Professional Documents
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The electric motor is the workhorse of the modern industry. Its functions are almost unlimited.
To control the motors that drive machinery and equipment we must have electrical supply
circuits that perform certain functions. They must provide electrical current to cause the motor to
operate in the manner needed to make it perform its intended function. They must also provide
protection for the motor from adverse mechanical and electrical conditions. These functions are
frequently combined within the electrical equipment that we classify as motor control centers.
A thorough understanding of the function of the various components of a motor control center is
desirable from both a maintenance and a troubleshooting standpoint. Properly maintained motor
control centers ensure a minimum of downtime for unscheduled repairs, increase productivity,
and contribute to a safer working environment.
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1 Terms and Definitions
2 Motor Fundamentals
2.1 Motor Enclosures
2.1.1 Open
2.1.2 Totally Enclosed
2.2 Nameplate Data
2.2.1 Rated Voltage
2.2.1.1 Nominal Rated Voltage
2.2.1.2 Minimum Starting Voltage
2.2.2 Rated Amperage
2.2.3 Rated Speed
2.2.4 Rated Horsepower
2.2.5 Rated Current
2.2.6 Full-load Amperes
2.2.7 Frame Sizes
2.2.8 Duty
2.2.9 NEMA Design Letter
2.2.10 Insulation Class
2.2.11 Service Factor
2.2.12 KVA Code Letter
2.2.13 Power Factor
2.2.14 Temperature Rise
2.2.15 Frequency
2.2.16 Bearings
2.2.17 Locked-Rotor Current
3 Motor Protection
3.1 Short-Circuit Protection of Stator Windings
3.1.1 Motors Other than Essential-Service
3.1.2 Essential-Service Motors
3.2 Stator-Overheating Protection
3.2.1 Motors Other than Essential Service
3.2.2 Essential-Service Motors
5.3.1 Torque
5.3.2 Speed Control and Speed Regulation
5.3.3 Motor Ratings
5.4 DC Compound Motors
5.4.1 Torque
5.4.2 Speed
5.4.3 Speed Regulation
5.4.4 Industrial Applications
6 Connections and Terminal Markings for AC Motors
6.1 Rotation
6.2 Double-Voltage Motors
6.2.1 Three-Phase Star Connection
6.2.2 Three-Phase Delta Connection
6.2.3 Two-Phase Double-Voltage Connection
6.3 Two-Speed Consequent-Pole Motors
6.3.1 Star Connection
6.3.2 Delta Connection
6.3.3 Delta Connection for Constant-Horsepower
6.3.4 Open-Delta Connection Constant-Torque
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Motor Fundamentals
To inspect motors, it is important to know certain motor fundamentals such as nameplate data,
construction, motor theory, and the contributing factors to motor failures as studied and compiled
by industry experts.
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Motor Enclosures
Motors are usually designed with covers over the moving parts. These covers, called enclosures,
are classified by NEMA (National Electrical Manufacturers Association) according to the degree
of environmental protection provided and the method of cooling. If the cover has openings, the
motor is classified as an open motor; if the enclosure is complete, the motor is classified as
an enclosedmotor. Each of these types of motors has many modifications. Table 1 lists the
various types possible for both open and totally enclosed motors.
The different standard types as explained and defined by NEMA are described below.
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Open
The most common type of motor is the open motor. It has ventilating openings that permit the
passage of external cooling air over and around its windings. If these are limited in size and
shape, the motor is called a protected motor, since it is protected from any large pieces of
material that may somehow enter the motor, thus damaging its internal parts. A protected motor
also prevents a person from touching the rotating or electrically energized parts of the motor.
Drip proof and splash proof motors are constructed such that drops of liquid cannot enter the
motor. The motors described below are all open motor types:
General purpose: Ventilating openings permit the passage of external cooling air over and
around the windings of the machine.
Drip-proof: Ventilating openings are constrcuted so that successful operation is not interfered
with when drops of liquid or solid particles strike, or enter, the enclosure at any angle from 0 to
15 downward from the vertical.
Splash-proof: Ventilating openings are constructed so that successful operation is not interfered
with when drops of liquid or solid particles strike, or enter, the enclosure at any angle not greater
than 100 downward from the vertical.
Guarded: Openings giving direct access to live or rotating parts (except smooth surfaces) are
limited in size by the structural parts or by screens, baffles, grills, expanded metal, or other
means, to prevent accidental contact with hazardous parts.
Semiguarded: Some of the ventilating openings, usually in the top half, are guarded as in the
case of a guarded machine, but the others are left open.
Drip-proof guarded: This type of drip-proof machine has ventilating openings as in a guarded
machine.
Externally ventilated: Designates a machine that is ventilated by a separate motor driven
blower mounted on the machine enclosure. Mechanical protection may be as defined above. This
machine is sometimes known as a blower ventilated or force ventilated machine.
Pipe ventilated: Openings for the admission of ventilating air are arranged so that inlet ducts or
pipes can be connected to them.
Weather protected:
Type I: Ventilation passages are designed to minimize the entrance of rain, snow, and airborne
particles to the electrical parts.
Type II: In addition to the enclosure described for a Type I machine, ventilating passages at both
intake and discharge are arranged so that high velocity air and airborne particles blown into the
machine by storms or high winds can be discharged without entering the internal ventilating
passages leading directly to the electric parts.
Encapsulated windings: An AC squirrel cage machine having random windings filled with an
insulating resin, which also forms a protective coating.
Sealed windings: An AC squirrel cage machine making use of form wound coils and an
insulation system which, using materials, processes, or a combination of materials and processes,
seals the windings and connections against contaminants.
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Totally Enclosed
A totally enclosed motor is designed to prevent the free exchange of air between the inside and
outside of the actual motor housing. It is used where hostile environmental conditions and the
motor application require maximum protection of the internal parts of the motor.
The motors described below are all open motor types:
Non ventilated: Not equipped for cooling by means external to the enclosing parts.
Fan cooled: Equipped for exterior cooling by means of a fan or fans, integral with the machine
but external to the enclosing parts.
Fan cooled guarded: All openings giving direct access to the fan are limited in size by design of
the structural parts or by screens, grills, expanded metal, etc., to prevent accidental contact with
the fan.
Explosion-proof: Designed and constructed to withstand an explosion of a specified gas or
vapor which may occur within it and to prevent the ignition of the specified gas or vapor
surrounding the machine by sparks, flashes, or explosions of the specified gas or vapor which
may occur within the machine casing.
Dust ignition proof: Designed and constructed in a manner that will exclude ignitable amounts
of dust or amounts which might affect performance or rating, and which will not permit arcs,
sparks, or heat otherwise generated or liberated inside the enclosure to cause ignition of exterior
accumulations or atmospheric suspensions of a specific dust on, or in the vicinity of, the
enclosure.
Pipe ventilated: Openings arranged so that when inlet and outlet ducts or pipes are connected to
them, there is no free exchange of the internal air and the air outside the case.
Water cooled: Cooled by circulating water, the water, or water conductors, comes in direct
contact with the machine parts.
Water air cooled: Cooled by circulating air which, in turn, is cooled by circulating water.
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Nameplate Data
The National Electrical Code (NEC) in Section 430.7 has specified information that must be on a
motor nameplate based on its type (see Figure 1 and Figure 2). Requirements can also be found
in NEMA standards MG 1 and MG 2.
Rated Voltage
The rated or nameplate voltage is the voltage at which the motor operates most effectively. The
nameplate rated voltage is usually lower than the system voltage. For example, in a 480-volt
system, the motor nameplates associated with that system would likely indicate the rated voltage
as being 460 volts. The manufacturers make an assumption that there will be a voltage drop of 20
volts from the transformer output to the motor input terminals. When the actual voltage differs
from the nameplate, performance and motor life may be reduced. This is not necessarily true in
all cases. It depends on the design of the motor and, specifically, whether the motor was designed
as an energy efficient motor.
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Minimum starting voltage may be defined as "the lowest voltage at which a motor will start
without drawing an excessive/trip current."
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Rated Amperage
Rated amperage may be defined as "the full load current that is required to produce full rated
horsepower at the motors rated voltage and frequency."
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Rated Speed
The rated speed of a motor is the speed at which the shaft will turn at rated horsepower if the
motor is also running at rated voltage and frequency. This value is given in revolutions per
minute (RPM). This value is not the synchronous speed of the machine, unless of course, the
motor is a synchronous motor.
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Rated Horsepower
An induction motor is really a torque generator. It delivers a needed torque to a driven machine
at a certain speed. Thus:
For induction motors built to NEMA® standards, the ratings range from 1/2 to 400 hp - 24 in
all. If horsepower requirements fall between any two ratings, the larger motor size should be
selected.
Remember, an induction motor will try to deliver any amount of horsepower the load requires. If
properly sized, most motors operate at something less than the motor nameplate horsepower.
Standard motors are designed to operate at nameplate values from sea level up to an altitude of
3,300 feet if the ambient temperature does not exceed 104F (40C). Above this altitude, the
nameplate horsepower no longer applies.
NEMA standards provide a method for determining the proper temperature rise, or the new
maximum ambient temperature, at higher elevations. However, the standards do not provide a
direct method for deriving the horsepower. Several methods are available to estimate true motor
horsepower output.
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Rated Current
This is the full-load current of a motor that operates under rated frequency and voltage
conditions at rated load (HP).
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Full-load Amperes
Full-load amps (FLA) on the nameplate indicate the current the motor will draw at full rated
load. This value should be valid if the motor is running at rated horsepower, voltage, and
frequency. The full-load amps given on the nameplate is the information used to determine
overload selection.
When the voltage or frequency is not what is indicated on the motor nameplate, the full-load
current will change. It is possible to damage a motor when it is operated below its rated voltage
or frequency, since motor current increases in both cases.
Voltage and frequency change the full-load amps drawn by the motor due to its inherently
inductive characteristics.
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Frame Sizes
Frame sizes were developed by NEMA to ensure interchangeability of motors among
manufacturers, and appear on motor nameplates to give information about the machines physical
dimensions. Key dimensions are:
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Duty
This block on the nameplate defines the length of time during which the motor can carry its
nameplate rating safely. Most often, this is continuous ("Cont"). Some applications have only
intermittent use and do not need motor full-load continuously. Examples are crane, hoist, and
valve actuator applications. The duty on such motors is usually expressed in minutes.
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Insulation Class
Often abbreviated "INSUL CLASS" on nameplates, it is an industry standard classification of the
thermal tolerance of the motor winding. Insulation class is a letter designation such as A, B, or F,
depending on the windings ability to survive a given operating temperature for a given life.
Insulations of a letter higher into the alphabet perform better. For example, class F insulation has
a longer nominal life at a given operating temperature than class A, or for a given life, it can
survive higher temperatures.
Operating temperature is a result of ambient conditions plus the energy lost in the form of heat
(causing the temperature rise) as the motor converts electrical to mechanical energy.
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Service Factor
Service factor is a measure of the extra horsepower a motor can deliver if it is operating under
rated conditions and is located in an acceptable ambient environment. A common service factor
is 1.15. This means that a motor could deliver 115% of the horsepower indicated on the
nameplate.
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This letter may become important when a 20 HP motor must be replaced. If the motor being
replaced had a KVA code letter of D, and was being replaced by a 20 HP motor found in a
storage area with a KVA code letter of R, the replacement motor would pull much higher starting
current than the motor being replaced. This situation may cause electricians to think the
replacement motor has bearing problems or other problems that would cause such a high inrush
current. Overloads may trip, and anxieties and confusion may result.
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Power Factor
A motors power factor is the ratio of kilowatt input to the kilovolt-ampere input. The number is
expressed as a percentage. The electric motor manufacturers compute the power factor of a
number of motors that are loaded at a rated load and a rated voltage. The power factors of all
these motors are then averaged.
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Temperature Rise
This is the heat produced by the motor itself. It is the temperature rise above the ambient
temperature in which the motor is physically located. For example, a motor rated at 40C rise
operating in a 20C environment should not indicate over 60C when a direct contact temperature
indicating device, or thermal probe, is used. As an electrician, you may use thermal devices to
determine motor temperatures and you should know the conditions under which a motor
develops temperature in excess of its temperature rise. You should know that the majority of
motor losses are caused by a breakdown of the insulation system, whether rapid or progressive.
Heat-related breakdowns are common, and must be monitored and corrected by the actions of
inspectors. There will be more information on temperature rise and the variables that affect it
later in this article.
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Frequency
Frequency is given for AC motors in hertz. Standard frequencies for AC motors are 50 and 60 Hz
(cycles per second). Alternating current in the US has a standard frequency of 60 Hertz per
second.
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Bearings
Polyphase induction motors require either anti-friction or sleeve bearings. Anti-friction bearings
are standard in medium (integral) horsepower motor sizes through 125 hp/1800 RPM. They are
optional in 150 to 600 hp/1800 RPM sizes. Sleeve bearings are standard in 500 hp/3600 RPM
and larger sizes.
Since radial loads are higher at the drive end of the motor, the drive-end bearing has a higher
load rating than the bearing at the opposite end. A typical nameplate might depict both bearing
duties as:
Bearing internal clearances are C1, C2 (smaller than normal clearance), standard clearance
(normal), C3, C4, and C5 (larger than normal clearance). Electric motors usually require a C3
internal clearance. Some bearing manufacturers have a different designation for motor bearings
that have a larger-than-normal internal clearance.
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Locked-Rotor Current
Locked-rotor current is the steady state current of a motor with the rotor locked and with rated
voltage applied at rated frequency. NEMA has designated a set of code letters to define lockedrotor kilovolt-amperes-per-horsepower (see Table 4). This code letter appears on the nameplate
of all AC squirrel cage induction motors. KVA (thousands of volts multiplied by amperes) is an
indication of the current drawn and, indirectly, the impedance of the locked-rotor.
These nameplate code ratings give a good indication of the starting current the motor will draw if
the motor cannot turn. These code letters are sequenced so that a letter at the beginning of the
alphabet indicates a relatively low locked-rotor current, and a letter at the end of the alphabet
indicates a high current per horsepower rating of the motor.
Computation of the starting current can be accomplished using the formula:
Example:
What is the approximate starting current of a 7 hp, 220-volt motor with a nameplate code letter
of G?
Solution:
The kVA/hp for a code letter of G is 5.6 to 6.3. Taking a number approximately halfway in
between and substituting in the formula, we get:
Therefore, the locked-rotor current is approximately 118 amperes. This locked-rotor current
characteristic is important when purchasing a motor because the buyer must know what currentcarrying capacity and overload protection to provide. The buyer must install branch circuit lines
large enough to carry the required currents and put in fuses or circuit breakers of the proper size.
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Motor Protection
This section deals with the protection of attended synchronous motors, induction motors,
synchronous condensers, and the motors of frequency converters. Motors in unattended stations
must be protected against all harmful abnormal conditions. The protection of very small motors
is not specifically described, although the same basic principles apply; this subject is treated in
detail in the National Electrical Code. The practices described here for large motors are at least
equal to those covered by the Code, and are generally more comprehensive. However, it is
recommended that the Code be consulted whenever it applies.
The starting energy requirements of AC motors are spread over seconds rather than milliseconds,
and vary considerably with the type of load and with the inertia of the load. However, the peak
amplitude of the starting current is generally within reasonable values.
The table below provides some typical figures as observed on motors selected at random. Note
that single-phase induction motors are the worst, usually having a starting winding that can draw
7 or 8 times the running current for the better part of a second. A 750-millisecond surge duration
was observed on several of the various horsepower ratings.
Most magnetic breakers exhibit a reasonably flat frequency response - trip point versus
frequency - in applications between 20 and 200Hz. For any response beyond 200Hz, up to
440Hz, special design considerations are required. Beyond 440Hz, the breaker supplier must be
consulted.
A thermal device imbedded inside the motor usually protects induction motors. Most protectors
that will handle the starting surge will not trip out soon enough on lesser overloads to prevent
damage to the motor. Here, you are protecting the power wiring rather than the device. Magnetic
protectors are available which offer a better compromise. Figure 3 shows three delays for several
different motors. The marginal position of single-phase induction motors is obvious.
For all except "essential-service" motors, it is the practice to provide both inverse-time and
instantaneous phase and ground overcurrent relays for automatic tripping. The inverse-time
phase relays are generally adjusted to pick up at less than about 4 times rated motor current, but
to have enough time delay so as not to operate during the motor-starting period. The
instantaneous phase relays are adjusted to pick up a little above the locked-rotor current. The
inverse-time ground relays are adjusted to pick up at no more than about 20% of rated current or
about 10% of the maximum available ground-fault current, whichever is smaller. The
instantaneous ground-relay pickup should be from about 2.5 to 10 times rated current; this relay
may be omitted if the maximum available ground-fault current is less than about 4 times rated
current, or if the pickup has to be more than about 10 times rated current to avoid undesired
tripping during motor starting or external faults. If a CT, like a bushing CT, is used with all threephase conductors of the motor circuit going through the opening in the core, a very sensitive
instantaneous overcurrent relay can be used that will operate for ground faults within about 10%
of the winding from the neutral end.
Percentage-differential relaying is provided for large motors. It is the practice of manufacturers
to recommend such protection for motors of the following ratings:
The advantage of percentage-differential relaying is that it will provide faster and more sensitive
protection than overcurrent relaying, but at the same time, it will not operate on starting or other
transient overcurrents.
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Essential-Service Motors
For essential-service motors, the inverse-time phase overcurrent relays are usually omitted,
leaving the instantaneous phase relays and the inverse-time and instantaneous ground relays, or
the differential relays if applicable. The reason for the omission is to trip the motor breaker
automatically only for short circuits and not to trip for any other reason. This is because the
tripping of such a motor may force a partial or complete shutdown of a generator or other service
with which the motor is associated. Any unnecessary tripping must be avoided. As will be seen
when we consider stator overheating protection, supplementary protection against phase
overcurrents less than locked-rotor values is provided.
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Stator-Overheating Protection
All motors need protection against overheating resulting from an overload, a stalled rotor, or
unbalanced stator currents. For complete protection, three-phase motors should have an overload
element in each phase; this is because an open circuit in the supply to the power transformer
feeding a motor will cause twice as much current to flow in one phase of the motor as in either of
the other two phases, as shown in Figure 4. Consequently, to be sure that there will be an
overload element in the most heavily loaded phase no matter which power-transformer phase is
open-circuited, one should provide overload elements in all three phases. In spite of the
desirability of overload elements in all three phases, motors rated about 1500 hp and below are
generally provided with elements in only two phases on the assumption that the open-phase
condition will be detected and corrected before any motor can overheat.
of a motor over the full range of overcurrent. In addition, it may take into account the heating
effect of the load on the motor before the overload condition occurred.
For continuous-rated motors without service factor or short-time overload ratings, the
protective relays or devices should be adjusted to trip at not more than about 115% of
rated motor current.
For motors with 115% service factors, tripping should occur at not more than about 125%
of rated motor current.
For motors with special short-time overload ratings, or with other service factors, the
motor characteristic will determine the required tripping characteristic, but the tripping
current should not exceed about 140% of rated motor current.
Essential-Service Motors
The protection recommended for some essential-service motors is based on minimizing the
possibility of unnecessarily tripping the motor, even though such practice may sometimes
endanger the motor. In other words, long-time inverse-time overcurrent-relays are provided for
all motor ratings, but they merely control an alarm and leave tripping in the control of an
operator. Then, for motors that can suffer locked rotor, supplementary instantaneous overcurrent
relays adjusted to pick up at about 200 to 300% of rated motor current are used, and their
contacts are connected in series with the contacts of the inverse-time-overcurrent relays to trip
the motor breaker automatically. The instantaneous relays should be of the high-reset type to be
sure that they reset when the current returns to normal after the starting inrush has subsided. The
protection provided by this type of equipment is shown in Figure 6.
Figure 6: Protection Characteristic for Essential-Service Motors (A) Motor; (B) InverseTime Relay; (C) Instantaneous Relay
For essential-service motors for which automatic tripping is desired in addition to the alarm for
overloads between about 115% of rated current and the pickup of the instantaneous overcurrent
relays, thermal relays of either the replica type or the resistance-temperature detector type should
be used, depending on the size of the motor. Such relays permit operation for overloads as far as
possible beyond the point where the alarm will be sounded, but without damaging the motor to
the extent that it must be repaired before it can be used again.
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Rotor-Overheating Protection
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The replica-type or the inverse-time overcurrent relays, recommended for protection against
stator overheating, will generally protect the rotor except where high-inertia load is involved;
such applications should be referred to the manufacturer for recommendations. Where resistancetemperature detector relaying is used, a single replica-type or inverse-time overcurrent relay
should be added for rotor protection during starting.
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Synchronous Motors
Amortisseur-overheating protection during starting or loss of synchronism should be provided
for all "loaded-start" motors. (A loaded-start motor is a motor other than a synchronous
condenser or a motor driving a generator; it includes any motor driving a mechanical load even
though automatic unloading means may be employed.) Such protection is best provided by a
time-delay thermal overload relay connected in the field-discharge circuit.
Amortisseur-overheating protection is not required for "unloaded-start" motors (synchronous
condensers or motors driving generators). An unloaded-start motor is not likely to fail to start on
the application of normal starting voltage. In addition, loss-of-synchronism protection that is
provided either directly or indirectly will provide the necessary protection. An exception to this
is a condenser or a motor that has an oil-lift pump for starting.
Where stator-overheating protection is provided by current-balance relaying equipment, the
amortisseur is also indirectly protected against unbalanced phase currents.
Protection against field winding overheating because of prolonged over-excitation should be
provided for synchronous motors or condensers with automatic voltage regulators without
automatic field current-limiting features. A thermal overload relay with time delay or a relay that
responds to an increase in the field-winding resistance with increasing temperature may be used.
In an attended station, the relay would merely control an alarm.
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Loss-of-Synchronism Protection
All loaded-start synchronous motors should have protection against loss of synchronism
generally arranged to remove the load and the excitation temporarily and to reapply them when
permissible. Otherwise, the motor is disconnected from its source.
For unloaded-start motors, except the synchronous motor of a frequency converter, the
combination of undervoltage protection, loss-of-excitation protection, and the DC generator
overcurrent protection that is generally furnished will provide satisfactory loss-of-synchronism
protection. Should additional protection be required, it can be provided by an inverse-time
overcurrent relay energized by the current in the running connection and arranged to trip the
main breaker. Usually, automatic resynchronizing is not required. All frequency converters
interconnecting two systems should have loss-of-synchronism protection on the synchronous
machine side. With synchronous-synchronous sets, protection may be required on both sides. The
protective relaying equipment should be arranged to trip the main breaker on its side.
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Undervoltage Protection
All AC motors, except essential-service motors, should have protection against undervoltage on
at least one phase during both starting and running. For polyphase motors larger than about 1,500
hp, polyphase undervoltage protection is generally provided. Wherever possible, the protective
equipment should have inverse-time delay characteristics.
"Undervoltage release", which provides only temporary shutdown on voltage failure and which
permits automatic restart when voltage is re-established, should not be used with such equipment
as machine tools, etc., where automatic restart might be hazardous to personnel or detrimental to
process or equipment.
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Loss-of-Excitation Protection
All unloaded-start synchronous motors that do not have loss-of-synchronism protection, as
described elsewhere, and that do not have automatic voltage regulators, should have loss-ofexcitation protection in the form of a low-set, time-delay-reset undercurrent relay whose coil is
in series with the field winding.
If a motor has loss-of-synchronism protection, amortisseur-overheating protection, and statoroverheating protection, this equipment indirectly provides loss-of-excitation protection.
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Branch Considerations
When a single motor is supplied from a branch circuit, the ampacity of the branch circuit must be
125 percent of motor full-load current. Overcurrent protection must include up to a 20-second
time delay forinduction motors. If a multi-speed motor is used, the ampacity shall be based on
the largest sized motor. Where motors have unusual duty cycle requirements, use the
requirements as listed in Table 5.
Note: Any motor application shall be considered as continuous duty unless the nature of the
apparatus it drives is such that the motor will not operate continuously with load under any
condition of use.
If there are several motors on one circuit, the ampacity shall be equivalent to the sum of the
individual motor ampacity plus 25 percent of the full-load current rating of the largest motor.
Several motors or loads are permitted to be provided for on one branch circuit if:
All motors are 1HP, 20A (15A) on 120V (600V) circuits where each motor draws
6A, overloads are installed on the motor, and short circuit current and ground fault
current do not exceed the branch circuit rating.
In instances where taps are used, short circuit current and ground fault current protection may not
be required for the taps used. This is true if the tap used has the same ampacity as the branch
circuit it is connected to. Additionally, the tap cannot be longer than 25 feet and it must be
physically protected from damage.
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Thermal Protectors
Thermal protectors are used to protect the motor from overloads and starting failures. All motors
with a voltage rating greater than 600V must have a thermal protector, and their overload must
not have an automatic reset feature. They shall be set as follows:
This requirement is based on the maximum full-load motor current as listed in tables
provided in Section 430 of the NEC.
Motors that are rated 1500 HP include an RTD in their design which is set to deenergize the motor once the actual temperature rise of the motor equals the rated
temperature rise of the motors insulation.
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AC Motor Theory
AC motors consist of two parts: the stator, or stationary part, and the rotor, or revolving part. The
stator is connected to the incoming three-phase AC power. The rotor in an induction motor is not
connected to the power supply, whereas the rotor of a synchronous motors is connected to
external power. Both induction and synchronous motors operate on the principle of a rotating
magnetic field.
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Rotating Fields
This section shows how the stator windings can be connected to a three-phase AC input to create
a magnetic field that rotates. Another magnetic field in the rotor can be made to chase it by being
attracted and repelled by the stator field. Because the rotor is free to turn, it follows the rotating
magnetic field in the stator.
Polyphase AC is brought into the stator and connected to windings that are physically displaced
120 degrees apart. These windings are connected to form north and south magnetic poles, as
shown in Figure 7. An analysis of the electromagnetic polarity of the poles at points 1 through 7
in Figure 7 shows how the three phase AC creates magnetic fields that rotate.
Figure 7: AC Generation
At point 1, the magnetic field in phase 1 is at maximum. Negative voltages are shown in phases 2
and 3. The negative voltages in these windings create smaller magnetic fields, which will tend to
aid the field set-up in coil 1-1A.
At point 2, phase 3 creates a maximum negative flux in coil 3-3A. This strong negative field is
aided by the weaker magnetic fields developed by phases 1 and 2.
The three-phase AC input rises and falls with each cycle. Analyzing each point on the voltage
graph shows that the resultant magnetic field rotates clockwise. When the three-phase input
completes a full cycle at point 7, the magnetic field has completed an entire revolution of 360
degrees.
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An oversimplification of rotor behavior shows how the magnetic field of the stator influences the
rotor. First, assume that a simple bar magnet were placed in the center of the stator diagrams
shown in Figure 7. Also, assume that the bar magnet is free to rotate. It has been aligned so that
at point 1, its south pole is opposite the large North of the stator field.
Unlike poles attract and like poles repel. As the AC completes a cycle, going from point 1 to
point 7, the stator field rotates and pulls the bar magnet with it because of the attraction of unlike
poles and the repulsion of like poles. The bar magnet would be rotating at the same speed of the
revolving flux of the stator. This speed is known as synchronous speed. Synchronous speed of a
motor is given by the equation:
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Induction
Current flowing through a conductor sets up a magnetic field around the length of the conductor.
Conversely, a conductor in a magnetic field will produce a current when the magnetic lines of
flux cut across the conductor. This action is called inductionbecause there is no physical
connection between the magnetic field and the conductor. Current is induced in the conductor.
In motors, the rotating magnetic field of the stator induces a magnetic field in the rotor. This is
simply because it first induces a voltage in the rotor, and since the rotor is made up of
conductors, a current is induced. The induced current in the rotor sets up its own magnetic field.
The voltage induced by the action of the rotating magnetic field of the stator cutting across the
rotor bars is also known aselectromotive force or EMF.
In order for an EMF to be induced, three conditions must be present:
A magnetic field
A current-carrying conductor
This does not mean that the conductor must be carrying current. It simply means that the
conductor must consist of a closed path capable of carrying current.
An equation for EMF is:
This EMF, or induced voltage, and the resultant current flow sets up its own magnetic field. The
interaction of the magnetic field of the stator and the magnetic field of the rotor causes motor
rotation and delivers torque. Torque is produced by the interaction of the stator and rotor fluxes.
Torque in an induction motor is discussed in detail later in this article.
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Induction Motors
Three-phase squirrel cage induction motors are perhaps the most commonly used motors in
industrial applications. They are relatively small for a given horsepower and have good speed
regulation under varying load conditions. They are simple in construction and rugged; they cost
little to manufacture. The induction motor has a rotor that is not connected to any external
sources of power. It derives its name from the fact that the AC voltages are induced in the rotor
due to the rotating magnetic field of the stator.
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Construction
Three-phase squirrel cage induction motors consist of a stator, a rotor, and two end shields,
which house the bearings that support the rotor shaft. The frame is usually made of cast steel.
The stator core is pressed into the frame. The bearings can be either sleeve or ball
bearings. Figure 8 shows the main components of an induction motor.
Stator
The stator contains a three-phase winding mounted in the slots of a laminated steel core. The
winding consists of formed coils of wire that are spaced so that they are 120 electrical degrees
apart. These three windings can be connected wye or delta. To facilitate this, nine leads are
usually brought out of the motor into the motor terminal box. Many motors have two windings
per phase, which allows the motor to be connected to either low-voltage (phase windings in
parallel) or high-voltage (phase windings in series).
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Rotor
An induction rotor is composed of a laminated cylinder with slots in its surface. The windings in
these slots are one of two types, as shown in Figure 9. The most common is the squirrel cage
rotor. This entire winding is composed of heavy copper bars imbedded near the outer surface of
the rotor. These copper bars are brazed or welded to two copper (or brass) end rings at the end of
the rotor drum. No insulation is required between the core and the rotor bars because of the very
low voltages generated in the rotor bars. The copper bars and the end rings resemble a squirrel
cage, thus the name.
The range of percent slip for induction motors is between 2 and 6 percent. As load is applied to a
motor, slip increases almost linearly up to the breakdown torque of the motor, at which time the
slip increases non-linearly with increases in torque beyond that point. If the motor is loaded
beyond this point, there will be a corresponding decrease in torque until the point is reached
where the motor stalls.
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Torque
As previously stated, torque in an induction motor is caused by the interaction of the rotor and
stator fields. In order that an EMF and corresponding currents are induced in the rotor, it rotates
at a slip. At no-load, the rotor will lag behind the stator flux by a small amount necessary to
produce the minimum torque required to overcome the rotor weight and motor losses. As load is
added, the rotor speed will naturally increase. This decrease in speed (increase in slip) allows the
stator field to rotate past the rotor bars at a faster rate, inducing larger rotor currents and a larger
rotor field. The result is a larger torque at a slower speed.
Since the rotor impedance is low, a small decrease in rotor speed results in a large increase in
rotor current and a large increase in the strength of the rotor field. As the load increases, the
larger rotor currents are in such a direction as to decrease the stator flux. This results in a
temporary decrease in counter EMF in the stator windings. This, in turn, allows more current to
flow into the stator and increases the power input to the motor.
The strength of the rotor and stator fields, as well as the phase relationships between them,
governs torque.
The power factor of the rotor is dependent on the phase relationship, since power factor is the
cosine of the phase angle.
During normal operations, K, , and pf are nearly constant. The torque will increase
directly with the rotor current. The rotor current increases almost directly with slip. Increases in
slip cause an increase in rotor frequency and rotor reactance.
To understand this, consider a two-pole induction motor. Synchronous speed is calculated at
3,600 rpm. If this motor operates at a 5 percent slip, then the slip in rpm is:
Physically, this means that a pair of stator poles will pass a certain rotor conductor 180 times a
minute, or three times a second. Each time a pair of poles moves across a certain conductor, one
cycle of EMF will be induced, resulting in a frequency of three cycles per second. If the slip
were to increase to ten percent, or 360 rpm, the frequency of the rotor voltage and current is
increased to six cycles per second. If the slip were to increase to 100 percent, the rotor frequency
would be 60 Hz.
From this, you can see how rotor frequency is dependent on slip.
The frequency of the rotor is important insofar as its affect on rotor reactance. Rotor reactance
will be almost directly proportional to rotor impedance, thus:
From this, we see how increases in slip cause an increase in rotor frequency and rotor reactance.
The rotor resistance will be constant, so an increase in rotor reactance means a decrease in rotor
power factor since:
During normal operations, the change in slip is very small as load is added from an unloaded to a
fully loaded condition. This means that changes in rotor impedance and reactance are tactically
negligible. However, as the load is increased beyond rated and full-load values, the slip increases
appreciably. This increase will lower the rate that rotor current increases in such a manner as to
result in a torque that does not increase directly with slip.
The decreasing power factor and the lowered rate of current increase will result in torque
increases that become less rapid and will finally reach a maximum value. This is usually about
20 percent slip in squirrel cage induction motors. This maximum value of torque is known
as pullout torque. If the load increases even further, the rotor power factor will decrease faster
than the rotor current increases, resulting in a decreasing torque and stalling the motor. Figure
10 shows the relationship between torque and slip.
Starting Current
At the moment a three-phase induction motor is started, the current supplied to the motor stator
terminals may be as high as six times the motor full-load current. This is because at starting, the
rotor is at rest; therefore, the rotating magnetic field of the stator cuts the squirrel cage rotor at
the maximum rate, inducing large amounts of EMF in the rotor. This results in proportionally
high currents at the input terminals of the motor, as previously discussed. Because of this high
inrush, current starting protection as high as 300 percent of full-load current must be provided to
allow the motor to start and come up to speed.
Since there exists 100 percent slip at the instant the motor is energized, the rotor current lags the
rotor EMF by a large angle. This means that the maximum current flow occurs in a rotor
conductor at a time after the maximum amount of stator flux has passed by. This results in a high
starting current at a low power factor, which results in a low value of starting torque.
As the rotor speeds up, the rotor frequency and rotor reactance decrease, causing the torque to
increase up to its maximum value, then decrease to the value needed to carry its load.
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Power Factor
The power factor of a squirrel cage induction motor is poor at no-load and low load conditions.
At no-load, the power factor can be as low as 15 percent lagging. However, as load is increased,
the power factor increases. At high rated load, the power factor may be as high as 85 to 90
percent lagging.
The power factor at no-load is low because the magnetizing component of input current is a large
part of the total input current of the motor. When the load on the motor is increased, the in-phase
current supplied to the motor increases, but the magnetizing component of current remains
practically the same. This means that the resultant line current is more nearly in-phase with the
voltage and the power factor is improved when the motor is loaded, compared with an unloaded
motor, which mainly draws magnetizing current.
Figure 11 shows the increase in power factor from a no-load condition to full-load. In the noload diagram, the in-phase current (IENERGY) is small when compared to the magnetizing
current (IM); thus, the power factor is poor at no-load. In the full-load diagram, the in-phase
current has increased while the magnetizing current remains the same. As a result, the angle of
lag of the line current decreases and the power factor increases.
Speed Control
The speed of a three-phase squirrel cage induction motor depends on the synchronous speed of
the applied voltage and the number of poles in the motor, therefore this type of motor has
virtually no speed control. As a result, these motors are used in applications where speed remains
constant and where it can be controlled by other means such as variable speed drives.
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Reversing Rotation
The direction of rotation of a three-phase induction motor can be readily reversed. The motor
will rotate in the opposite direction if any two of the three incoming leads are reversed, as shown
in Figure 12.
Synchronous Motors
The synchronous motor is a three-phase motor that operates at synchronous speed from no-load
to full-load.
This type of motor has a revolving field that is energized from a separate source than the stator
winding. The rotor is excited by a direct current source. The magnetic field set up by the direct
current on the rotor then locks in with the rotating magnetic field of the stator and causes the
rotor to revolve at synchronous speed. By changing the magnitude of DC excitation, the power
factor of the motor can be changed and can, in fact, be changed over a wide variety of power
factors from leading to lagging. Because of the unique ability to change power factors,
synchronous motors are often used as power factor correctors. They are most often used in
applications that require precise speed regulation from no-load to full-load.
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Construction
The construction of synchronous motors is essentially the same as the construction of threephase generators. It has three stator windings that are 120 electrical degrees apart and a wound
rotor that is connected to slip rings where the rotor excitation current is applied.
When three-phase AC is applied to the stator, a revolving magnetic field is created just as it is in
induction motors. The rotor is energized with DC, which creates a magnetic field around the
rotor. The strong rotating magnetic field of the stator attracts the rotor field. This results in a
strong turning force on the rotor shaft.
This is how the synchronous motor works once it is started. However, one of the disadvantages
of this type of motor is that applying only DC to the stator cannot start it. When AC is applied to
the stator, the high-speed rotating magnetic field rushes past the rotor poles so quickly that the
rotor does not have a chance to get started. The rotor is locked; it is repelled in one direction and
then in another direction. In its purest form, the synchronous motor has no starting torque.
This is easier to understand using Figure 13. When the stator and rotor fields are energized, the
poles of the rotating field approach the poles of the rotor poles of opposite polarity. The
attracting force will tend to turn the rotor in a direction opposite that of the rotating field. As the
rotor starts to move in that direction, the rotating field moves past the rotor poles and tends to
pull the rotor in the same direction as the rotating field. The result is no starting torque.
oscillating torque angle. That is why amortisseur windings are sometimes referred to as damper
windings.
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Torque pulsations applied to the shaft of a synchronous motor are also a possible cause of loss of
synchronism if the pulsations occur at an unfavorable period relative to the natural frequency of
the rotor with respect to the power system.
A prevalent cause of loss of synchronism is a fault occurring on the supply system.
Underexcitation of the rotor is also a distinct possibility.
Synchronous motor pullout is significant in that the squirrel cage or amortisseur winding is
designed for starting only. It is not as hardy as those found in induction motors. The amortisseur
winding will not overheat if the motor starts, accelerates, and reaches synchronous speed within
a time interval determined to be normal for the motor. The motor must continue to operate at
synchronous speed. If the motor were to operate at a speed less than synchronous, the
amortisseur winding may overheat and suffer damage.
Protection against a synchronous motor losing synchronism can be provided by polarized field
frequency relays and out of step relays as well as various digital methods. These will be
discussed in the motor control center section.
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Operating Principles
Stated simply, DC motors rotate because of the two magnetic fields interacting with each other.
The DC motor armature acts like an electromagnet when current flows through its coils. Since
the armature (rotor) is located within the magnetic field of the field poles (stator poles), these
two fluxes will interact. Like poles will repel each other and unlike poles will attract one another.
The armature of a DC motor has windings on it that are connected to commutator
segments. Figure 20 shows a DC motor field structure and armature assembly.
Armature Construction
The armature is a cylindrical iron structure mounted directly on the motor shaft. The armature
windings are imbedded in slots in the surface of the armature, and the ends of the conductors that
make up the windings terminate on copper segments on one end of the armature shaft. Current is
applied to these windings through carbon brushes that press against the commutator segments.
The commutator segments change the direction of current in the armature windings as they pass
across the poles of opposite polarity. This results in continuous torque in one direction, which
causes the armature to rotate.
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DC Motor Ratings
DC motors are rated according to their voltage, current, speed, and horsepower output.
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Types of DC Motors
There are three types of standard DC motors: series, shunt, and compound. Figure 21 shows the
schematic diagrams of these types. The selection of the proper type of motor is based on the type
of load that the motor is intended to operate. Note that a series motor has the field winding in
series with the armature, and a shunt motor has the field winding in parallel with the armature. A
compound motor has both a series and a shunt connected field winding.
Torque
Torque of the motor is the twisting force applied to the shaft of the motor by the magnetic field
interaction between the field and the armature. The magnitude of torque depends on the magnetic
strengths of those two fields, which is then dependent on the current flowing through them.
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Before analyzing the relative direction between the current induced in the armature windings and
the current that caused it in the field poles, first remember the left-hand rule. Using your left
hand, hold it so that your index finger points in the direction of the magnetic field (north to
south) and your thumb points in the direction of rotational force on a given conductor. Your
middle finger will now point in the direction of current flow for that conductor. This current
would be in opposition to the current that is flowing from the battery. Since this induced voltage
and induced current is opposite to that of the battery, it is called counter EMF. The two currents
are flowing in opposite directions. This would mean that the battery voltage and the counter
EMF are opposite in polarity.
When first discussing counter EMF, we began by disregarding the fact that external DC was
being applied to the armature via the brushes. The induced voltage and resulting current flow
was then shown to flow opposite to the externally applied current. This was an
oversimplification, because only one current flows at a time. Since the counter EMF can never
become as large as the external applied voltage, and since they are opposite in polarity, the
counter EMF works to cancel only a part of the applied voltage. The single current that flows is
smaller due to the counter EMF.
Since counter EMF of a motor is generated by the action of the armature windings cutting the
lines of force set up by the field poles, the value of it will depend on the field strength and the
armature speed.
The effective voltage acting in the armature is the applied voltage minus the counter EMF. Ohms
law gives the value of a current by:
Example: Find the value of counter EMF of a DC motor when it is known that the terminal
voltage is 240 V and the armature current is 60-amps. The armature resistance has been
measured at .08 ohms.
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Starting Resistance
Large DC motors require that starting resistance be inserted in series with the motor armature. As
seen by the previous equation, the current drawn by the motor reactance was high as was the case
in AC induction motors. This means that the starting current will be abnormally high unless
limited by external starting resistance.
Figure 22 shows a shunt coil that is connected directly across a 250-volt line. The armature
resistance is known to be 0.5 ohms. The full-load current of the motor is known to be 25 amps,
and the shunt field current is 1 amp. The resulting armature current under full-load conditions
would, therefore, be 24-amps.
This amount of starting current is too high and may result in excessive torque and heat, which
may cause damage to the motor. When starting resistance is added in series with the armature,
the starting current can be limited to 1.5 times the full-load current value. After starting, this
external resistance can be removed from service.
If we desire to limit starting current to 1.5 times the full-load value, we can solve for the size of
resistance that would be required using the previous equations.
Rstarting = (Vterminal - VCEMF) - IARA
At the moment of motor start, when the rotor is at standstill and the CEMF is zero, the series
resistance will be:
To find the wattage required in the starting resistance watts loss is calculated by the I2R method:
[(362) (6.44 ) = 8,346].
Example: Find the power developed in both watts and horsepower in a DC motor that has a
terminal voltage of 240 volts and an armature current of 60 amps. The armature resistance is
known to be 0.08 ohms.
Answer:
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Armature Reaction
When there is no current flowing through the armature of a DC motor, the magnetic line of flux
created by the field poles is undistorted, as shown in Figure 23. The lines of flux run parallel
from north to south.
Interpoles
Interpoles provide a commutating flux that generates an EMF necessary to neutralize the EMF of
self-induction in the armature coils undergoing commutation. Since the field flux in the DC
motor is distorted by the armature flux, the interpoles are of a polarity opposite that of the
following main pole in the direction of armature rotation.
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to a DC motor will not change the direction of rotation since the input is common to both the
armature and the main field windings.
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DC Shunt Motors
A shunt motor is a constant speed motor. If load is increased on a shunt motor, the motor speed
will tend to decrease, causing a decrease in counter EMF, which will then result in an increase in
armature current. This continues until the increase in current is enough to meet the increased
torque requirements for the new load condition. The result is that the motor tends to stay in a
state of constant equilibrium.
Figure 26(A) shows a basic diagram of a shunt motor. Note that Figure 26(B) shows a winding
in series with the armature. This winding has only a few turns in series with the armature and is
there to counteract armature reaction.
Torque
A DC shunt motor has high torque at any rated speed. At startup, a DC shunt motor can develop
up to 150 percent of its normal running torque as long as the resistors in the starting circuit can
withstand the heating effect of the current.
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Speed Regulation
The speed regulation of a shunt motor drops from 5 to 10 percent from no-load to full-load. As a
result, a shunt motor is superior to the series DC motor.
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DC Series Motors
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Torque
A DC series motor develops 500 percent of its full-load torque at starting. Therefore, this type of
motor is used in applications where large amounts of starting torque are needed such as in cranes,
railway applications, and other high starting torque demands. With a series motor, any increase in
load causes an increase in both the armature current and the field current. Since torque depends
on the interaction of these two flux fields, the torque increases as the square of the value of the
current increases. Therefore, series motors produce greater torque than shunt motors for the same
increase in current. The series motor shows a greater reduction in speed for an equal change in
load.
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Motor Ratings
Series DC motors are rated for voltage, current, horsepower, and maximum speed.
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DC Compound Motors
Torque
The operating characteristics of a cumulative compound wound motor are a combination of the
series motor and the shunt motor. A cumulative compound wound motor develops high torque
for sudden increases in load.
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Speed
Unlike the series motor, a cumulative compound wound motor has definite no-load speeds. It
will not build up self-destructive speeds if the load is removed. Inserting resistors in the armature
circuit to reduce the applied voltage can control speed control of a cumulative compound wound
motor.
When the motor is reversed frequently, such as for installations in elevators, hoists, and railways,
the controller should have voltage dropping resistors and switching arrangements to reverse the
motor direction.
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Speed Regulation
The speed regulation of a cumulative compound wound motor is inferior to that of a shunt motor
and superior to a series motor.
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Industrial Applications
Synchronous motors rated at 20 hp or more are used for constant speed applications. They are
used to drive large air and gas compressors that must be operated at fixed speeds to maintain a
constant output at the maximum efficiency. Synchronous motors are used to drive DC generators,
fans, blowers, and large pumps in water pumping stations.
Some industrial applications use three-phase synchronous motors to drive mechanical loads and
correct power factor values.Figure 28 shows a typical industrial feeder. The feeder has a lagging
power factor condition due to two induction motors. A synchronous motor is connected to this
same feeder and is operated with an overexcited field. The synchronous motor supplies leading
reactive kilovars to compensate for the lagging kilovars due to the induction motors or other
inductive load on the same three-phase distribution system. The DC field of the synchronous
motor can be over-excited enough to supply a value of leading kilovars equal to the lagging
kilovars. As a result, the power factor of the distribution system is corrected to unity.
The following example shows how a synchronous motor is used to overcome the lagging
kilovars due to induction motors on a three-phase distribution system.
Example: A three-phase, 220-volt feeder supplies two motors. One motor is a three-phase, wound
rotor induction motor. It takes 40 amperes at 81 percent lag power factor. The other motor is a
three-phase, synchronous motor that takes 30 amperes at 65 percent lead power factor.
Determine the:
# Watts, volt-amperes, and lagging vars of the wound-rotor induction motor.
# Watts, volt-amperes, and leading vars of the synchronous motor.
# Total load, in kilowatts, supplied to the two motors.
# Power factor of the three-phase feeder circuit.
Solution:
#The apparent power in volt amperes taken by the wound rotor induction motor is:
2. The apparent power, in volt amperes, taken by the synchronous motor is:
3. The total true power, in kilowatts, taken by the two motors in the arithmetic sum of the
individual power values for the two motors:
4. The reactive power for the entire three-phase feeder is the difference between the lagging and
leading vars:
Thus, 254 vars of lagging quadrature power are not overcome by the synchronous motor. This
value of lagging vars, combined with the total power in watts, gives the apparent power in voltamperes:
The power factor of the entire system is the ratio of the total true power, in kilowatts, to the total
apparent power, in kilovolt-amperes:
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Take care to prevent short-circuits between leads of the same group, as these leads are all
live. Failure to heed this warning can cause severe personal injury or death, and damage to
property!
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Rotation
A three-phase motor with three leads brought out can be connected to the line in any convenient
way, and then if it rotates in the wrong direction, any two leads can be interchanged to correct the
rotation. If the motor is connected to a gearbox or other mechanical load that might be damaged
by improper rotation, the correct lead sequences should be determined by use of a phase rotation
meter.
A two-phase motor with four leads may be lighted out to determine which leads belong to one
phase. These two leads are then connected to one phase of the line and the other two leads to the
other phase. If the motor rotates in the wrong direction, the two leads of either phase can be
interchanged. The real problem comes with double-voltage and consequent-pole motors, which
have more leads and circuits.
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Double-Voltage Motors
Double-voltage motors can be either three-phase or two-phase and can be connected either wye
or delta, depending on the manufacturer.
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voltage star connected motors. When remarking motor leads, it is recommended that the present
standard marking be adhered to in every case, and, where necessary, the connection plate be
revised or replaced.
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again started, the direction of rotation should be in the same direction as with the previous
connection. If the direction of rotation is correct, the motor should again be reconnected using
T3, T6, and T8 as leads and connecting the line from T5 to T6, the line from T2 to T3 and the
line from T7 to T8.
When the motor is again started, the direction of rotation should be in the same direction as with
the previous connections. When the above tests have been completed, the motor is ready to be
connected permanently. If it is desired to run the motor on 220 volts, connect T6, T1, and T7
together and use them as one lead; T4, T2, and T8 as a second lead; and T3, T9, and T5 as a third
lead. If it is desired to run the motor on 440 volts, connect T4 to T7, T5 to T8, and T6 to T9 using
T1, T2, and T3 as leads. Permanent markings should be made on all leads.
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and T4 to T6. Use T2, T8, and T4, T6 as leads on one phase and likewise for T3, T5, and T1, T7
as leads on the second phase.
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Star Connection
The star-connected motor shown in Figure 32 is used for variable torque ratings having a highspeed horsepower rating four times the low-speed horsepower rating. If this fact is not apparent
from the nameplate reading, the motor can be identified as star-connected by measuring the
resistance between the various leads.
With the lead marking determined, it should then be checked by running the motor at normal
voltage, with T1, T2, and T3 connected to the line and leads T4, T5, and T6 left open. The motor
should run at its normal slow speed, this being the series star connection shown in Figure 32A.
The direction of rotation should be noted.
Finally, leads T1, T2, and T3 should be connected together and leads T4, T5, and T6 connected
to the line, with T4 to the same line lead previously used for T1, T5, the line lead previously used
for T2, and T6 to the lead used for T3. The motor should run at its normal high speed and have
the same direction of rotation as before, this being the parallel-star connection shown in Figure
32B.
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Delta Connection
The delta-connected motor shown in Figure 33 for constant torque ratings has a high speed
horsepower rating twice the low-speed horsepower rating. It can be distinguished from the starconnected motor by measuring the resistances. Referring to Figure 33A, it can be seen that
regardless of between which two leads the resistance is measured, a relative value of either 1,
1.6, or 1.8 must be obtained. For example, if the resistance between T1 and T6 is 1, then between
T1 and T5 it must be 1.8. The lowest value of resistance obtainable (relative value of 1) between
any two leads should be found, and if the motor is delta-connected, it will be possible to go
through all the leads measuring the lowest value of resistance from lead to lead, and ending up at
the lead at which the start was made.
these readings is 220 volts, then the leads are correctly marked and the markings should be
permanently affixed. If these readings are 110 volts, then permanently re-mark all leads,
changing T6 to T1, T2 to T6, T5 to T2, T3 to T5, T4 to T3, and T1 to T4. Start up again and with
110 volts single-phase impressed on T1 and T6, check the voltage from T1 to T2, from T2 to T3,
and from T3 to T1, each of which should equal 220 volts.
To operate the motor at slow speed, use T1, T2, and T3 as line leads with leads T4, T5, and T6
disconnected, giving a series delta connection as shown in Figure 33A. Note the direction of
rotation.
To operate at high speed, connect leads T1, T2, and T3 together and connect T4, T5, and T6 to
the line, using the same line lead for T4 as previously used for T1, similarly for T5 and T2 and
for T6 and T3. This should give the same direction of rotation as on previous slow speed
operation and is the parallel star connection shown in Figure 33B.
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T4 and T1, check the voltage between T4 and T6, between T6 and T5, and between T5 and T4.
Each reading should now be 220 volts.
To operate the motor at high speeds, connect leads T4, T5, and T6 to the line with leads T1, T2,
and T3 disconnected, giving the series-delta connection shown in Figure 34A. Note the direction
of rotation.
To operate the motor at slow speed, connect leads T4, T5, and T6 together and T1, T2, and T3 to
the line, using the same line lead for T1 as previously used to T4, and similarly for T2 and T5
and for T3 and T6. This should give the same direction of rotation as obtained in previous highspeed operation and is the parallel-star connection shown in Figure 34B.
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