Three Phase Synchronous Motor

This motor is essentially a synchronous generator running as a motor and has the same
constructional features as the generator.

D.C. excitation current is fed to the rotor windings to produce a multipole field.

The 3 phase stator winding takes current from a 3 phase supply and produces a rotating
magnetic field with the same number of poles as the rotor. The poles of the rotor are
‘locked’ onto the poles from the stator and the rotor runs at the same speed as the stator
field i.e. synchronous speed nS.
Stator supply frequency
f
nS =
p
No of rotor pole pairs
Effect of Load

When mechanical load is applied the motor does not slow down, the rotor poles fall back
slightly from the stator poles which results in the stator windings taking more current.
This increases the motor torque so the motor always runs at synchronous speed, the load
does not affect the speed.

SOUTH TYNESIDE COLLEGE© Engineering Management Level (III/2) Electro-Technology Topic 7

Starting

This motor can not be simply started by switching the AC supply to the stator and putting
the DC excitation current through the rotor windings. The stator poles are moving too
fast for the rotor poles to ‘lock-on’. The motor would take a huge stator current and trip.
The effect would be the same if you connected a stationary alternator on to live bus-bars
with its field excited. Three starting methods have developed over the years. The two
older methods involve running the motor up then synchronising it to the supply before
mechanical load can be applied.

Pony Motor - A small motor (pony motor) is used to run up the machine and then
the machine is synchronised in the normal way.

Synchronous Induction Motor - This synchronous motor has a cage winding on

the outside of the rotor so the motor can be direct-on-line started as an induction
motor. The induction cage runs the motor to just below synchronous speed and
the machine is ‘crash synchronised’ by switching the DC excitation current on to
the rotor so the rotor poles can lock with the stator poles.

Inverters – These two older methods have been superceded in modern drives by
an electronic frequency converter (INVERTER) which provides low frequency
AC to the stator at start. The stator poles are running so slowly the rotor poles
‘lock-on’. Now the inverter frequency is increased so the speed of the motor
increases.

Power Factor Control

A major feature of the synchronous motor is that the stator power factor can be controlled
by changing the DC excitation current. The motor can be run at unity power factor or, if
the excitation is increased sufficiently it can run at a leading power factor. This allows
the motor to act like a capacitor and synchronous motors are used as KVAR
compensators to improve the system power factor.
LEADING
POWER FACTOR

UNITY PF V

INCREASING
EXCITATION

LAGGING POWER FACTOR

STATOR
CURRENT
SOUTH TYNESIDE COLLEGE© Engineering Management Level (III/2) Electro-Technology Topic 7
Example 1

A shaft generator supplies a 440v switchboard via an electronic converter which gives
constant frequency output.

The ship’s load is 1000kVA at 0.8 P.F. LAG. (not including the synchronous motor).
The converter only provides a kW output from the shaft generator (unity pf). The
harbour generator is de-clutched from its diesel. The harbour generator is run as a
synchronous motor which takes 100 kW and is overexcited to provide kVAR
compensation.

a) Sketch a line diagram of the system.

b) What is the P.F. of the synchronous motor.

a)

CONVERTER
UPF
S.G.

SHIP’S LOAD
1000 kVA 0.8
P.F. LAG
H.G.

100 kW
LEADING P.F.

The ship demands lagging kVAR

= kVA sin Ø

= 1000 × sin (cos-1 0.8)

= 1000 × 0.6

= 600 kVAR

SOUTH TYNESIDE COLLEGE© Engineering Management Level (III/2) Electro-Technology Topic 7

So harbour generator supplies these and operates

With 100 kW
600 KVAR
And 600 kVAR leading
Ø
−1 600
cos Ø = cos tan
100 100 KW

∴ cos Ø = 0.164 LEAD

Applications

Traditionally synchronous motors have had limited use on ships because of the
difficulties associated with starting.

Modern electronic frequency converters have solved these problems and also offer
excellent speed control.

Electronic converters supplying synchronous motors are now used extensively for electric
ship propulsion.

Example 2

An alternator supplies 1000 kW at 0.7 P.F. LAG and is loaded to its full kVA capacity.
The power rating of the diesel engine is sufficient to allow the alternator to deliver its
rated kVA at unity P.F. factor. An overexcited synchronous motor is connected to
achieve this.

Calculate:

a) The extra kW the alternator can supply (429KW)

b) The power factor of the synchronous motor if it absorbs 25% of the

increased kW from the generator. (0.105 LEAD)

SOUTH TYNESIDE COLLEGE© Engineering Management Level (III/2) Electro-Technology Topic 7