one. As the load on the motor is increased, the rotor progressively
tends to fall back in phase (but not in speed as in d.c. motors) by some angle (Fig. 38.4) but it
still continues to run synchronously. The value of this load angle or coupling angle (as it is
called) depends on the amount of load to be met by the motor. In other words, the torque
developed by the motor depends on this angle, say, .
The working of a synchronous motor is, in many ways, similar to the transmission of
mechanical power by a shaft. In fig. 38.5 are shown two pulleys P and Q transmitting power
from the driver to the load. The two pulleys are assumed to be keyed together (just as stator and
rotor poles are interlocked) hence they run at exactly the same (average) speed. When Q is
loaded, it slightly falls behind owing to the twist in the shaft (twist angle corresponds to in
motor), the angle of twist, in fact, being a measure of the torque transmitted. It is clear that unless
Q is so heavily loaded as to break the coupling, both pulleys must run at exactly the same
(average) speed.
If the motor is on no-load, but it has losses, then the vector for Eb falls back (vectors are
rotating anti-cloackwise) by a certain small angle (Fig. 38.7), so that a resultant voltage ER and
hence current Ia is brought into existence, which supplies losses.
If, now the motor is loaded, then its rotor will further fall back in phase by a greater
value of angle called the load angle or coupling angle (corresponding to the twist in the shaft
of the pulleys). The resultant ER is increased and motor draws an increased armature current
(Fig. 38.8), though a slightly decreased power factor.