Technical Specification of 30V, 30.5A Auto & Manual Float Cum Boost Battery Charger DTD 25.05.16

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The copyright of this thesis vests in the author. No
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quotation from it or information derived from it is to be
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published without full acknowledgement of the source.
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The thesis is to be used for private study or non-
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commercial research purposes only.
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Published by the University of Cape Town (UCT) in terms

of the non-exclusive license granted to UCT by the author.
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IMPACT OF ARMATURE REWINDING
ON INDUCTION MOTOR
EFFICIENCY IN SOUTH AFRICA
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Prepared by: Heskin Mkando Mzungu
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Department of Electrical Engineering
University of Cape Town
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Prepared for: Department of Electrical Engineering

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University of Cape Town

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Date: 31 August 2009

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This thesis is submitted in fulfilment of the requirements for the

Masters of Science in Electrical Engineering at the University of
Cape Town
Declaration
I, the undersigned, declare that this thesis is my own work. All information that is not
of my own has been referenced.
Sign: ............................................. .
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Acknowledgements
I want to firstly thank God for everything because I am nothing without Him.
I also would like to express my gratitude and appreciation to the following people:
Dr. Azeem Khan (Supervisor)

Dr. Paul Barendse (Co- Supervisor)
Dr. Marubini Manyage
Dr. Ben Sebitosi
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Mr. Chris Wozniak
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Mr. Richard Okou
Miss. Kgathane Masemola
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Prof. Pragasen Pillay
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The Advanced Machine and Energy Systems (AMES) research group

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The 2007 VCT 1st and 3rd year practical students.

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And finally, my many wonderful family and friends for their support and love.
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Abstract
The aim of this thesis is to evaluate the impact of annature rewinding on the
efficiency of Low Voltage (LV) industrial squirrel cage induction motors in South
Africa.
The efficiency of an electric motor is a measure of the effectiveness of the motor to

convert electrical power at its tenninals to mechanical power at its shaft. Although the
definition is seemingly simple and straightforward, the detennination of the efficiency
of an induction motor is a much-debated topic. Motor manufacturers provide
efficiency data obtained through measurement and calculation according to a variety
of international standards. Several international standards exist, with each outlining
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different methods and procedures for the detennination of induction motor efficiency.
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Most notable among the disparities is the treatment of stray losses. For example, the
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Japanese standard JEC-37 assumes stray losses to be negligible, others such as SANS
34-2 and ASINZ 1359.5 use a fixed value, while IEEE 112, CSA 390 and lEC 34-2
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prefer to make actual measurements. A number of these standards were initially
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considered. However, after preliminary laboratory-tests were perfonned, it was
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observed that the IEEE 112 method B (2004) and IEC 60034-2 segregation method
(2007) appeared to be the most consistent and repeatable. The two standards were
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therefore preferred and subsequently chosen for this project. The South African
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standard, SANS 34-2, is available but its methods of detennining efficiency have been
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found to be unsupported due to its reference to the IEC 60034-2 (1984) which has
been abandoned and replaced. The SANS 34-2 was therefore not used in the testing.
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Around the world, motor repairs have always been known to cause efficiency loss and
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perfonnance deterioration. Rewind studies have been done in the United States,
Brazil, Canada, the United Kingdom and elsewhere [32] [37] [59] [63]. The results
from most of these studies have however been generally inconsistent with various
efficiency loss figures ranging from less than 1% to 6% [32] [37] [59] [63]. It has
even been suggested that each rewind would result in a 1% loss for multiple rewinds
[37]. With so many inconsistent reports and given that workmanship would vary from
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country to country, there was an obvious need for a South African investigation be
undertaken to ascertain the real situation in the country.
Three induction motor test-beds were constructed in the Electrical Machines

Laboratory at the University of Cape Town (UCT). The test-beds provided flexible
ways of supplying, loading and measuring the performance of a range of induction
motors. Meticulous attention was paid to all aspects of the test-beds, such as motor
mounting, power quality, instrumentation accuracy and calibration. This was to
ensure accurate and repeatable results.
New squirrel-cage induction motors ranging from 3kW to 55kW were purchased for
testing. This range of motors is the most commonly found in the South African
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industry. Several tests were performed on each motor to assess the accuracy and
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repeatability of test results. Statistical analyses were performed on the test results for
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each motor to obtain a representative average efficiency performance curve for each
motor. The motors were then sent for complete armature rewinds and retested
according to the aforementioned procedures.
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From the results obtained, the impact of rewinds was found to be significant with
efficiency drops ranging from 0.1 to 1.86%. The changes in the core and stator losses
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had the biggest contribution on the change in efficiency. The increase in core losses
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could be attributed to damage on the core during the winding removal process. Better
insertion of the stator winding coils while keeping the same number of effective turns
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would produce lower stator conductor losses. A change in the efficiency profile was
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also evident as a result of the changes in the constant and load losses.
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In addition to the above tests, the impact of motor rewind procedures was investigated
by sending two new identical 3kW motors to be rewound separately by two South
African repair companies. The results showed a decrease in efficiency of 0.96% for
the larger company and 1.09% for the smaller company at full load. This would
appear to suggest that the different techniques and procedures used in different
companies affect the losses and efficiency differently.
IV
Table of Contents
Declaration ...................................................................................................................... i
Acknow ledgements ........................................................................................................ ii
Abstract ...................................... ,................................................................................. iii
Table of Contents ........................................................................................................... v
List of Figures .............................................................................................................. .ix
List of Tables ............................................................................................................. xiii
Nomenclature ............................................................................................................... xv
Chapter 1: INTRODUCTION ........................................................................................ 1
1.1. Overview ............................................................................................................. 1
1.2. Background ......................................................................................................... 1
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1.3. Motors and Motorised systems ........................................................................... 2
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1.3.1. Motor applications ........................................................................................ 4
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1.3.2. Induction Motors ...................................................... .................................... S
1.3.3. Motor repair industry .................................................................................... 6
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1.3.4. Impact of rewind and repair on motor induction efficiency ......................... 7
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1.4. Objectives ............................................................................................................ 9
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I.S. Methodology ....................................................................................................... 9
1.6. Limitations .......................................................................................................... 9
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1.7. Structure of thesis .............................................................................................. 10

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1.8. Contributions ..................................................................................................... 10

Chapter 2: TEST BED DEVELOPMENT ................................................................... 12
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2.1. Overview ........................................................................................................... 12

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2.2. Motor selection .................................................................................................. 12

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2.3. Laboratory capabilities ...................................................................................... 12

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2.4. Dynamometer System ....................................................................................... 13

2.4 .1. Electric motor! generator dyno .................................................................... 14
2.S. Construction of the test beds ............................................................................. 16
2.S.1. 3kW test bed ............................................................................................... 16
2.S.2. ISkWtestbed ............................................................................................. 18
2.S.3. 2S0kW test bed ........................................................................................... 22
2.5.4. Couplings .................................................................................................... 27
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2.5.5. Bearings ...................................................................................................... 28
2.6. Instrumentation .................................................................................................. 29
2.6.1. Torque measurements ................................................................................. 29
2.6.2. Voltage, Current, Frequency and Power measurement.. ............................ 36
2.6.3. Speed measurements ................................................................................... 38
2.6.4. Resistance measurement ............................................................................. 39
2.6.5. Temperature measurement ........................................................................ .40
2.6.6. Alignment ................................................................................................... 42
2.7. Power Supply .................................................................................................... 43
2.7.1. Power quality .............................................................................................. 43
2.7.2. Laboratory Generator Supply .................................................................... .47
2.7.3. Power Ratings ............................................................................................. 48
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2.8. Motor operation, safety and maintenance ........................................................ .48
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2.8.1. Motor starting on 3kW and 15kW test beds .............................................. .48
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2.8.2. Motor starting on 250kW test bed ............................................................. .49
2.8.3. Safety and maintenance .............................................................................. 50
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2.9. Concluding remarks .......................................................................................... 52
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Chapter 3: DATA ANALySIS .................................................................................... 53
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3.1. Overview ........................................................................................................... 53
3.2. MATLAB .......................................................................................................... 53
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3.3. Repeatability...................................................................................................... 53
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3.4. Regression Analysis .......................................................................................... 56

3.5. Uncertainty or error Measurement .................................................................... 57
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Chapter 4: INDUCTION MOTOR EFFICIENCY DETERMINATION ................. 63

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4.1. Overview ........................................................................................................... 63

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4.2. Definition of Induction Motor Efficiency ......................................................... 63

4.2.1. Induction Motor Losses .............................................................................. 63
4.2.2. Motor Efficiency Profile ............................................................................. 66
4.3. Determination of induction motor efficiency .................................................... 69
4.3.1. Motor efficiency test standards ................................................................... 69
4.3.2. Comparison of Standards ............................................................................ 72
4.3.3. Determination of SLL. ................................................................................ 72
4.3.4. General Differences .................................................................................... 80
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4.4. Preliminary test results ...................................................................................... 88
4.4 .1. Comparison of test standards ...................................................................... 88
4.4.2. Comparison of test methods ....................................................................... 93
Chapter 5: REPAIR AND REWIND OF INDUCTION MOTORS ............................ 96
5.1 . Overview ........................................................................................................... 96
5.2. MotorFailure ..................................................................................................... 96
5.2.1. Motor Stresses ............................................................................................ 97
5.3. Motor repair procedures .................................................................................... 97
5.3.1. Inspection, dismantling and testing ............................................................ 98
5.3.2. Winding removal and core processing ....................................................... 98
5.3.3. Winding and varnishing ............................................................................ 102
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5.3.4. Assembling of motor ................................................................................ 103
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5.3.5. Final testing .............................................................................................. 103
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5.3.6. Impact of poor repair procedures on induction motor loss ....................... 104
5.4. Motor rewind procedures and practices in South Africa - Case Study ........... 104
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5.5. Rewind Company Profiles .............................................................................. 105
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5.5.1. Company A ............................................................................................... 105
5.5.2. Company B ............................................................................................... 106
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5.6. Rewind Procedures .......................................................................................... 107

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5.6.1. Company A ............................................................................................... 107

5.6.2. Company B ............................................................................................... 112
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5.7. Concluding remarks ........................................................................................ 118

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Chapter 6: IMPACT OF REWINDING ON MOTOR EFFICIENCY: TEST

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RESULTS .................................................................................................................. 119

6.1. Overview ......................................................................................................... 119
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6.2. Test Methodology ........................................................................................... 119

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6.3. 3kW motor results ........................................................................................... 120

6.4. 7.5kW motor results ........................................................................................ 122
6.5. llkW motor results ......................................................................................... 124
6.6. 15kW motor results ......................................................................................... 126
6.7. 22kW motor results ......................................................................................... 127
6.8. 37kW motor results ......................................................................................... 129
6.9. 45kW motor results ......................................................................................... 132
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6.10. 55kW motor results ....................................................................................... 134
6.11. Motor loss and efficiency discussion ............................................................ 135
6.11.1. Motor loss discussion ............................................................................. 136
6.11.2. Efficiency discussion .............................................................................. 141
6.12. Comparison of rewind procedures ................................................................ 143
6.12.1. Company A loss results .......................................................................... 144
6.12.2. Company B loss results .......................................................................... 145
6.12.3. Efficiency comparison of rewound motors ............................................ 147
6.13. Concluding remarks ...................................................................................... 147
Chapter 7: MOTOR REPAIR VERSUS REPLACEMENT ECONOMICS ............. 148
7.1. Overview ......................................................................................................... 148
7.2. Options available when motors faiL .............................................................. 148
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7.2.1. Repair versus Replace Decision ............................................................... 149
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7.3. Motor Systems ................................................................................................. 155
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7.4. Case Examples ................................................................................................ 155
7.4.1. Scenario 1 ~ Initial purchase costs ........................................................... 156
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7.4.2. Scenario 2 ~ ACO ..................................................................................... 156
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7.4.3. Scenario 3 ~ SPP ....................................................................................... 157
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7.4.4. Scenario 4 ~ LCC ..................................................................................... 157
7.5. Concluding remarks ........................................................................................ 158
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Chapter 8: CONCLUSIONS AND RECOMMENDATIONS .................................. 159

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8.1. Conclusions ..................................................................................................... 159

8.2. Recommendations for Future Work ................................................................ 160
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REFERENCES .......................................................................................................... 162

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APPENDIX ................................................................................................................ 169

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List of Figures
Figure 1-1: Electricity consumption and demand in South Africa (data from 2006) [3]
........................................................................................................................................2
Figure 1-2: Distribution of motors according to size ..................................................... 3
Figure 1-3: Estimated motor applications [5] ................................................................ 5
Figure 1-4: Example of an Induction motor .................................................................. 5
Figure 2-1: Schematic of Generator Set.. ..................................................................... 14
Figure 2-2: 3kW test bed .............................................................................................. 16
Figure 2-3: Cradled DC dynamometer ........................................................................ 17
Figure 2-4: 4-Quadrant 16kVA DC Drive ................................................................... 18
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Figure 2-5: 15kW test bed ............................................................................................ 19
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Figure 2-6: 15kW test bed: transducer system with C-channels .................................. 19
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Figure 2-7: C-channels distortion ................................................................................ 20
Figure 2-8: 15kW test bed with steel base ................................................................... 20
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Figure 2-9: Adjustable base design .............................................................................. 21
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Figure 2-10: Resistor banks ......................................................................................... 22
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Figure 2-11: 250kW test bed ........................................................................................ 23
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Figure 2-12: Deep tooth and groove contact [19] ........................................................ 24

Figure 2-13: Pulley belt variables ................................................................................ 24
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Figure 2-14: Force deflection apparatus ...................................................................... 26

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Figure 2-15: HBM inline torque transducer.. ............................................................... 26

Figure 2-16: 500V 4-quadrant DC drive ...................................................................... 27
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Figure 2-17: Motor couplings ...................................................................................... 28

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Figure 2-18: Deep-groove ball bearings ...................................................................... 28

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Figure 2-19: Torque determination from DC Dyno loss ............................................. 30

Figure 2-20: Mounted of a 100kg Load cell ................................................................ 31
Figure 2-21: Torque Calibration .................................................................................. 32
Figure 2-22: Linearity of good, rigid transducer mounting ......................................... 32
Figure 2-23: Poor mounted of Load cell ....................................................................... 33
Figure 2-24: Error in linearity due to poor transducer mounting ................................. 33
Figure 2-25: Wheatstone bridge circuit [25] ................................................................ 34
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Figure 2-26: Inline Torque calibration using the lever-arm-method ........................... 35
Figure 2-27: Transducer linearity ................................................................................ 36
Figure 2-28: WT1600 Yokogawa power analyzer.. ..................................................... 36
Figure 2-29: Current clamps ........................................................................................ 37
Figure 2-30: Contact/Photo tachometer ....................................................................... 38
Figure 2-31: 30 teeth gear with a proximity sensor ..................................................... 38
Figure 2-32: Yokogawa galvanometer......................................................................... 39
Figure 2-33: Thermocouple installation ....................................................................... 41
Figure 2-34: Pico logger measuring thermocouples ................................................... .42
Figure 2-35: Shaft alignment using a clock dial... ................................................... 42
Figure 2-36: Alignment of pulley system using the clock dial... ................................ .43
Figure 2-37: Eskom Supply Voltage THD ................................................................. .44
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Figure 2-38: Eskom Supply Voltage unbalance ......................................................... .44
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Figure 2-39: Eskom Supply voltage magnitude .......................................................... .45
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Figure 2-40: Eskom Supply voltage frequency .......................................................... .45
Figure 2-41: Eskom Supply impact on repeatability .................................................. .46
Figure 2-42: Eskom Supply impact on motor losses Morning (red), Afternoon (blue)
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Figure 2-43: Schematic of Generator Set... ................................................................. .4 7
Figure 2-44: Star-delta starter ..................................................................................... .49
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Figure 2-45: 250kW test motor starter. ....................................................................... .49

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Figure 2-46: Protection for the 250kW test beds rated at 250A .................................. 50
Figure 2-47: Test area security gate ............................................................................. 51
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Figure 2-48: DC dyno commutator cleaning ............................................................... 51

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Figure 3-1: Repeatability of the 22kW efficiency over five test cycles ...................... 55
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Figure 3-2: Repeatability of the 22kW losses over five test cycles ............................. 56
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Figure 3-3: Motor testing system [69] [70]. ................................................................. 60

Figure 4-1 : Average motor losses in 4-pole Induction motors [32]. ............................ 64
Figure 4-2: Typical loss components of an induction motor plotted against load ....... 66
Figure 4-3: Typical efficiency profile of an Induction motor. ..................................... 67
Figure 4-4: Typical efficiency and loss curves of an induction motor ........................ 68
Figure 4-5: Eh-star test circuit [11]. ............................................................................. 75
Figure 4-6: F&W and core loss separated graphically ................................................. 76
Figure 4-7: SLL correction ......................................................................................... 78
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Figure 4-8: Random error in calculated SLL [49] ...................................................... 79
Figure 4-9: Equivalent circuit according to the IEEE [II] .......................................... 81
Figure 4-10: Calculated SLL from the IEEE, IEC and JEC ........................................ 90
Figure 4-11: Impact of temperature correction on Stator loss ..................................... 92
Figure 4-12: Impact of temperature correction on Rotor loss ...................................... 92
Figure 4-13: 7.5kW test comparison ............................................................................ 93
Figure 4-14: llkW test comparison ............................................................................. 94
Figure 4-15: 15kW test comparison ............................................................................. 94
Figure 5-1: Loop test wiring diagram ........................................................................ 100
Figure 5-2: Company A's workshop .......................................................................... 105
Figure 5-3: Company B's workshop .......................................................................... 106
Figure 5-4: Company A's Controlled-temperature oven ........................................... l08
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Figure 5-5: Commercial core tester from Henry du Preez & Associates .................. 108
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Figure 5-6: Company A's winding area ..................................................................... 110
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Figure 5-7: Company A's dipping tank ..................................................................... 111
Figure 5-8: Curing oven ............................................................................................. 111
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Figure 5-9: Reassembled motor 55kW awaiting final tests and painting .................. 112
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Figure 5-10: Coil removal using blow torch .............................................................. 113
Figure 5-11: Old removed windings .......................................................................... 113
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Figure 5-12: Core testing facilities ............................................................................ 114

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Figure 5-13: Hand winding with counter ................................................................... 115

Figure 5-14: Insertion of the windings on the 3kW motor........................................ 115
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Figure 5-15: Company B 's varnish dip tank .............................................................. 116

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Figure 5-16: Company B's curing oven ..................................................................... 117

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Figure 5-17: Company B's variable voltage supply control panel ............................ 118
Figure 6-1: 3kW motor efficiency change ................................................................. 120
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Figure 6-2: Change in losses of the 3kW motor ........................................................ 121

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Figure 6-3: 7.5kW motor efficiency change .............................................................. 122

Figure 6-4: Change in losses of the 7.5kW motor ..................................................... 123
Figure 6-5: 11 kW motor efficiency change ............................................................... 124
Figure 6-6: Change in losses of the l1kW motor ...................................................... 125
Figure 6-7: 15kW motor efficiency change ............................................................... 126
Figure 6-8: Change in losses of the 15kW motor ...................................................... 127
Figure 6-9: 22kW motor efficiency change ............................................................... 128
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Figure 6-10: Change in losses of the 22kW motor .................................................... 129
Figure 6-11: 37kW motor efficiency change ............................................................. 130
Figure 6-17: Stator Copper losses percentage change ............................................... 136
Figure 6-18: Rotor Copper losses percentage change ................................................ 137
Figure 6-19: Change in motor characteristics due to motor rewinding ............. 137
Figure 6-20: Core losses percentage change .............................................................. 139
Figure 6-21: Stray Load losses percentage change .................................................... 140
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Figure 6-22: F&W loss percentage change ................................................................ 141
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Figure 6-23: Impact of Armature rewinding .............................................................. 141
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Figure 6-24: Shift in peak .......................................................................................... 142
Figure 6-25: Load-dependent and load-independent losses ....................................... 143
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Figure 6-26: Impact of winding at Company A ......................................................... 144
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Figure 6-27: Percentage loss change of the 3kW rewound in Company A ............... 145
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Figure 6-28: Percentage change due to Company B Rewind .................................... 145
Figure 6-29: Percentage loss change of the 3kW rewound in Company A ............... 146
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Figure 6-30: Damage to the slot teeth due to winding extraction .............................. 147
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Figure 7-1: Replace-Repair decision model [EASA] ................................................ 148

Figure 7-2: Initial costing of rewind and replace ....................................................... 150
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Figure 7-3: Effects of varying variables .................................................................... 154

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Figure 7-4: Typical motor system .............................................................................. 155

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List of Tables
Table 1-1: Eskom target generation mix [1] .................................................................. 1
Table 1-2: Estimated market demand for electric motors in SA .................................. .4
Table 2-1: Selected motors for project... ...................................................................... 12
Table 2-2: Test bed power ratings ............................................................................... 14
Table 2-3: Belt Installation data ................................................................................... 25
Table 2-4: DC dyno output power method vs reaction torque method ........................ 30
Table 2-5: Accuracy of Power Analyzer ..................................................................... 37
Table 2-6: Accuracy of resistance calculation ............................................................ .40
Table 2-7: Standards Power Quality Limits ................................................................ .43
Table 2-8: Generator Power Quality Limits ................................................................ 48
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Table 2-9: Test bed power ratings .............................................................................. .48
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Table 3-1: Repeatability STD for each motor.............................................................. 54
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Table 3-2: Reproducibility of a 7.5kW motor on the 15kW test bed .......................... 59
Table 3-3: REE, Uncertainty's influence and importance for llkW efficiency .......... 61
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Table 3-4: REE, Uncertainty's influence and importance for 37kW efficiency .......... 61
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Table 4-1 : International induction motor testing standards ......................................... 70
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Table 4-2: Harmonized standards and available methods ........................................... 72
Table 4-3: Available methods in each of the standards [10] [11] [42] ........................ 80
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Table 4-6: The instrumentation requirements of the three standards [10] [11] [42] ... 86
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Table 4-7: Comparison of full-load efficiencies of motors as determined by several

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standards ...................................................................................................................... 89
Table 4-8: SLL as a percentage of input power ........................................................... 90
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Table 4-9: Core loss values of IEEE and 1EC. ............................................................. 91

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Table 5-1: Distribution offailures in Induction Motors [32] ....................................... 96

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Table 5-2: Impact of rewind and repair procedures on induction motor loss ............ 104
Table 5-3: Rewind company profiles ......................................................................... 107
Table 5-4: Decision based in core testing results ....................................................... 109
Table 6-1: Other changes due to motor rewind ......................................................... 121
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Table 6-9: Core tester results ..................................................................................... 138
Table 6-10: Efficiency comparison of Company A and Company B ........................ 147
Table 7-1: Repair/Replace Decision table ................................................................. 156
Table 7-2: ACO of l5kW motOf.. .............................................................................. 156
Table 7-3: spp for the 15kW at 50 - 100% loading .................................................. 157
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XIV
Nomenclature
DME: Department of Minerals and Energy
DSM: Demand Side Management
ERC: Energy Research Centre
UCTML: University of Cape Town's Machine Laboratory
Dyno: Dynamometers
MUT: Motor under test
DC: Direct current
AC: Alternating current
SANAS: South Africa National Association of Standards
IEC: International Electrotechnical Commission
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IEEE: Institute of Electrical and Electronic Engineers
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SABS: South African Beareu of Standard
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SANS: South African National Standard
CSA: Canadian Standards Association
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JEC: Japanese Electrotechnical Commission
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SG: Strain gauge
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THD: Total harmonic distortion
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SLL: Stray load loss

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Chapter I: INTRODUCTION
1.1. Overv iew
Thi, "hapler gi,e"; rdeyam background imo the researeh and nutline the 'truclurc of
the the,i,_
1.2. Background
E,kom generate< 95·;' of South Africa's (SA) electricity end 4~'Y. of lhe e leclricity
u""d in Africa. II al,o Own' and operate, the South Atr",,"n national tr"llSmi"i,,.,
system Ill . An in,talled "apacily of 4, O:l7MW (with maximum capacity of 38
744MW) is ochieved thru\lgh " yeneTdlion mi, of pumped "Grage, eoaL hydro.
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mlcl. "r ond g",,",'dic,d. The co"lrihulinn from each source is shown in TobIe J-1 with
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co"1 being the 1"",.,( cnmrihulor.
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r ,bl, I-I, '_'''on1t>r ~" 1('"o,,";no m], III
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.... ,'1)],· ..1 Only, .. for pe>k &l'PP/Y whell "'cOcO
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Y. mp .. i &..... 1:'" 4% 10"
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up... ",)<1t P' t\lrtH n, Only,,,, r",p"'" ,"pply wile" ,,«d,d
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The demand and cOllSumption nf ek"lricily per 'e,'lor m Soulh Africa is sho"", in
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Fi~'Ure 1-1. The ind\lstriol ,",clnr ho, Ihe l"rge.,;1 cnn,umplion and demand of
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electricity, up to J 7.7% consumption ond J~ . ~% dL.",and. followed by re,idemial and

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then mining.
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In 2006, SA experienced an incre"o in eloclricily demand. eHu>od by political and
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~cotllllllic fact''':', This resulted in the dem'Uld exceeding the supply [2] and
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,ub""lU<01\[ f""c~d outage, and interruptions around the counl"... Th~ problem w""
al"" cumpound<Od by othel' factors such as t1>" rising and volatile fu~1 price" global
of
w.rming C'' 'C"TTL', "nd <lepcT1d"nc~ on r,,,:e ign oil. The,e pl'l-.blem, hav~ highlighted
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the nc"d "n~"1"gy effiei"ney and hH~ """.lerat"d rh" drive IO"...n! "nergy·dlici"n l,
teehnolo~e, "nd pmelie,",
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The Department 01 Minerai> and En"rgy (Dl>!E) ",I C<)n1l'reh"mive largel' for en.r~y
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~mci~"cy improvements to ease the pre"tKe on EskOlll, The tar~et set. by the DME.
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for 2015 i, " rotal ~!ectrical energy reducrion of 12%. to be achieved as foUow>:
industri"l and mining (15'1.), powel' generation (15%), commercial and I"lblic
huilding' (I 5%), the rc,id"ntial sectOr (lO'%) and the trdn,;pnrt =tOr (9'1. ) [3]_
1.3. Mo ton an d 'l olori~NI sys tems

MOlors "",I mOll)riseci sysl~ms around lhe world are ~3tilllated to account for 40',1, of
global ekelrie en"rgy comumption [4] In South Ali'ica, motor, account fol' up to
6(1"1. of 'he u)tal Lnciusrriallmining included) energy u,", and atoom 57%. of th~ peak
d""mn{1 gL'Tlemtion 141, According to E,kom Demand Side \\,na~"""'T" (DSM) II I,
"n e>timated total of 100 000 m~to,,; are opeMin~ in the In{lu"ri,1 He~tOf, and
consume up to 10 GW of eleelricity (the C<luival ent to tbe power oonsumption of more
thou 1.6-million h"",el\(1l<t'l
Figure 1_2 ,I;ow, the dimibulion of motor, according to size_ The data "as gallli-ttd
hy E'kom DHM in a mOlor ,ur.-. y conducted in 2007_
r ,,
,, ,,
,j ,
,
,, ,,
, ,,
,,
•! ,-
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,-
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~~~~~~~~~~#'$###'#"~4;'#
~
~'
•.
" ..~ ~o '~~.' ..' ".~ ,. ~~ ,,~ ,~ " I' '" ~'I>- & of ~,~ ~ , '" .0' .f
" . . . . ,0',"-
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."' ......
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D"ta from Somb Africa', largest 01010" dislrihulO< ,llQw, tbat motors ranging from
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0,18 to 90kW are the moM COmmon ,ize; and {Iominale about 97% of total electric
motor market ,hare in &>ulh Afrie" 151, Table 1-2 ,how. the e'timated demand pel'
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molor ratin~ in SA.

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T .hk 1·2: ["III1.trd markot d<m •• d '0< .I.<t!'!, IlIOro<l ,. SA
1' 00
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Tot.1 UoJ<>
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1..3.1. .\1010r applic"lions

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Th~ key induslri"" in which electric motors operate in SA are [5]:

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• P~trochL,"ical
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• \1ining
• Pulp ""d Papo:r
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• Iron "00 Stc"l

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• Sugar
TIle motor, peJionn varying fitnctiuns r"nging from ,imple conditioning applicatioos
to dri\'ing the mills lI"'t crush millions of tOIlS of coal for power station" A sUl",ey
Jone by 1"" Energy R~search Cen[J'e (ERC) found that the application of motor, i,
di"ribll1ed according to figme 1·3 ,
MIS(e............ 2S%
_ Pumps
.-.....
I - FllrlS
DGompo"eS$Ot'S
I DCon~
Fans. 2~'\
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IndllellO/l mOl"", (sqwJTc1 cab"') ~fC tbc largcst 5JIl~C ....... ,,"" of clc<:mc'ly '"
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,ndus1ry '" SImlh Africa and ;,round lbe "'.odd, This IS bec ause mducnon mo~.
cros.<·..:<:lIonal ,".w ,hu .. n in r;SUf{; 1·4. an: sl"'ple. , '=t;10 and robust rn.chtne
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nnd ~rc klw .. n .., the "'o.... hon.,'!i of 'InOOcrn" ",dumy [6] [7]. Squirrcl,c~ie
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Induct,on motOOl arc electromechan,cal dc"c.' that ~o",i " or a c"', and b~j"nccd
,OtO< and a fixed Slater <x"'taining ,o"duc'1\'c ""ndings that .. hen induced produce ~
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,""snel,e field 1""1 spin. the rolOr.

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Induction mOlars therefore ho' e the lorgest jlOIemial for energy saving, with
oppomlllities ffinging trom the motor user to the utility ,upplying i[ with powe'-
1.33. '.I'Hm· r~p"ir industry

Mutor rqlllir ar~1 rewind in South Africa have i:>cen llIc,eosing uver the p.st t"w years
[1ll" " 0 ,"sui I of increo,ed P,"",U," on indu,lry co",ed by 181;
• An in",ease in the intensity of ntilllng activities, as well as the establishment

of new mines in SA_ With umlergroluld mining being the mOre Cummon twe
in Soulh A frica, the depth and si".e 0 f thes<; mir"" lead tu mure u,e of mowrs
and th~Tcfore incre"",,,,, in the need fur more mutor repmr.
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• An inere"e ill infrn"trucull-e "uch os rooo,. ,oilways. the Gammin project and
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hOllSlllg in preparation for the Fifa 2010 soccer World Cup_
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• Eskom proje<:ts such as the supply ca]Xlcity expansion (commi"ioning of
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m()[hballed power swions: Camden. Groolvkl .nd Komali) Th",e pmjecis
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tt;qum: the rc-pair of electric moto",_
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• Ihe sudden increo "" in industry and um"lllsa,ion of countr;", such as Chin.
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ond Indi" has IN to a ,Iecrease m the deli,""lY of motors due to 'he press UTe On
the world's economy.
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In 2005, it wa, rc..,ortcd th.1 the mining industry 1lI S<.)uth A fnc" "pent approximmely
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I{ ~.~illion on mOlur rqlll'" I~ 1_

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De'pite havin~ "uch " larMe rev.-ir~1 in,lu'iry in South Africa. it is no< known how
variou s rewinding techni4ue, u""d by motor repai rer>; an"ct motor e!1lciency_ Thi s
thesi , aim' to inve,rigate the imp"et of rev.-inds on inductionllloto, efficiency
1.3.4. Impact of rewind and repair on motor induction efficiency
It is widely known internationally that repairs affects induction motor efficiency. A

review of research into quantifying this impact on efficiency shows various ranges of
efficiency loss.
Ontario Hydro conducted a study in 1991 on electric motor rewinds to determine the
effects of rewinds/repairs on electric motor efficiency. Nine 15kW (20Hp) standard
efficient motors were damaged then randomly sent to electric motor rewind shops in
Canada. The average loss of efficiency was about 1.1 %, with the greatest reduction
around 3.4%. The efficiency losses were attributed to reduction in conductor cross
sectional area, core damage resulting in hot spots, and reduced insulation systems.
[59]
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A similar study was performed by BC Hydro in 1993 on ten energy efficient motors.
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The results were different from the study done by the Ontario Hydro. The average
loss was 0.5%. The greatest losses were found to be due to increased bearing losses,
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due to friction, whilst there was little or no increase in core losses observed. The
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higher friction losses were due to bearing replacement with lower quality bearings
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[59].
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In 1994, J. C. Hirzel of General Electric found efficiency losses ranging from 1.9 to
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6%. These results were from four motors ranging from 10 - 200Hp. [62]
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The Canadian Electrical Association (CEA) undertook a controlled electric motor

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repair study in 1995. Several repaired motors were burnt out and underwent the same
repair process, including burnouts, dip and bake. Little or no reduction in efficiency
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was found when the motors went through a controlled repair process. Repeated
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rewinds (after three rewinds) also showed little to no reduction in efficiency. [59]
In 1998, Dreisilker Electric Motors and the University of Illinois performed a study
on the impact of burnout temperatures on electric motors. Temperatures above 320'C
were found to cause the stator frames to distort. This was observed on both aluminium
and cast iron frames. [59]
7
In 2003, the Electrical Apparatus Service Association (EASA) and Association of
Electrical and Mechanical Trade (AEMT) undertook a larger research project to
detennine the impact of repair and rewind on induction motor efficiency. The
objective was to prepare a 'Good Practice to Maintain Efficiency' document. Twenty-
two new motors ranging from 37.5 to 225kW with two smaller motors of 5.5KW were
tested before and after rewinding. Motors were tested at the University of Nottingham
in the UK. Six motors (75-112kW) averaged losses of 0.4%, ten motors (45-150kW)
averaged losses of 0.03% and five motor (75-150kW) averaged increases of 0.5%.
The report concludes by stating that motor efficiency can be maintained when 'good'
repair practice is followed. [32]
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In 2006, Wenping Cao et al perfonned a comprehensive rewind study involving 23
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motors ranging from 5.5 to 225 kW. Cao's results showed that rewinding could
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impact on motor efficiency and perfonnance. Careful control of the stator winding
design while keeping the same number of effective turns will produce a lower stator-
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conductor loss. This will offset any slight increase in the core, windage, and friction
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losses. Even repeated rewinds do not cause an appreciable change to the motor
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efficiency on average [37].
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In 2007, Bortoni et al conducted a study in Brazil on a set of eight low-voltage motors

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with ratings from 2.2 to 11 kW (3 - 15 hp). The study was to detennine the influence
of rewinding on motor efficiency. The results showed that motor efficiency had a
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small increase after repair with full-load efficiency increase between - 0.9 and +2.0%
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respectively. The overall quality of the repair shop was found to have an influence on
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the impact of the repair on efficiency [63].

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Sasol's study into the effects of repairs on motor efficiency found an average drop of
3%. Motors were tested randomly after being repaired [64].
With such diverse conclusions of the effects of repairs on motor efficiency; it is

evidently difficult to rely on such results. The rewind procedures followed at a repair
shop appears to be the most consistent cause of motor efficiency loss.
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1.4. Objectives
The main objectives of this thesis are:
• To build test beds that can be used to accurately and reliably test induction
motors ranging from 3 - 55kW in South Africa;
• To analyse the factors that influence induction motor efficiency and
• To examine the effect of rewinding on the efficiency of induction motors by

profiling the efficiency loss or gain after rewinding process
1.5. Methodology
The methodology associated with this thesis include:
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• Efficiency testing of motors of various kW ratings before rewind to determine
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the actual efficiency which may differ from the nameplate value;
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• Liaise with motor repairers to determine the current rewinding practices that
are being employed;
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• Performing single armature rewinds on the entire range of motors and
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• Retesting the motor efficiency of the rewound motors to determine the impact
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of the rewinding process or techniques.

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1.6. Limitations
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• The study is limited to induction motors with squirrel cage rotors because the
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efficiency standards are based on these motors, and they are most commonly
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used in South African industries.
• New motors of capacities ranging from 3kW to 55kW have been chosen for
the rewind project. Induction motors in this range are popular in South Africa
as shown in Figure 1-2. This range also has the greatest potential for energy
savings due to their inherently lower efficiencies compared to larger motors.
9
• The motor repairers used in this thesis are all located in the Western Cape
regIOn.
1.7. Structure of thesis
The structure of each chapter begins with a brief overview followed by a literature
review of the particular topic (in most chapters) and then the results are presented.
Chapter 2 describes the methodology followed in the construction of the test beds and
motor testing.
Chapter 3 presents details of the data analysis that was used in all recorded data
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Chapter 4 presents literature and results on motor efficiency and the determination of
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motor efficiency according to international standards.
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Chapter 5 outlines the repair and rewind procedures and how these could impact on
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motor efficiency. A review of the rewind procedures of two South African repair
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companies is presented.
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Chapter 6 presents the analyses of the results from the repair and rewind testing
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discussed in chapter 5.
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Chapter 7 discusses motor economics scenarios.

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Chapter 8 presents the conclusions and recommendations.

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1.8. Contributions
• Mzungu, H.M.; Manyage, M.l; Khan, M.A.; Barendse, P.; Mthombeni, T.L.;
Pillay,P., 'Application of induction machine efficiency testing standards in
South Africa', Electric Machines and Drives Conference, 2009. IEMDC '09.
IEEE International, 3-6 May 2009 Page(s):1455 - 1462
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• Prof. P. Pillay, Dr. M. Manyage, Dr. A Khan, Dr. P. Barendse and Mr. M.
Mzungu, 'Induction Motor Efficiency and Rewind Study', Eskom Demand
Side Management Research Report
• H. M. Mzungu, P. Barendse, M. A Khan and M. Manyage, 'Determination of

Effects on Induction Motor Efficiency, ICUE Conference', May 2008
• M.A Khan, D. Pati and H.M. Mzungu, 'Comparison of a 3kw Standard and
High Efficiency Induction Motor', Vector Journal, June 2008
• Mzungu, H.M.; Sebitosi, AB.; Khan, M.A;. 'Comparison of Standards for
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Determining Losses and Efficiency of Three-Phase Induction Motors',
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Power Engineering Society Conference and Exposition in Africa, 2007.
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PowerAfrica '07. IEEE16-20 July 2007 Page(s): 1 - 6
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• H. M. Mzungu, A B. Sebitosi, M. A Khan, 'Comparison of Standards for
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Determining Losses and Efficiency of Three-Phase Induction Motors',
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Vector Journal, July 2007
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Chapter 2: TEST BED DEVELOPMENT
2.1. Overview
This chapter describes the methodology that was followed through the entire project.
Each section presents a detail process from the motor selection to the construction of
test beds and finally, the treatment of the collected data.
2.2. Motor selection

Motors ranging from 3-55kW were selected for the rewind project. This range has the
largest motor population and demand of motors in South Africa as shown in Figure
1-2 in Chapter 1. The criteria set for the motors were:
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• Standard efficiency motors, 4 Pole, 1500rpm, IP 55 protection
• Foot mounted with standard frames sizes, 50Hz, 380V Delta connection
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• Duty cycle: SI, Insulation class F ap
Table 2-1 shows the actual WEG motor sizes and the ratings for each tested motor.
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Detailed catalogues for each motor are found in Appendix A.

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Table 2-1: Selected motors for project

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Motor size Speed Current

PF (p.u.) Frame
(kW) (rpm) (A)
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3 1390 6.63 0.84 100L

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7.5 1450 12.1 0.87 132M

II 1455 22.9 0.83 160M
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15 1455 30 0.85 160L

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22 1465 42.6 0.85 180L

37 1480 69.1 0.88 225S/M
45 1475 83.2 0.88 225S/M
55 1475 99.4 0.9 250S/M
2.3. Laboratory capabilities

All testing were performed at the University of Cape Town's Machine Laboratory
(UCTML). Three test beds were constructed with great emphasis placed on precision
12
and accuracy in order to ensure reliable results with high repeatability (see Section
2.S).
The UCTML is unique in that it has a flexible distribution system and can provide
both AC and DC supplies. The lab is rated at SOOkV A and has a SOOkV A substation
supplied with IIkV. The IIkV supply is stepped down to SOOV through a three-
phase transformer. The lab contains two SOOV, 2S0kW 4-quadrant DC drives
connected to two separate 2S0kW, 980rpm DC motors; a 6.6kV, S20kW, S7A
980RPM alternator, a 7SkW AC variable speed drive, 3 and I2kW DC motor capable
of running up to 200% of full-load rated conditions; and three I6kW 400V 40A DC
drives.
2.4. Dynamometer System
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Efficiency testing requires loading of the test motors and the measurement of both
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input and output power [10] [11] [12]. Electrical input can be easily measured with a
power analyzer. Mechanical power on the other hand requires the measurement of
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both the shaft speed and torque as shown in Equation 2.1 [13].
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Power = Speed x Torque
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(2.1)
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Dynamometer (dyno) systems are instruments used to place a controlled mechanical

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load on devices such as motors. The test system allows for the measurement of torque
and rotational speed, which are used to calculate the output power exerted by motors
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(or engine or other rotating prime mover). Dynamometers "are to motors and motor
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drives as oscilloscopes are to electronics - a basic test instrument" [13].

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There are different types of dynamometer systems that are used in motor testing.
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These are:
• Pronydyno
• Eddy current brake
• Water brake dyno
• Electric motor/generator dyno
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2.4.1. Electric motor/generator dyno
The electric motor/generator type dyno system is the most widely used loading
technique and was therefore used on all three test beds with DC generators to
dissipate power. The 3kW and l5kW test beds used the cradled type dyno (see
sections 2.3.3 and 2.3.4) and the 250kW test bed used the absorption dyno (see
section 2.3.5). Table 2-2 shows ratings of the DC generators for the three test beds.
Table 2-2: Test bed power ratings

TestBed DC Motor type DC Dynamometer Radng Inducdon Motors tested
3kW Separately Excited 3kW 3kW
l5kW Separately Excited l2kW 7.5, 11, l5kW
250kW Separately Excited 250kW 22,37,45, 55kW
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An electric motor/generator dyno system is a specialised dynamometer type that
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operates with an adjustable-speed drive. The dyno can be either an AC or DC
machine operating as a generator. The dyno is driven by the test motor and converts
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the mechanical energy into electrical energy [14]. ap
Loading of the test motor can be achieved through armature current control of the DC
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generator (Equation 2.2). This can be explained by looking at the separately excited
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DC motor circuit in generating mode as shown in Figure 2-1 [15]. The field is excited
separately by a DC current and its rotor is driven by the test motor at shaft speed rom.
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If
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Figure 2-1: Schematic of Generator Set
14
Tl'lIe IOrquc dr:\"doptd by Ih~ an"'l ~r~ " I 110<' 1)(' mo'",. ,, 3 functIOn of lilt Ilu~ /Iud
3nn~lul'l: ~uon-nl as """"... In EqU311<)11 22 [I S). Tot,...... nil br COlllmlled by adJ u, ung
lhe ~nn311lt~ ,-urt'nll or Ih~ firi<! flu~
(1,11
Wh.",.
'1 - '\c"elorcd \(lf4UC
F - field flll~
I, " ."nature currenl
The n..... ,~ed a""'l~re ,... IIa&" b3<~ <.... f(I-;.) ;$II"'><I",1 .. rIM flux and sha fl~ .
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(Of Ih" 1/I"'J<!u"" o f thr ;umalU." "".I1Ul' and ,he Sum o f I~ armar~IT and ~~lcm31
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res"t""".'. E,.."",.OII 2 J 1151 .how~ II.. , 'cla'">n!'hir
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C, " genernted I)C VOIt.lg~

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R, - ImU'uIT =",al1C~
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I! - olemal "",;,ta..e<:
.. ~ - .n.fl"pecd
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By le.mongmg Equauons 2 2 and 2 J. i1 n n be """" tloa. the ""'P'" c~n he .""1".1 ....<1
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by ftdJlI5l1ng .11M th~ flux, thr U ltnlal reSlS/al1Ce (R) or the <.... rTrol
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T (2.4)
('un""1 eont"'] ;< normally u,ed due 10 the WIde co"lml range. This ,onl.ol I'
adllc,~ th.n",gh OOfl \'M~ ... wch 11< f<lu..-qu~r3.l\t I.IC dn"~ wuh lege",ra,, 'e
hral lng Contml •.
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2.5. Conslrucli on of th e tes t heds
Accordin:; to Wallace et "1 IYI, the elemenl, for" hig,ltly functional an<1 emcient
[e<ting lab"'"tol)' and the production ofooth accurate and reliable result< arc'
• industrial relevant power rating capability;

, ",,'ide rangc of 'el'vice "ollages, with ability to <imulate under., Over· and
unh"lanc~d vollageS:
, Wide ,"n:;e of machine 'peed,;
, Mouming of" wide range ufmadline trame ,izes;
, Ability to test both motors and generatOl~:
• Ahility to test po\\ el' electronic converters:
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, Abilily W mak~ accuralc mCa,urmLen"
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These dement' were du,ely applicd durin:; Ihe cOn>lructlon of the le;1 heds.
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2.5.1. 3kW te,t bod
The 3kW t"t t>c<! wa, dc,igned 10 "ccummoda[e mOIOr>; ranwng from 3kW and
e
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belu,, _ II wa, c"",truclcd OIl a nat ""lid h"se wiLb lracb_ Figurc 2_1 ,how, the
complele le't hed.
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The DC generalor used as a dyn"momeler i, ra1e<1 al 3kW. ['hi, machine" cr"d led OIl
" duuble bearin:; :;imhle Sil1.lcluTe and could he Ioa<k:d 10 200 ',. or ie;; r" ling. Fi~ure 2·
3 ,how, the cradled dynamometer 'ystem _A 501:!,- load cell is used to measure torque
(,ec Sect;"" 2,4. I) "nd nol'l' thc tx: mr>lOr from TIKl:ing_
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1.5.1.1 . .-\101M ,,,,,Ier le.,-I loadin/: ap
II 16kVII, ,gOV. 35A, four-quadrant. DC dlin, shown in figure 2-4, wa, used to
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coolIol the current of the dyno_ A multi-tum potentiometer "linwed ""cura!e current
comml and therefore torque control
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2.5,2, 15kW te,t bod
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n", 15 kW te,t bed wa, designed to accommodate motors from 7.5k W to 15kW The
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beJ wa, fiueJ wilh a 15kW DC dynamometer thm could be lo.lded '" 200% of ic,
of
ralm ~. Three configuration, were aUempted;

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• In line LUrtlue tnmsJucer ,y,t~,.\ witb a (;'channel, ba", (figure 2.5),

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• Cra{Iic<IDyno 10. ",," sy'tem tran«lucer wilb a ('-c hannel, ba,e (Fi gure 2-1i)
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t!ml
• Cradled D)lIO - force 'ys lem tnm",lucer wiLh" ",lid 'tee! b" ,e (Figure 2-7)
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2.5.2.1. Inlin~ turque lrull.«/ucer ~';rll C-cllann~[.
The te-,;I bed "'t!, de sil,med . nd conSlruct.d LO accommC>ciate an inl1l>e tor~uc
transducer. The moWr, wen: mounu:d on C_dWLDcI, ""J (I" lransdu"cr "'" ' ]nounl",1
on two be;"'n~ ,Wnd, '" ,1"-,,,", in Fi~ure 2_5. Tbi, mounlin~ pre",nu:d a number of
ch"lienge" The" li gmncnL or tbe lnnl: ,hafl wa< Jifficull and therefi>re high vibrations
were pre&ent during testing. The yibrmions led tn " number of premature failures of
the hearin~'. The ralinM 10 the inline lot4ue Iran;,ducer i< 2(~~m (or 2kNm). WhlCh
resulted in it being operated"t US lowe,t range rosulting to brge errors [16J_ All the
tem I1"'rfnn""d failed with calculaled negative cnm;lalinn [ac1<>« (dcL1ih in Ch"rt~.,.
3).
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1.5.1.], Cradled dYlw - force tru .... Jucer .\yMem with C·d,annel.'
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Tfw M UT and DC dYTlo wc'" moumed directly ",·ith C-ch"nnels mountings. The dj110
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"'"' cradled (see fi~'U", 2-6), similar to the JkW dj110 system. with a I OOkg load cell
holding the d)-1Io limn rocking_
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II wa, found that the C-dwnnel type moWr mOUllting' dis!011ed when boll' woro
,ightencel (rigure 2- n Thi, di,t011ion led to what i. known a, -",II fnot' [17]. M()[o1'<
with ",fi [!lOt move during operating. Thi, movement resul" in vibrations, which leaJ
In increased motor lo,ses. and e\ enuwlly to premature bearing milure
I
l'_'OaJu)CI d"'o<tLon dunn~ bolt
[igtltening J e'" I["l ~ In ,,""'"
mJ,,"IL~n")clu ,nd "Ix.tioJ>O
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Various C-channels were used for the dinen:n ' MUT. Tbis m""nt ~xh" u ,ti\"e motor
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overhauls eluring MUT changeover,. The,e di,advantage, resulled in abandoning the
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C-c il , TlTl ol, anel n:<.lc,ignmg tho te,t beJ mountings.
1.5.1.3. Cradled dJnll _flm'~ IramduNr .'y.llcm with .,Ieel bu.'~
e
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Sol id still ba,e, We"'" m""hin~d for fx,\il (h. MUT .I1J Ihe DC Jyno. Tili, can be "'en
itt rigure 2-8 with a mOl"Hed llkW motor. The bas" "'OS d~'ign"d to accOllllllooate
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. 11 to,IOO mOl"", (7.5 - 15~W) Wi lhout any mounting ovemaul

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Figure 2·'1 ,11<"", Ihe adju",aI>lc hase design, which can accommo<imc li11tM IC't
motors by shifting the two ,i,k ,reel"
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Fi~"" 1-9, .~dj",'.bk b." ""';~.
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The ha,., "1;.0 provided helter MlJI' mounting and this in tum signiflclint1y re,lueed
mol",- vibralion,
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1.5.1..1. MUT /",,,/inf(
ap
Loading of the MlJI' on the 15kW test bed was ochieve,1 with li combinmion of
C
re,istor bank and current control of the same DC drive used in the 3kW lest bc<i
of
(figure 2-10). The resistor hanks were used to load the 15kW test moWr liNlve rat«i
load, as required by the testing standard. The hi ghe't loading achieved Of! tI", 15kW
ity
molo.- wa, 125% of"ICd load.

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2.5.3, !SDkW tOM bed
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'In., 25(JkW 1,"'1 f>c~ 1 "' .., JC'"~,,,,(!
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the IJ C rMI .', na,c plate (~'i~u," 2-1 1), I'll "
b.", pi"'" j, n~id. nat and fonn> a S"\g1~ pl~,,~ Tho .<hantag~ of Ill; , ,,' tile ',,'e,a ll
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i\rucl~1\: noma;!1, Mx'u,..,l y p< "" "oned nnd f'<<>,',d." ~' Kld damr'n~ "r ,-in,.lin., r' 7]
,I." N~ pi", ... ,Iw,"'" ;n Fi~u", 2_11
of
rhe 2.W~W ,~" h.,d ."",,;trod"" 0<1 MOblrs

.al~d fruln 2lh. 1<> 55kW wen; «-so," "" Ih" I~ brd
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The 250kW DC dYIMmometcr W", mounted on four hase plates and the !>ILj on a
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tIm plme a, shown in Fi~ure 2-1 I , The molars were tightly r,,,leood down u;.ing high-
of
tension hoUs_ T1,e coupling of the dynomometer and the MUT W"' done lhrough a
pullcy ,y,lem The pulley ,y'l~"" eom'ert",1 lhe 1000 rpm 'p"ed rating of the DC
ity
d y1>O 10 Ihe 15()() rpm ,pc",1 raling oflhe testmolo","_

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1.5. .1.1. Pu/lq,},,\fem

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Th e pulley system was designed for a ge"r ",rio ,,1'2;) [l'Ki. m"'imum power tran,fcr
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of90kW_ The pulley system brought ahout " munher of ad""nt'ge, in LCTMt ._ U
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maximizeJ the limited floor space and made the remon,1 and adjustment of the Ie,t
molors easy
i) Pulley BellS
Hcll>. fTOm Gatc, Synchrouou, Hell" were uscd hcc",,;.e or the dcep tooth and groove
contact a, ,",own in FilP're 2-12, This deep contact pTOvidcd ,uperior 10.J_oMrying
strenglh. reduced no;,e, reduced viilralLoll, and accurale liminy and ,ynchronizmion.
with no io,-, "r lDnjue carryiny cap"ililiL y [I HI
ii) hmul/m;o"
When in'ta lillll: a .ynchrun"", belt, the right len,in" i, required to Jchie". optimum
n
p"rtormJn"~ 1191. If til<: l~miun i. 100 low the belt's teeth will jump (al,o callffi
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ratcli<:tingl ,luling hig,h luad op:.:raling cunditions. If til., tension is too high the I~ll"
To
life will he ,.educed and possible damage COllld be 1IlCll,.,.ed to ~rinl:', 'han, a[ld
other drive component'_ [19]_ The 1'ecommended inSlalia!;", lm,inn "an bc ~"timat<:d
e
in tw" ways. Calculating the deflecling fi)l'ce, (lC<jualion 2.5) "nd oaJcu]aling Ihe
ap
,"cormncndcd!:>e1L di,l"lIce deflection (f":quali(J!'l 2_7) [20 1_ Figure 1"13 Ixlow ,hows
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lhe variable. used in hju"tinn, 2.5 10 2.7.
of
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(l.5)
Where,
~ - 'l~ n "'I; linl: force (N)
I' = uJn!mm~ p""e' (1c\V)

k - f,() fi\r ....... "mum ;R.OlalklllO(' 1I."'~;l\n
2~ f" r m""mUm mst~lI"u"" ".",..'"
Pilch X N X rpm
(1.&)
"= 60 UOO
P'I~h - ,.:" 111....«" 1-13,· (mnl)

rpm - sPffil ordn~ D (iff rigut~ 2·ll)
1'1 - number 01 groO\-e'5 on d.. ,,, 0 ( Ott figu~ 2 I J)
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Rn,w ......"",/rJ hrlr "rprrli<l~
To
,.-s (1.7)
50
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r - hell dCnC,'Ti<.>n (mml
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~ - belt S9"n Itn~th (111111)
"blo 2·~ !hoWI the c"k;ula'e<l dllta tor 11", ~ lt Ill~J llll{jOO
of
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-
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"'., ...., Tobl, I...

\. 11,11 1.".11""," .I,,,
-c:-'
-.. - (-,
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PIMIII_jl" '" SI_I
. 0 ..
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1~ . j .11' _. J
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Th~ dcAccl10n of,~ !:>ell /9.2 mon) aoo ","~ ,mum forces (328 :-I)"~ both usN III
{he b(:,ll ,n.olaU;Ii'''''' ripn: 1·1 J 1Bo"5 .he 8pp.tr'i1IUS u..m to measu.., tbl- deflooion
fu",~.
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1.5.1.1. lim/"~ trtlJl.,d"ur mountinc
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An HB!>.1 inlin. torqu~ lrnnsduc"," was u&td to ""'a,un; tor<IU~ 011 the 250kW te' l f>c-<i
C
(",e Section 2+1 fo1' lbe o~ration). Wilh a cakulat<Xi maximum 1'adial fon;c or
520S"< on the tOl'(I"" transducer from Ih, pulley." stnletur<: WiI.S Msigned!o wit h'tand
of
thi< forcc. Th<: U""~noduc", ,tru<;l ur. is slKlwn in Figm" 2- 15

ity
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1..L1.3, NUT I(lad;~g
The If>ading of the MUT f>n the 250kW test bed i, achieved Ihn>ugh current control
"oing the 5O(1V, 4-<tua<!r"TH, DC drive shown in figure 2-16.
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2.5.4. Conpling.
F""ner laper lock coupling, were used 0" alilhe mot"" f>n the different test beds as
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,1>0"" in Figure 2· I 7. The coupling, come in lwf> part'_ the bushing lhal goes onto
rs
tho ,han "rod the co"pli" ~ Ih"1 goes over il The coupli"g.' allow quick and easy
ve
installation. The straight edge and machi!led outside otfer quick ~lignm""t. The
rubber. which js wedged between the couplings, acconunodme, millOr misalignment
ni
[21 ].
U
l ~~ ~~ . ~a r; .. ,
n
Sh,eldf'd d~""I"H}\" ball bc·:onnl\S "~r~ u...:d In ~II ' hC' bf'd mOlOJ m""''''Bp lIS
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Inl
sh"..·" m Figure 2· 18. "fh<-« beannl\S "0:1\' cho:.en bec.au;;e 1hty "a,·~ ttduo:f<j
To
M~II""31Iriclloo and ",ppon ""''' ro~!oal and ~laJ I""d. [21] 0I1>ef ad\·"" t.gcl of
'he d""ejl.j;''''''''' h<:" "n~' "rc .h~ ."~pk d.."j;,gol. 1o<1~ >cr,·icc H" and ,)'" "~'C or
m"",.""'"ICC
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2.6. In st rume ntat ion
Instrumentation plays an il11(Xlrtonl rule in dctc-rmining cmciencr aocur"teiy .nd wilh
hiMh "-1lCatability [22 j. Efllciency testing requires the following m.jor quontities to be
l11co,un;d accurately: Torquc. Speed. Voltage, Current. Po"..,r. Temperarure .nd
Re,i,loncc
AliMlll11Cllt is Jlso ffilOtber crucial measurement that play> a part illihe accuracy and
n;pcat.bility of the d"ta. The accuracy. calihration anJ melhod used for each
me",urement will be discussed ><:pa," [e ly.
2.6.1. Torqu. me •• ureruen!.
ro rquc i, Ihc m,,,t crllciol mechanical quamity to be measured in a te,t [16]. The
n
prc"", mc.,urcmcnt of torque is the most demanding aspecl to the users of Ie&!
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bench" and manufacrurers [i~l. Tor""e i, useJ in lhc Jclerminalion of lhe mo [o'
To
outpnl power (Equation 2.1) anJ ha, been foond [0 leaJ 10 lorgc C'IT{lr.; in erfioic'Y\cy
delennination, ifmeasured incorrcctly 1221.
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T1\ree lor""e measun;mcnl mclhtxi< wcn: te'ted ond used . These ore discussed below.
C
1.6.1.1. r"''Iue j'mn th~ output IIf Ih~ DC dynonlmneler
of
Rearranging Eyualion 2.1 shows thai torque c.n be calculated hy dividing the output
powcr of the -"1UT by ,peed. The OUtpUI (Xlwer of thc MU'I can be caloulated by
ity
oJdi ng the klSses of n,e DC d;110 to the DC J yno OOlpul powcr. ~i1'UTC 2·1 ~ illu'tTolcs
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thi, pT()cedllre. 11\i, melhod was tcsteJ on thc 3k W te,t bcd using a 3kW motor.
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Il C LOSS
Wiuding 10",
Field loss
.\\uTOlTPL:T Moch"nic"lloSJ;
IX' Ol]lpul + TX: 10'"
oc_
DC Ot']'pt']'
POWER
The ""ull, from Ihi, method w",,, compared to lbe m"re accu"He "r~l wcll-
n
w
d""",mented metbod meas\lfing reoctiou torque (oce Section 2,4. 1,2). The """lts
W'"
To
to.md are showu in Table 2-4. Large dinereuce in lIlo m"",ured 10000"O !'{Hmd
especially on the lower loading points.
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Th" <11~lhOll W"' "b""dor",<1 d"e 10 Ihe i.rge enors Ihm were found to lead 10 I,,,,,r
rs
<I~lennin"tion of e I'liciency. The """'" 01" Ihe "'ITors j" the inaccurale deLel'min"ti"Tl of
ve
the DC dyno losses, Details of tl,., calculmions pmCedlU., is L()uud ul App"n<lix fl.
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2.6.1.2. Reaction /orqlle ",~as"r~m"nt

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Mcasuring th" tmqLLc by m"asurin~ Ihe ,c"ctioTl «!TC" " "commonly u,ed <11et11o<1 of
lOrqllC m"aw,em"n~ c.,peciall}, in "ngiu" ",,,ing Ilili. Th" jl<1Tlcip1c u,e<l i, Ihat the
torque 01 the "llO L' equal' tbe reoctioo torqno "Ldyno 'Mm. '11,,, dino is fro: to rolate
hul i, hold", r<",ili(>r\ h)' a lo"d ceiL Figure 2·20 ,how, 11", 15kW "r".U~d dyno and
th" load ceiL
30
TI", lo",e acling on Ihe 'Ialor of Ihe d,llo is lranslated to an elccnic signal by a 10<><1
cell (or forcc lransducCT) rIlc load cell. u.<;;ng strain gaugcs in a \,'healStrtIlC bridge
circuit. is rigidly all""hed to thc d}llo so Ihat any lorcc on thc stator is mc"surcd by
Ihc trallSih",er. The volwgc ,ig"ai from thc Iran s<luccr is Im",mi lted 10 a signal
"mpliller ""d Ihen to a display, This wrque measurement method W"' use<1 on lhe
3kW "nd 15kW {. ,{ bed"
2.6,}'1• .4ccuracy and Calibration (chanRe the numbering w nextl~"e/ 1.6.1.2.1)

rile d;s"dn,lllagc found in the re""tion torquc measur~'\1lenl is lhe nce<1 t<Jr ~omplex
r""ch""ic"l arrJngemen{s, Poor m''''h"nical arrangement leads 10 \'ibmlions. which

leoo w '!lick. ring· of the last digit' on the display_ The las, of these la't digit< lowers
thc torqu e me",uremellt accuracy [23]. Poor mmulting can b. detected thwugh
n
calibration,
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C.iibra{ion rtf thc load coil on Inc 3kW "ml 15kW lest bcd, w"' done by loading"
U
le,'cr "nn with known wei;1>t,", shown in Figure 2-21 [16J, The w. ights used were
"cighed with a c,li~ml.d ,"ale_ The known applied fo1'c. (ami I"",,"fore torqu e) i,
used to calibmte Ihc 10a,,1 cell,
n
1........ 1·11: I .. ~ .. (Olil>... H. .
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To
T1,~ quahly or tJ)~ lood cdl and lh~ dY'10 moum"'l! " rrll""lcd m lh" lin~"nl) ",f lhi:
f<)l'w .woqu, tho 1""1""_ Hgu .. 2·22 ""'W~ l~ .nlibr.lion of Ill" I""d ,-en 'm tl",
e
ISkW lell b<cd. The weight' ",etC l<>.ldo!<! Utld u"lo~d<d_ Amino' hY"ic""S1> "all b<:
ap
~",'''. "hid, n:p"""nls Ii" inh.""i bo!ba"i,>u! ,,,,,I h,n,-, .rror of ~h" load coli [24 J.
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Poor muun"n~ as " ,,,, ..=<I.arlit-., can be dele-'Ied duong ""Iibralion f,!:."" 2.)2
bel"" >I,,,," > ,"" au""".', tiI'lI nmun""g ~1I.mpl_
n .. ,~ l.ll. r,.......,.....,l ... l _..... ~
n
Although [be !tIou '~ "1i "!' ngld ~,"'ugh. Ihe I"wee h., h<:nd dun nl: I"~h IQ"I""
w
cOlldmon' a"d Ih~1 r,,'uh. In ~ Curve in [he hliki cell ,nounlmg I;"..,nl)". Til;. "
To
clearly i11 ...<lr:lI,'<I ", ~'\;UfC 2·2" . ",h;eh 1<:'1(\, to ,i~.,.,ific"nl em,,- ;n th . torque
m~ ..\u""l\" n\ '}'SIems
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.00' '"0_ •• ,,,,,,,"..,
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2.6.1..1. Inline ""que ",~a,'ure",em (Numbering should I>e 2. 6.1.1. updau Ih~ reM)
Mea,uring the in li ne torque l'equi,,,,; ilie m~a'u"'ment or l o~uc on !he rotati ng ,ha l\.,_
This i,; tile mo,;l accurate ",ethou or mC",uri ng IOr'!ue l16]. A HEM TI mline
Lranwucer raleu al 2kN wilh an OULl'ul ,i~"l of I .5m ViV wa, used on the 2';.()kV"- tcst
bed U'i~un; 2.5 in Scction2,},5).
rhc lransducc,- h", " rotor and " ,tatOI, TIle tOl'que ,ign.1 '" l'wduced by the dastic
dCrOTm"lion or Ihe rotor. Thi, is done using '<rain g.uge,; (S(;,). SG s me"""e
dctonn" lion with a change in resi'tance pl'opo[tional LO the in duced stmin l25J, The
SG, in the IIMIl tron, dueer are conne~""d In WiLc"hlone bridge circul1 wi th
temperature compemalion S(;, Thi,,, " ,uwn in Fib~"e 2-25 below,
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1hc , uW iy >olt" ~e (O,5V - 12V) "nd "'e"s1U'Cmenl ,ign"ls are tronsmitted from tile
,,"ur 10 the , t" tor Q"ou~ ,li>c, ,lip rin~s "nd ~raphite cmbon bru,ll.,. , TIle hrush ..
are held down by pressme spli ng', An extra slip ring is indudeJ in the HHM
[l'an'>ducer to equal i,e tile potential between lhe l'otor .nd "alor_ ill" inpUI n;,isl"ncc
is 350 Ohms, 125 1
Th~ inline wrque lransducer oper.le, 10~~lhc"T with a .<kH, carrier-frequency
amplifier [26]. The amplifier satisfies two condiliom;
• II "mpli!", Ih , ,mall ,i~'11al (7.5 mV al 1.5m\'iV w,th an excitmion of 5\')
inlo" ,uilJble 'iglral of± I0\/
• II tiIl~", hru,h noi"" from Ih, , ib'11a l in md,r to isol",e the componem
ttequency !hm i, phy,ic"lly rolev"nl (5 kHz]
The amplifLed signal i, fed into the power analyzer w~..-e a,",raging ;!]1<i ml~ring
<lp!ion, are availahle. l'ho opcr",ion document, for the TI are found in the AppendIx
,
2.~.1.4.1. Au"raq and Calihratit", (chuA ",,,nhering)
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The Iwnsducer a O,J% occuwcy, C"libralion "'"" done u, ing the lever·arm_
method [25]. A 2m bar was atlached on one end of!lle torqu~ transducer and blockeJ
To
on the other 'ide. Weight' (weighed by a calibrated scale) were looo ed and Unlo.lded
to chwk fm lin,"rily. The C4uation of []\c cali b,,"ion li ne was u"d to determine the
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re4 uircd (or4 Ue, The c"libr. lion ",(uP i. , hown in FilruTC 2_26
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Figure 2-27 shows a graph of the applied force versus the Olltput volmg~ oflhe torque
tran,ducer. The tmnsducer was zeroed Ihroogh the amplifier before loading {he bar
I'his compen"'te< for the weigh, of'he bar it;,elf and enSUreS ""curacy or the applied
.ha ~ tor~ue. The graph in Figure 2-27 was u;,cd to determine the applied >-haf~ torque,
Calibration wa, done frequen(1 y herore molor ,eHing (0 eheek f,..- any drinin~ caused
by temperature,
" , - - - - - - - - - - c - - - - -----,
~"'-.;,-· '".,,,,,
.I - "-'-c. "',""'-
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2,6.2. VoUuge, Cllrr~nt, Jir"lu~nc~' ~nd I'ower m~a<nrem~nt
11\e Voltage, Current. Freqllency and Power measurement, were measured USillg the
ity
\\,T I iJ.OO Y oko~Jwa power analY/er .h<>wn in Figure 2-28,

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Current damps_ shown in Figure 2-29, were u""d for ,lie 2:iOHV ,",t f>ct1. fho damp'
wero uwd on Ih. 25(1k",.. bed beC;lUS. of the high motar CUlTent, which "xc""d~d the
input current range of the analyzer. The clamps have a ratio of 1000: 1A
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1.6.1.1. AccuracJ' ami caiihrali,,,,
e
The ,,"curacy arlh. power analyzer lOr measuring the different oiemcm, is shown in
ap
TobIe 2-5 [27]
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,~,
1), 2
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c"""" cI""~,, 1).1

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Th~ analyzt'r was calihratod al a Yolog;,w" ,ervicc ''''lir'' "ccording to the

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requirement, of lSO,'lEe 1702_~:2()()2_ The ,",I bb"'"lori~, "rc "n """,edited

iaooratnry hy the SAN .-\5 "nd moe! lhe requir"m~nts of the ISO 9001: 2000. The full
certificale ofcaiibr",ion C;ln be found in the ApP<'ndix B .
2.63. Speed mea,uce",enl,
Speed was measured in lwo ways on t~ difl~renlle'l !>ed, The ' P'oo (HI L~ e 3"W
was measured using a conlacr/pholu lachomeler ,»"",,, ill Fiyure ~·30. A wbile Slrip
was mlached on lhe ,haft orthe mutor and lhi' reflecLed Lh, ,milted li~bt.
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To
Sp,:ed on tbe 15kW and 250kW hed wa, measureJ u,iTlg a 30 l,elh gear wi l~ a
e
pflJximity "'llSor ,hown in rigu~ 2·31 The vullage pulse, fnm' 1100 pTIlximity "",,"or
ap
are iTlput to th" Ynk('1-:"w" M",ly"er (F;~lon; 2·28), wh<:re tbe spttd is calcnlated_
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2.6.3.1. Acm,..,C.I' "ntl calibration
The "ecur.cy of the conwct..'pooto lJcoometer (tigure 2-]0) is 0.05'% , which enable,
,peed mea,urcment "ccuracies up to I rpm [2R). The tachometer calibration wa, do.l<1e
by measuring the speed of a synchronoll< mutor ,md comparing [hi, [0 [fie nlea,uTed
frequency !i-om the calibrated Yokop-""a puwer analyzeT
rhe accuracy ,,,..I e"lihrmion of the gear and proximity speed scnsor wos do.lIle with a
c"l;b",ted wdlOmeter, Furthe, accurncy was ensured hy wnding the ,peed put",,_, from
the proximity ,en"" to tbe Yokogawa a,,"lyzer. which lw_, a pul;.e recunier w;lh an
",,"uroey of 0_2'·.. 127]_
n
2,6.4. R •• i,tanrc mea,urement
w
,",'inding rc,i"ance "'"S me",urc<1 using" Yokoga""a portable \\l,eatstone llridge
To
galvanometer <fiown in Fig"rc 2-32, The g,tlnnometcr i, used to measure lhe te,t
mutor', winding cold "nd hot re,i,wnce, which are cnlcial for temperature correct;",
e
(more delail, in Cfi"pter 3), The meter uses the Vihem,tone bridge principle to
ap
meOSun; the unknown ""inding resistance_
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The me"'URment of the winding re,i<tance using lhe galvanometer "I c"ch 1'""-10,«1
i, not possible_ Therefure. tfie me'lSurcd rc,isl"nce ;U the known temperature is uwd
to caiculJle the re,istallce m "ny Mllp<:rmure. an,i he nce loa<ling Thi, ie de'eTmined
by Equation )- j 9 in Chapter J.
1.6 . ./.1. Acc"rucy und cu/lbrtllioll

The Yo<ogJwa \Vhem,ton., bndge ,,11 measu,,, resi,wnce, lip to three decimal pULlIiS
<Iepending on Ihe multiplier ,e!tin>:. The 'lato<l ""clImcy of tho bridge j, (1.5';. r2~ I,
The "ccu,"~," of the ""kui"",d n"i,mace m "ach p"rt-load wos ,""OTllLl1l0<1 hy

"ol1lp"rin~ aemal measured wilKling resistance, with 11", mot"r switched orr, 10 ille
c.k'\llated re si'tance;;. Table 2-5 show;; comparison of ,he result> "blamed fTorn "
JkW motor
".
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The ,Iiff.. reoce between the 'lleaSllred and calclllated reSi'~1[\CC ,"nge, fn>m 3% 10
C
5%. The difference can I.. account.,1 for by dlC taCl thac the mollO' clKli, dow11 when
power is switched olI prior to careful r"sj'~1[\CC Inoa,nn:meTlL f'urll'ermore, Iho
of
difkronoe ie al"" influoncod hy the poine,';; al which lompomlure i, me a,ured on the

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win<ling_ Thi;; i, discus;;ed in mOl" detail in 'he noxt secti'.L

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2.1>.5. Temperature mea,urement

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Thermocouple, "ere ..".d 10 mea'ure Ihe winding temperature (see Fi~'1.ne 2-33)
Thel1nocouple, ",. " wide ly used I~pe of tempeI"mre ;;emor in indu;;try and
ni
engineering. Thel1llCK:Oup\e, operate by com-ertin!; ,hennal po[ential difference into

U
eleclf;c potencial difference. Thi, is cHlle<1 'he Seebeck offect rJO] TiK:ro are many
type;; oftl",mlOCOllples (J, K. T. E. N, R, S, and B). The K-type thenmK:ouple i, lhe
mo,l "ommonly u,ed thenno"Ollple type fu, ~oTK:'al purpoee l1.e K_I>pe
thenn,,"ouplc "ma<1e up of "hmmd and alumel melal,_ Voltage i, induc.u when the
twu metals are Ihscd or solde",J wgetho, [211 [30]_ (~olta:,:c i, inJuced whon Ihe
sensor' is powe,,,d, corl'ect?)
n
TemperolU"" measurement as d;""usscd m ('h"1'I,'1" 3 Sectio" 3.2 .4. j, u'cd to
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determine the rc,j<lanc, at cach Ill.ding p<Jinl, A""rding!O the [Ee and IEEE [10]
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[11 ]. tho 1~)tleSl (,mpen,!"", OIl the winding IS required to be used in the resistance
dclc'11nin"tlotl . Fi!'llre 2-33 shows the position of {he thermocouple, in Ih, three
e
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hottest points in the moto, front-end (driye_end) winding', Thc"c point. were [wild
frnm measuring tho molo. r'Hlt-CIl<i winding, at 6 ditlerell1 points_
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2.6.5.1. A,-curI":>' lind ,-"fihration

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A Pico logger, shown in Figure 2-34. was used tn measure and come'!"' tho
tcmpcm!urt into voltage. The entire temperature 'ySlcm can "<"ie'e erron; or "
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maximum of 1'C during te'ting [3Ol_ Thi, accumcy moe!' the required accuracy of
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the , tandards [12]_

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-- - - _.,
. • --
-- , (V I
~ \':.~
,~ ,-),..1.
TII.nnnco"pl., are jlmcha,ed calibrated, and only 1,">OSe calibralinn ifimpurilie, o"u
chell1i~al, [u,e into the meta], [30]_ TIl;< 1",,-, or "alibmli"" w'" te".,d by comp"ring
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lhe tempemm", of boilin~ water mea'LlIffi hy a 1:.<yl'''' ll><:TTLloc"upk 10 lhal tnc"'''rou
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by a lil'Tll"x""...-. No Jim."e"" wa, li'UIXI be l",",,,' the lwo mClho<is, showing go",)
To
accuracy anu calibralimL
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2.6.6. Alignment
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.\Iouming .lignment was mea,,,,ed by llsing a dock diaL TI,. dock-dial j, made up or
wilh "" accuracy or
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J dial and a magnetic b"",_ The clock dial measure, mi,ah~nlllem
0.01 mm. Two "adil1Y' are (akell al lil<: (OP and 1"'ltom for n,elical rnisali~'T1m"n I, ""
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,howl1 in f'igmc 2·35, ""d 1w" ,"3(iin~' on Ii", Id\ anu ri~hl lar horizonlal
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mi."ligmncni . direcliol1 anu Ji.laT>:;C ('I) <I", dial .wings indi"al", Ih" magllilU<ie
",xlly]>" ofmisoligmDelll,
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The dial was .Iso used in aliglling Ih" plllky '~$l"m . The doo:;k dial was adjusted a,
ShOWll ill Fib'lU"e 2-36, The larg", plllky wa, ll""d a, a "kr""'" whik the smaller Olle
wa, adjusted, Any mi,"lignment of th e pulle}' belt C:'" lead to ""It Wear and enntual
tear
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ri~",,' 2_.16, Alignmon' of pulie; " "eon .~nl 'ho ,Io<k dl,l
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The alignment of motnrs and the Imlley 'ystem were "ligned 10 "n "liuw"bk
mi,"lil.'l1ment of O.05mm. [ hi, m;,ali~",mcnt
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vib.Mion"
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2.7. Power S uppl~'

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1 he ]~OV and 500V AC sUI>ply ,'oltages were available in lhe laboratory,. The SOOV
ity
supplies the 250kYA lX.' drive, while the ]~OV is used aroond tl'" lah to supply
Jifferent mol", 'lClI<
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1.7.1 P""'eT'Iuality
The I>ower quality limit< required hy tl'" ,t,llklarJs are shnwn to Table 2-7, The,e
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requirement' are far 'tricter than tl, e utility (i.e. Esknm) power quali!}' n,tional
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,,,,,,lanl'13 11,
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The hkom ,uPp'y inl o the lalx,,-all>fY "'a, found 10 cx""",J the required limits. III facl,
{he p'Jwer qu"lity \i",ied throughout" day and was ,'ery inconsistent (in ltlagnilLJd"
and frequen<.:y), The TI lD. voltage unblll"nce. ltHlgnirude and Jrequency ",a, """"dcd
10.. the 'lLpply o,'e. a 24 hours I",riod and Jfe shown ill figlL"" 2-37 to 2-40_
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, ., I J.A~l' I ,I!r.~~.~""M"r\" ~~I ~p I I :1
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~:< .. .. ,,..,, .......... ·0' ...... ..... ,.. ...

~ ,~o ...... o,~ . ,,"_ .~ . _ "." ..
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Tt~u do_ "'''''1: ,.... &a;OIl1 ~"Wly ,,·as found 10 afT.." lbr rqx.'It1amh,y of Inl<
r'tbrt 2-41 """"'~ o.he I'flult o( lt,lmg. I ~I:W 1001.... ,,.,1h the gnd <upply m ,he
mom'''J; 8",1 "ptn In tht ~ lIenu'oIL A d,rr..~·,,,c m cni.i,."cy "fup 10 J% " .... frond
bo'I"crn the !fGl~
•"
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• •.
•" -------- ,-- ,.-

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The core and ;;nay load loss (SLL) 103"" ,,[the mmllr arc higher in Ihc "ilcmoon due
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to the increm;.ed ,-oltage TI!D and unbalance as shown in I' igure 2_42. '11\;, in tum
r",ul" in lower efficiency in the .fier","'" than in d" moming. A de<licmed
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laooramry gcncrmor SUI>pl)' wa, therefore eh""'" "' til, prim",)' "'W1Y for all me
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2.7.2. L. bor.tory Generalor Sup ply
The ~eneratnr ,et at (he UCTML i, m"de up of" 520kV A, lOOOrpm, 6.6kV, 6 pole
synchronous "Itemator, which is dri,'en by • 250kW lx" mnl",. Thc sdK-'1'''tlic 0 f Ihe
gene"'lor set IS shown in Figure 2-4.;. rhc ~encr" lor I'roducc, " good sin""oid,,1
voltage wa,'efnrm wilh minimal h"nnoni". Ap"rt leom the excellent supply, th e
generntor has the advanlaye of I'rcw.iuciny " wide ""ri,,hle mnge of volmge up to
6.6~V
Gfonfor<>tPd
l·pha ••
~UPPfV
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f iet ~ Curr"", to
.~
_____'/s'p"nus
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CortlDl . ~
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rhe gener"ted voltage i< controlled by cnnlmllin~ Ibe field current to Ihe alternator',
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slip rings. This high field current (Ml(lA) i, pmd""ed through" \mit mode up of a Slep
down I"'",fnrmer and reclifier ",'Iod "I IOkVA at 5{)()V «ee Figure 2_4:1). rhe
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frequ ency of the yeT1erol"d ,upply i, kept "t "constant 5011z through speed fecdback
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CO!llrol. The 'I'ecd fTom" "",homele, is >em to lhe DC driyc, which keel" the ,pe"d
oftl", IX; mntorconsl<tnt (," lOOOrpm),
The yeT1 etwor supply confonm with the PI) ,pecir,C"lioru; so t in the IEEE and lEe
""nd,,,d,. See Table 2-~ below
(THD)
,
"
2.7,3, Power R~(in~'
The power l'atint'.' of eac h (es( ~ are dependanl on (he swifChg<:"c, li" d}'namom<:l~r
<)",,'m Ta,ings and [I", lype of moonlin g (see """lion 2.3). Tabk 2-9 show , ,be po'o,er
raung' of eaci1 bed 00<1 Ihc jlOW,'C limi,allOn.
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low... ra tio
','''em .nd
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.1kW Jl.IV 'k IV Dj'1l'lOOmcl<r
------------"'""',·"'~'",,""'"CC,,_I
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l~ k W l~kW 7~.II.ljkW llyn.mom"" ' )'"'''' , nJ
-------c~:;;~,',----~----~,~,'..;";, 45, 55kW
~"L"b ~ ..,
25!!1;W M(>"m;ng "," ';wltch 10...
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2.8. Motor operation, ~arety 1I1ulllluintenunec
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Indu crion motor stalling currenr is typically lIve to eight times {he raled currenl [1.1]
This is due {o low imped.nce because of a high slip Ol stan-up. This high cUTT,nl
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results in tripping the lllGlOr pmtection breaKers. Ditlerelll son ,tanerS were lherefor<:
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,mpln",d on di fkmll ICSI he&;.

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2.8.1. 1\lotor ,tUr(in~ on JkW and 15kW te,t bed,

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A <lru'- Jella ' tarter, , hown in rigu", 2-44. was built lor the 3kW and 15kW le,l I""i,;.
The starter ha, a timet' that "utomotic"l1y switche, me supply cGlllle ction tram a ,lar
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co a delta connectiGl' The del" connection dl<LWS sqUat" rom 3 limes mot" currenl
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lhar, "laT conne,liorlS [7] . The ci«:uil diagmm i, round in tl'" Appendi, C, Figun; C1.
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2.~.2. MQ!Qr ,' •• tIKi on l!O~W t~;t b•.'d
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A ~le\:'nr '!in ~n~. shown ,n r;~"", 2.45. wilb tbret POW~f 'UWlies was buill to nn,'
moto!'t; '" 2.~OlW 1~'" h~'I.I The box .lloww . upphn hom J varix supply. g<'Mmed
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"'pri;"" Circuit ,1i"l7mnS Me /"0I1I1d in App.."di~ C'. I'jgu~, C2 and C3
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n~." 1-• .• . l.Yik" ... , ... ", .. " ......
'"
1.M..l. S" .'y .,, 11 ",,,1"'.__ "0'
Ci~ult 111\><,":<1011 OUld Il<'!'SOrlJl ""t;,w aN two imjJOl'Un! ~"'=n" that ""''' .ddcc,o,-,d
d""'li th( ''''~''''lChOU of t~ Ie!.! bed~ (17]
"aul ' I',,~."I"'" ",a l .ch",, ~~1 by u.. n~ ru"'~ and cm,,,i! bn:alu-rs. Fil>"'" 2-46 sbo" 5
Ilk- prvI~.Il\)n p""d "flh." J kW ~"" 15 kW 1.-".1 bub. nu.,.) at lOA. l'i~'U", 2-16 .00...
Iht- :>,o' ...."on r"r 'h~ 250~W to:S1 bo:<J. ,,'h.d . '" r:llc>d 0' ~50A Th~ cltruil dlagta",~
a", tv ••• '" '" 'PI"·n.hx C l'S
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P.,rwnal $Jfct)" "'as ~'1S\I1'<'d by impkn""" i,,>: op:rallOjl, proceJ""" ,,,,,, .<\'p~ldi_' C)
filr all lilt- "'$!II'~ t..-ds A _umy ~ " L~ u.'Cd to ",,{on """"". to l~ lL'SI ing ~,,-",
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"" ,ho. ... " II, j-;gu,e 2.47, hlMhen"ol •. ~II "'". "'I; p.ans " ...... am:,,--d .. j,h guard, 3ftd
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c~iO"s {.." I 'gun~ 2·M alld 2-111
,,,
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To
~l"'n!rn"nc;~ pmcedu~ ~l~h &!\ d~"""llS nr the 1)(' ~ynamom.I'T .omm"I,noll'
(,howl! 111 F1sure 2 -4 ~) Wef'j: <1<\\", r"'4uenll)' In ,,~u.c ""ing ".m" me brushes,
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Olher '1llllfllcllllflc'C ""',:cdules mdulkd; ..,aliplmcnl of mol",.. and pullq 'I)~lc..,,..

mnunhng "",II 1e1'>il," m~, in_'nomt'l'l! cah~ rn"oD. equipmeJII lemrer3luro m..,1li lonnll.
C!~ .
2.9. C oodudill g r<! II1:1rk ~
Th" <k,clopm<:nl tit II..., 1<:>1 ~l. I"'r ;1l<J",1;w m<J10f '",'ing was pr=nted III Ihi<
,hapler
[Xta,l. ",1~lIn, 10 I~ ,'OII'tnlCIlOOI of die lo.t hc..b. ;n<I"'~II"II"" .."..... "nd Ib"
1",3"'1(:01 of all ""II«,ed d.lU ..·ere d e .. rI)· outhned. ' he ,"", bo.>ls ,,= po.:tfcclcd 0 ......
a III.T1W tlf I )"'" s.:"·""lmflllJ.~-m..llb "~TC lYIiId" to tlte t"'" beds O'"cI" ' his p""od
hdQO\' tlo.:y ",w ,~,"sidc"'..:1 to "" n;a.lr for I~.. tin~ of '1tOl00"s ~""""ial",1 ,..ith ibis
proJ~"C1
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Chapter 3: DATAANALYSIS
3.1. Overview
Data analysis involves the collection, modelling and converting of data in an attempt
to highlight conclusions and therefore support decision-making [65] [66]. This is
achieved using different statistical methods and data analysis techniques.
This chapter presents the statistical methods and data analysis that were applied to all
the collected and presented data throughout the thesis.
n
3.2.MATLAB
w
MATLAB (matrix laboratory) is a numerical computing environment developed by
To
The MathWorks [81]. MATLAB allows matrix manipulation, plotting of functions
and data, implementation of algorithms, creation of user interfaces, and interfacing
e
with programs in other languages in a computer based program. This tool was utilised
ap
in all data analysis and calculations done on this thesis. All programs used have been
C
included in Appendix D.
of
3.3. Repeatability
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Although accuracy is important and has been addressed, repeatability is even more
crucial in the motor rewind project. Repeatability is defined as the variation in the test
rs
results measured with the same method in identical tests, by the same operator, with
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the same apparatus, in the same laboratory after short intervals of time [67].
ni
Statistically, repeatability is the variation in the standard deviation of repeated tests

over a certain period of time. This is known as the repeatability standard deviation
U
(STD) shown in Equation 3.1 [65] [68].
(J'r
(3.1)
Where S r is the repeatability standard deviation (STD)
53
Xi is the measured variable,
fA, is the mean and
N is the number of measured data
The power supply (discussed in Chapter 2), the testing standard used and data
collection techniques were found to be the most critical variables, which affect
repeatability. These three variables were controlled in the following way:
i) The integrity of the supply was ensured by using a generator. The generated
voltage was constant, balanced, perfectly sinusoidal and at 50Hz.
ii) Tests were done according to the procedures in the IEEE 112 and IEC 34-2
n
standards loss segregation methods. Each motor was run at rated conditions until
w
steady state temperature was reached. The motor was then tested with its windings
To
within 5°C of the steady state temperature.
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iii) Motors were tested through five full cycles and then averaged. The variance in the
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tests for each motor over the five tests is shown in Appendix E and H. The
C
recorded data (current, power, voltage, temperature, etc) during a single test were
also averaged over a few data points on the power analyzer.
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Table 3-1 shows the repeatability STD for all eight motors. Up to five repeated tests
were done on each motor before and after rewinding. Linear regression was used on
rs
the test data points (see Section 3.4 below) to calculate the STD for each part-load,
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using Equation 3.1.

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Table 3-1: Repeatability STD for each motor

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Loading
(%)
100
75 0.10 0.10 0.10 0.08 0.02 0.02 0.03 0.10
50 0.05 0.07 0.07 0.05 0.01 0.03 0.03 0.06
The overall repeatability per test bed is 0.13% for the 3kW test bed, 0.12% for the
15kW bed and 0.09% for the 250kW test bed.
54
Thi, "'p<m~;lily on t~S dOlle 00 the 2S0kW lost bed crn be graphically SUII from
results OO!,1Inc<1 fMm tile 22i.'W ,,101M. Tbi, " ,00"" In !'igu"" 3-1 and 3-2 TM
elroc .... 'ey and I(K.~~ (If ,li e 22kW motor ,~e<1 Q\.ft' fi\' C Fullre.r c~de< befo!'C ""d
after ",w,1Id h~,"(' 1>1."<"11 r lm,c", " l:(l<..:I "'fIClI,at>ili,)' .·an he o~'",1 in I'il:"= 1· t
and .1-2
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- ......
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...,., '-~
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,~------<-- -!-
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"'''''' "', ... ~",.~ .. "," - ""~'~"
• •~·j·:":·~·~·:·~-~f
• . ~~· 'l· ····s-;·;·9·:':•1
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. : ------,j.------ ... ----,-- ",.,.~~
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I'h~ r'-l"'a u, bili ly of Ih . I",,,,, "ml ettic;ency of the mO[()(', tested on the "tlier lied,
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"rC " ~l['" in t\pp"lldix II.
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3.4. Ke!! ressioll Analysis

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II.cg'L",ion "!l ai)"i, is ~hc nJ<,Jdlin ~ " I' tbe relations hip hetwc~'rl One or more
[6~1_
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independent \'mlabl., ami " ,I _pendent , -ari>lM T he mvdclli nl: inwh., least
"'I u.res luoctions to obl"i11 a line"f regression equation, ",",c Eq,, " lion }.2.
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{J,,+{J ,x+ {J,X I + · +fJ,_ ,xJ +fJ" '-' j" +1: (_1.1)
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l'..'h~l'e y i. we de~"dcnt variab lc

Xj is the independenl van"b lc (i - 1 ___ on)
Jij is we regre;"ion cocftlcicm (j - 1 ___ om; "Tl\1
e;, m~ ~rror lenn
The raw data is first best-fitted by adjusting the parameters of the model. The
regression coefficient or constants are calculated by using the matrix Equation 3.3
shown below [65].
(X T X) f3 =X T Y (3.3)
Where XT is the transpose of the vector of independent variables
After formulating the regression model, it is important to check the goodness of fit of
the model and the statistical significance of the estimated parameters. The goodness
of the fit is checked by the R-squared (or the square of a correlation coefficient) and
the analyses of the pattern of residuals. The statistical significance of the model is
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checked by an F-test of the overall fit. A t-test is then done on the individual
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parameters.
To
The goodness or the R-squared of the fit on all the loss and efficiency data had a
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minimum of 0.95. The F-test on the model estimates were found to be significant.
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Examples of best fit curves are illustrated in the 22kW loss and efficiency curves in
of
Figures 3-1 and 3-2.

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3.5. Uncertainty or error Measurement

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Errors or Uncertainty affect all measurements even when the most carefully designed
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and executed experiments use 'state of the art' instruments [69] [70]. Uncertainty (or
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Error) in scientific measurement is made up of three components:

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(3.4)
Where,
If = overall error
Ifm = methodological error
57
ifill =human error
lfIi = instrumental error
All three components are present in induction motor testing and affect the
detennination of accurate efficiency [69] [70].
3.5.1.1. Methodological error

The source of methodological errors in efficiency testing relate to the testing standard
used [69] [70]. As discussed in Chapter 4, there are several international efficiency
testing standards with several methods, using different machine models and
assumptions.
n
The impact of methodological error is discussed in Chapter 4, Section 4.4. The
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detennined efficiencies were different because of the treatment of SLL and the
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method followed. (The last sentence presents conclusion of the info not discussed yet)
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3.5.1.2. Human error
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Human errors in efficiency testing are caused by the interpretation and
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implementation of the different measurement methods provided in the testing
standards. These errors arise from an individual's estimation of load conditions,
of
reading of instrumentation, measurement of torque, temperature, resistance, and the

ity
sequence of test procedures [69] [70].

rs
The impact of human error can be seen in the 'reproducibility' of the detennined
ve
motor efficiency [69] [70]. Reproducibility is the variation in the average of the
ni
measurements resulting when different operators using the same instrumentation and
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test beds to take measurements on the same motor. The variation in the tests done by
two different operators is shown in Table 3-2.
58
Table 3-2: Reproducibility of a 7.SkW motor on the ISkW test bed
125 83.97 83.63 0.24

100 86.09 85.85 0.17
75 87.46 87.32 0.10
50 87.65 87.43 0.15
25 83.83 83.82 0.01
The results in Table 3-2 show better reproducibility at part-loads between 25 - 100%
than part-loads above 100%. The difference is attributed to temperature stabilization.
At part-loads above 100%, the data is recorded as quickly as possible. The time spent
at these higher loads is left to the operator's judgment and therefore different
temperatures are measured. Other human errors such as keeping the generator voltage
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constant (during motor loading), the data averaging setting and data capturing and
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reading values incorrectly.
3.5.1.3. Instrumentation error
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The source of instrumentation error is in the instrument accuracy. Instrumentation
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error has the largest contribution of the overall error in motor testing. The source of
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this error in efficiency testing is in the measurement of voltage, current, frequency,
power, winding temperature, speed and winding resistance [69] [70]. Errors in these
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measurements affect the accuracy of determined losses and hence efficiency. In

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literature, there are a number of instrumentation error evaluation techniques. These

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are the maximum error estimation (MEE), the worst case estimation (WCE) and the
real error estimation (REE) [69] [70].
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The REE has been found to be a more realistic estimation of measurement error in
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motor testing. The reason for this is due to the assumption made in WCE and MEE
which states that the instrument's maximum errors occur at the same time. However,
the probability of this is highly unlikely [69] [70].
Real Error Estimation (REE)

The motor test system can be represented as a box with a number of inputs and
outputs as shown in Figure 3-3.
59
Voltage
Cun~nt ThiI'UT OUTPUT
Statorloss
Winding Temp
Power
Rotor loss
Core loss
Frequency
Speed
Winding Res
Efficiency
Figure 3-3: Motor testing system 1691 1701
A multi-variable equation as shown in Equation 3.5 [70] represents the 'complex' and
'non-linear' nature of a motor testing system [69]. The equation is a transfer function
n
that gives the relationship between the input (accuracy of the instruments) and the
w
output variables (detennined motor efficiency and losses).
To
f ~J2 + ~fj=l (~ZjJ2 e
t.y
(Ix;
ap (3.5)
Y i=l Xi Y OZj
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Where y is the output,

Xi are the measurement uncertainties (input variables) (where i = 1, ... ,n)
ity
Zi is the additive noise and

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Ix is the influence coefficient

ve
Assuming that all the uncertainties are independent and random, changes in the
ni
measurement uncertainties (Xi) gives rise to errors in the output. The percentage
U
change of the input over the percentage change of the output is called the influence
coefficient (Ix). This is defined by Equation 3.6 [69] [70].
I = !1y/ y
(3.6)
x !1x / Xi
60
Multiplying this influence coefficient by the measurement uncertainty gIves the
importance of the input variable and in turn allows easy comparison between the
measured parameters [69] [70].
In complex systems such as motor testing systems, the exact terms of the derivatives
of Equation 3.6 are not available so therefore small perturbations of the individual
variables are injected and the output is measured [69] [70]. Perturbations of 3% were
injected into a Matlab motor efficiency determination program. Tables 3-3 and 3-4
show the impact of the perturbation in the 11 and 37kW motors.
Table 3-3: REE, Uncertainty's influence and importance for llkW efficiency
n
0.1670
w
Power 0.51650 0.1033 0.0107 2 0.2
To
Speed 0.99831 0.0499 0.0025 3 0.05
Freq 0.48707 0.0487 0.0024 4 0.1
e
Temp 0.06276 0.0126 ap 0.0002 5 0.2
Current 0.01423 0.0028 8E-06 6 0.2
Resistance 0.00702 0.0035 IE-05 7 0.5
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Voltage 0.00000 0.0000 0.0000 8 0.2
0.3878 0.2088
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Table 3-4: REE, Uncertainty's influence and importance for 37kW efficiency
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Power 0.5462 0.1092 0.0119 2 0.2

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Speed 1.0525 0.0526 0.0028 3 0.05

Freq 0.5052 0.0505 0.0026 4 0.1
U
Temp 0.0200 0.0100 0.0001 5 0.2

Current 0.0013 0.0003 7E-08 6 0.2
Resistance 0.0009 0.0005 2E-07 7 0.5
Voltage 0.0000 0.000 0.000 8 0.2
0.3326 0.1713
61
The results show the instrumentation errors on the 15kW and 55kW test beds are
0.209% and 0.17% respectively. These are the uncertainty in efficiency testing of the
induction motors on the test beds and should be stated and kept in mind with all
measured efficiencies.
The importance of the different measurement variables can also be seen in Tables 3-3
and 3-4. The torque, power and speed have high importance rankings and therefore
accurate measurement of these variables is crucial to limiting uncertainty. The
voltage and resistance on the other hand are not.
3.6. Concluding remarks
n
This chapter analyses and presents the instrumentation accuracy and errors occurring
w
during efficiency testing. The analysis ensures that conclusions can be made
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confidently on all presented and discussed data throughout the project.
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62
Chapter 4: E"DUCTION MOTOR
EFFICIENCY DETERMINATION
4.1. O"enicw
'Inis "h,pter presenl' ,m in ,Iep lh ,Ii"us,ion on te'ting of indoction mo lor efticiency,
4.2. Defmi tion of Induction l\Iotor Efficiency

Inc efficiency of ,n electri,· molor is it, effeclivene" in ''''''''erting e1eem,·, I power
at ie, inpul 10 mech,nieal oUIPllt power <II iis sh,ft 1151, The efti"iency of ,n ind,,,·tion
molor can b. repres.nted as:
n
w
_ p__ _ merhanical m"I"" paw,,"
Ejlicienq (4.1)
To
P...".. d'~'lrical i~prlt puwer
e
The mpul power to "n indu,·tion mOl '" i, eleC lne,,1 power (in \\/'tI5), ,Irown hy the
ap
motor from the ,upply. Thc oulpul power is the IT""lion of ik' input power which"
C'lflverteJ 10 mechani,·,,1 power ,t ils sh"ft (prod uct of torqll" and sp"ed),
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of
An i,le"t molOr wOllld have an efliciency of 100"/ • . T hi, is oot """ible in reality due
losses which occur wilhin thc motor and arC dissipated in Ihe form of heat, These
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to
lossc, are Ihc di ffcrence hctween the inpul (etec lnc"t) and ''''11'\11 (medwni",,1) power.
rs
When "onsidcrin~ I,,,,,,,s. the emciency or, motor can also he ,Ieflned a"
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'-I - l: , I
ni
- I",se~
Efficiency
f'......"
, fun •. , " P' ,'N'
-
lo".'e.'
---
P",~
(4_2)
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The input pow. r is equal to the ""llput """er plus tl'" lossc,_ Convcrscly_ the OlHpul
power i, . qual to the inplll powcr minu, the Io<.<e"
4.2.1. Indu<lion Motor Lo"..

There an: five 'yp'" of lo"e, ",h;"h ,,,"c ur in an lnductioo molor, TI,es. 10". , can be
grouped imo Iwo CalC~,'nC', lo",lo(lepend,nt (or lo ,d 10''''') "nd ~,"d-independent (or
63
constant losses) 10'''''_ The 10,,,,, var)' in magnitude """onlin ~ to br~1l the ,ilO "ml
<peoo of motors_ Figure 4 1 show, the comlllon loss proportion, in most mediulll sile
muu<trial mo~lrS [32]
5 ·10%
Fnction "00
Windage
10-15%
Stray
J5 - 40%
St~tor
n
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To
t5-20%
Rotor
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•• 1. I. I. LouJ-<iq>cnJalll /,,_,-_,-
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Lroad-depeooant los"", val) due to " change in lnad on Ihe mo\or and Ihe mr~or
current
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Sial"" C"f'f'~r (I'll) 1.0_,... - Power dissipated ;n {he !orm of heat. due to currents
ni
flowing tllrough the ,"Iemal res;'tance (skin-enrct included) of the ,lalO1' windings
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[151,
Ilu/or COf'~r (rR) ,.os;- Power di"ipatc"<i in the Conn nf heat, due It> Currene<
l10wing thrffilgh to the lnlemal rc,i%'n<;e (.kin...,ffecl included) of Ihe nl(r.- cage bani
[151
Struy l.oaJ Loss r.WJ). nfM,-linear losses that are hard 10 model and q'lantify dlle to
tlleir man) 'OOl-.;e'_ Snme of {he C'use, nrSLL have bee" found to be:
• Spaoo h"nnonic, a'f,OCi"ted with thc 'Ialor "nd rulor and leahge flux a,weiated
with the ~'lld ,,;nding' 1331
• Eddy-euITcnt 10'""' in , Iolor (primary) ur rotor (,eoonda!)') winding condoclo",
caused by cum.'ll{ dqlCndcnt ~U, pul,aliun [34]
• flux puls.tions in the st"tor "nd rotur Icel~ due 10 0 daT1gc in Ihe reluctance of {he
magnetic path", the rot"" p","es the stator [35 J
4.2.1.2. Load_independent/os.•
I,uod-indcpcndcn( lu",""" aTC 'eun'l!.T1t' and arc unaITec{ed by the ch"nge in 100<1 or
CUTTcnt,
Stawr Cor£ loss _ lu " ., ",'ulling fn,m ~Y'{crc'i< (cncrgy u,ed to magneti,e core
material) "nd .ddy CllITent, (m"gneticolly induced CiTCUbling OUrren", in Ihe "ator
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core) in the ",,{ive iron and otlJeT sted pons 1341 , Cure IO"e, "TC morc apparenl allo'"
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loading'_
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Frieli"" and W;ndaK~ (or M~dwnit'U/) /0.<.' - losse, c"llSed by friction in {he moving
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paTh uf an induClion molor like Ihc be"ring' Energy i, al,." losl in overcoming air
movement from {he rotor and cooling fan [34J .
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figure 4-2 ,h",,'s the comribuuon of each 1"", at different loading points ranging
from no-load {o 125~~ of rated load
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,""'" I
I " RObl"~: I
"51:''''ri''' ,
,
,
"
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4.2.1. i\-]OloF Elli<iem'~' Proille
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';!otor .mci~'cy is comnl(}nly specified at rat~d conditi",,,. This is nO[ neces""rily
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re levant in mdus!!)' wh= motor" op"ate away nUlll rated conditions and lyrical ly at
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lower efficiencie, [36] [37]. Accordin~ to Emmanuel II. Agamloh [36] and Wenpm~
C." [37], 2\10/. of all mduction mOlor_, operaling In industry "'" undCT·lo3{kd find
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carry less ,il,m 500/. of ral'" load. Thi.' p,oclice j, mlenMd (0 allow (he 10<,10'" ",
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accoll1111(>d"lc ""Y lo"d nuclu,,,i,,n., "v'r<X,ffiC vo\layc dip., in",,"," Inc polenlial for
fu ture load incre",es ,mJ more impoJ1aJllly "now the molo" 10 operate "t higher
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.meie,,"), [3il_
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The etlici""C}' pm/lIe of a typica l motor shown in Figure 4-3 show , thal the
"flieienc}, increa,es as the loading on the l1lotor i , increased and men <lart, to
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decrea,e a_, th ~ load increa,es l>eyond a certain point Thi, point is lhe maximum
efficien cy I,oinl and ~enerally (}Ccur_, in the regIon ~twee" 50~" [0 ~()~" load
dq,"ndin ~ on the dc,ili" "" lhe molor [36] [37]
,
'"
_ 0.6~
0.9
oi 0.66
;: 0.61
~ 0-86 Ma . imum Effi ciency
~ 0-65
~ 0-64
... 0.83
'"'" , 20 ., '00
'" '"
,.,
Loading (".Q
'"to,. " .l =T, pi......m.I.... ~ ,..fflIl, nI •• 1.,1.,,,......,..-
n
J.].J.l. ,11,,:dm~m ED...;",,(\'
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As di$Cu_d \X"(ViOI.lMy, the .n.1ximum dticim.y of a motor ",,,,,lly doe, oo! occm at
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I ~. Io:>d'n g lor fited load). hut .i.( Ioacl, I><> I"w tb~ ,.ted poonL o..-';;I:"C'1" of
in dOCllOn m\.. ,,!~ ".rr difr~=1 <luilfT1 I",.mel .", in mde, tn ch"n~. tne ro l.tinn,bip
hClwCl.'" .he 1o.'I.d"~,,,I.'" and .i,~lqx.""le"l
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1.,,"e, in tbe m.,Wr. The ro lati"",hip
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be' ....·....'" Ihese , ..... ., typei or losles detemtines wh~re the I"'ak emc;~ncy for th~ motor
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'>ecur, 1}61. Fi~~lrc 4_4 . hows lhm the mIDI imlUll etlicieocy pooint OCCut~ ,,·hm a
mU!OT' 1000-<!')le"d~ntI Nses equlls its h1d·independen! kl;;,,,,, [37]
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,..", - " -"
~'---'1 ~:::==j==--------
,·-'"1
-o'-- ---..
,-
,-
. ......... -"'-.:.
,
~-
• • • • • • • • • • •
-,
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. ,, ~
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..-- ---- ... _.... __ r -· " "
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'" •• ,.,
'_('101
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Th~ m~x;m"1ll ~tIld.nc>' ll<>int ;1 f,,~nd b..-rv.'""" ~--. - 75'__• or r&led I..,.d, Ill.
ffia.<lffium dr.c,,:..cy 1000 d p<"m <or ~ " )' mo ine .all (,., ",,"1}1i<ally cJ1C\llat~d using
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r:q uohnn! 4 _., . 4-4 . ud 4. 5 [ot.1

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II p . ( l / r/j I
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,. t '" , , (Ul
p, p,
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(U '
,
[ .',.:....J
, '
,.~
Whrre.
peak
L is the peak efficiency peak load point,
PI and P 2 are known per unit loading points and
1') 1 and 1')2 are known efficiency values corresponding to the loading points, PI and P2.
These equations can be used to predict the peak efficiency point of any motor and
therefore allow loading the motors efficiently [36].
4.3. Determination of induction motor efficiency

Although the efficiency of an induction motor is simply the ratio of the output
mechanical power to the input electrical power (Equation 4.1), the determination of
induction motor efficiency is a much-debated topic. An in depth discussion of
induction motor efficiency determination is presented in this section.
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4.3.1. Motor efficiency test standards
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Motor manufacturers provide efficiency data that is obtained through measurements
and calculations according to a certain standard [34]. There are a number of
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international standards that outline the determination of efficiency in different ways.
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Table 4-1 shows international standards that are in use today.
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69
Table 4-1: International induction motor testing standards
Standard Description
'Methods for determining losses and efficiency of rotating electrical
SANS 60034 Part 2
machinery from tests (excluding machines for traction vehicles), - Published
(SANS 34-2)
in 1996 by the South African Bureau of Standards
'Standard methods for determining losses and efficiency from tests
IEC 60034 Part 2
(excluding machines for traction vehicles), - Published in 2007 by
(IEC 34-2) 2007
International Electrotechnical Commission
"Standard Test Procedure for Polyphase Induction Motors and Generators" -

IEEE 112
Published in 2004 by International Electrical and Electronic Engineers
JEC-2137 Published by in 2000 by the Japanese Electrotechnical Committee
"Three-phase cage induction motors - High efficiency and minimum energy

AS/NZ 1359.5 performance standards requirements" - Published in 2004 by Australia and
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New Zealand Standards
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'Energy Efficiency Test methods for Three-Phase Induction Motors' -
CSA 390
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Published in 1999 by the Canadian Standards Association
4.3.1.1. Literature on comparison of standards around the world
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A great deal of research has gone to identifYing the most important standards
worldwide. The following conclusions have been made in the literature, after
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comparing standards:
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• Peter Van Roy [38]

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This author concluded that the three most important induction motor testing
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standards are the American IEEE Standard 112-Method B, the European IEC
60034-2 and the Japanese JEC 37. This due to the different ways that the
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additional load losses are incorporated.

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• Peter Kelly-Detwiler et al (1997) [39]

This author concluded that the standards that are applied to the majority of motors
and are commonly used worldwide are the: the European International
Electrotechnical Commission Standard (IEC 34-2), the Japanese Electrotechnical
Commission test procedure (JEC 37) and the Institute of Electrical and Electronics
Engineering (IEEE) 112.
70
• B. Renier et al (1999) [33]
This author concluded that for induction motors there are three important
standards. These were the IEEE Standard 112-1996, IEC 34-2 and IEC 34-2A,
JEC 37. He also went on to state that several national standards are harmonized to
one of these three general standards. Examples are the NEMA MG-l- 1993
standard and the Canadian standard C390 which correspond to the IEEE standard.
The major difference between the three standards was in the way in which the
values for the stray load losses were obtained at different load levels.
• Austin H. Bonnett (2000) [40]

This author concluded that no single test method is used throughout the world, but
that the most commonly used standards are:
1) IEEE 112-1996-U.S.;
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2) International Electrotechnical Commission (1EC) IEC 34-2-International;
3) JEC-37-Japan;
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4) BS-269-Britain;
5) ANSI C50.20-U.S. (same as IEEE 112);
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6) CSA 390--Canada.
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• Anibal T. de Almeida (2002), [34]

This author concluded the efficiency data presented on the nameplate of an
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induction motor, or given by the manufacturer, are measured or calculated

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according to two main methods i.e. IEEE 112-B and IEC 34-2 (indirect method).
He also concluded that the standards use different stray load loss (SLL) evaluation
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methods.
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• Aldo Boglietti et al (2004) [41]

This author concluded that the most important standards are the IEEE 112-B, IEC
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34-2, and JEC 3. The author also concluded, after comparisons based on
experimental results, that the stray-load loss measurement is critical for the correct
evaluation of induction motor efficiency.
71
• Most authors agree that the IEEE 112 and IEC 34-2 standards have also been
hannonized to many of the existing international standards (See Table 4-2) [10]
[11] [42] [43] [44].
Table 4-2: Harmonized standards and available methods
Standard Available Methods Harmonized to

AS/NZ 2 IEC 61972 \ IEEE 112
SANS 34-2 3 IEC 34-2
IEC61972 2 IEEE 112
CSA 390 3 IEEE 112
lEC 37* 3 N/A
IEC 34-2 7 IEC61972
*Standard was not acquired and therefore information is from literature
It can be clearly seen that the most important standards around the world are the IEEE
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112, the IEC 34-2 and the JEC 37. The SANS 34-2 is added to this list as it is
To
important from a South African perspective.
4.3.2. Comparison of Standards
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ap
A detailed comparison was perfonned between the IEEE 112 (2004), IEC 34-2
(2007), SANS 34-2 (1996) and JEC 37 standards. The detennination of SLL is seen as
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the major difference between the standards. This will therefore be discussed in detail.
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4.3.3. Determination of SLL

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The major difference between the standards is in the treatment of SLL [34] [41]. The
detennination of SLL has been discussed in several research papers due to the
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difficulty to measure and/or calculate the losses analytically. This is a consequence of

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the complex sources of this loss component (see section 4.1.1). Quantifying SLL
ni
accurately is critical for detennining the efficiency of induction motors correctly [34].
U
The methods used in the standards to detennine SLL are as follows:
The assignment of SLL: This method is used in the SANS 34-2. The SLL are
assigned as 0.5% of rated input power. SLL at other loading points are calculated
from the ratio of the load current and the motor rated current.
72
The method has been found to be unsupported and produces higher efficiencies. A
theoretical study of SLL confirms that its magnitude increases as motor size
decreases. The assigned SLL of 0.5% of rated power is significantly lower for small
motors [45]. Furthermore, Renier et al concluded that the assignment of SLL should
be abandoned where possible [33].
The removed rotor and reverse rotation test: As described by the IEEE 112
(method E) and lEe 34-2 (removed rotor and reverse rotation test), the SLL can be
determined by measuring the fundamental frequency and the high-frequency
components of the inherent SLL. The sum of the two components gives the motor's
total SLL. The procedure, which was suggested by Ware [46], involves two tests:
n
The first test involves removing the rotor and energising the stator with a voltage
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supply at rated frequency. The fundamental SLL is calculated as the input power
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minus the stator copper losses, see Equation 4.6.
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(4.6)
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Where,
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PRR is the input power with the rotor removed

Pstator is the copper loss in the stator windings
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The second test - to find the high frequency component of the SLL - is obtained by
driving the rotor (with an external prime mover) at the synchromous speed in the
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opposite direction to the airgap field due to stator currents .. The resultant flux will be
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rotating at twice the speed and therefore the induced currents' frequency will double.
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This test is called the reverse rotation test. The high frequency component of the SLL
is calculated using Equation 4.7.
( p m - p mec ) - (Prr - Prem - PStator-rr ) (4.7)
73
Where,
Pm and P mec are the mechanical power driving the rotor with and without the voltage
applied to the stator respectively,
PIT is the input power with the rotor reverse rotation test,
Prem the input power during the rotor removed test and
Pstator-IT the stator loss for the rotor reverse test.
The total SLL is the sum of the fundamental and high frequency SLL components, see
Equation 4.8.
(4.8)
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This method has been found to be problematic. According to Nai1en, this method is
seldom performed because of the complex equipment and circuitry needed and the
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disassembly and reassembly of the test motor. Nai1en also explains this direct method
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is also not widely accepted in Europe and is regarded by some prominent engineers,
in the U.K., as "worthless." [45]
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The determination of SLL by the E-star method: As defined in the lEe 34-2. The
eh-star method is the latest method and has been well received by industry due to its
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simplicity with no need for dynamometer testing. The disadvantage, though, relates
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to the extensive post-processing calculations associated with this technique [47]. This
ve
method requires operating the tested motor uncoupled and supplying it with an
unbalanced supply voltage. The unbalanced supply produces negative sequence
ni
current and a reverse rotating flux. High frequency losses associated with this reverse
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rotating field and the forward rotating rotor can then be calculated. The test circuit is
shown in Figure 4-5.
74
L1 L2 L3
Iu u
UlIVC)/
:
8, Luw
Uvw
0)
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Figure 4-5: Eh-star test circuit (11(
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The unbalance is obtained by supplying the star connected stator winding from a
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single phase voltage source. The negative and positive sequence SLL are determined
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and summed together to obtain the SLL. This is similar to the previous method of
obtaining SLL i.e. the removed rotor and reverse rotation test [47]. The equations
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relating to the post processing calculations is known to produce similar results to the
loss separation method [35] [47].
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The determination of SLL through the separation of losses. This is defined in the
IEEE 112 method B and lEe 34-2-2 (2007) [10] [11]. This is the most widely used
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method in the world [34] [37]. The method is done in two stages, a no-load test and a
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load test.
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During the no-load test, the load-independent losses are obtained, i.e. friction and
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windage (F&W), and core loss. The motor is run uncoupled with a varying voltage
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supply and the input power is measured. The stator copper losses are calculated at
each voltage point using Equation 4.9.
(4.9)
Where,
In is the measured no-load current and
75
Ro is the stator winding resistance per phase.
A constant loss, made up of the F&W (Friction and Windage) and core loss, is
calculated by subtracting the no-load stator copper losses from the no-load input
power, see Equation 4-lO below.
(4.10)
The F& Wand core loss are then separated graphically as shown in Figure 4-6. The
F&W loss is found by plotting the constant losses against the voltage squared. The
assumption made here is that there is no core loss when the applied voltage is zero.
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To
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tel
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.........
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F&W loss
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No-Load Voltage Squared

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Figure 4-6: F&W and core loss separated graphically
The core loss is determined by subtracting the F& W loss from the constant losses.
The core loss at a specific test voltage can be found by plotting the core loss (at each
test voltage) versus voltage.
76
The second stage of the test requires the motor to be coupled to a dynamometer and
loaded at number of loading points. The load-dependant losses are obtained through
this test. The stator loss at each loading point is calculated using Equation 4.11.
PL Stator = 3I 2R s (4.11)
The rotor losses are the determined from equation 4.12.
PL Rotor -- (PL-inpllt - Pcore - P L-Stator ) x S (4.12)
The air gap power is the input power minus the core and stator loss, multiplied by the
slip (s) at each loading point. The total conventional loss is then subtracted from the
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total measured loss at each point to get the SLL, Equation 4.13.
To
P SLL -- (PL-Inpllt - P L-Olltpllt ) - P L-Stator - P L-Rotor - P Core - P F &W (4.13)
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The calculated 'raw' SLL from Equation 4.13 is then plotted against torque squared
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(see Figure 4-6) and a best fit curve is estimated.
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PSLL-Raw = AT2 + B (4.14)

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A correlation factor of the best fit curve to the raw SLL data is used to check for the
validity of the test results. According to the IEEE and IEe standards, correlation
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factors equal or above 0.9 and 0.95 respectively, will mean a successful test. The
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corrected SLL is then calculated using Equation 4.15.

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(4.15)
The separation of losses method, next to the Eh-star method, has been found to the
most accurate test, since it accounts for errors during testing [46] [37].
77
12000
100.00
8000
!
.J
6000
.J
Ul
4000
20.00
0.00
100 200 300 400 500 600 700 BOO 900 1000
Torque Squared
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Figure 4-7: SLL correction
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To
The 'raw' SLL from equation 4.13 when plotted against torque squared generally
does not result in a straight line as shown in Figure 4-7. This differs from motor
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design theory where SLLs, in constant voltage motors, are designed to be directly
ap
proportional to the torque squared. This is because the mmf of the leakage flux (that is
a source of SLL) is directly proportional to the load component of current. Therefore,
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when plotting SLL against the square of the load current, the result in a straight line
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through the origin [45]. The separation of losses method forces the 'raw' SLL to a
straight line and shifts the line through the origin to obtain the final SLL.
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The correlation of the 'raw' SLL data points defines the random error in the
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calculated SLL. The lower the correlation fact or the more error prone the test was
(?). Figure 4-8 shows the effect of any random errors on the 'raw' SLL. The errors
ni
have a normal distribution with a mean along the best-fit line. The higher the
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correlation factor, the better the set of collected data.
78
--
-
---
~
....I
....I
Figure 4-8: Random error in calculated SLL 1491
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This statistical method and forcing the data through zero virtually eliminates the most
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frequent errors in motor testing and in the measurement of mechanical power [49].
This method has also proved to produce tests with high repeatability.
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The SLL are ignored all together: The JEe standard ignores SLL completely and
C
makes use of the circle diagram as the principal for calculating efficiency [41]. Due to
the difficulty in obtaining the JEe 2137 (published in 2000) and its measurement
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procedures, the following discussions are summarized from literature.

ity
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• Boglietti (2004) [41]

This author concludes that the JEe 37 less restrictive than the American and
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European standards. The JEe 37 also neglects stray-load losses and performs no
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temprature correction of the joule losses. For these reasons, the efficiencies
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obtained from the lEe 37 are generally higher.
• Nailen, Richard L (2007) [45]

This author also concludes that by the JEe 37 neglecting the stray load losses, it
will result in higher efficiencies than that claimed by the manufacturer who is
making use of the IEEE and IEe standards.
79
4.3.4. General Differences
Apart from SLL determination, there are many other differences between the test
standards. These include the test methods, test procedures and the loss calculations.
These will be discussed in the next few sections.
4.3.4.1. Test Methods
Table 4-3 shows the number of available methods III each of the standards. The
methods follow three basic principles and many of the methods are derivatives of
these principles [48].
Table 4-3: Available methods in each of the standards (10) (11) (42)
Test Methods
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IEEE lEe SANS
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12 Test Methods 7 Test Methods 3 Test Methods
To
Method A: Measured input-output
Torque measurement method Direct: Input-output
< I kW
e
(lEe 34-2-1) (SANS 34-2-1)
(IEEE 112A)
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Method B: Measured input-output Summation of losses: The use of the
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with segregation of losses 1-300 Summation of losses with load summation of losses used to calculate
kW test method (lEe 34-2-2) efficiency.
(IEEE 112B) (SANS 34-2-2)
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Method F: The use of an

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equivalent circuit is used < 300 Summation of losses without

kW load test method (lEe 34-2-3)
(IEEE 112F)
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Method BI, e, E, EI and Fl.

These are variations of methods
B,F
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The three basic principals are:

• equivalent circuit method
• Pout/Pin or direct method or
• summation of losses indirect method
80
Each of the three principals has an impact on accuracy, repeatability, cost and ease of
testing. A discussion of each of the three principals will attempt to identifY best
methods to use in testing.
i) Equivalent circuit method
Efficiency detennination using the equivalent circuit method is defined in methods

IEEE 112-F and lEe 34-2-3. The method first requires the detennination of the tested
motor's equivalent circuit parameters (see figure 4-9). These parameters can be found
by perfonning a locked rotor and no-load test [15]. The equivalent circuits for the 7.5,
11 and 15kW motor were done according to the IEEE and lEe calculation procedure
[10][11].
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R, X, 12 X2
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R,
1 ~ (1-s)
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v, V2
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1
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Figure 4-9: Equivalent circuit according to the IEEE 1111

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The equivalent circuit method is mostly used in field testing where the tested motor
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cannot be removed and coupled to a dynamometer. The method is also popular for
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testing very large motors (up to MW motors) where loading the motors to full rated
load is not practical [10] [11].
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ii) Direct or OutputlInput method
Methods lEe 34-2-1, IEEE 112A are direct methods and efficiency is detennined by
taking the ratio of the measured output mechanical power to the electrical input
power. This method of detennining efficiency has been found to lead to large errors
and have poor repeatability [49]. The reasons for this include:
81
• The efficiency of an induction motor changes as the bearing grease warms up and
begins to flow. The impact of this change in grease on motor efficiency has been
found to be very significant and can therefore lead to large discrepancies in
induction motor efficiencies [49].
• Due to the output and input values being very large and relatively close in
magnitude (differ between 4 to 15%), a slight error in the readings can lead to
large errors in the efficiency result. This statement can be illustrated by the
following example [50].
Given a 55kW motor with a "true" efficiency of 90% and measuring error (or
tolerance) of ±3%. The input and output power recorded data will range from
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62.94- 59.2BkW and 56.65 - 53.35kW respectively. The efficiency of the 90%
To
efficient motor will therefore have an error ranging from 84.76 - 95.56 %.
Table 4-4: Error of output/input
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Range due to error
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Input Output EFF
C
62.94 - 59.28 56.65 - 53.35 84.76 - 95.56
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With a lot of money being spent on motor efficiency decisions based on fractional
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differences in motors efficiency, determinations of accuracy are very important.

The direct (or Pout/Pin) method does not provide dependable and accurate results
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[48].
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• Motors are seen as dynamic systems, so a single efficiency reading can be very
misleading. Small but significant fluctuations occur in speed, torque, voltage,
current, power, and temperature readings. These are caused by phase belt and slot
permeance harmonics and therefore the values are not steady or constant at any
one time. Inconsistent input and output powers have been found while testing with
the IEEE 112A [49]. Gray et aI, found that recorded readings taken at any single
point were subject to some test error. This was found no matter how carefully the
82
instruments are calibrated and how much effort is put into averaging the data.
[49].
These errors in efficiency determination are not all addressed in the SANS 34-2-1,
IEe 34-2-1 and IEEE 112A methods. The problem of grease is avoided because of the
temperature run in the IEEE and IEe. No such precaution is done in the SANS 34-2-
1. The temperature correction for the power and slip in IEEE and IEe increases the
direct method's repeatability.
iii) Indirect or Separation of losses method
The determination of efficiency through the separation of losses is used in methods

IEEE 112B, IEe 34-2-2 and SANS 34-2-2. This method is also known as the indirect
method.
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The separation of losses method is not greatly affected by instrumentation errors as
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compared to the direct method. The following example will illustrate this [50].
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From the previous example in section (i). the same motor is subject to the same error
of ±3% of its input measurement and the loss values. Using the following efficiency
equation:
Efficiency
L losses
1 - -==----- (4.16)
The error in instrumentation will make the losses range from 5.93 to 6.29kWand the
input range from 62.94 to 59.28. The calculated efficiency will therefore range from
89.39 - 90.58. Table 4-5 shows that an error in the loss separation method produces
smaller ranges in the efficiency.
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Table 4-5: Errors in loss separation method
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Range
To
Input Loss EFF (lower input) EFF 2 (higher input)
62.94 - 59.28 5.93 - 6.29 89.39 - 89.996 90.01 - 90.58
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The detennination of efficiency through loss separation has been found to be very
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accurate and widely accepted. Research shows the the following conclusions:
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Boglietti et al [11], through testing induction motors, rated at 4, 7.5, II, and 15 kW,
rs
with the old IEC-34-2-2 (1972), JEC 37 and IEEE 112B concluded that the IEEE 112
ve
method B (loss separation) can be considered the most suitable standard for motor
efficiency testing.
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Gray et al [49], explains that the accuracy of the IEEE 112B makes it the most widely
used standard by motor designers. It assists them with new machine designs and helps
calibrate and improve their mathematical models. The methods' accurate
detennination of losses and in particular the SLL makes it the preferred method [49].
Comparison between the standards will now concentrate on the loss segregation
methods, i.e. IEEE 112-B, IEC 34-2-2 and SANS 34-2-2.
84
4.3.4.2. Procedures
The procedures followed by each standard are very different depending on the chosen
method under consideration. The procedures followed by the loss segregation method
(the most accurate) are slightly different between the standards. Three test procedures
are related to this method. The procedures are outlined below.
i) The temperature test (or Heat-run) involves loading the tested motor at the rated
conditions (rated load, voltage and frequency) and allowing it to run until the
temperature (of the stator windings) does not change by more than 1°C between
measurements (every 30 min). The recorded operating temperature together with the
ambient temperature are used to determine the specified temperature (equation 4-17)
used in temperature correction of power and slip.
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(4.17)
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ts is the specified temperature and tl is the motor temperature rise which is
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obtained by subtracting the ambient temp (during the heat-run) from the operating
temperature of the motor running at rated load.
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The SANS 34-2-2 standard uses temperature rise alone without any correction for
ambient conditions. It uses the specified temperature directly.
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ii) The variable load test requires the tested motor to be, coupled to a dynamometer and
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then to be loaded to six-load points ranging from 150% down to 25% of rated load.
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SANS 34-2-2 does not specify any loading points. The winding temperature before
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commencement of a test has to be within 10°C or 5 °C of the test temperature (of the
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heat-run test) according to IEEE 112 Band IEC 34-2-2, respectively. Current,
torque, voltage, speed, power and temperature (windings and ambient) are recorded
during the test at each load point. The test is performed as quickly as possible to
minimize temperature changes in the motor during testing [11].
iii) The No-load test is done with the tested motor uncoupled from the dynamometer.
The motor is run with the supply at rated frequency and voltage, for a number of
85
hours, to stabilise the bearings. The SANS 34-2-2 does not require temperature
stabilisation for no-load testing. Once stabilized, the supply voltage is varied from
125% to the point where current begins to increase (due to loss of voltage and
increase in slip). Voltage, current, temperature and power are recorded throughout
the test.
4.3.4.3. Instrumentation accuracy
The instrumentation requirements of the three standards are shown in Table 4-6. The
stringent requirements of the IEEE and IEC allow very accurate efficiencies to be
produced [37].
Table 4-6: The instrumentation requirements of the three standards [10] [ll] [42]
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IEEE 112 (2004) IEC (2007) SANS 34-2
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General (%) 0.2 0.2 0.5
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Power (W) ±0,2% ±0,2% ±l%
Current (A) ±0,2% ±0,2% -
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Voltage (V) ±0,2% ±0,2%
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Freq (Hz) ±O,l% ±O,l% -
Speed (RPM) ±1 RPM ±l RPM -

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Torque (Nm) ±0,2% ±0,2% -
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Resistance (Ohms) ±0,2% ±0,2%

Temperature ("C) ±l °C ±lOC -
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4.3.4.4. Loss calculations

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The losses are calculated after the testing is completed. The difference in calculation
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procedure between the standards relate to the determination of core losses and
temperature correction.
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i) Core loss calculation
The core loss determination in all three standards is as presented in section 4.2.3 and
equation 4.12. A plot of the core loss versus no-load test voltage is used to obtain the
core loss at exact test voltage. The IEC 34-2-2 takes the resistive voltage drop in the
stator winding into account. The recorded input voltage during the load test which is
used to determine the core loss, is reduced to a secondary voltage using equation 4.18.
86
Vsec
(4.18)
where cos qJ sm qJ = .J1 - cos 2 qJ
Where,
Vin is the measured voltage during the load test,
I is the current at each loading point,

R is the stator resistance and
P inpll ( is the recorded input power at each loading point.
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The core losses calculated by the lEe standard will be smaller in magnitude and
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therefore higher calculated efficiencies would be expected.
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ii) Temperature correction
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The repeatability and accuracy of determining motor losses has been found to be
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affected by temperature [41]. This is due to a change in resistance (in stator winding
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and rotor bars) following a change in motor and ambient temperature.
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Equations 4.19 and 4.20 are used for temperature correction of the stator and rotor
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losses respectively.
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(4.19)
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(4.20)
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Where,
Rb is the corrected resistance,
Ra is the measured resistance during the load test,
Ss is the corrected slip to specified temperature,
S t is the measured slip at load test temperature,
87
ts is the specified temperature, tt is the observed stator temperature and
k is equal to 234.5 for 100% lACS conductivity copper, or 225 for aluminum, based
on a volume conductivity of 62% of the rotor or stator material.
The difference in temperature correction between the standards is as follows:
IEEE 112-B (2004) and IEC 34-2 (2007): Stator winding and rotor loss are
corrected to a specified temperature, (see equation 4.17). The copper conductivity
constant is 234.5.
SANS 34-2 (2007): Stator winding loss is corrected for the temperature rise, whilst
slip correction is not specified. The copper conductivity constant is 235.
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4.4. Preliminary test results
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Preliminary tests were done to compare the different standards. The testing was
initially done on a 3kW motor and later extended to the other seven motors of
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different ratings .. The tests were done in two stages: The comparison of efficiency
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using different standards and the comparison of efficiency due to different testing
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methods.
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4.4.1. Comparison of test standards

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The SANS 34-2, CSA 390, the JEC, the IEEE 112 B and the IEC 34-2 (2007)
standards were tested on the eight motors using the loss segregation method. The
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method is common to all the standards. A comparison of the motor's full-load

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efficiency can be seen in Table 4-7.

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88
91.0
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Q21
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I'he WC .00 SANS standards produce the highest efficiL'j,cy Yalue, while the IFFh,
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CSA and IEC produce very similar efficiency yalues. The dj fference in lhe ,{andmls
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can be explained by {he 10" evalualim, a,,,>eia[ed wilh each ' Iandanl ,
4..1.1.1. SI-I-
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SLL aCCOunt for belween 15 to lO~'; of Iota I losses and are therefore very <jgnifLcaTl[
in efficiency dctenTlination, It has bem stated that effLciency values dctennined by
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ncgltctiny SI.I cann04 be con,iders reasonably accurate [45]_

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The treatment of SLL in lhe differenl '~lndanh has been di,cussed earlier in this in
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Ihis chapter. The JEe i~"1(".e, SIL. the SANS assign' a '01lue of 0.5% of the input
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power, lhe IEFE. ]FC and CSA uses the los< separation to calculate SI ,I -'_ Figure 4_
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I 0 below ,how, Ihe different values of NLL

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Comp ..;.on of SLL
"~ ,---------------------------------------
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."''' "" "'"
tl~"'" ~-1 0: C.lru{ ... d SLL (,on, tho l~~~, (E(' . nd J~C
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The ,,11"""lion of SI ,I, ~,ed in Ihe SANS 'IM"brd h"' heen fOUl,,1 10 be llnsupponed
Table 4-8 sllOW' SI I as" p"reent"ge ofme.1Sure<1 inpm power for all mOl,,., It call
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De seen that the allocated SLL are an underestimate of me SLL determined by mh"r
of
st"ndards. Tile SLL are ,mall ",,,1Iil"refore tile calculated emeien"ie,; will he ilighcr.
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T.l~< -l--~: SUo ... j","".,"~" ,~ ;n{,"' p.'"''

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0.)
55 1.64
4,4.1.1. Cor~ 10<'<
The COte I"" in the ,[and'rd, i, caicllioled \]Sing no-lood test resuits, The lEe ]4-2
"'nd"d, differ.; Ii-om tt.. olt..r stondoro, in (hat il ta~e, mto acoount the re<i<tlve
voliage drop in Ihe stotor winding. The measured input \'Olta~e durin~ (he no·lood Ie'"
i, redlleed 10 0 secondary voltage u<ing the EquOlion 4.1~.Thc imp""l or [hi, is Ih'l
lhe lEe core loss are smaller in m'hmi(ude_ Tahle 4·Y ,how, Ihe core los, dillerence
het"'",-" (he <tandord,
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4.4.I,}, TempualUrecorr~clion
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The impact oftempetature correction Can he ''''''' in the woph, ,oown in Figure, 4 j I
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and 4-12 (,t rated loading), n-.., unco""ct.d los,,,, ore generally lower than the
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corrected los= I'hi, would re,"lt in It.. higher eftlciencoe, when using the
uncnrrecl~d los",._
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r ho: mam 11lI,.11>od, in each ItilOOiI.d a'" ba«1l on tho e<jnivalom cmlllt the 10...
'.''''I(JI;on and dlfecl ( POIII/Ptn) "'~tl".,d<. Crunp:rr;.o;on 0 ' Iheo.e m.,hods " ....~
pc:rtonnffl on Ihe 1 j. I I and l.1 kW r. ... I"'"' ·1 h ~ ralcul.a1ffl """iv.len1 circun
plran..,,,,,, ."~-nrdo nJ: It.> lho: n".fli .'1<1 mt' sta....""I. a.~ m ,\;>pmdix F
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d ,,;;u ly~"'>wn III ..:<'I ions 4 3 L "".<I.f 3 2

The detennination of efficiency is definitely a debatable issue that is still continuing.
A need clearly exists for a single universal standard for induction motor efficiency
detennination. The chapter has shown that the IEC and IEEE standards' method 2 and
B respectively, are the most accurate and repeatable standards. Although South
Africa has its own testing standard SANS 34-2, is has been shown to be outdated and
unsupported.
The IEEE (2004) and IEC (2007) standard will therefore be used in the motor rewind
testing presented in the next chapter.
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95
Chapter 5: REPAIR AND REWIND OF
INDUCTION MOTORS
5.1. Overview
This chapter presents a thorough literature review on the impact of repair and rewind
on induction motors and the techniques used in the repair and rewind of induction
motors.
Findings from a case study of the different rewind techniques followed by two local
rewinding companies are also presented.
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5.2. Motor Failure
Despite the versatility and ruggedness of Squirrel cage induction motors, they are
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subjected to the same failure modes as other electrical machines. A survey conducted
by the Institute of Electrical and Electronics Engineers (IEEE) [51] and Electrical
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Apparatus Service Association (EASA)[32], identified the distribution of failures in
of
induction motors. The results are shown in Table 5-1

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Table 5-1: Distribution of failures in Induction Motors [32]
Motor~omponent ' I~: ,;.',;~er~e*~getfailur~:~;'i"

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',:••:.c:":,',',c, ',i ' '." ,
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Bearings 51.07%
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Rotor Bars/End Rings 4.70%

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Shaft or Couplings 2.44%

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External Device 15.58%

Stator Winding 15.76%
Not Specific 10.45%
The cause for motor failures is a result of stresses on one or a number of the different
components of the motor i.e. stator, rotor, shaft and bearings [51].
96
In an interview with the marketing director of a large electric motor rewind company
in South Afric,) it was mentioned that the reason for the increase in motor failure in
South Africa was due to:
• The extra pressure on all equipment, in particular motors, due to infrastructure

upgrades for the 2010 WorId Cup and
• power supply upgrading [52].
This has resulted in more downtime caused by motor failure.
5.2.1. Motor Stresses
There are several stresses that can lead to the failure of motors' windings, rotors,
bearings and shafts. These motor stresses can be grouped as follows [51] [53]:
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• Bearing stresses: Thermal, dynamic and static loading, vibration and shock,
environmental, mechanical, electrical
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• Stator stresses: Thermal, electrical, mechanical, and environmental
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• Rotor stresses: Thermal, dynamic, mechanical, environmental, magnetic,

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residual, and miscellaneous

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• Shaft stresses: Dynamic, mechanical, environmental, thermal, residual, and

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electromagnetic
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When these stresses are controlled, the probability of premature failure of any motor
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component can be reduced] [51].

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5.3. Motor repair procedures

Motors are repaired according to certain international standards. The two most
referenced standards are:
• IEEE 1068: Recommended practice for the repair and rewinding of motors for the
petroleum and Chemical Industry,
97
• EASA: Guide to good motor repair and replacement
In South Africa, the South African Bureau of Standards (SABS) published the SABS
0242-1: The rewinding and refurbishing of rotating electrical machines.
These standards outline repair methods that are commonly used to repair electric
motors [54] [55] [56]. The following review will concentrate on motor rewinding.
5.3.1. Inspection, dismantling and testing
On arrival, a motor is inspected for electrical and mechanical failure. The motor is
then dismantled and the following tests are performed: voltage insulation test, high-
voltage withstand test, rotor-bar test, interturn test and phase resistance or line
n
resistance comparison test.
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5.3.2. Winding removal and core processing
Winding removal and core processing is the most important part of the motor repair as
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this has the highest potential for affecting the motor's efficiency [57].
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5.3.2.1. Winding removal
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Rewinding a damaged motor requires the removal of the old windings. According to
of
EASA and SABS, a record of the winding details must be done first (i.e. the number
of poles; the number of slots; the number of turns per coil; the number of wires in
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parallel per coil; the size of wire; the number of coils per phase group; the number of
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phase groups; the coil pitch; etc). The winding details need to be checked against the
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motor manufacturer's original design data [56] [57].Once that is done the removal
process begins by the removal of one coil end.
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There are a number of methods used for winding removal. These include:
Oven Burnout: The stator is placed into a burnout oven that is set at a recommended
temperature. The SABS recommends temperature control not exceeding 380°C [56].
The EASA recommends applying an oven temperature of 343 ·C, and not overheating
the stator core above 360 C for organic and 400 C for inorganic cores [57].
Experimental studies have found that temperatures according to EASA are low but
98
just high enough to burnout the winding coils [58]. This results in further difficulty in
removing the old windings, which could increase the potential for damage to the
stator laminations [58].
Mechanical removal: There are a number of mechanical removal methods available.

These are very rarely used in rewind shops.
Water Blasting: A high-pressure stream of water is used to blast the coils out of
the stator slots.
• Hot vapor process chemical stripping: The stator is submerged in a bath of non-
chlorinated petroleum for a short time and then the windings are removed.
Hydraulic removal: The coils and insulation are removed slowly using a steady
n
hydraulic pull.
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Direct Flame: A flame from a torch or other source is directed into the core of the
motor and applied until the insulation is reduced to ash, and the windings removed.
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The temperature is not controlled and can cause severe damage to the core [59]. The
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uncontrollably high temperature from the flame causes warping and hot spots on the
stator core.
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After the windings are removed, the stator is cleaned.

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5.3.2.2. Core processing
Once the core has been cleaned, the integrity of the stator core is tested according to
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the loop or core test (as per SABS, EASA and IEEE guidelines). The condition of the
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core is the most difficult to control through the rewind process [57]. Damage to the
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cores integrity of the core can occur from

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• Baking: Elevated, uncontrolled temperatures can lead to the fusing of

lamentations [57].
• Mechanical damage: Filing the core, mechanical stripping, etc.
The core test has been proven to be the most effective test to detect short circuited
laminations in the core iron.
99
Loop/ Core test: The test requires a current canying cable to be looped through the
stator bore and around the frame as shown in Figure 5-1. This technique uses the
stator core dimensions and an assumed value of magnetic flux density in the back iron
to calculate the magnetizing volt-amperes needed to produce that density. The
condition of the core is then detennined from the core temperature or/and input power
[58].
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Figure 5-1: Loop test wiring diagram
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Core test from input power: Core testing through input power is done m the
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following two steps. This is defined in the EASA guidelines [58].
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Step 1: The number of loop turns and the current magnitude to produce the required
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level of magnetic flux density is calculated using Equations 5.1, 5.2 and 5.3. The
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suggested magnetic flux for running motors is 1.2 Tesla [57].

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LT= ________
V_______
(5.1)
fxL xDxBc xyx4.44
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Where. LT = loop turns

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V = supply voltage
L = Axial Length [mJ
f = Test frequency (Hz)
D = Back iron depth [mJ
Be = Back iron flux (l.2T)
y =Stackingfactor (generally 0.95)
100
mmf = Hxl
B (5.2)
where H=-
Jl
Where, mmf = magnetomotive force
H =Field intensity
/ = length of the flux path
11 = the permeability or characteristics of the medium
A= mmf (5.3)
LT
Where, A =Estimated current
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Step 2: Losses in the back iron are then calculated using Equation 5.4.
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Input Power
Wlkg=---- (5.4)
Core Weight
Where, W/kg =/osses in the core back iron

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Core losses in the range of 2.5 - 4 W/kg were measured from testing cores of new
motors [57]. Commercial core loss testers are available that compute the W/kg loss
of
automatically [57]. These have the advantage of simple operation and convenient
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printouts for documenting test results.

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Core test from core temperature: Core testing by observing the temperature is the
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simplest method. The temperature of the core is observed by means of temperature

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sensors, while inducing flux in the back iron of the core. Equation 5.5, a
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rearrangement of Equations 5.1 to 5.4, can be used to calculate the required voltage to
supply the flux. This method is available option in the SABS rewind guideline [56].
v = _B-"c_x_ L_x_B_ (5.5)

Core Weight
Where, W/kg =/osses in the core back iron
101
5.3.3. Winding and varnishing
When the core has passed the core test, the replacement of the winding can be done.
This process is done with extreme care to replace the original cross sectional area of a
tum, the same number of turns per coil, and the indentified span and connection of the
coils [54] [55] [56]. Higher insulation class of the winding or change in winding
configuration can be done at this point, if required. Winding can be done in the
following ways:
Hand Winding: The coils are wound using a 'tower-type' coil winding machine with
a mechanical counter. The mean-length per tum (MLT) and tension are dependant on
the artisan. This method has a high potential for poor layering, which makes the
insertion into the stator slot difficult and causes wire crossing. An increase in the
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MLT occurs and this results in an increase in the stator resistance [59] [62].
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To
Machine Winding with either Automatic Coil or Computerized Coil: Automatic
coil winding has the advantage of maintaining constant tension and proper count of
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the coils. The method is however still manual and requires observation by the artisan.
The computerized coil winding is fully automated. Proper tension, correct layering,
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and tum counts are performed accurately.
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Once the coils have been wound and inserted into the stator slots, the motor's
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windings are insulated with varnish. There are several varnish methods:
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Dip and Bake: The wound core is dipped into a varnish, usually epoxy, for about 20
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hours and then baked in a temperature controlled oven. A good dip and bake would
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involve two dips and bakes without any shortcuts. This is an inexpensive system and
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is therefore the most commonly used method by rewind shops [59]. Partial discharge
occurs where voids, mainly caused by air bubbles are trapped within the insulation.
The discharge in the voids reduces the insulation life and could result in another
motor failure [59].
Vacuum Pressure Impregnation (VPI): VPI is a very expensive process due to the
equipment required. The rewound stator is dipped into a vacuum pressured tank with
102
varnish. The pressurized tank ensures that there are no voids, caused bubbles, by
creating a vacuum. Varnish is forced everywhere through the high pressure.
Capacitance between the stator core and windings is used to determine when
penetration is complete. Pressure is then returned to atmospheric conditions and
excess resin drained from the core. The core is then baked. The method works very
well for Medium Voltage motors which have taped windings that holds the varnish
[59]. The dip and bake is also the preferred method for low voltage induction motors.
Trickle Varnishing: Trickle varnishing with epoxy or polyester is quite inexpensive

and has been found to fall somewhere between the dip and bake and VPI methods.
The resin is poured from the front end of a vertically positioned stator core. Curing
occurs simultaneously from heat produced by a controlled electric current. The voids
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are removed due to gravity and capillary action. The final result is an equivalent of 3
w
dips and bakes, without voids. [59].
To
5.3.4. Assembling of motor
Generally, before reassembly, the rotor is balanced. This is done by mounting the
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rotor on pedestals and spun at multiple speeds. The vibration of the rotor is checked.
Excessive vibration in an electric motor can reduce bearing life and can damage the
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motor structure [59]. Bearings, fans and end plates are replaced in the reverse order of
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the dismantling process. The motor is then lubricated, and finally painted.
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5.3.5. Final testing
Before shipment, a number of tests are done on the motor. These final tests could
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include:
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• High-voltage test,
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• Current balance at no-load,

• Vibration (horizontal foot-mounted motors only),
• Input power at no-load, Bearing temperature
• Noise,
• Temperature rise
103
5.3.6. Impact of poor repair procedures on induction motor loss
Poor repairing procedures can increase motor losses. Table 5-2 highlights some of the
problems that can increase losses during motor repair [37] [32].
Table 5-2: Impact of rewind and repair procedures on induction motor loss
Motor loss Affected by

Overheating core steel during stripping
Stator core losses Damaging core insulation during winding removal
Excessive abrasion and grinding during core cleaning
Bearings and cooling fan not replaced to original
conditions
Friction and
Incorrect bearing fits
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Windage losses
Incorrect bearing preload
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Under/over lubrication
To
Reducing conductor cross-sectional area
Stator Winding Changing number of turns
e
Losses (I2R losses)
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Using wrong winding configuration
Machining rotor
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Rotor losses (fR Altering rotor bars and end rings
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losses) Changing cage design

Change in air gap symmetry and air gap unconventional
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Stray load losses behaviour

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Bent motor shaft or damaged end shields

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5.4. Motor rewind procedures and practices in South Africa - Case

Study
The variation in motor rewinding techniques used by South African motor repairers is
not known. The rewinding techniques/procedures currently used by two motor
rewinding companies situated in Cape Town are presented in this case study. These
companies were chosen because they represent the lower and upper range of
104
The single loop of WiI~ (in y~llow in l'igufi" 5-5) is im~rted into the ,tator co", and "
'iOH" ,upply " used ,,,,,,ie a nu~ (soc Sccl lon 5.3 .2.2). Th" back inJ<l of Ihe cure i,
tlu~e<l and the power input i, measured to calculate the loss p<'f kg. Damage to the
core or "hot spots" are determined fr~m comparing the co,... t.,{er's Oll1(>1l1 (Wikg) to
Table ~-4_ Commercia l core tester reading.' for the rewouTId moto", are shown in
ApT"'ndix G
r.bl, ~.~' Dt<I,;on ~ ".d i. <Qr< ""~. l ,,,.1,,
up to ~ G""d
•
j ,,, ~ \«.p .,hl. On r""n.". ","
~ to 12 M«p ..hk Cbed fO f mcch ... C11 d l m . ~c
""
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5.6.1.4. Rcwinl/;nJ:
To
Ulilizing the recordN data from the old windings and the manutOcrurer' , data. the
~ou n d
e
stator is by hand \I._ing .., a 't"wc r_tyf''' ' coil winding machine with a
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mechanical COun,e,. Fig.,," 5-6 ,hows Ih" win di ng arc" al CompaTI Y A. He coils "'C
1tl",ned by hand wilh Ihc icn,iPIl amil"ycring dclmnincd by the Icrhnici"n .
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5.6.1.5. In.,"Ia/jlll( Varni.,/,
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CompallY II can perlorm the vami,h in,uialion ,,,ing tile VPI or the Oil' alld Bake
method.
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VI'I: T h ~ r~wound ,Ulor i, in ""rted into a VPI Tanl:. The vaCUUlll is ,et 10 0,1
milIihar and th<- v.m ish i, p1'essurized to 5 Bar to force Ih<- resin into all void,. The
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mea;,ured capacitance b·"rw,""n th~ stator core .nd winding' is u",d w d"tennine when
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1)C""~"' l ion is wml'Iele, The excess "a111i,h is ,h"" u""ned ,,,,d ,he wre is h"ked.
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Dip and B"k.: figure 5-7 i, Ih . Compa"Y A dip lank, Inc , Ialor ,ore i, dipped into
the tank and then ",aIed , The ,ore r"main, in Ihe lank 'llllil II", alr bubble, disappear.
TIli;, l.k, up to 6 hours. The exce" \'ami,h is thOll dralllod alld lho core is baked,
110
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5.6.1. 6. BaJ.i"~ and Curing
The rew(Jund si.lOr is 1hen pl""cd into" dedic"ted curing oven to .noble the resin to
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set and "t!"in the deslTed mechonic"l strength . Fib'Ur. 5-8 is the Camp"ny /I curing
oven
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5.6.1.7. Reus.,emb(1" UJU/ final 1e.'lil,!!
Ill, l11olor i, Ihen "","'mbied (see Figure .,_9) and 10>1,,1 a, s!"cifl,,1 in Ihe SABS
'Iandard. TeSIS include" high p<Mnti"i ml<1 00·1000 {~st. The motor is then painted
ami tx""mm",1 to the C\l,tomn
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5.6.2. Company B
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Company H h", no official rewmd procedure 'I"ooard. The "wind PTtlC,~, i, b"",d
on ,,[xmenu
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5.62.1. J);"munliinf! and Inspection

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!>Joto<> entering Comp"ny 11", ,hop are disrnanLied "nd in,pecled vi,u"iiy rOl" any
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signs of ,1al11"ge. D\lring the 3kW mOl'.... rcp"i, ","<oci"teU wilh thi., siudy, no te.,t,
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,uch as continuilY. insulation ",i'lanc,. high pOlentiai "00 SUl"b'" comparison test,
were perfonn~d.
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5.6.1.1. WinJIIlf! Remo"ui
Tflh, mOlor i, In he rewound. Ihe old windings are rnnoved. Til<- trant-end wLndmgs
are cut by m~am of an angle grinder ",,,I Ih, winding; arc buml oul u,ing di"ct ilame
r",m a blow lorch. This is ,hown in Fih,'Ure 5-10. Remonng ,"amish by g"' torch is
allowed by SADS 0242 I standanL
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rhe n.:movc:(1 wmd ln ~' are !he" u,cd '0 rc,,,,,d 11", winding de,"il, (wire . ize, "oil
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pit"h, lcn~lh, mmll",r of lu"'~, "";). H u,,!<.Xn '" mdinl' of 1~ 3kW molor a~ ' hown in
of
Flg'U'" ~ II
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II ~
5.6.1.3. Cor~ T~.<I
Core Lc"in~ [aci lil ie, wi LIl '-ariablc ,'oil.gc supplie, are a\'ailabl~ a, 'hown in "'i~urc
5-12. lIowever, OOTe testing is only dOll. "pon customer', "'qUC"~_ When core {estin..
i, done, " single loop of wire is i n"'rt~d through Ih, ,laLm an d current is p"-,,,,,d
thmugh it No prior ,alculalHms arc dnne 10 dClenninc cunent l"wls, ]""p turn,. etc
(&;e 1;"1'11(>11 ';3.2.2). The ,latHe is Ihen 'fell' by hand to locate "hot ' po!s" whi ch
wO\lkl indica 'e ,hon-circuiting of laminmioos. The damaged =a woul d Ih en be
grindc-d away in order to remove hot spoi"
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5.6.1..1. Re»';IIIUflJ;
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The ,.ecorded data from the old winding is """d for rewinding the motor. I'h~ coils at<:
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pnxluced ilJ hand using a -w\\'('r-/,pe' coil wi nding machine with a "ounle'!" (,ec
l'igul'.5-13)
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To
The ",·,"'I"'~" on: 'n"'rt<>J b; h.tlld ,nto II", ,latOl" , Io\<, whil" the "rt;,;an lri", 10
",,,jnl,,;"' hi,: C<.111l'C1 tt!1I!Of\ and layerlnS. rigure .<· 14 ,how, Ihc Illsert;on of \h~
e
", mdin~, "fl11<: 3kW motor
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5.6. ].5. In.,,,JminJ( 1' #M;"'h
11Ic ",I\("JI\J stato. it rbell .mpn-grr>te<i ",ib ",,,..lar;,., ,""il;/1. fhc ~ror i, dipped
1m" ,he \"JlUilfl !a"~ as drown '" r~urc Sol S. n", rcwiMmd mol<lr ro~ i. l~fI ",-.."
II;glo, (Q ~IJo,.. ,he ;\I. hcr'...~, d,~ .... ,..<lmll> to '''''Note (Jul'. TM SGItor ;< .ho:.TI
"""",,,-..I ..,J Irw.g It, all" .. rhe c~ ....'" ,."m"h lu dnp oil"
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5. 6.1.6. Bakln/: unil Cu';nl;

of
[he rc"·,,",, J " ~'or'~ '..... n plac •...! in ro ~ c urin~ OWIl. for " d"",,;on of ti",,, Th'.
curing P!\IC\."'-> rah' mo',' rh.n 6 I.... un ""d ;11 """le c."", o,-enligh t at a t~ml"'ra\urc
ity
of 2(_1"(" (lu; II,,'n "' _, ..... nsr"."l<:d <.On "il~ u,,"~ hc~tll\:; "Iement. from """'''.
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he.",,,,. ~ Ii,,,,,, "nJ in ... I.. "", I""crud.

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I I Ii
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5.~.2. 7. «"",<'fmbly a~d fl~al W,'ling
To
The mO/or IS iI)('TI ,-e",cmblcd. p.imcd .nd Il,la] te,'ing i, d,,,,. TI", final t<,:.,1
or ~ ,1,,~ l c n<)-ll,"d t~~r n,e molOr is coo,,~[ed to a v"n"hk '~'II"ge
e
COlnprol~"es ap
,uppJ y . "d ""', l<> 40. 60. ~O, nnd 11)(W. of ,.led v()I,"~c ('"''' fib'll" 5-17). The rm,
ClIm:'t11 III c;,,-h phflse i! measured and if [he cum;nt is not 100 high. the molnr ;,
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ei,,,,; fled ;I S" good rewlTld

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S.7. Co nri ll dl nl: rfl1larks

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Rew""J ~nd "'p,'I! pn.o:fI<lures .n:: ,,,,:II w.:w"~,,".xI in int.:m.\i"".1 a.td toe.1
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<;t:l.nd'UUI. lX1aoled Jis(:ussiulls W¢fe r"'''"uo:<J Ull (he rC"'lOdin<: proo::e</ur"" u!led by
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!\HI S<lu,h Aih(.nlI1101ur "'p;mers

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""
Chapter 6: IMPACT OF REWIl'iDll'i G
Ol'i MOTOR EFFICIEI\'CY: TEST
RESULTS
6.1. O ve rview
Tbi, eh"pl"r pro'cnts a detailed di,cuss;o" of tho ",sull' ftmn tho ,ewind study.
Section, 6.} to 6. J0 jlrt,;ent tile impact of "'" indiny un ",cit of tho eight molars. Tbe
focm is on the re,ull!l at I rxJ-,;, 75'/, and ,10'/, loading poinls, Tiles" part-loads ore the
n
most common molor loading point' in in d'''try.
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To
Sectiun 6. 1 I addro,,"s {lie trend in each motor ["",,,, and the cl1ici~-nc} en,mge
u)"cr.cd in Ihe eight motors
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Finally. ,",clion 6. 12. P"""1\1S and di".;u,sc' the imp""i (If ",wind techniques on two
3kW moto!', at rated luad
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of
T he dIicj"n~y '" 1"",\ and 1o", \is load curve, of other luad point' "'" found in
Appendix H,
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6.2. T c§t Methodology

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Eight brand new Illntn" UT>dc",,·~.,.,t , ,ingle full rewind PffiCC"_ The molu!'>; WeTC
subjected to live full 10,1 cycles at each load poin!> bcf<l1'" a1>d a~or rcwind ,ccording
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to lEe ant! IFEE standard" The fin test, were then ,y,,,~,d, The ,,,'eraged
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dii~icn,y y,luc wa, u:;.ed in the final di<cu,,;un,
Tho 3k\\' motor w"' te'ted 01> the :lkW tesl bed, the 7.5, 11 and l ,lHV muto" won;
t"lod on tl'" 15k\\' ""II"'d, m,d Ih, 22, 37, 45 and 55kW were ",,[cd on the !.I0 kW
l"t bed
""
6.3. 3kW mOlOr results
Th~ impact of fCwinding on the eHlcienc), of mo 3lW mol{lr i, "hown in Figure 6-1.
A JTOjl in officioncy Tan~,;ng fTOm U.97o/. 10 2% w"' observ~d beNeen 1000/. and
.\11% 1000 jlOinl'
. , - - - - - - - - - - -- - - ,
".
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Flg"r< 6-1: JkW motor <flk",,,,,- '~.ng<
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The dmp in efficiency of tn~ 3kW motor is J ,,,, ult of incfCa", in 10''''''. The 10"
distrihu[ion i-, shown in figure 6-2. Th~ lars,,! incfCaso i-, the core ar~1 friclion "nd
C
wlTLdayo 10."0' followeJ by the SLLs meIL, ,tatOr aTKI rolor windin~ 10""""
of
l1\c iocrea"" in core 10" anJ SLL i, [h, rf:>;u l[ of core <I"m.~e. The winding remo".l,
ity
"f~er o\en bum out. d"m'ged Ino , Imor leelh and lamillations <luring extraction. Co,,,
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te" results from the w~re unavail"ble for this mo lor.

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l1\c iocre"-"" ill "Ial(,,- win(hn~ lo,"c, ,0=late-, with hi~her -,tator cUTTenl, (".., Table
ni
6.1) Hlghcr curro"" we,,, ,,-'<O,}t'dod although a k}wet' Mator re-,i"anco wa, measured
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("0 Tanle 6.1). Tho increa,e in cu",,[\[ an,1 winJi ng/cl'JlJ""'T 10"e, " Lho Juo 10 Ihe
in~Toase in motOr tOnJue and drop in ,peed. Till-, occu" [0 allow the motOr to pmJuee
the ,"me HV
Tho fan w"' un"llered and Iho bearing' b""a.,od dllriny ro",scmhly. O\'er greasing,
which i, thouyhl to rcdrxe me friction, CJn in fact lead lO an increase in me fri"iun
10," (,"c discus>ion in "'clion ~.Il), n", 0'0' greasing of lhe 3kW ">otOT- ' bearing'
and fan i, the cau"" for the inc,oa"" in friction and winJage 10 ',,-,,.
1211
'kW ."".
n
of ,h. JkW
w
FI",'r< .·2: n.n~' In 10"" 010' ..
To
Other r.-corded changes such as ,mtor currents. operating speed. ,tator w;istance and
temperarurc ri'" br-fore .nd .fter rewind on the 3kW are shown in T"ble 6-1. The
e
"'''-'>lind .1kW molm Jrd"" iaTger ,lalor ~uTTcnl,. run< al a lower 'peed a'k! at higher
ap
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table.
of
T.bl, 6_1, Oth,', 'h.,,~,·, d.,- (0 ""'"" ""ind

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The lTlcrcaoc in friction "nd windage losses causes an iocrease in sh"ft torque. Thi,
Increase in torque force, rhe motor to run ,lower in orJcr 10 produce the required
output power «ee Appendix H)
The hlyh~T operMing tempemture i, duo to J docrea,e in heat remav"l caused by "
,Iuw", running fan "nd the higher dissipated losses in the fonn of heat
'"
The lower "ato' ,.."i'tance TTlay f>e expbined by tbe ~"" of better raw material
(considering the original wire ga~ge was used). Tighter wo~nd ""ii, whioh have
,mallerme"n length per tum (l>ILT) co~ld also ha\'e lead to th e drop in re,ist,mce ,
6.4. 75k\\-' motor r.-sults
The llnpaci of rewinding ()n lh. efficiency O[ Ihe 7,5k\>',' moWl is shown in l'igure 6-3.
A ;'TTlal! <Imp in effioienoy ranging [Torn 0, I to 0,7% was observed at th. three loading
poilllS, The efficiency drop III 100 % is negligible", it i, within (he 'el"'awbility
wlemnce, Therelo,e, only the drop in eniciency at 75 and 5~o will be disc",,;'ed,
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rigore 6.4 .,how, tM hl." di,rribution of tile 7.5kW mol,,,. Th e large" increase i. the
,Iator winding 10" tillklwed by Ihe SLL the" the mUlf bar 10 '''''' and r,n"lIy th~ COTe
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and fri~tiO<1 and wind"ge lo ~,",.

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The increase in stator winding Iosse, is ille r""~1t of an incre"se m th. ,tator winding
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resi'tance and , tato, currents (see Table 6-4), The increase in core 10" and SLL, lik~
in the JtW mOll", is an indication of COl. damage. C,,,e t"-'ting of the 3kW oore, "neT
win ding removaL req~ired 'fUl'lher core le'ling' i,ee Secli,.\ ~.l 1J. Thi, daTTlage
,occurred during Ihe winding removal and oven burnouL n~ mhlr wa< len un" ltered
yet all illcre,~'>C in mlOr willdiTlg 10'''''' wa, rcconkd at 75"·'; ar~1 100'7. lo"ding point".
Thi, increase i, <i~e a change in the ,ewolln<i ntotor's slip, speed and t01'que
cbara,leri,tic, (see <hscu",iOll in Sec tion 6, II J,
rewinding comp"nie, III South Arne". Thi, inve<tip,li,m iTIIO the ~ompamn wi ll
'how the vost diner..nces between rewinding soops in South Afnc" .
5.5. Rewind Compan~' ProfiJc~
The two rewind cmnpanies lhm were im-emigmed w~"':
• Company A - Large rcwmJ CU1TIpany an J

• Cumpany H Smal l rewiTIti company
The p"',"nled inti,nnation was ublaineti from lhe companies' web,it~, ,ile ,isil and
imer,iew, conJ Ll<IOO by the authu,
5.5.1. Compan) A
n
Cor[1p"ny A W"' e,mbl"l'e d in 1913 _Since ii, e,t"bli,hment. Ihe comp,,,,y h" grOWTl
w
inlO lhe mo", c{'I1lprehen,i"e ,md le"ding eleclnc,,1 llmchiTI o re»<,irer iTI Soulhern
To
,\[rica. Ct nI1pany " has the capability 10 rewiTIJ bolh 'mall a",! large mach ",,,s
(in~lud;TIg uTl(lnhodox "''''b'T1' such", Schr;,ge "nr! l<.lrence-Scoll Ill"chi nes)_ C"ge
iTItiuclion lllolo," up 14~\W hay< ~n
e
rew",md aTId lesl·run tocir large
10
ap 10
machme, worhhop. Figure 5-2 show, Comp"ny A', workshop.

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Figur. 5_2: CO"'I".' A', work,hop
105
(he occur",,) of (l>c obstn.u ,nfonn~lion agallls! !l>c matlutilOlu ... ,', d•• ,!l"
.I'<.."r,c~(;''''';'''_____ _
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5.6. /J Cu,"" h"b1il
The coro LS cl~ln.d ol,i1rt thr""l:h ""Ler bl,' ~tin~, ,\ 11 dried n10tm cor., are tbel1 co r.
of
t.:.,ted a cOn1men;,nl (Uro triter (".. Fi~u re 5-5)

UlLtlll
.,.;-.,
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The friction and windage I",s." a", the only lo"es that han dropped. Correct
"ppli,ation of be"ring gr",,,ing d\lring molo< ",a",mbly h,,, ,".,;ull,d in Ih, low",
frietton and wi]klage losses
'OO r---------------------~-----------,
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To
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Olher recorded chnllges '\lch as ,tator currents, operaling 'p.ed, stator T",i,ra"", and
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tempemture rise bolo" and after ",wind on the 7,SkW are shown in Tobl, 6-2, The
of
"wOlllld 7.5kW motor draw, larger stator currents and mns at highe]' speeds and
"peracing lemlleralurcs
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' ( he higher CUIT,t14, arc eau"d hy lhe inc,"", in ,Ialot res"lance 1'1", higher
resistance can hc ,xplained hy lhe ,,,, of laTger MI. (' in lhe winding coil,. The higher
,,,,,,raling lC'np,ralurc "f the IT""und mcKOT i, Ih, rc,ull or Ih, higher di"ipaled
Ie",", '" Ihe m",hine,
6.5. IlkW mOlOr resu lts
Tho llnpaC[ of rewinding on the efficiency of the 11 kW motor i, shown in l'iglU"e 6·5.
Lorge drop' in el"ficioncy. ran ~m ~ from 1.5~ [0 2.R3 ~·; haye he"" oh,orYoo .1 the lhree
lo"din~ paint."" The drop in efficioncy 0 r the 1 I kW i, a re,ull of increa'<C in l!KllM
los"" as ,hown in Figure 6-~.
", - - - - "
n
w
To
e
ap
C
Tho la,~o<l inc,oa,e in k""', was the core 10"' and SLL Th i, ... a, f(lllowed hy the
of
stmor windin~ ,,,,d rOL!lr ha, 1",,,,,_

ity
Tho I"r~e increa", in [he COre los., and SLL is again tile re,ull of damage to llle core
rs
d~ling the core prQCe",in~_ Core Lc" 'O'lllll, (,",e ScClKlll 6.11), 'howed that lhe core
ve
fail ed the test. Thi , lll",m, [hm tilo d"rn,,~o l{) [he core w"-S ,i ~ni fie.nl. In normal
ni
CLrcumsmnces. the oore wo~ld h"" e been rejected and on "''-Iue 't n,-olll the o~'tolller.
U
resmcked_ To avoid inconsist"ncy in the project. the !notor w", rewound with Ih"
dama ~cd co,o TIle re,ult of the damage is clearly seen in the large incre"" in core
10';'''''_
The friotion and winda~e losses onlhe otlle r hand have dropped. TIli, i, tile ","ull of
correCl ~re",in~ on lIle mOlor hearing' and the reduced operating speed oflh" lV{OIUxl
HlOLtlr_
124
I1kW lo . . o~
~ ,-----------
'.o
n
see ('1<' " W IWI
w
To
e
Olher reconled change' suc h '" ,," lor curren", operalmg sl",ed, smtor resislanee "lid
ap
t~mper"m'" nse before Jml afler rewin d on th~ I I kV,.. are ~ h(}wn m T"b lc ~_3 below_
C
The rewound 11 kW motor draw , brger , lalor currents amI nm , "I I(}w~r 'p~ed, "nd
much higher ope rating temperatures. The , talOr resi , mnce of the rewO\m d motor i,
of
"100 higher_
ity
rs
ve
ni
U
The higher , I",or re, i"ance i, due to an increJse in ooi1, ' ML T. The illcre",e m motor
temperature i, caused by the higher dissipated lo,ses Jnd high"r 'tator CIIrr"nt" Poor
heat r~TIl(}val rrom the , Io",er running ran alw add, to this_
6.6. 15k\\-' motor results
rhe impacl ofT,winding on Ihc 'ffici~"tlc}' of (h, 15k W molor i, ,hown in Figure 6-7 .
Large drop' in efficiency. ranging between 1.86 to 2.5 % have been obselVed at the
th"'" loading points. The dn1p in dlieieney of the 15kW is J result of increa,e in
mOlor lo,,"s as shmm in Figuro 6-8.
"'W ."'''' ""<I."",

" ,-----------~-,
n
w
To
" '" "
e
ap
The largest change in the losses is the core loss Jnd SLL followed by the friction and
C
windage. ,(aIOT winding and rolOr bar losi;e,.

of
The largo ino",ase in tho eu", 1"" "nd SLL, like in Iho I IkW molur. is anllldioillion
ity
of damage lO the core dnring the core processing. Core test re,ult' fium core te,t.';.
rs
donc a flcr winding rcmoval, are very high and close to reJoction (see ",ction ~.11).
ve
The rotor 10;;' has increased significantly even though the rotor is unchanged dunng
(he rewmd proccss This again i, due to a change in the nl(){()l~ ;;lip,;;peed and lorque
ni
t ha rae Icri, (ic,.

U
Th" friolion and wmdage losscs Oil the orner hand ha , dropped. Thi, is the re,ult of
oom,,,t grea,ing on Ihe molOT b,,"ringl> and Ihe reduttd op,ra ling ,p'ed uf Ihe
rewound mOlar.
•
_ N_ I"X"'.)
_ R'wl' 00".)
"N "' I""')
l "O R""I"" )
l N, wl""')
DR",, "''''')
n
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To
Other recorded ohange' ,uel1 a, ,taUlT cUITenls, opemling 'I"'e,!, ,Ia'or ""i,lance atld
'emper"lure ri,e before and afie,," rewind on '"e 15kW are ,hown in 'Lillie 6-4 1,.,low.
The r.wollnd 15k\>,' molOr draws larger s!morcurrent, and
e "m, at lower ,pce~l, an,t"1
ap
much h1gher operatLng temperamres , TIle , tator resistance of Ih. rewound m{l(or ;,
C
al"" higher.
of
,
ity
rs
ve
ni
The higher stalOr ""i'lance and operating temperamre catl be explained in the same
U
way a< 'he I t ~W molm-
6.7. 22kW motor res ults

The impaot ofrewLnd;ng on the effiCiency oflhe 22kW molor;, ,ho"", in Figl"" ~-y,
Etlici.ncy drops between 0,48 10 O.W'% have been obsef\ed al the lhree loading
paim" TI,., drop itl efficiency of the nk,V i, a re,ull of change in motor loss. Thi, i,
.l1own in Figure ~·l(l.
n
w
The l.rge,1 ~h.ng~ in the 1",,0' i, me core, stator ond rotor winding 10''''' followed
To
by {he SLL .nd friolion a"'l winJag~ I"s""
e
'J'he inc,~ase in tl'" core lo<s .lKl SLL again iT"Jio'L~ d.m.g~
ap I" Iho '-0'" <luring Iho
c"'" pf(>Ce"ing Core (est results from Co,e le,r;. <lone an"r winding relllov"l. "ere
un",ailabl~ fr"lTT tlw rewinding comp"ny A,
C
of
6-5),
ity
rs
n", roWr b.r I"",,,, h",'e i ""r~a.,"d significantly D"" to tl'" largo ;ncr~a.",. " chang~
ve
in {he moWrs slip. sp"ed .nd 10rll"" d'",'CI~rislic, a,~ n". th~ only ",a,,,n f"r the
inc,oa."" "mne ,lJmage to ()., rotor ~.ge could h"ve ,,,,oum:<L Thi, is jw;1 all
ni
a",urnp.io,,", [ho author coul<1001 inspect roM' aner Ihe motor ",,,,mhly,
U
I'he friotioo a'kl windage loss has dropped . Thi, is 100 r.,suil "r """"'-' I greasing on Ihe
moWr be"ring' anJ {he lower "!,,,fating ,pe~d of the motor,
;: "
,,
•• " ",
,••
" , ,,
Co<. ,: ....1 Sll (.'1>

Lo •• os
n
.' i~"" 6-1~: Ch.n~i. "r,~,
w
' ..... 22k\\, mo'",-
To
Other record ed change< ,,,on "' , tmor <'\lITont" o]>Crming ,peed. ,tal",. ""i,lance and
temperamre rise before "nd alier rewind Oil the 12kW "'" ,hown in T,,1,k 6·5 The
e
ap
rewoo nd 22kW motor draws larger stator cunt'm, and mns at lo"'. r specd,"OO higher
operating temperalure" The ,rator re,isl,,, ce of {he rewoond motor is also higher.
C
of
ity
rs
ve
ni
U
Th e slow nmning fan affecl' heal removal ond the higher lassos. di"ipMed in the
fonn of heat increase opera,ing ,emperalure ,_
6.8. 37kW motor rcsulh

The imp""! of rewinding OIl the eflic ;ency of the 37kW lnolor i, shown in Fib'ur" 6-
II Small drops in eff",i.,,"y, between 0.05 to 0.3;'0;', have ocourred at all the three
""
lo"Jin ~ point'. Wi,b " rt"peJlahilily acouraoy of 0.1 0/" lbe mo,l .';gnifi,,"nl cbange in
effici"n"y i, "I Ihc 50% loaJing poim. '11," obange in emci"ncy of Ihe 37kW i, a
r~sul( or "hanb'C in 10 '",,' a, shown in Figur" 6,12,
n
w
To
e
ap
The largosl "bange 11' (b" 10'",,' i, Ib" dwrease in F&W 10"'"' amI in"rca", in core
C
losses. The MalOr wimling amI TOWT baT 10'",," have In,,rca,cd 'Iighlly.
of
The decrease in f&V,r losses is m., result of correcl greasing. Core Ie" ",suI!, li<mo on
ity
lh~ core indicate mech""ic"1 d"mage (se~ seclion 6,1 I), n,., damage has caused ""
rs
increase in core losses

ve
ni
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130
" . Wl . ... .
,~
'/;:>:I
" :>:I
•
11:>:1
'0:>:1
••
•
••
. 00
~
••
'00
'00
0
s""" ! <,'J R",, - ,:'''1 Cni'M Sll :","
lo . . " .
n
or .h< _17~ W mOl,,.-
w
f i~." 6-11; n. n ~. i . I"" ..
To
Other TOcoTded chan ge, , uch '" ,lalOT ourrent'_ opeMing sl"'ed, ,talar re,i'tance and
temperamre rise heroTe and aft« Tewind On Ihe :17kI'.,' arc shown 1Tl Tahle 6-6_ The
e
ap
J7lW rewound motor draws larger stawr cUlTent" nm, slighl ly faster and ftpcrdl'" al
lower (emrx-"!'amrc" The stator re,i,(ance has increa,ed ,
C
of
ity
rs
ve
ni
['he hi ght-.,- , Ialor re,i,",nce i, the "",u lt of larger MI .r, This increase in re,istance
U
lead' (ft the incr",,,e in s",IOr currenl,_
The shah "Peed is £."Ier dne a dTOp in 'haO torquo, The hi gh er ,peed inc""""", mOlor
cooling from the fan Iherefore allowing th c mOIOT to run coo le"!'
1.>1
6.9. 45 kW mot or res ults
The imp"'" ofr~",,'indillg on 'he efiiciellcy "fthe 45kW moW, is shown in Figure 6-
13_ A drop in efficiency ktween 0.21 to 0.43';' has occurred al lh~ thre~ lo"ding
pllin'" Th~ change in ef1ici~ncy of the 45kW i, a result of change in Ill>''''''_ The"" arc
'hown in rigur~ 6.1 4
45kW M<>I", Elf", ", ,,,,.
", ,-----------------------:;,,:---------------------------~
",
"'-,
i, 00.'
n
"'
I ,,'-,
w
To
a'_.
e
,,,
""
ap
C
of
rhe , tatllT windin~. ",lor ba, and core lo><e, h"vc increased whi l ~ ,h~ St I. and F&\,'
ity
l""e, h",·c <ice"",,,,,d.

rs
I he SI.I. loa, h»<l the large'l ch""ge. The i1lere",~ i1l the core los, a1ld SI.I. i< "n
ve
i1ld ic"lion of dJm"g~ on the motor', stmor teeth Jnd ,lOIs dilling w1Ilding removaL
ni
The "alOe I""e< ha,·~ mere"""<i du" to lh" i1lc""""e in slalor ,esi,,,,"c,, (,"" T""lc ~.
7)_ rh~ rolor bar Ill""" hJ\'e i1lcrea.w due the chJ1Ig~ i1l the molon; 'lip, ' thX>:i
U
(Q
and w~ uc doanICleri'lic,_ The increase in ellre lo".e, i1ldicale dam age 10 lhe core "nti
lin, is "I", ,e"n r"'m r"sullS core te, ti1lg which are high (= ",clion 6.11)
T he decre"", in St.t.,; i. lhe re<ull or a eh"nge in 1I1O l<lT tclTlp"ralUr~ and mlor 1m""
fhi ' i. discussed in ,<:<:ti01\ 6_11_
132
~5kW 10 ••• •
"
C.,. (\'<1 ""IW\

Lo ••••
n
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To
Olher re~orded change' 'uch a, ,10Lor curren"" operaLing ,peed, ,Ialor resislance and
tempcmrure ri,e hefore and 3fter rewind on the 45kW are ,hown in Tahle 6·7. Ine
e
rewound 45kW motor dro,,'" 13rgc,,- 'Ialor current>;, run, ,lower and operates al a
ap
higher temperarure.
C
of
ity
rs
ve
ni
The shaft 'peed is slower and the operaeing temperature higher. The slower running
U
fan. on the "'3ft, ~ou"" po"rer heo! ret\1ovol Ine mol or' , higher lo"e, di"ipaled a,
heM al"" increose, heming.
6.10. 55k\V motor resu lts
Th~ impact of rewinding on tbe effioi~'ncy of the 55kW m,>lor i, ,hown in Figun: 6-
15 The 55kW motor i, the only mot", to ,bow el1ici.ncy improvemem_ Thi,
OOL1.trred m the 50"1, loading poim', 11,. clHlLlge at 75'1. is wid1in the repem"bility
accuracy of lhe test "nd Iherelbre c"n be ignored, n,e change in efficiency i, a result
ofchang~ in lo"e' shown in rigUTe ~.l~
n
w
To
e
ap
C
of
ity
rs
rhe decrease in SLL, is the result of" cl",nge 11\ motor teml",,,"Ulre "nd IDlOr bar
ve
10'""'_ Tbi" is discussed in """ion 6,11. The r&W losse, d", ..ease i, !he result of
ni
,,,rr,,,,1 ~""a,ing "f the hcanng.' and Ibe 101'.''-'1' operatin g 'l",ttl of the ccv.'ound motOL
U
The ,mall limp m c"re 10,,'" is tbe ,e,ult of li[[ic to no damage on Ihe COfe during Ihe
,,,n, pn><;essing. Co,e Ie,!> dme On the 55kW COfe were tbe only result to bave IICCn
Ibund as good (see s.ct",,, 6.11 J.
The ,t"lOr 10"., h"y. in",~",...ro ~ue 10 higher ,taLo, currL'nt, an~ ""i'",nee (sec Tahle
6-8), Change, in tbe 'peed, ,lip an~ torque, like in p,,,viou.-; molO'~_ have r"""ll<>d in
th~ inCfea,. in n>lor har I""."
n
Co ,. rw) 5ll rw)
w
Lo ... .
To
Fi~"" 'H~' n.n •• in '0"" "I th o ~~kW mo'o,
e
ap
Other rccorded ch"nge" ,uch "" ,1;)lor CUIR'IlI" op,:rMing ,peed, ,I"tor 'e"i,,"ncc "nd
temperatllre 1'ise before and after rewind on the 5~kW are shown In Table 6-8, The
C
rewound ~5kW motor drnws larger smto, current,. runs slower and o»Cmtes "I "
of
higher temperJture.
ity
rs
ve
ni
U
['he "Iow~'!' running f"n, Oil the , h"ft, C" U'C, poon;r cooling, The ffi{~ors high.'!' lo",e"
Ji",ip"tcd", heat "1",-, , esult In incre",ing tcmpcmtu,e n"-,,
6, 11. il l oto r loss and efficie nq' discussion

Discussions of the chm)b"" in motor efficiency and 10'",''' are p",,,,med in {his
,ec tion,
1.15
6.11.1. 1\["(,,, 10"' di,eu"jon
SI<llm coppn h",,"

Figure 6·17 , how, the ,[.atOC Copp<:f 10",,, l!"l;rKi of all lhc m'~'''''. The 'Wtor los,e,
'hov.~d th~ higg~" con Lrib Ulion W Ihc ow,""]1 loo<c' in "11 e1ght motors. It alw
account, fOr up 45~ ' of total k',,~,. The 10,,",,, increased trom between I to 15 %
after rewind . The c"u,~ ofthi, i, d"" 10 the incr~",e in th~ ,tmor current, .nd ,,·i1l,iing
,.."i'l.nce as di,cussed in eac h muloe. The winJUlg resi&a1lce " Jirectly alTe-.:kd hy
the "'ire g.uge used, .nJ the lightn.,"", of,h~ wound coil'
n
w
To
,
!
•
e
ap
C
of
ity
M-'lkWI
rs
ve
Colllwlkd. tightcr hW1d w"und coil, al1d large")" Will ding diamcters ha\'c h""" f(,uJl(iw
lead to dmp 015, 3 ~/, in lhc ,lat'". I"", [371-
ni
U
l'igure ~-L~ ,h"w, the rotor copper 10',",,' trend for "lithe moWrs. Th. rot"" losses
"ere found w accoulll for 30'% ,,[ mot", lOt.1 lo,,,,s, With the motor, jUst going
through the rewinding process, 11<> chang~, on roWr los,"" were expected after rewinJ.
I!ow~"er. chang~, in roWr 10''''' wet'c fOund in "11 eight moWrs with tv"" ofth~ eight
show ing ,igniticml! chmlge' or o"cr 11.1'%,
, .
I ,,~
0.'
. L -_ _ _ =:--____ ~
- "'"
n
w
To
I he ,ncn"••• ,1'1 ""OT 1""""" wa, con"'I~'t\1 .. ,rh an ,nc ...".,,, In le"'rcrmuJr 3M lo>rqUC
"llil " Ik<:,."ase In 'peed. Tiles. <hoollges .ff«, ll1e op<T~ling .ha,.",eri'I Ko of II>..:
e
mOtor fiK'Jr. 6, 19 is an ill". trntion c f rhis. Th. Tl<:w. OO rewoond moWr "",
ap
compared on th OLr power deh" ~ry,
C
of
(_,,",_:10"
- ---
.---
ity
rs
..
ve
:I
,: .I
ni
U
:I
..
;I
._- --+'-
St>t«ll ~ r ~ 1 ~
'"
The rewound motors We"!"e f""nd to TUn "low"" and at higll.,,- toni""" (,ee ApP"ndix
HI, The decrease ill speo:<!, whIch affe ct' heat T\.~l1oyal, cause, high,.,- operdling slip
I hat lead h, highor nltor losses (see equation 4, ! 2 in Chapter 4), The 37k\V motor was
lhe on !y IMtof t() have lower rotor losses and Ihis correlated with the higher 'peed,
and c(~)lor temporature,_
Cote losses
Fi_plr~ 6-10 sht,w, Iho Nre I""es trelLd ()f an tho nH)["rs, ""ve" "ul "f th" eighl
motors _,how an illerea,e in "ore It'sses. ("or~ losse, wero f""nd 10 """t'unt for lip 2m';
of total losses, Thi, i, e,pecial!y ",'ident in tbe IlkW "nd 15kW motor> where the
c"re h"ses have almo,t doubled_ P1'ior to rewinding (after bUm""t of old wilLding' at
CompallY AI [he IlkW molor failed the core test . The 15kW lllotor wa, \'ery close
n
lO tllc rejecti()n ra":>,, "-, ,howlL in Table 6-9, Addiliona l core I"" ma)' ha\'e been
w
i,,"um;u dunng the rem()\-al pr()ees_,_ Thi, i, an illdlcation that the damage is po.",iblc
To
evcn in a ct'llIH)liou cnvironment, by a SAilS appro,eu e<)mpany The IlkW m,~or
v.a, rewound wilh 1110 faMd ct>re_ Core !()" increase is unavoiuah '" uue 10 Ik impact
e
of the mechanical winding rClllovaL Thi, ca",'" " dOleri()roIK'll ,md dam"l.'" of tho
ap
,(o:ellaminations,
C
of
1)f..... (1<W) W"," Co", d 15.e

ity
7,5 0_20 timher [es[S

,
H 13,57 R,*Cl
rs
15 II,S5 Check f,,,. mecllanical damal.'"

ve
'l'IA "<IA
" -
ni
8,15
" Check for m.cMll ieal dama!!e
-------
U
" H4 further tests
--- " 3.48 G,~>d
The 55 k I'.' mOl,,,. i, the olLly motor to haw" drey in ct're 10"" The humt'ut pnx:c,", if
dono according to a ,tandard, su"h "' the StillS, ha, (",cn f01111d It> a1!eviato rcsiuua!
slres_"" between laminalions and 1101",0 ttducc core 10''''' This i, "ccoromg It'
' "]X1rts Irom rc)1\ltlh le rewondLng comranic.... 'I n.,.. ~"v. be." no docum.ntrd " 'U ll '
",,'Md , eo;eArch 1<> da le ~ ijl ,hi, ",, " \1 5"1'1)("1> lb. ", com"",,,!,_
,
I
n
w
To
e
ap
C
SI"'I' hmJ I".·.·r. (.\'1./,1
fil uro ~·2 1 ~Ix'''' ' [h. SLLs tre"d Mall t~ "'''"'''', The chan ~" i, "'I,~,I . 1.""h
of
l<>odlT1 g ]X1int du~ 10 the io ntJl'llllt"", o r the ~I .I _ ('c. Ch,,~.r 4) Fiye of the te' led
ity
~ "rs!how M ,r...:=,-,= In !it J "nd mre. show a ~C"'J'" . fte, rewindin£_

rs
The inc~A!<: .n SJ J ;~ ~"n.r.'lly II,. mull of.J.)I and l"." h darn"ll". which "r. " ..,,"
ve
'1I1"elll"I. 1" lh" 'mailer 1"I)I('II'lI. Tb< dJma~ or~urs dornn!; thc ' olOT ;m'l,,·,"din~
ni
rnno,'at It,,:~ ,111"""'111 ,1<>1, /IIld l«Ih cau'<t .... ",o:n..~", In lhe. kak;ob'" nux and
U
[~r", • • n mcr>:'_ In die SU _
'"
'"" loo... P. ""''''.... Ch..,..
n
w
To
The d<ol' in SLL aeconJing to documented reseweh ha> a high eorreiJlion botwec'n
e
Ic'm perature riso and rotor 10"0', According to Coo [37], ,he drop in SLI, a llcr rewind
ap
eorrelace, ",ilh a drop in tomperaluro ,,>c anu rowr 10,,0'_ The impaCl uftbe Jo"CT
rotor lu""",, wil l ","u il in lhe leakage cun-,."I, in hannonic ,"!ui,,"icm eirl-uits to he
C
diveneci inlo the magnetizing brunch, The resull ofthi, would he less drag torque and
of
thorefore Ie" stray lo"d IDS', Thi, wos found 10 occ ur on the 37kW wbore [he
temperamre lise ""d rotor loss ,h~lppod wilh" drop in Ihe SLL.
ity
rs
ve
Fi ~ure 6·22 show" ,he SLI" rrenu of all the mmors The change is con"lant on "II
lu"di ng p'Jint, The fTielioo and windago los",," un all Ih e molOl~ reduced eXl-''!'t for
ni
the 3leW, This deereas, in F&W lu ,,-,,". as di ",-usscd for each mottlr, i, a result of
U
correct greasing of hellJlng' "nd reti lti ng uf bearings and fmlS on the all molors,
Cb:mges in Ihese losses arc gen,.,..]]y due ttl the qu"lity of WOrKm"nsbip_ Over
greasing. which is expcl- lro 10 redul-e fTil-l iun. ha. the opP'Jsite effect at higher
temperature, [37] . Over greasing is e\iident in Ihe 3k W motor,
n
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To
e
ap
Im p~C! of Arm~tu", Rew inding
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of
ity
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ve
ni
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, "
" " "
MOIgr Raltng (kW ) " " "
'"
l'igure 6-23, 'howing change in etliciency at rated load, and the reSll]t, pr"""Ilted in
'eclio", 4K 1 '0 4K3 cle"rly _,how that moto(' "ewinding ()n . 11 eighllTlmor cau"",1 a
drop in 11"'Wr enioielloy_ The smaller motor.; 13-1 5k WI, whioh gelle'all y loa"" lowe,
efflciencie_" 'how la['ge efficienoy drop_, of up to 3'.', compared to la'ger molors (22-
55k\V) ']'hi, ;, a re'u l! OL the large J"-"fOerH.ge mcrea", in lTlotor Ius,", "fier
,"winding, With" rcp"~lahilily ~ocuracy uf 0.1 % tak"ll in tu account Ih" dllcicncy
drop, <H r:H"d load ror Ih" 37kW ,md 55k\>," muWrs lIT" "cry small (ranging /i'om 0 10
O,07~';'I. brg" "Jlici"n"y drop ' arc ob,"r'>'",1 "t higher loading points of the mowr.;
(JOO-150%1
Efficienoy improwment wa, ob,er,,-ed on the lov.'cr loading poim oLlhe ~5kW Tbi,
i, the ['esul, of a ci:tange in the efficiency pmfil ~ and the impn"emenl ill core los,",
n
.fkr ,"wind
w
To
fig"," 6-24 belov.·, ,haws the dti"i,","" pro lik of tl" 55kW mowr octore and after
,"wmd , "llle protlle has improved at pan load, b-elow rated and has dmppeci at pal,[
load, abo\'e rated
e
ap
C
'"
----- -j=:;~:
A _ EO
of
'"
ity
'"
-,-- ,--
rs
-
0 "
".~, ,.
ve
, ,."
------------! -----------+ -----------j ------------~
,
ni
U
,." ;-
,.
U." ,
T he , \"ft In ,he l>caks ., ,he rcs;.,\, of ~ ch.nge on rtle \oo d-<Jep.nd" nt and load·
,,,,1.;,,,,,,,,1.;,,, I,"'l<;' ~, ~ u r<,' ~ .2~ >h<)w, ,It,- I,.".J~ndOIlI .00 Irod-;"defCfI&n1
1" ""'"1>. The jlC~k . , di&<:UMd in C h op "-r 3 ""~,,'" . 1 ,he I'"in, "here ,he I,.".,\-
<I<""nd" ... and load· iACk p'·,.ckn' I" w." ""u. l. lhe [.us.< ,-~ [ ... <1 ",,,,,,,, in A pl",,,,h<
II of.he ~~k W molar ,ho,,", ttoot ch,' b' ,*"",t oomribucio:l w thl! chllngc in profi le i~
the larS<' d rop ,n c<>:c l<'ISsei al the lo"-~r 1000uoS ",,11M!;
- - "-
- ---"-
--1 :::
n
w
• _._-_._ ._- _. _.....I
To
j ,,.,., , -. -. - . - - - - - .
---. _._ --- _.
'''''': .. ------- ---- l
""'''
e
'
ap
C
of
'_ ('01
ity
rs
ve
6 .12. Comllllr;so" or r~win(t plu((du l"cS

ni
The comp':lIuon ot the "" 1>3' . a ! ~-ondID~ pn>ecdal"<"< on m"'or 10&= and efficiency
U
" ill he dlM'u-.,1
rwo J~ \\ m.... <JNi. ,,~ ...- ....... , 10 ,,><: h.v do lTe",m ~mdlD~ cumpam... ('" "n!",n) A
11",1 Com l""Y R. d.so.... s..cl in O a['l .... 5. Th~ "'.., ...... "'" ~Il! 1hrou~h .he emlJ"~
rcw"..1 ",,"'"'1; ., di«"ll>kd m Chip..... 5.1 ~~"h Wol"md c<>m!",~
'"
The molor< were le,,,,d before and afler rewinding according [0 Ihe IEEE and lEe
,I"nd"rd, On Ihe :lkW le,l f>ctl.
figure 6-26 show, the change in losses of tile- 3kW rewound at Company A al noled
load Appendi.' H ha;; mo,e ,e,ult, on the olhe, loading poinl'.
Company A Rew ind
n
w
To
e
ap
Rotor (W) Core (Wi SlL (WI F?,.W(Wi
C
Loss
of
ity
Tile- me","", in f&W losscs i, Ihc biggc'St conlributor or the efticiency change in the
rs
motor rewound by Company A Thi, is illustrmffi by Ihe trend in figure 6-27 f>clow
ve
rhe 41),% increase in the f&W 10,;" i, the result of over grea<in g during lhe motor
ni
rca"emble lJamage lO Ihe core during winding rem""al has again cau",d lhe
U
increa.", in SI.L, aml c"re 10',"". Thi, ha;; been COrl<""'nl wi,h the olhcr eighl lnOlors_
which were al"" rewound hy Company A. I'he nlt"r lo"e, have increased sligh lly
while ,he "ator )",sc' ,,"vc droppod 1'1" lowcr .'I" lor klSSl'S "ro 'ho '0'",11 of a good
mo"n lenglh pc. (Urn (MI.'!') in Ihe coi l, "nd coul'1 "I", iJ.c da:: 10 winding,' r" w
lna'erial. I, ho< been found thal alloough ,I>c same wire gauge i, u",d lhe re,i,l"nc~ of
a winding are arr~Cled by lypc of r. w malcnal [37 J
n
w
To
h ~u' ~ "·2R dlOWS lh~ chang. tn )" , ! " of 1M 3kW r~w""nd al Company Ii it talN
e
l,,~d ,\Pp<"Tl(ji . H h., more !"C,ul .. ",., "' her IroM
ap
C
Company a Rewind
of
-...~
ity
""
rs
ve
~
,
• '00
,~
ni
~
U
, ~
'00
~
• S'*"<W) Rot>f<W) eo", (W J SU (I'l l

, ~.
'"
The large't increa,e in lhe rew"und m"tor, by Company I!, i, II", SLL hy lTlOTe 31~J~',
riglLre 6-29 show, the percentage change in lOiS o{ ralecllo",:L
Company B 10.. ]><!rcon{ag" chanS"
'" ~------------- --~
n
w
To
e
Lenos ap
C
Tile mcre",. ill SLL WJS found 10 be caus~d by dmn.1ge 10 tho s{"Wr teeth (see figure
of
6-}()) during willdmg remo\'J1. Th. bunlOUl 'ystem us.d by Company B doe, nN
allow lor ea,y remoYa!. This i, because the Yani,lI "n {he winJing;; are Iwi bunll off
ity
adeqlLately. Tl,e exposed [eeth lead w illcreasoo leakJg. fllLx and in <lim increase
rs
SLL Unex]>eclooly, tho core losse, 11m. decreJsed slightly. Thi, core. I;ke thai of lhe
ve
55k\V, ha, hoo ;1> lam;na[;"n ,tr.,ses releosed during bumolLt The "alar wllLcliTL~
I,,,,,,, h".e 01;;0 uecrea,a:L Th;,;, due 10 a lo"er re,i,lance Iha[ Can be expl.iTlcd by
ni
[hc Iype wino u,ed ancl li~hter wound wil"

U
n
w
h.ll ..1. • :m cienc)· CompHri'nn "r rewnund mnlo,n
To
Tebl. 6-10 shows the compariwn of elliciency change at the rated lood to.- the moto,,'
rcwound at Company A and Company Il. A drop in the motor efficiellCY he, OCCUITe<1
e
on both tho rewound motor" Th. Company il motor has a smeller drLcieTICY lirop
ap
than ,hat of Company H mo'o,- Thi, is a dircc, con"'4ucn~e of'he procedurcs Uf\e,1
C
of
ity
Corn~on}' A ~O _ l~ "",l~
Comp,"y ~ _1.0'>
rs
ve
6.\3. Concl uding remarks

ni
Tho impacl of rewinding ,everal motor~ wa, ,lo .. wn to have a nega',vc impact on
U
in,luction mo!m efficiency in I1cncral, FUr1h~>mlOrc> the pr1>cedurc, of dilTcrcnt

rcpairer.; afk"t motor ctlicicncy dlt1crcntly. It "'0' found that tbe procellu"". ",bich
110 not confOnll to nation,l ,wn d,rd , h,,,. , gr. ater lmpect 00 motor oftjciency
'"
Chapter 7: MOTOR REPAIR VERSUS
REPLACEMENT ECONOMICS
Th,' th:tpr~ In'tSlIt:~I'''! lh~ <>;Q'''"'''C, "f ",helloer 'If rq>alf nr «'Platt a linin! m"lOr.
,,, "''''''''''Y. Ih~ ar~ klur t.:oncllmc ~'" pn....,,,,,... to rn"",,,,,c the 8"',-a",a~ ~nd
dISJd'·3"'3~ <If t".lC1o ,ru><kl
7. 2. Upt io ll$ "' :l.iI"bk .. tli' "IIIOlon fail

WIt(1' ""1101'S full. ,nd"! ln~.. ;ond ma"ufa.tu,""" II." ,..., d.,,;"'~ '0 ~"I>n rq>oi r or
n
"'place dO(' f.>iled 100101. fi~u'" 7· I, T"~"" rrum (31), ob"... , • 11m",,"," or na,bbl.
w
<>pI'''''' !!>at C~II ~ follo"'N 10 ......IO,\: pr.",,,,,,,,,, .ne.-" mot.,.. f.il«!.
To
e
ap
C
of
ity
rs
ve
ni
U
.--
--
MC)4I' Y
.,"'... ..
;,\. ~
• M.o~ 0. ... 11'\9

• ~ ~ ~
..."
'"
The damaged motor can be repalred to it' origmal condition. np".,-aded to operute
efficieml.,. at th, "f'Cratin~ 10"din ~ or modir>ed to pre, em ,i",ilar damage to it
R,pI"'m ~ Ihe molor ,"'" be done ",ilh eilher , ,imilar rated molor or a more
,nickn,y mol or.
7.2.1. Repair ,·""US Repl~ce ned.ion
With the ongomg power crisis and the inc rea", in eleclricit.,. prices in South Africa.
eleclficily co,l< ita,e hecome a large comrihulor 10 the co<l orany bu<inc&,. Elcclfic
molors arc hnked to the "'"ioril.,.. irnol "II. manur"'lurin~ pmce""," and Ihen;fore
"ny ,o>!, rdaled to Ihe purchasing. maintenance and consum,d energ.,. '"pre",nl "
,i~",ir,cant ,oM. The ,xpendilure .. bled 10 Ihe ,"pair or ,"pla,emenl of f,ilod molm,
is therefore 'cry imponanl [71]. TItere are four economic model' Ihat were fOlKld 10
asSlst with making the decision to repair or replace failed motor, [72-76]. TIte,., are·
n
Initi al pmcha,e co,t,
w
Annual co,l OfOf";ralion,
To
Pa} back p<;riod or
J .ife c}'I'le ,o,t ,
e
ap
7.1.1./. fnilial PII.drase Costs
C
The co,1 of repairing Hcsm replacing tailed molors j, 'tiil the major detennining
point around the world and e<peciaily in de\'elopiny counlri<;, [771. Figure 7·2 ~lOW'
of
the recen! pri,", belween ,"pairing and replacing mot",";, The difference between Ihe
ity
price, increases as Ihe motor ruling Increase"

rs
ve
ni
U
"""., ." ,-------------
~""oh·;_.;I
,- R. p."
n
000 ' - - -
' 'N)
w
0.·'" 'O~' 0000
,"0,", ~ . t'"O' {kW)
To
e
nIC mo,t commonly u"",1 PTaCli'e in inJu",), i, to 'wai, th" motor if repair cost is
ap
Ie" that 6(1% of Ih" co,1 "fa rICW mot'" f7 t I· In "Ih<,..,.- w"Hi>, if the cost to pureh"", a
C
new motor i, R5000,OO, tbe user woul<l be willing to P"Y up to RJ OOO .OO to have lhe
failed motor repaired,
of
ity
Initi"l purchase co'ting "lone as a decision-making tool is not ideal. The gap helween
lhe repair aoo rewind prices i, getting ",wlier due lO mililY iniliative' like Jis""un""
rs
Thi, elkourage, the replacemem of motor due lO the impacl of t<;wlf..Jing "n mot"",
ve
7, 2.1.1, Annual e".If "IOperal;"" (1 CO)

ni
The rumual opemnng cost considers Ihe cost ",=mted wilh operating a mmor
U
anllu"Ily In general, motor-relmed com represent' olle of !II<: top three operaling
co,t, lix lb.e avemge iud u' tri"l user as comp"r",1 to p"yroll. building aud iuvemoT)'
expen.<;<:, [71]. The ACO is ba,ed on the motor', operating load l,oiTll, th" ~""'rgy
usage aud denuUld charge" Ihe operming hours, til<: motor ,ize and Ihe efficicTIcy of
the evalumed motor, The rdm ionship between these paramelers is ,11Owu in equation
7. 1 [72 -75],
COSI = Load x Dx CxkW__ x l~ p.l)
Where Cmt - the annual c{)sl in Rand,

J) - operating hour., in a year
C - cost a/energy (lrWh)
kif - motor power ratings
~ = motor ejjicien<ey (ar operating load point)
The enel'gy eo,t saving' differential relaling (o a rewind \'ersus I'eplacemen{ deci,iOll
can be oalculated as followeJ
n
Savings = LoadxDxCxkW...- x ( -
w
100--- ] 00- J' p.l)
I\ ,/,...... II..",."
To
e
ap
C
of
Motor eflkiencies vary", the 10",1 ch,mge or even due 10 the rewi",l l'ro<:e"" Thi,
was seen ood discussed in Chaplers 4 and 6. The onnu"l cost of oporation economic
ity
model (Equation, 7.1 and 7.2) e\'aluales costing o\'er a mOlOr, fulllo.ld elliclency
rs
which i, assumed 10 he conSlan{ al that point Thi, i, an inherent weakness ,n the

annual c,,,1 of Of'emllon,
ve
ni
7.2./.1. Simple paJ'had per;",1 (SPP)

U
The simple pay back method gives the numbel' of years '''qull'ed to I'ecover the
differential helwecn tk co,1 or replaoing versus repairing motors (see ,,,,,11011
7.2.11). The SPP has hecn known {o he ,implc,l economic n,,~!C1 in making
eoonomic Jcci,io." [72[, h[ua{ion ~,3 [72.74]1. i> uscd in ,impk payback analy,is
Thc dcnominolor or Ihe "'lumion i, thc 'mnuol C("l ",vin~ or Iwo m"'or <'I'l''''''
'"
spp _________x~--"-----,--_-_'x"'-;,---'"----------c
L'){ld x f) x C x k w. Q
", X
[
100
f{ " •. ,,,(
100
11"".,,,,
1 (1 . .1)
Wh~re X ",,,,,,, - X,,,,,,., = Ihe L'OSI oIne" molOr minu.1 w'" IJjr('p"1>' ill Ralld,
;\ doc; , ion would be made d"pcr><!in ~ un u" SPP \lc;ng less or more than the
compallle,' acceptable SPP. In many ca,es, a two-yea, SPP i, tile maximuml"'f,,'"
perJorm;ng a motor replacement 1751.
The use of tile load eff ('I)
n
7.2,1,., Liti' f)'de (;", (LCq
w
The life cycle co,l of ony piece af "'lllipment (mol",-' in thi' ca<c) i, lhe 100ai
To
'hfelime' ("",,".lion.i CO". Lee analy"i" u;,in ~ h4U1l11On 7.41761 . j, made up orlhe
pu,-cha'" CO'I'. m'lIlliat;on and commi"ion O'lS"" upcr-.lioo "U,I>, "1'a;r ar><!
ma;nic'tlan" O,"~,. "1l(."'~y CO,I•. op<."'.tion
e
and downlimc co,l>, environmental and
ap
di'I'O", 1com.
C
I,(..
'C ' = ( '1('+
' C,-., ,+ C,: + C'.,,+ CM+ (''s+ C''ENV+'f)
C'
of
(HI
ity
Where Cx: ~ Inilial w.II.' !purc}l{ls,' price o/,'n/ire molf!r .'pkm)

rs
C-,.,. = Inslal/alion and commi.,.,ioning co.,ls (can include Iraining)

ve
Cc = Energy costs (enlire mOlOl" syslem)

Co ~ Opellliing cosLI (Ial", ,- co.",)
ni
CM = Aiainlenanc,' and Ri.pai'-costs

U
C, - Down "/lm(' ClJst.'·

C,,,· - /'nvinmmt'nwi ClJ.,,, (colllamillarilJn COSl)
CIl - Decommi.'.'ionin,~ 011(1 Di"po.ral co.,/"
Thc Lee model i" more comp1c, ~,.n the ~pp .r><! AOC ar><! " rq;,mkd a, a good
compari,on tool between 1'(",,;l>le repair versus replacement aiternative, [7~ J.
Pr~wnl Warlh LiF <-)'Cle A nail's;,
For ~"""ter pre"ision, Ihe pre,enl worth life ,'yde """ling (PWLCC) 111"y he use,!. The
PWLCe method coo,icler; ooth. the time v"lue of JlIoney and energy cost inflation
[7J ]. n,e P\VLCe ev"luation i, done using equmions 7.5 and 7,6
Equation 7.5 i, firsc used 10 calculatc lhe dTecl;,'e ;"1"",,, ra!e. The cffectivc illlcre't
i, wen ",ext ;n Equation 7.6 to c"lcll lme the pre,e"t worth (P\"). The PW ,.Iue i,
then multiplied by the I.ee to oot";" the PWLee.
100 + 112
(B)
100 + 11'1
n
Wlrere. i - FJJediw intere,<t rate
w
Rl - i~t/"'ion ral~
To
R] - annrm{ rale of,cwm
e
(1+1) " -1
PW
ap (7.6)
1(1 + I) "
C
Where, PIV - Present Wonh
i - EfjeClive ;'U"""I mlc
of
" = nHm/>er "f years

ity
rs
Impa,"1 of ('hanJ.:c in "ariables on Lee model

ve
Th. LeC e"uIlOmic l11<Xkllllis many variable, dependent on the busines~i!acility l.e
ni
cost uf ele"tricity, opemtiun costs, "nd orerming hours. 11 alw contains parameters of
the motor. j.e, initial motn!' purchase or ,ep",' Co<l'. moto, cfficiency, loading poim.
U
motor li te. These variable, affcct lho Lee and in tum lhc 'cpai, ,'=u< Teplaccmc"l
deci'ion. To asses, {he impact or thcsc ,'ariahlcs On thc Lee, a , imple sensil;,ity
"noly,is is prestnted
K'
'lll"'!J TffillS 11'1' Sllllq P",=lX~ ,~!,' '1041 J,Tl

~'P <10 p~JP ""ll~u" ~ ""'I ('%~ 01 dn .10) ":>lTOI"lIP U1 ,,01 "'II 'J: j'tlTT1"""llIj '[101113.10<10
JO 1'''' ~4' pUR l'()~ ""4o!t"-1 1"!1!"1 "41 'W1C><! ~lI !I"'()1 "lJ,)m "'l,1 '''''00) l!i0ld
'~n4 III r~lln,,,, ""'I ,1\1.1 '%O~ ,~ 40nm '" {q '~Jud AmlJ)""!" ~S"~J"'H ~,w4 '"u~,;:
n.'" I'TII '''11 .t:HQ HlO~'::I .NJ,npm '" WI"".! ~lq"nO"llO"m lT~ " ,{1,"U1J~F' JO ),0' ~'U
"lIOU1J~1" JO lWO ~ql "" """, "<1 ']1"'" 1Ir.~ ,xn ~\llliO '''''lP lUll'IJ,mllS lSOIll ~IU
n
-"I'I"!'" ~"! ,,.., )0 ""))3 :,-L "n;!f
w
- - - - - - -,--
To
'"","_ """ " 0
.~
, T ~
j
e
ap
C
.L
- -,' -,
[
of
,
o
--, ~
ity
rs
i---
ve
,:~"T "" I
("';.,) ,," I
'%.-)".. ,__ ,_
ni
I~,') ~,
r ~,"" '_'>0(" ,I ,
''''''''' ~otl 01
U
....""
1'.'1..,.,.\ 0
~:Jl uo "~"'Io """""S J

-"'14"""" luellO<.il111 ~'~41 ~lH'{'~AJO
"1"".1.1' "'1l "" C<j< ,,,oP<l (-L ~Jn~!.-{ -'1'00 l"llJ.~Hll1(),1""'" pUR ""'llll."OP -lI ()11"l 1~1'1Il
%UIC.h>do '~'lH:U'll1!'''l1 .ljl :l"U!)l~"~;d" ·,1.)I~lll£;"d p;;duml " ., _y 100£I"lTO'
"ll '(fig) A·'"'!"!.IJO J")Olll pOl£ '(,)) .",J<! '{I'''m~l~ ' (pE<Y]) lluod ~l1IP"OI 'I oj ",nOll
~lHWl;>dO '(:JI) "()~ l"' I!U! ~ljJ '" 4"'" s~lqUU"' llmuodull "'II '~I"PJ 1I011"lllxl ~'ll
(nl If,x "".0jl,,/x:JXI'V"7 a-:J:J7

,,/+:J/+ [ -
001
1
7.3. Motor Sys tems
MOlor; operJte in electrical s~~tems tllJl are integrated with , everal devices and
subsystem_ 'n,,,,,,, system, cOm'crl c1""lricily into mcch,Klic"II'IlWer r'lT "pplic"lilln,
SUe" "' mllliO<1 or nuid, (in pump,. rOO". comp"""'''). m"teri.l s pT'l)Cc"ing (mill, _
mi<en;), etc 17~1 . Fi,,'Ure 7_4 shows a t)Tical industrial motor 'ystem which consi.t.
of" v.riable 'peed drive. motor and a pump , The overall 'ystem efficiency is made up
tbe efficiency of each component
Lo" frlctlOtl "'P ' H f

~.
n
'"
w
To
("'PI,,! Eff'
·vod.ol< Sp<od On,-. Elf
9W.
e
%% ap
C
of
ity
rs
When moton; I;,il in motor-driven systems, a feasible wlntion i, noeded to rc,lOt"C

ve
pnxluctioo in []'" ,ho"est time possible, T1li, will ""snrc Ihc low",," C!lS1 ;ncnrrcd due
to the dowmimc_ MOlMrcp.iris "n ;ntuili,'c ,"luliO<1I0 t.ilures, How e"er. Ihi, moy
ni
not alw"y~ he fe ",ih1e. Several c",e studies are considered in the next senion to
U
illu'tr"'e Ihi s,
7.4. Case Exam ples

The mOlll.- ,yslem shown m Fi,,'Ure 7-4, in the previous "",[ion, will be considered in
,impl e ,",, ,,n"fio, thot will investigate the economic models di<cus;.cd in the previous
,,,,,lion,,
I""
Duty' 4000 h,-,;
hn<.,rgy (:0,1: ,\Ck/ k I'.,'h
7.4.t. Scen~rio t- [niti~t purch~'e co,1s
A, discussed in Section 7.2.11, the most commonly used practice in indu"ry" to

repair a railed m()[or If ill repair co,l i, Ie" lhal &0'% of tho oost of a now molOL
['.bk 7-1 ,how, ",,,til pu",hase and rCl>air prioe, for motOTh u,",d in the proj ect. The
pcrcc'11I.?, of the repair oosts to the purchase cost, i, shown, 'l1,e repair vernu.
replace ded'ion ba",d on thi' oommon practice IS evident m the table,
n
][ can be seen thatlhe railed15kW mmor in rigure 7.~ would I", replacod Talho:.,- lhan
w
",p.irc'<i
-.
To
M ..... Ratlol' (kWj M.,.M ..... RtpOIrC ... % of'! ••
e
"U R 2,'I')? OO
K4 .71 7.00
R l,I~~.OO
R ~,il~,OO
ap 7J.20
!I.e.!
Repl"""
Rcp l:ICo
-
I I.' R ~ , 1~7. 00 R <,"'),00 ~i,n KeplllCc
C
~ ,W2. 00 l~ . ~ l
, " R
~~
11. H'KJ.OO
K8,IW,OO j.!,lO ,
R"l'l",,<
"'.' K ll.m oo R<Il""

of
R 17,405.00 11.9,'59.00 ll.~ 1 ReI"'''

,
K 1O,8l<l,M 41,27 ,
" K 22.4 IU. OO R<I""
ity
I
rs
7.4.2. Sceu~rio 2 - ACO

ve
The ACO tOr tbe l5k\V molOr op"mlmg at 100'1.,75 ';' Jlld SV ';' loooing are shown in
ni
['.bk 7·2, The increase in 10,,,,,, afle,- rewinding has resuheJ in lower efficiencies
U
(,ee ,",elion 6.7 in Chaplet 6) alLJ tloerefore IlLgloer ACO (3~', itlC,""sel
T.bl, 7_2, ACO "f 15~ W "''''"'
1",",H.~ (./.) rfllekk, ('!'''"!oj

HX),';' ~7.jj
R2l,2i~,~~
I, L
""
It can be seen that replacing the damaged motor with a brand new motor will result in
lower annual operating costs compared to the repaired motor.
7.4.3. Scenario 3 - SPP
The payback period to recover the difference between buying a new motor versus
replacing it is discussed here. The SPP for the l5kW motor operating at 100%, 75%
and 50% loading is shown in Table 7-3. The payback period ranges from 2.6 to 4
years depending on the load of the motor.
If a typical minimum payback period of 2 years is required, the preferred option

would clearly be to rewind the 15kW motor.
Table 7-3: SPP for the 15kW at 50 - 100% loading
n
Loading(%) Eff(new) Eff (rewind) Payback Period (yrs)
w
100 87.55 85.69 2.6
To
75 89.00 87.02 3.3
50 89.21 86.70 3.9
e
ap
7.4.4. Scenario 4 - Lee
C
The LeC analyses of a 15kW rewound/new motor is shown in Table 7-4. The motor
of
has been analyzed over a 20-year life span of the motor. The motor is assumed to fail
after ten years. Electric motors are repaired 2-3 times over their lifetime [80].This is
ity
the result of an increase in motor temperature rise due to the higher losses results in a
rs
loss of motor life.

ve
Motor temperature rise has a negative influence on a motor's life. Motor insulation
ni
life halves for every 10 degrees temperature rise according to [60]. The increase in
U
operating temperature of the rewound 15kW motor of more than 10 degrees (see
Chapter 6) will result in a 50% reduction in its insulation life. The motor will
therefore potentially fail within ten years. This result therefore supports the
assumption made in this scenario
Other assumptions made to this LCC analysis are:
157
• An annual drop in efficiency of 1%, due to wear and tear, every five years,
• An increase in energy costs of 20% every year,
• Constant interest rate, Inflation rate and return in investment over twenty
years
• The cost of repair after 10 years is a future rewind cost
Error! Not a valid link.
The LCC analysis of the scenario shows that the option to rewind a failed motor will
cost about 3% more than replacing the motor in the 20 year lifetime. With industries
such as the Sasol having more that 1200 motors installed of which 8% are rewound
annually, the cost of rewinding could lead to significant profit or losses.
n
w
When comparing the results based on the scenarios from the different models, LCC,
To
spp and Energy costs, the decision to replace the damaged motor rather than
rewinding is the most economical option. The results also, although simple, can
e
accumulate to losses in the millions of Rands when larger motor systems are
ap
evaluated.
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158
Chapter 8: CONCLUSIONS AND
RECOMMENDATIONS
8.1. Conclusions
This thesis investigates the impact of annature rewinding on induction motor
efficiency in South Africa. The research was conducted in the Electrical Machines
Laboratory at the University of Cape Town (VCT), where three induction motor test-
beds were constructed. An in depth study was first conducted to compare international
motor testing standards.
n
w
Efficiency tests were conducted on the following range of squirrel-cage induction
To
motors: 3kW, 7.5kW, llkW, 15kW, 22kW, 37kW, 45kW and 55kW. The tests were
perfonned according to the IEC 34-2, JEC 2137 and IEEE 112 standards, and the
e
results were compared. The results showed that the lEC 2137 standard estimates
ap
higher efficiencies due to the omission of the stray-load loss (SLL) in the
C
detennination of motor efficiency. Futhennore, it was shown that the IEC 34-2 (2007)
and IEEE 112 standards produced similar results. The IEC efficiency results were
of
approximately 0.5% higher than those of the IEEE 112 standard.

ity
A second study was conducted to detennine the impact of annature rewinding on

rs
induction motor efficiency. New squirrel-cage induction motors ranging from 3kW to
ve
55kW were purchased for testing. The IEC (2007) and IEEE 112 standards, loss
ni
segregation method, were used to test the motors. Several tests were perfonned on
U
each motor to assess the accuracy and repeatability of test results. Statistical analyses
were perfonned on the test results for each motor to obtain a representative average
efficiency perfonnance curve for each motor. The motors were then sent for complete
annature rewinding and retested according to the afore-mentioned procedure.
The impact of rewinding was shown to be significant with efficiency drops ranging
from 0.1 to 1.86% at rated loading. The changes in the core and stator losses were
159
found to have the biggest influence on the efficiency changes. The increase in core
losses were due to damage on the core during the winding removal process. The stator
winding losses, on the other hand, were the result of the increase in winding resistance
and torque. Increase in the inserted coil's mean length per tum and the difference in
the raw material used in the wire are the cause of the increase stator resistance. A
change in the efficiency profile was also evident as a result of the changes in the
constant and load dependant losses.
In addition to the above tests, two new 3kW motors were rewound by a large and
small rewind companies. The results showed a decrease in efficiency of 0.9% (large
rewind shop) and l.09% (small rewind shop) at full load. This indicates that the
techniques and procedures used at different companies affect the losses and therefore
n
efficiency.
w
To
When motors fail, industries and manufacturers have the choice to either repair or
replace the failed motor. Four economic models, Initial Purchase Costs, Annual Cost
e
ap
of operation (ACO), Simple payback period (SPP) and Life cycle costing were
discussed and used on scenario of a failed l5kW in a motor system. It was concluded
C
from the four economic models that the replacement of the failed motor was more
of
cost effective than having it rewound. This was due to the negative impact on
efficiency due to rewinding. The LCC economic model was found to be the best
ity
model to use as it incorporated all the associated costs with running a motor over its
rs
20yr life span.

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8.2. Recommendations for Future Work

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The following recommendations are made for future work:
• Inline torque measurements should be adopted on all test beds as to improve

accuracy.
• A separate test motor should be used on the beds before any test to assess
repeatability of the test beds. This will ensure that the test beds do not change
between tests.
160
• The spread in efficiency results of the same motors should be tested on a round-
robin basis in laboratories around South Africa.
• The impact of core burnout on the stresses between core-stacked laminations and
the consequence of this on core losses should be investigated.
• The impact of core damage and core restacking should be investigated with
induced motor failures prior to repair.
• Assess the impact of multiple rewinds on the efficiency of induction motors
• Assess the impacts on motor efficiency of rewinds conducted by repairers in other
regions around South Africa.
• The impact of operational factors that are detrimental to motor efficiency should
be investigated. These factors could include: aging of winding insulation,
corrosion, duty-cycle of the motor, exposure to power quality problems, damage
n
due to failures, effects of repairs, thermal stress due to overloading, mechanical
w
stresses due to misalignment, eccentricities, etc.
To
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161
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APPENDIX A
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UCT Date: 10/03/2008
DATA SHEET
Three-phase Induction Motor - Squirrel Cage
Customer
Product line Low Voltage Electric Motors - IEC - General Purpose - IP55 - Cast Iron
Frame - Standard Efficiency - Multivoltage
Frame 100L
Output 3kW
Frequency 50 Hz
Poles 4
Rated speed 1390
n
Slip 7.33
w
Rated voltage 220/380 V
. I Rated current 11.4/6.63 A
To
L. R. Amperes 68.7/39.8 A
IIlIn 6.0 , ,
; I No load current 5.70/3.30 A i
i I Rated torque
e
20.62 Nm
Locked rotor torque 240 %
ap
I Breakdown torque 250 %
I.i Design N
C
i Insulation class F
Locked rotor time 8 s (hot)
Service factor 1.00
of
'I
i Duty cycle S1
, Ambient temperature 40
ity
Altitude 1000 m.a.s.1

i Enclosure IP55
, i Aprox. weight 32.0 kg
rs
Moment of inertia 0.00842 kgm2

ve
! i Sound Pressure Level 53 db(A)

': I
======================~======================
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Front Rear Load Power factor Efficiency (%)

i Bearing 6206 ZZ 6205 ZZ 100% 0.84 81.9
U
Regreasing int. 75% 0.77 82.0

Ii Grease amount
, 50% 0.64 81.5
i = ' ===========================-:============================
! Notes:
I L i_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ~ _ _ _ _ _ _ _ _ _ _ _ __
-The values shown are subject to change without prior notice. Noise level with tolerance of +3 d8(A).
Performed: ! Checked:
LEON CHRISTIANS
Version 6.0
-11
liiiii UCT
Nr.:
f-----
- -:-10-/-03-/2-0-0-8---
Dat e
j 'I
DATA SHEET I.
I
Three-phase Induction Motor - Squirrel Cage !
,!
: ICustomer
II Product line Low Voltage Electric Motors - IEC - General Purpose - IP55 - Cast Iron
[ Frame - Standard Efficiency - Multivoltage
! Frame 132M
Output 7.5 kW
I, Frequency 50 Hz
I Poles :4
I Rated speed 1450
n
: Slip 3.33
, Rated voltage 380/660 V
w
Rated current 15.1/8.69 A
To
L. R. Amperes 101/58.2 A
II/In 6.7
No load current 6.65/3.83 A
Rated torque 49.42 Nm
e
ap
Breakdown torque 250 %
Design N
Insulation class F
C
Locked rotor time 8 s (hot)
Service factor 1.00
of
Duty cycle S1
Ambient temperature 40
1000 m.a.s.1
ity
Altitude
Enclosure IP55
Aprox. weight 68.4 kg
rs
Moment of inertia 0.04652 kgm2

Sound Pressure Level 60 db(A)
ve
ni

Bearing 6308 ZZ 6207 ZZ 100% 0.87 86.81
I
U
~·I=R=eg=r=e=as=i=ng==in=t.==========================~=====7=5=%=========0=.8=2=========8=6=.8=======~1' I
,--Grease amount 50% 0.71 86.5
I Notes: I'
I I
I I
I
I
~====================================================~
i-The values shown are subject to change without prior notice. NOise level with tolerance of +3 dS(A).
I ! I
II III I
I '~Ip=e=rt=o=rm=e=d=:==========================~11 =C=he=C=ke=d=:===========================-[' III I'
I LEON CHRISTIANS .
L===================================~==============================v=e=rs=io==n6.J I
-'
Nr.:
UCT Date: 10/03/2008
DATA SHEET
Customer
Product line Low Voltage Electric Motors - IEC - General Purpose - IP55 - Cast Iron
, Frame 160M
! '!
Output 11 kW
" " Frequency 50 Hz
Poles 4
Rated speed 1455
n
Slip 3.00
I
w
Rated voltage 380/660 V : ,
To
i, :· L. R. Amperes 137/79.1 A
• i IIlIn 6.0
e
I Locked rotor torque 200 %
I,
ap
j " Design N
C
Insulation class F
; : Locked rotor time 12 s (hot)
Service factor 1.00
of
! • Duty cycle S1
Ambient temperature 40
ity

, , Enclosure IP55
i i Aprox. weight 105 kg
rs
I Moment of inertia 0.07528 kgm2

I •
: i Sound Pressure Level 67 db(A)
ve
I, _ , _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _- - - - - ' , i
,--------------------- ~-------------------" I
ni
i i Front Rear Load Power factor Efficiency (%)

Bearing 6309 C3 6209 Z-C3 100% 0.83 88.0
U
Regreasing in!. 20000 h 20000 h 75% 0.79 88.5
: ;:::!=G=re=a=s=e=a=m=o=u=n=t===1=3=9=====9=9=====-====5=0=%=o====0=.6=8=====8=7=.0=====, I
! Notes:
I'
-The values shown are subject to change without prior notice. Noise level with tolerance of +3 dB(A).
Performed: Checked:
i i LEON CHRISTIANS
Version 6.0
I
liliriil
:I
I!
, ,
Nr.: ,
\
UCT Date: 10/03/2008
i 1~===============D==A==T==A==s==H==E==E==T===================~---,
I Three-phase Induction Motor - Squirrel Cage
! Customer
I Product line Low Voltage Electric Motors - IEC - General Purpose - IP55 - Cast Iron
----------------------~
Frame 160L
I Output 15 kW
Frequency 50 Hz
Poles :4
Rated speed 1455
n
I Slip 3.00
, Rated voltage 380/660 V
w
To
L. R. Amperes 174/100 A
IIl1n 5.8
e
,I
Locked rotor torque 200 % I
ap I
Design N I
" Insulation class F I

C
, Locked rotor time 12 s (hot)
Service factor 1.00
of
Duty cycle S1
I Ambient temperature 40
: Altitude 1000 m.a.s.l
ity
'I Enclosure IP55

Aprox. weight 122 kg
rs
Moment of inertia 0.10539 kgm'

Sound Pressure Level 67 db(A)
ve
I;
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i Bearing 6309 C3 6209 Z-C3 [I 100% 0.85 89.3
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I Regreasing int. 20000 h 20000 h 75% 0.82 89.5

I Grease amount 13 g 9g III 50% 0.72 89.0
I Notes:
i~1
I~
II
~~~~~~~~~~~''The values shown are subject to change without prior notice. Noise level with tolerance of +3 d8(A).
I ~I============================;:::==:==========================,-,
', Performed: I Checked:
'I'
,i ,i
LEON CHRISTIANS ,
I ,I II
Version 6.0 :
~
were,' st Electric Motors and Drives Cape TOW~t-i DN-ar·t:e-
. -------l
24-AUG-2007
DATA SHEET
Customer UCT
Motor line Standard
Frame 180L I.Service factor 1.00
Rated Output 22.0 kW ! Duty cycle S1
Frequency 50 Hz " Ambient temperature 40°C
Poles 4 poles 1
Full load speed 1465 rpm Degree of protection IP55
I
Slip 2.33 % Aprox. weight 183 kg
'.
Voltage 380/660 V Moment of inertia 0.1973 kgm2
Full load current 42.6/24.5 A , Noise level
"
64 dB(A)
Locked rotor amps 298/172 A
D.E. N.D.E.
Locked rotor current (II/In) 7.00
Bearings 6311-C3 6211-Z-C3
Regreasing int. 20000 h 20000 h
Full load torque 143 Nm I,
Grease amount 18 g 11 g
n
Breakdown torque 280 % ) Performance under load
w
Design N Load cos '" Efficiency(% )
Insulation class F 100% 0.85 92.3
To
Temperature rise 80 K 75% 0.81 92.4
Locked rotor time 14 s i 50% 0.72 91.5
Note:
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DRAWING AND DIMENSIONS

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A AA AB AC AD B BA BB
279 80
,
350 !
358 I 270 !
279 I
75 I 332
C CA 0 E I E5 F G GO
121 200 48k6 1
110 ,
80 14 42.5 i 9
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OA EA I T5 FA GB GF H I HA
48k6 110 80 i 14 I 42.5 I
,
9 I 180 I 28
HC I
HO , K 1
L I LC
,
51 d1 I, d2
360 413 14.5 ,
702 1 820 2xM32x1.5 OM16 OM16
Performed: I, Checked:
Jolene Hall I
·The values shown are subject to change without prior notice.
.. Version 4.06
liJeii:~st Electric Motors and Drives Cape Tawry ~:te 24-AUG-2007-
DATA SHEET
~--------------------------------------------------------------~----------------------
Customer : UCT
Motor line : Standard
~-----------------------------------------'I----------·--------------------------------
Frame : 225S/M , Service factor 1.00
Rated Output : 37.0 kW Duty cycle S1
Frequency : 50 Hz I Ambient temperature 40°C
Poles : 4 poles i Altitude 1000 m.a.s.1
Full load speed 1480 rpm I Degree of protection IP55
Slip 1.33 % i Aprox. weight 350 kg
Voltage 380/660 V I Moment of inertia 0.6299 kgm2
_N_o_is_e_~e-ev-a:-:c-g-S-------6-3-~-4E-_c-:_0_d_B_(,---A-,-)---6-~-1~-~-~-.3----·---
Full load current 69.1/39.8 A
Locked rotor amps : 498/286 A It-
Locked rotor current (II/In) : 7.20
No load current : 24.0/13.8 A
I. Regreasing int. 11638 h 11638 h
Full load torque : 239 Nm
Grease amount 27 g 27 g
Locked rotor torque 230 % r-------------------~------------~--------
n
Breakdown torque 270 % Performance under load
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To
Locked rotor time 20 s 50% 0.76 89.5
r-----------------------------------------~--------------------------------------------
Note:
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A AA AB AC AD B I BA BB
356 I 80 I 436 476 368 I 286/311 I 105 I 391
C I CA D E ES F I G GD
149 I 280/255 I 60m6 140 125 I 18 I 53 i 11 .-
DA EA TS FA GB GF H i HA
60m6 i 140 I 125 i 18 53 I 11 i 225 I 34
I I
HC HD K L LC S1 d1 d2
466 I 537 I 18.5 I 847 , 995 I 2xM32x1.5 ! M20 I M20
Performed: I Checked:
Jolene Hall I
'The values shown are subject to change without pnor notice. Version 4.06
Illl!'~. st Electric Motors and Drives Cape TOWrn-~-DNar·_t:e .- - - - - - - - I
27-AUG-2007
DATA SHEET
Customer UCT
Motor line Standard
Frame 225S/M Service factor 1.00
Rated Output 45.0 kW Duty cycle S1
Frequency 50 Hz ; Ambient temperature 40°C
Poles 4 poles . Altitude 1000 m.a.s.1
Full load speed 1475 rpm Degree of protection IP55
Slip 1.67 % i Aprox. weight 382 kg
Voltage 380/660 V i Moment of inertia 0.7699 kgm2
Full load current 83.2/47.9 A i Noise level 70 dB(A)
Locked rotor amps 582/335 A
D.E. N.D.E.
Locked rotor current (1IIIn) 7.00 6314-C3 6314-C3
Bearings
Regreasing in!. 11638 h 11638 h
Full load torque 292 Nm 27 g 27 g
Grease amount
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Breakdown torque 270 % Performance under load
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Design N Load cos 0 Efficiency(% )
To
Locked rotor time 16 s 50% 0.76 91.0
Note:
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356 80 ,
436 i 476 368 286/311 105 I 391
C CA D I E ES F G I GD
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149 280/255 60m6 140 125 18 53 11
, i
DA EA TS FA GB GF , H HA
60m6 i
140 125 I 18 I 53 11 , 225 ! 34
HC HD K L LC I S1 d1 I d2
466 i
537 18.5 I 847 I 995 2xM32x1.5 I M20 I M20
Jolene Hall I
'The values shown are subject to change without pnor notice. Version 4.06
lUeJp,I'" st Electric Motors and Drives Cape ToWnllr-DNar-·t:e.- - - -
. r 24-AUG-2007
DATA SHEET
Customer UCT
Motor line Standard
Frame 250S/M i Service factor 1.00
Rated Output 55.0 kW Duty cycle S1
Frequency 50 Hz I Ambient temperature 40°C
Poles 4 poles ' Altitude 1000 m.a.s.1
Full load speed 1475 rpm I Degree of protection IP55
Slip 1.67 % I Aprox. weight 460 kg
Voltage 380/660 V I Moment of inertia 0.9798 kgm2
Full load current 99.4/57.2 A i Noise level 70 dB(A)
Locked rotor amps 646/372 A I D.E. ND.E.
Locked rotor current (II/In) 6.50
I Bearings 6316-C3 6314-C3
Regreasing int. 10420 h 11638 h
Full load torque 356 Nm
Locked rotor torque 230 % I Grease amount 34 g 27 9
n
Breakdown torque : 260 % Performance under load
I
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Insulation class F I 100% 0.90 93.4
To
I 50% 0.80 92.7
Locked rotor time 16 s
Note:
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406 100 506 476 368 311/349 138 449
C CA 0 E ES F G GO
168 312/274 70m6 140 125 20 62.5 12
OA EA TS FA GB GF H HA
125 18 11
60m6
HC
491
140
HO
562
K
24
L
923
53
LC
1071
S1
2xM40x1.5
250
d1
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42
d2
M20
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Jolene Hall
'The values shown are subject to change without prior notice. Version 4.06
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APPENDIXB
To
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Torque calculation through DC dynamometer losses
Test Setup
DC LOSS
Winding loss
MUTOUTPUT
Field loss
DC outnut + DC loss
n
Mechanical loss
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To
DC Dyno
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ACINPUT DC OUTPUT
C
POWER POWER
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Motor under test (MDT): 3kW Weg Induction Motor

DC dyno: 3.SkW DC Motor
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Calculations
~C-shafl == ~utpUf-DC + (~eld-DC + F:neclt-DC +F:vin~DC) (Blot)
Where:
PAC-shoJi is the output power of the motor under test
POlltplIt-DC is the output power of the DC motor dynamometer
P/ield-DC is the DC motor dynamometer field losses
Pmech-DC is the DC motor dynamometer mechanical losses
Pwind-DC is the DC motor dynamometer winding losses
~C-shafi
I:haft
(Bl.2)
TShaji is the MUT output shaft torque

PAC-shaji is the output power of the motor under test (Equation B 1.1)
n
W,haji is the MUT shaft speed
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To
Results
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Torque calculation through DC dynamometer losses
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Table B 1: Data and results

of
MUT DC Dyno
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Input Armature Armature Winding Field Mech Output

Speed 'W Torque
power Current Voltage losses losses losses power
(RPM) (rad/s) (N.m)
rs
(W) (A) (V) (W) (W) (W) (W)

1423 149.02 2903.49 15.7 160 246.49 85 60 2512 19.48
ve
1442 151.01 2199.18 11.5 167 132.25 86.43 60 1920.5 14.56

1464 153.31 1085.04 5.2 175 27.04 88 60 910 7.08
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1481 155.09 364.52 1.15 183 1.32 92.75 60 210.45 2.35

U
Torque comparison with Torque Transducer
Table B 2: Torque comparison with Torque Transducer

Loading Torque Torque Transducer Error
(%) (N.m) (N.m) (%)
100 19.48 20.07 2.92
75 14.56 15 2.91
50 7.08 10 29.23
25 2.35 5 52.99
OPERATING MANUAL - -- •"
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Torque transducers
244.00-4,3-2 .1 e
4 T1. T2
2. ConstructIon and Method of Operation
Torque transducers Tl and T2 consist 01 a cast aluminium housing (statorl and a

measurlflg unit (rotor) to which the strain gauges Me applied, The rotor is supported in
the housil"O:j by mea"s of two ball bearings. Tn€! rneasuri~g shaft can be connected 10
the rotating paris of the object to be measured via the two shaft ends.
Supply vollage and meawrir"lg signal transmission:s via five hard si lver Sl iD rings with
silver graphite carbol'l brushes. The two sets oj brushes am ",ranged in such a way
that two doamotrically opposed brushes are spring kJ"ded on oach nlip ring
n
This ensures reliable contact even under COr1diliOrlS of vibratior1.
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The slip-ring brushes C(ln be lifted by means of a knob on Ihe outSide of the housing,
To
even whi ie the unit is running. Brush abrasion and wear can thus be al/oided dLlrinrJ
tne periods betweefl measuremBnts. A imp"ll"r on the rotor cools the bear'ngs and
slip rings and blows any brush dust from the slip-ring bodies.
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Fig_ 2.1, Construction
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1 - Shaft end: 2 a Mcosurinq urnt (ROlor); ;} _ Impell<>r; 4 _ Hurd S~\I'" dip rinlls;
5-S IIJHir>gbody; 6 - Ballbell,,,,g: 7-HoU5ir>g: 8 - Tap"woola:
11
10
"
9 a Adjusting knob: 10 _ C",,,,,": 11 a Sliver graphite ca,b;:", brusllas; 12 _ Br LJ5il set:

13· Tu{:!l..r Flatlg~ plug T 30BS
T1. T2 5
Senes Tl and T2 tmn~ducer~ have the same structure.

The strain gauges Rl ,., R4 <lpplied to tho unit under test are applied in the direction
of main strain and are connected together 10 form a Wheatstone bridge. They are
arranged in such a way that only torques de-tune the brodge and thcls change the
bridge output Voltage. Any flexural moments and longitudinal foroe have no offect
within the indicated limits. The effeets of temperatures aver a wide range are campen-
""te<1 hy me~n~ of 'm additional compan"nl.
The effective torque elastically deforms the item he<ng me"sured and thus tho strain
gau')Cs. The strain gauges change their resistance in propor1ion to Iheir change in
length; this de-Iunes the Whealstone bridge.
A clear measurement 01 bridge de-tuning is the ralio U."!us, which is given in mVN
n
This is the output sign,,1 01 the torque transducer, and changes linearly with torque.
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In the case 01 torque transducers 11 and T2, the output signal is 1.5 mVNfof the rated
To
tar'1ue in ea"h "asp.
Fig. 3.2: Torque Measuring System
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T1, T2 11
5. Measurements
Torque tral1sducers Tl 8nd T2 can be COnnected to both DC and carrier frequency
amplifiers for evaluation and proccssirnJ of the torque proportional sigl1als.
Transducers T1 and T2:

• Strail1 gauge measuril1g system (lull bridge)
• Sensitivity 1.5 mVN
• nated supply voltage 0.5 ... 12 V
n
• Input r.._<;istarK,e 350 Ohms.
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To
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Torque transducers T1 and T2 should be conl1ected by Tuchel plug T 3085 in
C
occordal1ce with the ampl ifier connection diagram. The cables listed ;11 section 4.2
are Huih,ble as leads.
of
5.2.1 Adjusting the Amplifier

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The amp lifier Should be adjusted ill ilccordance with the operating mal1ual after
the torque transducer has beel1 installed. This procedure is based Oil the foj lowlI1g
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points·
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• select the "strail1 gauge lull bridge" mode;

• Brklge supply voltage 0.5 ... 12 V;
ni
• Balance the bridge zero point without load on the torque transducer;
• S(llect the ",.,asuring ""ngc in accordilnce with the expected torque level:
U
• Cillih"'tp..
For exact reproducibility of the torqL.JP. "pplied. it is necessary to balance the zero
signal of the measuring system. that is. the "measu ring 7ero point" must be deter-
mined by balancing th .. bridge circuil.
For Lero balance. calibration and mlt<J.Surcm«nt It IS recommended thai Ihe torque
transducer should first be allowed 10 run althe envisaged speed until constant
temperature distribulion is ohtained.
12 T1, T2
Th .. torque transdUCer must be stationary and relieved of all fldditional torques

for the ;o:ero balance and calibration. Any resid ual torques caused by friction can be
compensated out at the zero balance stage providing that they arc constant
and small.
The bridge zero balanoe is GHrrled aut using the measuring amplifier controls as
indioatoo in the operating instructions.
When calibrating the measuring system to determine the torque, the numerical valLIe
of the torque delected is expected to coirx:ide with the measuring signal output
by the amplifier, or the relationship is cxpectfld 10 be expressed hy a fi~ed propor-
n
tiormlity fador. This relationship between the numerical value of the quantity to be
w
measured and the rllt;asured value produced by the measuring Instrument IS obtained
To
by calibration.
In pril1Ciple, there are several ways of calibrating the measuring system buill up
with torque tranSdllCfJrS T1 or T2 and a DC voltage or carrier frfJquency amplifier.
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The most important calibration methods are lif:tfJd and explained below.
The selection of any particular method is based upon the accuracy of measur"'nent
requrred and the Instrument tcchnology cOr><;erned.
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APPENDIXC
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~------------------~--
PROCEDURE FOR RUNNING THE GENERATOR
SET
y Check to see that the variac is in the minimum position and then
TURN ON 3¢ 380V power to the variac on the panel. This supplies
current to the field of synchronous machine
y TURN ON the supply board [500kW Synchronous Motor

Output] for the stepped down voltage (from the synchronous
generator through the transformer)
n
y Check that all bolts and couplings on the machines are tight
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To
Use either 75kW induction motor or 250kW DC motor as prime
mover and follow the appropriate instructions
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75kW INDUCTION MOTOR 250kW DC MOTOR
C
NOTE: ONL Y USE IF MACHINE y Check that voltage and

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CABLING IS CONNECTED TO DRIVE current are at zero

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y Turn on supply contactor to

y TURN ON 3¢ 380V supply main drive (GEN SET
rs
[Main Motor Supply] for the DRIVE)

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induction motor drive y Turn on drive and enable

y Check induction motor drive is
ni
thyristors
set to 100%
U
y Set current direction to

Y START the induction motor controlled speed up
drive y Apply current (POSITION 1)
y Apply voltage till required
speed is achieved
y START the stepped down supply board
y Adjust the variac and monitor the synchronous field current to

acquire the desired output voltage
y To STOP the generator set, follow the instructions in REVERSE!

NOTE: For DC motor, set the current position to controlled
speed down first
PROCEDURE FOR RUNNING TEST MOTORS
~ Ensure that access gate to test area is closed

~ Clear the test area of any tools and loose equipment
~ Ensure that the protection cage is over the pulley and torque
transducer
~ Choose test motor SUPPlY and follow accordinglY

DRIVE SUPPLY GENERATOR SUPPLY
~ Turn on supply to drive and to test ~ Check that voltage and current are
n
rig supply box (orange supply box) at zero on DC drive
w
~ Check induction motor drive is set to ~ Turn on supply contactor to main
To
1000/0 drive (GEN SET DRIVE)
~ SELECT DRIVE SUPPL Y on the ~ Turn on drive and enable thyristors
supply box ~
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Set current direction to controlled
ap
~ START the induction motor drive speed up
~ Apply current (POSITION 1)
C
VARIAC SUPPLY ~ Apply voltage till required speed is

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achieved
~ ~ SELECT RIG to using the selector
ity
Check that there is supply to the

variac and that the variac is at switch
rs
minimum ~ START the stepped down supply

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~ SELECT VARIAC SUPPL Yon board

supply box and turn up voltage to ~ SELECT GEN SUPPL Y on the
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motor supply box

U
~ Adjust the variac and monitor the

synchronous field current to acquire
the desired output voltage
~ To STOP the motor, follow the instructions in REVERSE! NOTE:

For DC GENERA TOR SUPPLY, set the current position to
controlled speed down first before slowing machine down
~ NOTE: Before testing check to see that the direction of the

drive supply is the same as the direction for the generator
supply
PROCEDURE FOR RUNNING THE 250kW TEST RIG
~ Ensure that access gate to test area is closed

~ Clear the test area of any tools and loose equipment
~ Ensure that the protection cage is over the pulley and torque
transducer
>- Check the rotation of the Induction motor (facing the induction
motor shaft)
n
+ Speed (Volt)
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Q2 Ql
To
CLK
REGEN MOTOR
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MOTOR REGEN
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ANTI-CLK
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~ If the rotation is Clockwise (the DC drive in 01), switch

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current* direction to speed down (or CONTROL I)

~ If the rotation is Anti-clockwise (the DC drive in 03), switch
current direction to speed UP (or CONTROL II)
~ Start induction motor (from either drive, supply or variac)
from orange start box
~ Ensure current and voltage is at zero on TEST RIG DRIVE

and turn on supply contactor to main drive (GEN SET
DRIVE)
~ Turn on drive and enable thyristors
~ Apply current to load Induction motor
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APPENDIXD
To
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EFFICIENCY AND LOSS CALCULATION PROGRAM FLOW CHART
Enter Excel
Data file
NAME <~I
Read in NO-LOAD TEST

DATA
Read in LOAD TEST
DATA
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Assign
To
Variables
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Calculate
NO-LOAD
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losses
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Calculate
LOAD
losses
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h IF SLL IF SLL
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Test Fail correlation correlation factor

~Ir factor <0.95 >=0.95
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STORE
RESULTS TO
MATRICES
EFFICIENCY AND LOSS CALCULATION PROGRAM CODE

function [loss] = Fif(x)
clc
V=X;
heskin [0] ;
NoDatal = xlsread( ) ;
NoData2 = xlsread( ) ;
NoData3 = xlsread( ) ;
U1 = NoData1 (23:29,3);
NO II = NoData1 (23:29,4);
Pin1 = NoData1 (23:29,5);
R1_nl1 = NoData1 (23:29,7);
II = NO I1/sqrt(3);
A
u_sqrd1-:; U1. 2;
NO_TempI = NoData1 (23:29,3);
U2 = NoData2 (23:29,3);
NO_I2 = NoData2 (23:29,4);
Pin2 = NoData2 (23:29,5);
R1_n12 = NoData2(23:29,7);
12 = NO I2/sqrt(3);
A
U_sqrd2= U2. 2;
NO_Temp2 = NoData2 (23:29,3);
U3 = NoData3 (23:29,3);
NO_I3 = NoData3 (23:29,4);
Pin3 = NoData3 (23:29,5);
R1_n13 = NoData3 (23:29,7);
13 = NO I3/sqrt(3);
A
U_sqrd3-:; U3. 2;
NO_Temp3 = NoData3 (23:29,3);
n
w
R_rated NoData1 (16,14);
Rafter NoData1 (19,14);
To
A
P CuI nl1=3*I1. 2.*R1 nIl;
A
P-Cu1-nI2=3*I2. 2.*R1-nI2;
e
A
P=Cu1=nI3=3*I3. 2.*R1=nI3;
ap
C
Pk1 Pin1 - P CuI nIl
Pk2 Pin2 - P CuI nl2
Pk3 Pin3 - P CuI nl3
of
ity
U = (U1+U2+U3)/3;
NO I = (NO I1+NO I2+NO 13)/3;
rs
Pin = (Pinl+Pin2~Pin3)/3;
R1_nl = (R1_nl1 +R1_nI2 +R1 nl3 )/3;
I AVE = NO_I./sqrt(3);
ve
A
U_sqrd= U. 2;
NO_Temp = (NO_Temp1+NO_Temp2+NO_Temp2)/3;
A
P_Cu1_nl=3*I_AVE. 2.*R1_nl;
ni
Pk = Pin - P Cu1_nl;
U
U sqrd_flt = [0: 190000]'·

P Fric =Coeff Pk(2);
P fe2 Pk(1:3) - P_Fric;
X_U2=[ U(1:3).'3, U(1:3).'2, U(l:3), ones(size(U(1:3))));
Coeff P fe2 = X U2 \ P_fe2;
U fit [300: 700) , ;
n
w
To
e
ap
switch (v)
C
case (1)
PData = xlsread( ) ;
of
case (2)
PData = xlsread( ) ;
ity
case (3)
PData xlsread( ) ;
case (4)
rs
PData xlsread( .,. );

end
ve
ni
Nr2 PData (15:19,2);

Tshaft = PData (15:19,8);
U2 = PData (15:19,4);
U
Pin2 PData (15:19,6);

L 12 = PData (15:19,5);
12 L_12/sqrt(3);
f2 PData (15:19,7);
T2 PData (15:19,8);
R1 PData (15:19,14);
L~ercent=PData(36:40,19) ;
wrn = Nr2*(2*pi)/60;
Pshaft Tshaft.*wrn;
Eff_dir=Pshaft./Pin2;
[ L~ercent.'5, L~ercent.'4, L~ercent.'3, L~ercent.'2, ...

L~ercent, ones(size(L~ercent)));
L---'percent_fit [10: 150) , ;
r linspace(R_rated,R_after, 4) ;
R1 lEC [R_rated, r)';
A
P Cu1 = 3*(l2. 2) .*R1;
A
P Cu1 lEC 3*(l2. 2) .*R1 lEC
n
w
To
e
Temp PData (4,5);
ap
amb = PData(5,5);
C
k_theta= (235-amb+25+Temp) . / (235+Temp); .,.
of
P Cu1 carr PDa ta ( 3 6 : 4 0 , 10) ;

ity
rs
R1 heatrun = PData (3,5);

cas alpha=Pin2./(sqrt(3) .*U2.*l2);
ve
A
sin=alpha=sqrt(1-cas_alpha. 2) ;
Ur LL2=sqrt((U2-sqrt(3) .*l2.*R1 heatrun.*cas alpha) .A2+ ...

ni
(sqrt(3) *l2. *R1_heatrun. * sin_alpha) .A2);

U
P iran1 =
P iran lEC
s= ((120/4*f2) -Nr2) ./ (120/4*f2);
P_Cu2=(Pin2-P_Cu1-P_iran1) .*s;
P_Cu_lEC=(Pin2-P_Cu1-P_iran_lEC) .*s;
Caeff P Cu2
P Cu2 carr lEC=(Pin2-P_Cu1 carr lEC-P iran lEC) .*s.*k_theta;

P_CU2 corr=PData (36:40,13);
Rated Curr 12 (2) ;
P_SANS = 0.005*Pin2(2);
P Lr=Pin2-Pshaft-P Cu1-P Cu2-P iron1-Coeff Pk(2);

P Lr_1EC=Pin2-Pshaft-P_Cu1 IEC-P_Cu_1EC-P_iron_1EC-Coeff Pk(2);
A A
X_Tshaft_sqrd [ Tshaft. 2, ones(size(Tshaft. 2))];
Coeff P Lr
n
w
[0: 16000] , ;
To
e
ap
C
A A
A=((5*sum(P Lr.*(Tshaft. 2))-sum(P Lr)*sum(Tshaft. 2))) ...
/(5*sum(Tshaft.A4)-(sum(Tshaft~A2))A2) ;
of
A
B=sum(P_Lr)/5-A*sum(Tshaft. 2)/5;
ity
A A
gamma = (5*sum(P Lr.*(Tshaft. 2))-sum(P Lr)*sum(Tshaft. 2)) ...
/ sqrt ( (5* s~m(Tshaft. A4) _ (sum(Tshaft. A2 ) A2 ) ) ...
rs
* (5 * sum ( P_ Lr . A2) - (sum ( P_ Lr) ) A2) ) ; ._ _

ve
n=O;
x=l;
G = [0] ;
ni
B = [0] ;
for n=0:1:4
U
if gamma >=0.9
A1=A;
gamma 1 = gamma;
b::eak
end
T Tshaft;
P P_Lr;
T(x, :)= [];

P(x,:) = [];
gamma 1 = (4*sum (P. * (T. A2 ) ) -sum (P) *sum (T. A2 ) ) ...

/ sqrt ( (4 * sum (T . A4) _ (sum ( T. A2 ) A2) ) ...
*(4*sum(p. A2)-(sum(p))A 2 ))
A A
Q=((4*sum(P.*(T. 2))-sum(P)*sum(T. 2)))
A A
/(4*sum(T. 4)-(sum(T. 2))A 2 ) ;
G(x,1)=gamma1;
B(x,l)= Q;
if gamma 1 >=0.9
A1=Q;
break
end
x=x+l;
end
if gammal<O.9
[gammal,x] max(G) ;
Al=B(x) ;
end
A A
A lEC=((5*sum(P Lr lEC.*(Tshaft. 2))-sum(P Lr lEC)*sum(Tshaft. 2))) ...
/(5*sum(Tsh~ft~A4)-(sum(Tshaft.A2))A2)~ -
A A
gamma lEC=(5*sum(P Lr lEC.*(Tshaft. 2))-sum(P Lr lEC)*sum(Tshaft. 2)) ...
/~qrt((5*sum(T~haft.A4)-(sum(Tshaft.A2)A2)) .~.
* (5*sum(P_Lr_lEC. A2 ) - (sum (p_Lr_lEC) ) A2 )); :cc:-:
n
w
p=O;
To
g=l;
I = [0] ;
E = [0] ;
for p=0:1:4
if gamma lEC >=0.95
e
ap
Al lEC=A_lEC;
gammal_lEC gamma lEC;
break
C
end
T Tshaft;
of
P P_Lr_lEC;
T(g, :) = [];
ity
P(g, :) = [];
A A
gammal lEC=(4*sum(P.*(T. 2))-sum(P)*sum(T. 2)) ...
rs
/ sqrt ((4 * sum (T . A4 ) _ (sum ( T . A2 ) A2) ) ...

A
*(4*sum(p. 2)-(sum(p))A 2 )) ;
ve
Q= ( (4 * sum (P . * (T . A2) ) - sum (P) * sum (T . A2) ) ) ...

A A
/(4*sum(T. 4)-(sum(T. 2))A 2 ) ;
ni
I (g,I)=gammal_lEC;
U
E(g,I)= Q;
if gammal lEC >=0.95

Al lEC=Q;
break
end
g=g+l;
end
if gammal lEC<0.95
[gammal,g] max(l) ;
Al_lEC=E (g) ;
end
Tsh = PData (15:19,8);

A
P_LL=Al*(Tsh. 2)
Tsh = PData (15:19,8);

A
P_LL_IEC=Al lEC*(Tsh. 2)
P iron ~ P ironl;
Eff indir~(Pin2-P_total} ./pin2;
n
w
Eff indir_IEC~(Pin2-P_total IEC} ./pin2;
To
Eff indir_JEC~(Pin2-P_total JEC} ./Pin2;
Eff indir SANS~(Pin2-P_total_SANS} ./Pin2;
e
ap
C
Coeff Eff indir

of
ity
Eff_indir~oly_fit polyval(Coeff_Eff_indir,L~ercent_fit};
Pout ~Pin2-P_total;
rs
ve
Inf [Eff indir Eff dir] ;
inf [L~ercent] ;
ni
heskin (1, : ) P- Frici

U
he skin (2, : ) ~
A'
heskin (3, :) ~Al;
heskin (4, :) ~I
- AVE(2} ;
he skin (5, :) ~garnrnal;
rnzungu (I,:) ~ P_Fric;

rnzungu (2,:) ~ A_IEC;
rnzungu (3,:) ~Al_IEC;
rnzungu (4,:) ~I_AVE(2} ;
rnzungu (5,:) ~garnrnal_IEC;
Inf2 [P Fric, A, Al garnrnal] ;
loss [L~ercent Eff_indir P_Cul_corr P_Cu2 corr P LL P iron heskin I_AVE(I:5} Eff_dir
P_Cul corr_IEC P_Cu2 corr_IEC P_iron_IEC ...
P_LL_IEC rnzungu Eff indir_IEC Eff indir JEC Eff indir SANS Nr2 L 12 Tsh Pout
Pin2] ;
x
U
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To
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n
COMPARISON PROGRAM FLOW CHART
CALL UP EFFICIENCY
CALCUAL TION PROGRAM
per
TEST
J.l-
Average up
to five tests
-l.L
n
REGRESSION ANALYSIS
w
ON LOSSES AND
To
EFFICIENCY
-l.L
e
PLOT ALL DATA AND
ap
REGRESSION LINE
C
of
COMPARISON PROGRAM CODE

ity
clc;
rs
clear;
Lyercent_fit [10:130]';
ve
ni
Test 1 = Fif(l)
RStator loss 1 = Test_1(1:5,3);

U
RRotor_loss_1 = Test_1(1:5,4);
RCore_loss_1 = Test_1(1:5,6);
RSLL_loss_1 = Test_1(1:5,5);
RCorr_Fr_A_1= Test_1(1:5,7);
REff_1 = Test_1(1:5,2);
RLoad_1 = Test_1(1:5,1);
RFr_loss_1 = RCorr_Fr_A_1(1,1);
RI_1 = Test_1(1:5,8);
R_Lyercent_1 = [RLoad_1.~4, RLoad_1. ~3, RLoad_1.~2, ...

RLoad_1, ones(size(RLoad_1))];
Eff 1 Test 1 ( 1 : 5 , 9) ;
Test_2 = Fif(2);
RStator_loss_2 = Test_2(1:5,3);
RCore loss 2 Test_2(1:5,5);
RSLL loss 2 = Test_2(1:5,6);
RCorr Fr A 2= Test_2(1:5,7);
REff 2 = Test_2(1:5,2);
RLoad_2 = Test_2(1:5,1);
RI 2 = Test 1(1:5,8);
R_L~ercent_2 = [ RLoad_2.A4, RLoad_2.A3, RLoad_2.A2, ...
R_Poly_fit_2 = polyval(R_Eff_dir_2,L~ercent_fit);
Eff_2 = Test 1(1:5,9);
Test 3 = Fif(3);
RStator loss 3 = Test 3(1:5,3);

REff_3 = Test_3(1:5,2);
n
RLoad_3 = Test_3(1:5,1);
w
RI 3 = Test 1(1:5,8);
A A A
R_L~ercent=3 = [ RLoad_3. 4, RLoad_3. 3, RLOad_3. 2, ...
To
e
ap
C
Test 4 = Fif(4);
RStator_loss_4 = Test_4(1:5,3);
of
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REff_4 = Test_4(1:5,2);
RLoad_4 = Test 4(1:5,1);
rs
RI 4 = Test 1(1:5,8);
A
R_L~ercent_4 = [ RLoad_4.A4, RLoad_4.A3, RLoad 4. 2, ...
ve
R_Eff dir_4= R_L~ercent_4 \ REff_4;

ni
R_Poly_f~t 4 = polyval(R_Eff_dir_4,L~ercent_fit);
U
Test 5 = Fiff(l);
RStator_loss_5 = Test 5(1:5,3);

REff 5 = Test 5(1:5,2);
RLoad_5 = Test_5(1:5,1);
RI 5 = Test 1(1:5,8);
A A A
R_L~ercent_5 = [RLoad_5. 4, RLoad_5. 3, RLoad 5. 2, ...
Test 6 = Fiff(2);

RCore loss 6 = Test_6(1:5,6);
RSLL loss 6 Test 6(1:5,5);
REff_6 = Test_6(1:5,2);
RLoad_6 = Test 6(1:5,1);
RI 6 = Test 1(1:5,B);
A A A
R_L~ercent_6 = [RLOad_6. 4, RLoad_6. 3, RLoad 6. 2, ...
RLoad_6, ones (size (RLoad_6) )];
Test 7 = Fiff(3);

RCore_loss 7 = Test_7(1:5,6);
RSLL loss 7 = Test 7(1:5,5);
REff_7 = Test_7(1:5,2);
RLoad_7 = Test_7(1:5,1);
n
RI 7 = Test 1(1:5,B);
A A
w
R_L~ercent_7 = [RLoad_7. 4, RLoad_7.A3, RLoad 7. 2, ...
RLoad_7, ones (size (RLoad_7) )];
To
e
ap
Test B = Fiff(4);
C
RStator loss B = Test B(I:5,3);
RRotor_loss_B = Test_8(1:5,4);
RCore_loss_B = Test_8(1:5,6);
of
RSLL 10ss_B = Test B(I:5,5);

RCorr_Fr_A_B= Test_B(I:5,7);
REff_B = Test B(I:5,2);
ity
RLoad_B = Test_8(1:5,1);
RFr_loss_B = RCorr_Fr_A_B(l,I);
RI B = Test 1(1:5,B);
rs
A
R_L~ercent_B = [RLoad_B. 4, RLoad_B.A3, RLoad B.A2, ...
RLoad_B, ones(size(RLoad_B))];
ve
ni
U
figure (1)
pI = plot(L~ercent_fit,R_Poly_fit_l,
L~ercent_fit,R_Poly_fit_2,
L~ercent_fit,R_Poly_fit_B,
RLoad_1, REff_l, -'
RLoad_2, REff_2,
RLoad_3, REff_3,
RLoad_5, REff_5,
RLoad_6, REff_6,
RLoad_7, REff_7,
RLoad_B, REff_B,
RLoad_4, REff 4, ) ;
set (pI, ~_: ,_-~:: ,2) , . . .
xlabel ( ~_: ), ylabel (
title( -
grid
Eff lEC 1 = Test 1(1:5,15);
Eff_dir_l_IEC= R_L~ercent_l \ Eff_lEC_l;
R_Poly_fit_l_IEC = polyval(Eff_dir_l_IEC,L~ercent_fit);
Eff lEC_2 = Test 2(1:5,15);

Eff_dir_2_IEC= R_L~ercent_2 \ Eff lEC 2;
R_Poly_fit_2_IEC = polyval(Eff_dir_2_IEC,L~ercent_fit);
Eff lEC_3 = Test 3(1:5,15);

Eff_dir_3_IEC= R_L~ercent_3 \ Eff lEC_3;
Eff_lEC_4 = Test_4(1:5,15);
Eff_dir_4_IEC= R_L~ercent_4 \ Eff_lEC_4;
Eff lEC_5 = Test 5(1:5,15);

Eff_lEC_6 = Test 6(1:5,15);

n
w
Eff_lEC_7 = Test 7(1:5,15);
To
Eff_dir_7_IEC= R_L~ercent_7 \ Eff lEC 7;
Eff lEC_8 = Test 8(1:5,15);
e
R_Poly_flt 8 lEC = polyval(Eff_dir_8_IEC,L~ercent_fit);
ap
figure (3)
pI = plot(L~ercent_fit,R_Poly_fit_l_IEC,
C
L~ercent_fit,R_Poly_fit_2_IEC, JC, ...
L~ercent_fit,R_Poly_fit_3_IEC,
of
L~ercent_fit,R_Poly_fit_5_IEC, • , ...
ity
L~ercent_fit,R_Poly_fit_8_IEC, . c , ...
RLoad_l, Eff_lEC_l, A
RLoad_2, Eff_lEC_2,
rs
RLoad_3, Eff_lEC_3,
RLoad_5, Eff_lEC_5, 1".
ve
RLoad_6, Eff_lEC_6,
RLoad_7, Eff_lEC 7,
RLoad_8, Eff_lEC_8,
ni
RLoad_4, Eff_lEC_4, );
set (pI, . ,2) , ...
xlabel ( . ), ylabel (
U
title ( ,
grid
figure (4)
pI plot(L~ercent_fit,R_Poly_fit_l_IEC,
L~ercent_fit,R_Poly_fit_3_lEC, .. '
L~ercent_fit,R_Poly_fit_4_lEC,
L~ercent_fit,R_Poly_fit_8_lEC, .,
RLoad_l, Eff_lEC_l, _'
RLoad_2, Eff_lEC 2,
RLoad_3, Eff_lEC_3,
RLoad_8, Eff_lEC_8,
RLoad_4, Eff lEC_4, );
set (pI, ' .. ,2), ...
x l a b e l ( ) , ylabel(
title('}.
grid ""'
figure (2)
pI = plot(L~ercent_fit,R_Poly_fit_3, ~
L~ercent_fit,R_Poly_fit_4, '
L~ercent_fit,R_Poly_fit_l,
RLoad_3, REff_3,
RLoad_l, REff_l,
RLoad_2, REff_2,
RLoad_4, REff_4,
RLoad_8, REff 8, ) ;
set(pl, _C' ,2) , . "
xlabel( ), ylabel (
title( -
grid
n
w
To
e
ap
C
of
ity
rs
ve
ni
U
U
ni
ve
rs
ity
of
C
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e
APPENDIXE
To
w
n
New 3kW mean and standard deviaton
85.00
83.00
81.00
79.00
77.00
'0'
C
~ 75.00
n
·0
l!i
w
73.00
To
71.00
69.00
e
6700
ap
65.00 ---- +--- - -------i ---/-
0 20 40 60 80 100 120 140 160
C
Loading (%)
of
Rew 3kW mean and standard deviation
85.00
ity (-=Sw-l
L-M~
rs
80.00
ve
75.00
l
ni
i
·u
U
l!i 70.00
65.00
60.00
o 20 40 60 80 100 120 140 160
Loading (%)
Figure H 1: Variation or Standard deviation of repeated test before and after rewind of 3kW motor
New 7.5kW mean and standard deviation
90.00
-~-I
r i--STol
RR no J I fII1_e~~
I
I
86.00
~ 84.00
~
'0
~ 82.00
n
80.00
w
To
78.00
76.00
e
0 20 40 60 80 100 120 140 160
ap
Loading (0/0)
C
Rew 7.5kW mean and standard deviation
90.00
of
1- STD 1
88.00
ity ,,::..: -----""---~ ' . " -"
-- Mean
rs
86.00
ve
""3"
~
~
'a
84.00
ni
~
U
82.00
80.00
78.00 ------+--------~~~----- -~-----
0 20 40 60 80 100 120 140 160

Loading (%)
Figure H 2: Variation or Standard deviation of repeated test before and after rewind of 7.5kW motor
New 11kW mean and standard deviation
9000
88.00 ........ :................ -.................I-STDl.. ............ . ~···
86.00 ................. - ................................. , ................ _...............

~-Mean!
. .............. ','-' _...... "'""" - - ................ .
84.00
C 82.00
~
'(j
III 80.00 -...... -. . . . . .. _ ..................... -............................. ~ ..................... -..... -...... :..... -........... ~ ............ -.. .
n
........... _ .... , .. _-- ....... _- ..... _-- ..... -----_ ........... --
.
..................... _- ....... _- ....... ,,.. _- ........... _,---- ........... .
78.00
w
-......... -. -' ...... _. -......
To
76.00 ..... -.. ' ...... , ................. --...... -........ ....... ---...........
.~
,
"," .. --............ " ... -..... --.... .
74.00 . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . --......... -............... -.......... ~ ... -............... -.... -........ . :.......................... - - . - ... -
e
72.00 --.
ap
o 20 40 60 80 100 120 140 160
Loading (%J
C
Rew 11 kW mean and standard deviation
of
90.00
ity
..... ~~
; .... Mea!l ..
rs
0::-.':. _ _ _ ~_.
85.00
'""
.. . ::,
ve
/////
--a- 80.00 /
=-=
ni
~
/
~ :i
/
U
~ 75.00 I
/'
I
/
/
i
70.00
/
/
I
65.00
o 20 40 60 80 100 120 140 160
Loading (%J
Figure H 3: Variation or Standard deviation of repeated test before and after rewind of 11 kW motor
90.00 r------------·----------------
r----sTo-1
:::: II 1-.Me~rlJ
88.50
88.00
l 87.50
·r
iii
87.00
n
86.50
w
86.00
To
85.50
85.00
e
84.50 +---------
ap
o 20 40 60 80 100 120 140
Loading (%)
C
of
88.00
87.00 ity muuumumummm{ ~. ~:~~I

...-"/ '"'"
rs
/
86.00 ./
/
//
ve
85.00 /
/
~ (
/
ni
~
·0
84.00 !
I
U
iii /
83.00 ~ !
!
/
82.00 I
!
I
81.00
80.00 +-------~-------------~
0 20 40 60
~+--------------,--~----~--I
80 100 120 140
Loading (%)
92
91
90
~ 89
~
'0
~ 88
n
w
87
To
86
e
85
0 20 40 60 80 100 120 140 160
ap
Loading (%)
C
of
91 ------------------------- -------
90
ity /
/-
rs
89
jl
ve
88
~
~ I
ni
87 -
'u" I
IE
w
/
U
86
J:
/
/
85
84
83
0 20 40 60 80 100 120 HO 160
Loading ('Yo)
- - - - - - ....__
91. 5
.
1
1
91 ~ I
90.5 II
90 I
89.5
-;-
C 89
~
'0 88.5
n
~
w
88
To
87.5
"j
e
86.5
ap
86 I
0 20 40 60 80 100 120 140 160
C
Loading (%)
of
91
ity
;-'....( ............................ :,.:.=:. .............. l-STo-··I ........ .
rs
90 .............. ..
/ ~!lJ
jl
ve
89
/
ni
~
i 88 j
U
'0 (
III /
I
I
87
/
/
86
, I
85 - ...~.----~
a 20 40 60 80 100 120 140 160
Loading (%)
92
91
90
l
~ 89
~
88
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w
87
To
86
0 20 40 60 80 100 120 140
e
Loading (%)
ap
C
92
. '. . . 'LJ:J" .
of
91.5
- STD
--_. .. Mean -
91 .. ,
90.5
ity
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90
~
ve
g
'0
89.5 I
;
/
~
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89
/
!
U
88.5
/
88
!
/
i
87.5
-l.
87
0 20 40 60 80 100 120 140
Loading (%)
New 55kW mean and standard efficiency
93.00 T
92.00
91.00
~
g>- 90.00
"
'ij
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~
w
89.00
To
88.00
e
ap
87.00 L .~--~~-----+-------i------~-----~-~
0.00 20.00 40.00 60.00 80.00 100.00 120.00 140.00
C
Loading (%)
of
93.00
92.50
ity ./
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92.00 --- /"
/
I
ve
91.50 (--
I
I
91.00 /
~
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~
.;t;...
90.50 !
/
U
'0
~ /
90.00
!
I
f
89.50 i.
89.00 /
/
88.50 -
88.00
0.00 20.00 40.00 60.00 80.00 100.00 120.00 140.00
Loading ('Yo)
Figure H 8: Variation or Standard deviation of repeated test before and after rewind of 55k \V motor
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APPENDIXF
To
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Motor parameters
The equivalent circuit parameters of three motors (7.5,11 and I5kW) before and after
rewinding.
Figure F 1 shows the equivalent circuit used.
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'1 . . '
I, -: ,I
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Figure Ft: Equivalent circuit

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The parameters were calculated from no-load and blocked rotor tests on each motor. The
ve
changes in motor parameters due to rewinding are shown in Table Fl.

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Table Ft: Change and percentage change of motor parameters
Motor rating
Motor 7.SkW llkW 15kW
Parameter % % 0/0
Before After Before After Before After
Change Change Change
Xm 120.38 117.32 -2.54 66.37 62.71 -5.52 54.07 53.78 -0.53
Rfe 2027.9 1956.1 -3.54 1066.7 625.13 -41.40 1079.9 585 -45.83
Xl 4.1812 4.2159 0.83 3.0107 3.2032 6.39 2.3704 2.3763 0.25
Rl 2.407 2.515 4.49 1.2899 1.3536 4.94 0.875 0.935 6.86
X2 4.1821 4.2109 0.69 3.0065 3.1993 6.41 2.3704 2.3715 0.05
R2 1.8666 1.6505 -11.58 1.68 1.8116 7.83 1.5309 1.3959 -8.82
Loss comparison of Loss Segregation vs Equivalent Circuit methods
Table F2: 7.SkW
Loading Loss Seg Equiv Loss Seg Equiv Loss Seg Equiv Loss Seg Equiv Loss Seg Equiv
(%)
Stator W) Rotor (W) Core (W) SLL(W) F&W W)
150 1311.98 1005.44 681.44 659.54 230.07 200.13 236.94 168.59 47.5 49.442
125 884.57 707.13 446.22 445.55 191.68 204.58 164.54 138.57
100 569.06 477.45 270.44 281.25 168.68 209.05 105.31 110.09
n
75 341.81 298.941 146.45 154.08 160.34 213.78 59.24 81.49
w
50 192.33 179.01 64.87 69.29 164.84 218.44 26.33 54.64
To
25 106 103.97 17.57 17.12 181.32 223.43 6.58 27.16
e
Table F2: llkW
ap
Loading Loss Seg Equiv Loss Seg Equiv Loss Seg Equiv Loss Seg Equiv Loss Seg Equiv
C
(%)
Stator (W) Rotor(W) Core (W) SLL (W) F&W(W)
of
150 1896.38 1186.09 110 1.25 1215.28 337.98 402.38 548.12 353.80 71.44 71.906
125 1274.58 854.74 717.52 825.67 309.62 408.65 380.64 291.63
100
75
818.79
499.79
602.43
394.08
428.9
230.72
530.05
287.29
ity
294.57
295.54
414.92
422.03
243.61
137.03
233.66
172.02
rs
50 291.47 254.53 100.89 126.34 311.03 429.11 60.9 114.08
25 172.49 171.13 26.66 32.30 342.37 436.40 15.23 57.68
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Table F2: lSkW

U
Loading Loss Seg Equiv Loss Se2 Equiv Loss Seg Equiv Loss Seg Equiv Loss Seg Equiv
(%) Stator (W) Rotor (W) Core (W) SLL,W) F&W(W)
125 1433.8 1426.92 939.98 1051.23 355.46 406.13 370.81 547.66 104.42 81.65
100 914.32 891.49 564.35 713.64 344.95 411.85 237.32 432.88
75 550.32 495.82 303.64 463.16 343.12 417.79 133.49 322.83
50 309.24 217.72 130.65 285.84 350.13 424.13 59.33 213.93
I 25 I 170.61 I 55.35 I 33.4 I 180.62 I 365.97 I 430.73 I 14.83 I 107.86 I I
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APPENDIXG
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Cape Town
Cape Town.
02] 5558660
201C Soulr. Afflca
Type: 800 A Core Tester.

Fil< 27-11-7839762
Core Tests.
Job No. 803128
Make: WEG
Rate kW: 7.5 kW. '---_ _ _---'Ih.p. 10.11
Rated Voltage: 380 Volts.
Rated Speed: 1450 r.p.m. '---_ _ _---'INO. Pole~ 4.1379311
Rated Current: 15.1 Amps.
Frequency: , c, 50 Hz
Serial No. 07FEV08
MOTOR DIMENSIONS:
Core Length: 120 mm. Stacking Factor: 0.951 0.95

No. of Air Ducts: If no Stacking Factor is entered then computer will
n
Air duct Length: mm. default to 0.95 as a value.
Internal Diameter: 150 mm.
w
External Diameter: 220 mm. Back Iron Flux Density: 1.21 1.2
To
If no density is stated a density of 1.2 Tesla
Depth of Slots: 15.0 mm. will be used as a default value.
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Remarks: ap
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Core Area: (Back Iron.) .......__2_2_80....JSq. mm.
of
Using the core dimensions and assumed back iron core flux density.
Volts per turn: II 0.6073921IVolts. o
ity
20
Core Mass: (Yoke only).
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Yoke "H" 1;-;----.,..----=20:"lJlron Length: 628.31mm

(Circumferential)
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Mass: (Yoke) 110.396948Ikg.

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Power: Watts. 841 (as read on the core tester Watt meter).
'-------'
Current:
U
'--_ _1_16.;....11 amps Iron Loss 64.48881 Watts
W/k.g
Loss per kg. 16.2026663Jw Ikg. upto 5 Good j do further test1
5 to 8 Acceptable /Check. for mechanical damage
8 to 12 further tests II.cceptable
Above 12 Reject. J
Result: do {ilrtlicl' lesls
Optional: Watts per kg/Current vs Flux.
Volts/turn. Watts Current Flux -Tesla. Wattslkg. Current Am ps Watts in Iron

0.6 84 116 1.18539592 7.04391314 116 73.2352
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
--------- ------~-~~--------l
------!+---- ------+- ----1 :~:

=--~=~::=::~t~~=--=- -=~t ~_ =t 100 ~
---~--2- -----l-~-4--~-1 i
Wattslkg
Current
40
----4- __ _ __________________- 20 U
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,-----0- i-~-- --- ---- - - 0
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-0.5 -I 6 0.5 lis -20
To
Flux -Tesla
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Cape Town
CapeTown.
0215558660
Type: 800 A Core Tester.

F,g 2711-7B3S"6?
Core Tests.
Job No. 8031333
Make: WEG
Rate kW: 11.0 kW. L -_ _ _....J\h.p. 14.7\
Rated Speed: 1455 r.p.m. L...-_ _ _ --...JINo. Pole~ 4.12371131
Frequency: ;60 Hz
Serial No. 16MA108
MOTOR DIMENSIONS:

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External Diameter: 242 mm. Back Iron Flux Density: I 1.21 1.2
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Remarks:
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Core Area: (Back Iron.) 3681.25Isq. mm.
of
Volts per tum: II 0.9806851IVoits. o

ity
25
~---r---=-25""llron Length:
rs
Yoke "H" r-I

681.7061mm
(Circumferential)
I 18.147826/kg.
ve
Mass: (Yoke)
Power: Watts. , -_ _3_45CJI (as read on the core tester Watt meter).
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Current: '-_-.::2.:..61.c.;1 amps Iron Loss 246.224551 Watts

U
W/kg
Loss per kg. I 13.567716/w Ikg. upto 5 Good I do further test~
5 to 8 Acce~table ICheck for mechanical damage
8 to 12 further tests l\cce~able
Above 12 Reject. I
Result:
Volts/tu rn. Watts Current Flux -Tesla. Wattslkg. Current Am ps Watts in Iron
0.98 34S 261 1.19916181 16.0076031 261 29O.S032
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
'
----------------------------------,
iT300
--- -----t5-
--- --~
~- ~--l
----- I -l ..
- --------- --~_-f'
I
-- -_200
-
--~-l~---- -t ISO!
2S0 .;
Wattslkg
--j---- J
a~
Current
100
! ~1 SO
_----{)- , --'--- II 0
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-o.S iii 0S IJS
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-s J 1 -SO
To
Flux -Tesla
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Cape Town.
· .. Cape Town
0215558660
Type: 800 A Core Tester. Pho"" 27 -1 ~-783 S7~2
Core Tests.
Job No. 8031326
Make: WEG
Rate kW: 15.0 kW. ~_ _ _---,Ih.p. 20.11
Rated Speed: 1455 r.p.m. l...-_ _ _ ---'INO. Pole~ 4.12371131
Frequency: ":.'61) Hz
Serial No. 4754/6862
MOTOR DIMENSIONS:

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Remarks:
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Core Area: (Back Iron.) L -_ _ 4_0~28~lsq. mm.
of
Volts per turn: 111.07305921IVolts. o

ity
20
1i-~---r---=-20="'llron Length:
rs
Yoke "H" 691.131mm

(Circumferential)
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Mass: (Yoke) I 19.857234lkg.
Power: Watts. L-_ _3_14...J1 (as read on the core tester Watt meter).
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Current: L-_---=2..:..33.:.J1 amps Iron Loss 235.280951 Watts

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W/kg
Loss per kg. I 11.848626Iw Ikg. upto 5 Good I do further testl
5 to 8 Acceptable ICheck for mechanical damage
8 to 12 further tests 6,c~able
Above 12 Reject. I
Result:
Volts/turn. Watts Curreut Flux -Tesla. Wattslkg. CurreutAm ps Watts in I ron

1.07 314 233 1.1965789 13.6257041 233 270.5688
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
!------~ -- ---~-- -~~---~-
Wattslkg
Curreut
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Flux -Tesla
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Cape Town
CapeTown.
0215558660
Type: 800 A Core Tester. 2~ 11.7839713,
271'-7839762
Core Tests.
Job No. 8031399
Make: WEG
Rate kW: 37.0 kW. 49.61
Rated Speed: 1470 r.p.m. '---_ _ _---'INo. Pole~ 4.08163271
Frequency: c~50
Hz
Serial No. 1~OO2E+09
MOTOR DIMENSIONS:
Core Length: 160 mm. Stacking Factor: I

0.95\ 0.95
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External Diameter: 360 mm. Back Iron Flux Density: \ 1.21 1.2
To
Remarks:
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Core Area: (Back Iron.) '--_4_5_6......
0ISq. mm.
of
Volts per turn: \\ 1.214784\\Volts. o

ity
30
rs
Yoke "H" '""1';"""--""'---=:"ljlron Length:

30 1036.71mm
(Circumferential)
ve
Mass: (Yoke) I 34.843826Ikg.
Power: Watts. L-_--=3:::.58=.11 (as read on the core tester Watt meter).
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Current: 2261 amps Iron Loss 283.9398\ Watts

'-------'
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W/kg
Loss per kg. I 8.1489271Iw Ikg. upto 5 Good I do further test~
5to 8 Acceptable iCheck for mechanical damage
8 to 12 further tests II.cceptable
Above 12 Reiect~ I
Result:
Volts/tum. Watts Current Flux -Tesla. Wattslkg. Current Am ps Watts in lron

1.21 358 226 1.19527422 9.10173287 226 317.1392
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
-------~------- - -------- -----~-
Wattslkg
Current
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Flux -Tesla
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I . ,- I Cape Town
Cape Town.
0215558660
Type: 800 A Core Tester. "hUrl'" 27 -11-7B~ 87S2
Core Tests.
Job No. 8031327
Make: WEG
Rate kW: 45.0 kW. L...-_ _ _ ...Jlh.p. 60.31
Rated Speed: f----c1,..,4-=7~5 r.p.m. '--_ _ _----'1 No. Pol~ 4.06779661
Rated Current: 1-:-,.,..",..,..8",1",,':-15 Amps.
Frequency: ~"->~~~\~~~~~~ Hz
Serial No. 038ET07
MOTOR DIMENSIONS:

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Remarks:
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Core Area: (Back Iron.) 6946.875ISq. mm.
of
Volts per turn: 111.85064751IVolts. o

ity
37.5
"H" i-I"----"""T"--~37=-.-='I51Iron Length:
rs
Yoke 1060.261mm
(Circumferential)
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Power: Watts. L..-_ _54_0-,1 (as read on the core tester Watt meter).
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Current: L..-_--=:o2_73;;.J1 amps Iron Loss 431.932951 Watts

U
W/kg
Loss per kg. 17.9448155Iw Ikg. upto 5 Good I do further testl
8 to 12 further tests o,cceptable
Above 12 Reject. I
Result: do timhcr tests


1.8 540 273 1.16715906 8.83587383 273 480.3768
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
10 ' T 300
=±~=-j/---t:: t
1
------++-:
.·_:1- =1-:: -·.1--- :~ ~

Wattslkg
Current
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-2 ~
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-0.5 05 • Ij5 -50
To
Flux -Tesla
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/ I Cape Town
Cape Town. ,Hen; y' du p(i~ez c~ ;".~·sJc/at&.s
0215558660
Type: 800 A Core Tester. PtlO.l", 27111839762
Core Tests.
Job No. 8031332
Make: WEG
Rate kW: 55.0 kW. ' -_ _ _....Jlh.p. 73.71
Rated Speed: 1470 r.p.m. L---.-._ _ _ --'INO. Pol~ 4.08163271
Frequency: ·,"1$0 Hz
Serial No. 27AGOO7
MOTOR DIMENSIONS:

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To
Remarks:
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Core Area: (Back Iron.) 9084.375ISq. mm.
of
Volts per tum: II 2.42007751IVolts. o

ity
37.5
rs
Yoke "H" 1r-----,r---:3:::7:-".5:1j1ron Length: 1060.261mm

(Circumferential)
ve
Power: Watts. L-_--=2.::.;92=.J1 (as read on the core tester Watt meter).
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Current: '--_ _1_75-'1 amps Iron Loss 247.593751 Watts

U
W/kg
Loss per kg. 13.4825839Iw Ikg. upto 5 Good I Good Core
8 to 12 further tests I\cceptable
Above 12 Reject. I
Result: Good Core

2.4 292 175 1.19004453 3.76257962 175 267.5
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
r-
I
Wattslkg
Current
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-0.5
Flux -Tesla
To
1____ •• ____ " _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
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To
APPENDIXH
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3kW motor-LHM
Efficiency
Effiency of New versus Rewind 3kW motor - Regression Fit

0.85 I-----------,------------,----~========q
I o New Eff
a Rew Eff
New Eff
n
Rew Eff
0.8
w
To
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~ 0.75
--
ap
0..
>.
u
c
C
(])
'0
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w 0.7
of
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0.65
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50 100 150
Loading (%)
Motor/oss
Stator Loss of New \€rsus Rew 3kW motor - Regression Fit Rotor Loss of New \€rsus Rew 3kW motor - Regression Fit
1000[ : : 700
I 0 New Stat
o New Rot
1::.. Rew Stat 600 1::.. Rew Rot
800 -- _ New Stat
- RewStat
mmjmm mmm! mZ 500
New Rot
S- S-
.s, 600
r .-- .s,
>,
u
400
c:
I
-- Q)
-(3 300
n
400
1 tD
w
200
200~-
To
100
1 ...- -.....- -
I
01L_____~____ _ L _ _ _ _~ _ _ _ _ _ _ ~ _ _ _ _ _ L _ _ _ _ _ _ L___~ 0
e
20 40 60 80 100 120 140 160 20 40 60 80 100 120 140 160
Loading (%) Loading (%)
ap
SLL Loss of New \€rsus Rew 3kW motor - Regression Fit Core Loss of New \€rsus Rew 3kW motor - Regression Fit
C
:::'~J Iml,.;mmf o New Core
of
.h. Rew Core
: : : New Core
s- ity S- 100~~--j--------- Rew Core

New F&W
ci. RewF&W
;:: 40 .---~ --------:------- -------t-- .s,
>,
80 -----------)--------------i------5--;------- --------'------------- '--,~-------'
rs
u u
c: c:
-~ 30
Q)
----------!------------------I ---------1- ----------1------ -(3 60 --------:-----------------t---- -- --~ - - - - - ------------:
o
ve
i:
~ UJ
20 40~----- .-._---------,---
1O~,
I!
ni
i i
20~-:::-::-1:::::::-t:-::-::-::t:-::-::-:1-::::::::-::-::::-:t::-:--- J
U
o
40 60 80 100 120 140 160
0~1--~----~--~--~----~--~--~-
~ ~ ~ 1~ 1~ 1~
20 M 100
Efficiency
l,.oading .
",,; n~~Yi Rew,
r--.,~"";:"'---===-:~--:---""'-i
''':.''
,/'
"';,,:;,;{,"Change,,,7, :
" <:;;(D/} ':;
,;
(%) >':Eff(%} "
"',: ID
150 72.24 71.89 -0.35

125 76.80 75.95 -0.85
100 80.16 79.19 -0.97
75 82.66 81.28 -1.38
50 83.16 81.16 -2.00
25 78.08 75.10 -2.98
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To
Motor loss
e
ap
125 560.85 553.68 418.73 429.04 68.56 114.07 42.38 47.09
C
100 372.80 370.41 251.48 256.12 76.96 118.56 27.12 30.14
of
75 234.27 236.93 131.95 135.81 85.01 123.11 15.26 16.95
50 147.26 150.81 57.26 58.29 92.78 128.50 6.78 7.53
25 95.13 100.92 14.42 ity
15.21 100.21 134.26 1.70 1.88
rs
Speed" Torque Stator Current New Rew
ve
New Rew New Rew New Rew

1313 1303 29.65 30.9 9.82 10.15 1.85 1.78
ni
1356 1347 24.66 25.8 8.07 8.51 2.47 2.32

U
1391 1387 19.77 20.6 6.65 6.95 ':.;'cc
1424 1421 14.88 15.5 5.32 5.62

1451 1449 9.79 10.3 4.27 4.55
1478 1473 4.99 5.2 3.47 3.76
97.50 98.00
3kW motor-5teenberg
Efficiency

0.86
o New Eff
a Rew Eff
0.84 New Eff
Rew Eff
n
0.82
w
To
0.8
e
,.-...
::J
ap
S 0.78
>-
u
c
C
Q)
'u 0.76
IE
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ill
0.74 ity
rs
0.72
ve
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0.7
U
0.68
0 20 40 60 80 100 120 140 160
Loading (%)
Motor loss
Stator Loss of New \ersus Rew 3kW motor - Regression Fit Rotor Loss of New \ersus Rew 3kW motor - Regression Fit
10001r111==o==N~e=w=S=ta=t~----~----~-----"----~--~_i 700!r========="'----_,----_,-----,----_,----,
s
~
800 1
.
600 ~
I
r
I
=
I:J. Rew Stat
~:: ~~:~+------------+-----~-
600
,
L
I
0
S 500rL-___R_e~w--R-o-t~
New Rot
I:J. Rew Rot
New Rot
-----:-
~--
1 ·........:
: ---.----- -------~-- --------------7----
-----,-- S 400 ----:------- ------:---
u
c ,,, ,,
(j) , ,,
-0 3OO --------+------------------:------ -
400 -
n
~
w
w
200 -------------,
200
tI
To
100 ____________ J_
_'-=
OLML----L----~ ______~____~______~____~____~
40 60 80 100 120 140 160 20 40 60 80 100 120 140 160
e
ap
SLL Loss of New \ersus Rew 3kW motor - Regression Fit Core Loss of New \ersus Rew 3kW motor - Regression Fit
C
140 100~---:-----:----_,----_,----_:----_,--_r=-----~_,
.~ i ___hmm-k ~ 1 ::~:
o New SLL
120 I:J. Rew SLL
of
New SLL 80 £
Rew SLL Rew Core
100
S s New F&W
S
>-
u
80
ity S 60, ----------------"-----~--- Rew F&W
c I,
rs
·0
(j)
60 I
--~~~~~:---~~-~~~-~-~~~:-~~-~~-~-~~~~-----~------~~:~-~~- ------1---1
40
E
w
ve
40
: : -------------..,..-- ______________ ~-----------_----_l_ -- ------------,-- - ----
• • 8 20
-Suj-------,f-- - n~~n
:
; : : : :
ni
20
·-----~------~-------r------~-------+-------~---
U
40 60 80 100 120 140 160

Efficiency change due to Steen berg Rewind
LNew Rew I
.;:~~~~a~,~.~~i~~~h~~tt~~;i~;~;; '~l'~:~~~~<."~ ;1~~~:fn~~~,·;\;,
.:;..
.
(%) ... i",:.
",'·.n
·Co
,.
":1!>::.':':":>ii!i~
i';.,.~:>/:~:<
Eft. (DI) . ,:',,".'0;+> .. (%)'/0" ,','.
IV ' . < . . . . . ...
150 74.18 72.05 -2.13

125 78.00 76.46 -1.54
100 81.14 80.05 -1.09
75 83.33 82.73 -0.60
50 83.64 83.57 -0.07
25 78.52 79.43 0.90
n
w
Loss comparison
To
e
ap
C
125 585.73 540.05 353.12 405.88 81.61 78.62 16.51 81.28
100 390.18 351.26 210.88 242.55 84.29 80.47 10.57 52.02
of
75 250.81 218.67 112.75 128.53 87.48 82.94 5.94 29.26
50 157.44 130.74 48.30 ity
55.41 91.65 85.73 2.64 13.01
25 103.85 80.97 11.99 14.05 96.35 89.13 0.66 3.25
rs
ve
Speed Torque Stator Current

New Rew Rew New Rew
ni
New
1337 1315 30.9 30.9 10.086 10.315 '.;l~$U,~!,~~{~~)Z'~ 1.79
U
1372 1358 25.8 25.8 8.3679 8.4523 :l:};~.Cinf,~~C(qt~~:r~~, 2.50 2.52

1404 1394 20.6 20.6 6.8232 6.8104
1432 1426 15.5 15.5 5.5115 5.3889
1457 1453 10.3 10.3 4.3889 4.1716
1478 1478 5.3 5.2 3.5945 3.3027
.c.~ewi~;;, I·.~w
,.\ .
N~tJ~~d::fli'~~~t (A)
3.21 I 2.96
7.SkW motor
Efficiency
Effiency of New versus Rewind 7.5kW motor - Regression Fit

0.9 ------~------~--------~------~------~------~------~------~
o New Eft
a Rew Eft
New Eft
Rew Eft
n
w
To
0.86
----
::J
e
c:i.
----
ap
>.
0
c 0.84 ------ .. -.--------
Q)
C
'0
IE
w
of
0.82
ity
rs
0.8
ve
ni
U
20 40 60 80 100 120 140 16C

Loading (%)
Motor/oss
Stator Loss of New l.ersus Rew 7.SkW motor - Regression Fit Rotor Loss of New l.ersus Rew 7.SkW motor - Regression Fit
1S00 r-;:::===:::::====T--,-------,----,-----,-----Ai
0 1
.6..
S 1000~··,====~====~+······ s
.e, .e, SOO
:::]"::::: ::::
------------!----------------i----
;., ;.,
(J (J ..
c: c: 400
(l) (l)
'(3 '(3
::=
w SOO~··············+··················+················ ..,... "~.c...,..... .....,............. , .............. ~
~
w
300 -----i------------------:--- ---:- -----(-----------------
I
'OT
n
100 ... -- --~-- -----~
w
oLI____~____~____~____~____~____~__~I 0 1
To
20 40 60 80 100 120 140 160 20 40 60 80 100 120 140 160
e
SLL Loss of New l.ersus Rew 7.SkW motor - Regression Fit Core Loss of New l.ersus Rew 7.SkW motor - Regression Fit
3S0r-----~----_,----~------,_----,,----_,----__,
ap
0 New Core
0 NewSLL
300 : .6.. Rew Core
.6.. Rew SLL :
-- New Core
C
New SLL
Rew Core
2S0 Rew SLL
S I New F&W
~ 200 ~ ............ ~ ................ ~ .......... c ..
of
Rew F&W
g
(l)
i
1S0 ---- .. -------- ..
'(3
~
w
100
-~------ ------;.
--:------------------:- ------------r---
ity
rs
so
ve
40 60 80 100 120 140 160

ni

U
Efficiency
150 81.51 80.22 -1.29

125 84.42 83.39 -1.03
100 86.83 86.15 -0.68
75 88.58 88.18 -0.40
50 89.00 88.88 -0.12
n
25 85.54 85.77 0.22
w
To
Motor loss
e
ap
C
125 884.57 976.25 446.22 475.00 192.29 203.81 164.54 223.86
of
100 569.06 620.56 270.44 284.60 202.21 211.49 105.31 143.27
75 341.81 369.32 146.45 153.42 210.58 218.42 59.24 80.59
50 192.33 204.27 64.87 ity
66.10 215.27 221.75 26.33 35.82
25
rs
106.00 111.76 17.57 19.10 218.46 222.39 6.58 8.95
ve
New Rew
ni

U
1416.50 1412.81 74.12 74.23 23.108 23.584

1436.50 1431.93 61.30 61.76 19.038 19.176
1453.00 1449.53 49.20 49.36 15.25 15.49
1466.80 1464.53 37.07 37.02 11.91 12.09
1479.50 1477.95 24.55 25.00 9.00 9.26
1490.50 1487.65 12.30 12.31 6.7 6.6568
11kW motor
Efficiency
Effiency of New versus Rewind 11 kW motor - Regression Fit

0.9
0 New Eff
.6. Rew Eff
New Eff
Rew Eff
n
0.85
w
To
.,...... ....,..
e
S' 0.8 ..... . ............ ~ .. . ------------i--------- -----------~----
ap
ci
........
~
c
C
Q)
'u
1'
IE
of
w 0.75
ity
rs
0.7
ve
ni
U
20 40 60 80 100 120 140 16C

Loading (%)
Motorioss
Stator Loss of New ~rsus Rew 11 kW motor - Regression Fit Rotor Loss of New ~rsus Rew 11kW motor - Regression Fit
2000~----~------~----~------~----~------~~--~
o New Stat
I I 1::>.. Rew Stat 1000
1500 ~.j - New Stat I-
i I-
['------------'
Rew Stat I'
S" 800 r'i....-........... ,
-5
>- >-
g 1000 ... ----------.--1---- --------------> ----------------- -~- -.- o
c 600~···· ..... i···········,··········
Q) Q)
'(3 '(3
:::w :::
w 400~················.·················i······
n
500 --- -- --- ~--.---. --
w
200~···············.·········
To
OL-____- L______L -_ _ _ _- L_ _ _ _ _ _L -_ _ _ _- L_ _ _ _ _ _L -_ _ _ _ ~
20 40 60 80 100 120 140 160 40 60 80 100 120 140 160

e
ap
SLL Loss of New ~rsus Rew 11kW motor - Regression Fit Core Loss of New ~rsus Rew 11kW motor - Regression Fit
1000>.==========0,-----,-----,------,-----,-----, 6001I---,-----,-----,-----,-----,-----,----~--------~
o
New SLL o New Core I
C
1::>.. Rew SLL Rew Core
1::>..
800 New SLL 500 New Core
Rew SLL
of
Rew Core
i ! ------------1--- ---------------:---------------- --- NewF&W
S" S" 400 --------------f ---- ----~ -------~------------------~-----
-5 -5 ' .
_*---.. .~"'.~~ .
600 RewF&W
>-
()
c
Q)
ity i 300 'i:~'i.~.".,............-_~~~....l..~-._..._..._._...
'(3 400~ ..............,................... ;...............,................;... ~c ...... ;... >~~••••••• , •. '(3
:::w
rs
I ~ 200 ................... ..................................................... ~ ............... ~
~ t:::::::F:::::::E:::::t=:::::::l:::::::::t:::::::::~:::m I
ve
200 ~ ............... f . . . . i
I~
I . 1
ni
G: :
OU~ : •
20 40 60 80 100 120 140 160 20 40 60 80 100 120 140 160
U
11kW motor
Efficiency
150 80.44 78.89 -1.55
125 83.43 82.01 -1.41
100 85.86 84.27 -1.59
75 87.52 85.58 -1.93
50 87.64 84.81 -2.83
25 83.17 78.44 -4.73
n
w
Motor/ass
To
150 1896.38 1929.05 1101.25 1164.95 337.98 431.28 548.12 772.60 71.44
e
ap
125 1274.58 1276.10 717.52 738.53 309.62 437.20 380.64 536.53
100 818.79 826.68 428.90 436.86 294.57 455.90 243.61 343.38
C
75 499.79 508.58 230.72 226.24 295.54 486.20 137.03 193.15
of
50 291.47 300.41 100.89 99.63 311.03 530.79 60.90 85.84
25 172.49 179.88 26.66 27.29 342.37 583.16 15.23 21.46
ity
rs
ve

1412.92 1407.17 108.41 108.23 36.27 37.18
ni
1432.00 1431.15 90.27 90.30 29.75 30.28

U
1449.46 1449.18 72.22 72.23 23.91 24.40

1464.56 1465.43 54.13 54.21 18.82 19.20
1477.52 1478.92 36.10 36.08 14.51 14.81
1489.24 1490.85 18.08 18.10 11.25 11.45 .""New":," ";"Rew
\;. \;,t';'; 1"':,;;·.>::' '
.N~·I~~4icuft~~~·(1)
5.50 I 5.79
:a~h"I~~~·,~~~Q..~f'
98.78 I 104.71
15kW motor
Efficiency

0.91--------,--------r------~--------~------_r------~======~
o New Eff I
a Rew Eff
0.88 r···················· - NewEff
n
Rew Eff
w
0.86 r·······················
To
I
.... ...j
I
0.84 r···························
e
ap
S I
S 0.82
C
>-
u
c
Q)
of
·0 0.8 ..
lE
w
0.78 ....
ity
rs
ve
0.76
ni
0.74
U
20 40 60 80 100 120 140

Loading (%)
Motor/oss
Stator Loss of New \.ersus Rew 15kW motor - Regression Fit Rotor Loss of New \.ersus Rew 15kW motor - Regression Fit
1600 1200ir=====~~---,------~-----:-----,----~
o New Stat o New Rot
1400 ..tJ. Rew Stat ..tJ. Rew Rot
1000
- New Stat - New Rot
1200 - RewRot
- RewStat
S-
1000
s- 800 ..-
S S II
>- >- I
u
c 800 U
c 600 ~. -----------------~-------------- ..... -]
1
n
I
.!l1 .!l1
u u I I
600 f-..
w
i: i:
UJ UJ 400 ~. ---------~
i
i
To
400
2:l
.................... 1....................... 1.
200 UJ
e
OL-~~~~~~~~~~~~~~~~~~~~~~~
20 40 60 80 100 120 140 20 40 80 100 120 140
ap
60
C
SLL Loss of New \.ersus Rew 15kW motor - Regression Fit Core Loss of New \.ersus Rew 15kW motor - Regression Fit
6001.1====~==~--'------r------'-----------~
-.-.--..--. ~.:6;~-~: ..
700! :
of
o o
f~::-JI: ~~===~
New SLL New Core
500
..tJ. Rew SLL i • 600 .... ....:::.:
....::.:.:.:
......::.:.:.
...... •... ..tJ. Rew Core
- NewSLL
T
r"' ity New Core
- RewSLL 500 .. J. ..................... j . "j'" ................ , ...................•.. Rew Core
s-
i:: ~(;).--.-+.+-·-··-IOi::-::-::..;:~-:·-::-:-:-4:~ :i-: ·-·-· -· ·-· -rl·~r.: -·-·

400 S- NewF&W
rs
S c. Rew F&W
ve
--------------i--------------------"l---------
... ...:::-
••• .-.'-.'-.:""7::[$::::::.:.'-.,-----------'
:::UJ
ni
---------~,-----
]
200 -------~------------------ ---~------- --------------+---------- ----------1 --------;
U
I i : : : I
.............................. 100 ... ~_~___"~ ___ ~___" _____ ~___" ___ ~ __ _...l_~~ ___ ..__ ........ J
. .
. .
------~--------~--------~--------------------
OLI__~__~______L __ _ _ _ _ _'__~_ _~~_ _ _ __ L_ _~~~I
80 100 120 140 W ~ ~ W 100 1W 1~
15kW motor
Efficiency
. C~~.~ge.·(
.:;~~f(~i:::!r1~;
125 -1.96
100 87.50 85.64 -1.86
75 88.95 86.97 -1.98
50 89.18 86.67 -2.50
n
w
25 85.38 81.46 -3.92
To
Motor/oss
e
ap
C
100 914.32 966.59 564.35 614.91 344.95 571.39 237.32
of
75 550.32 579.99 303.64 328.06 343.12 585.72 133.49 189.99
50
25
309.24
170.61
326.94
180.05
130.65
33.40
ity
141.79
36.33
350.13
365.97
610.81
649.29
59.33
14.83
84.44
21.11
rs
ve
. Nell" . Rew
ni
!A~a!Res (0) 0.67 0.69

U
Speed Torque Stator Current Carr Res (0) 0.88 1.01

1432.70 1423.66 123.60 123.10 38.99 39.76
1450.70 1444.25 98.30 98.43 31.09 31.77
1466.30 1461.39 73.80 73.94 24.18 24.78
1479.90 1476.48 49.10 49.31 18.23 18.73
1493.40 1489.87 21.20 24.67 13.15 14.05
~~:;; ''f¢:ij~'WSe~C '

98.37 123.21
22kW motor
Efficiency
o New Eft
J:j. Rew Eft
0.9 New Eft
Rew Eft
n
0.89 f- ........................ j ............ .
w
To
0.88 f-····························'·····N
.-..
e
.s
::J
0.87 f-............................ j .. /
ap
~
cQ)
C
·0
tTI 0.86
of
0.85
ity
0.84
rs
ve
0.83
ni
U
0.82~--~--~--------~------~--------~------~--------~------~------~
o 20 40 60 80 100 120 140 160
Loading (%)
Motor/ass
Stator Loss of New l.ersus Rew 22kW motor - Regression Fit Rotor Loss of New l.ersus Rew 22kW motor - Regression Fit
2500 ir===::r===;-r------r--T--r---:---.;J~
o
New Stat 0 New Rot
~:: ~:::
jj. RewRot
2000 jj. .;............ "... . New Rot
RewStat 1500 Rew Rot
s-
.e: 1500
g
n
1
.~ 1000~ ............ ~ .......... ~ .J
w
......
~ ~~L--I _· · · -'-T~=I
To
---'----------'-_..L............--'-.._......_........ l - . ,················l I
e
20 40 60 80 100 120 140 160 40 60 80 100 120 140 160
ap
Loading ('!o) Loading ('!o)
C
SLL Loss of New l.ersus Rew 22kW motor - Regression Fit Core Loss of New l.ersus Rew 22kW motor - Regression Fit
1200 600 ! I
II A--l...-"'-~_.,j""br-+-:--.J.~-"-;':..,j....Ir---+-.....
of
.
1
0 New SLL 1 ,A1,.-'-O-N-e-w-C-or-e"'"
i·~= +n~_.___ . . . .__-ii·___.... ~~nn.n ~ I ~ ~:: g~~:
jj. Rew SLL
1000
New SLL I 500
S- 800r-
Rew SLL.I-+ ity S- 400 . "~""" .................. New F&W
.e: .e: ~~
rs
>- >-
u
c 600 .----~-.----- --------~-- g 300 -----i----------------i---------------'--- --_. ---~ ----- -----f
Q) Q)
ve
'0
~ lE
W 400 w 200
ni
200
U
0
20 40 60 80 100 120 140 160
22kW motor
125 87.38 86.68 -0.70
100 89.12 88.53 -0.59
75 90.38 89.86 -0.52
50 90.62 90.14 -0.48
n
25 87.71 87.30 -0.41
w
To
Motor/ass
e
ap
C
125 1561.34 1633.42 1111.64 1233.70 459.47 528.06 725.61 768.56
of
100 1011.42 1057.56 679.61 755.31 453.22 524.76 464.39 491.87
75 609.17 638.58 367.23 412.80 454.10 529.10 261.22 276.68
50 338.11 354.28 159.65
ity
183.23 462.60 540.16 116.10 122.97
479.23 30.74
rs
25 177.37 184.02 38.61 49.58 558.01 29.02
ve
·';"··New.
,1
f;\,,< _ c"1"
Rew
ni
0.38 0.39
U
0.52 0.53
. Speed ..;; . . . . ;;;:. Torque Stato~ Current
New ,-. '·{~;"ReW.·: .•.•. New' Rew New';~'" ." Rew
1438.70 1430.00 196.30 203.47 59.89 63.42
1444.97 1442.21 179.21 174.09 54.69 54.12
1457.50 1453.33 145.52 146.35 44.63 45.72
1469.90 1466.44 108.79 109.81 34.52 35.61
1480.80 1478.37 72.85 73.54 25.79 26.55
1487.27 1489.99 49.09 35.54 20.90 18.88
37kW motor
Efficiency

0.92 r - - - - - - - . - -
o New Eft
~ Rew Eft
New Eft
0.9 Rew Eft
n
w
To
e
ap
C
of
ity
rs
0.82
ve
ni
U
0.8 .
20 40 60 80 100 120 140 160

Loading (%)
Motor/oss
Stator Loss of New -.ersus Rew 37kW motor - Regression Fit Rotor Loss of New -.ersus Rew 37kW motor - Regression Fit
4000ir===~====",-----:-----r-----'----'-~~
3500 ~ ~ ~: !::: ~..m

~ = I .. .mmm.m ,!
2500
2000 i
1
~
lONewRot!
~ ~:: ~~: i, n_ _ _+_.
S
S
3000 Rew Stat
L -_ _ _ _~--~
2500 - - - - - , - - - - - ,
n,_ n u< n _unn<n n
- - - - I
_unn
l Rew Rot •
>-
n
g 2000
QJ
-(3
w
::= 1500
UJ
I
To
1::: l- _ n_nn___,::::-:::: __ -::nnnnnnn-t- _______ ~ nnn--i
0~1
w --~----~--~----~--~----~--~I
e
I
~ W 00 100 1~ 1~ 1W 100 120 140 160
ap
C
SLL Loss of New -.ersus Rew 37kW motor - Regression Fit Core Loss of New -.ersus Rew 37kW motor - Regression Fit
f o
of
900 New Core
~ RewCore
800 nnnnnnnn_'nnnnnnn nnnnnn_n_'nnnnnn_ New Core
ity I
S 700 ~-- -- -- --- - + - ----j-------------j- __ n_'_ ---------.
~~
New F&W
~ l::=_ _ _ _._ -~:--. . --. .-u.- ~ _LI-~J-_-__

rs
600 .[io;_; ___ _i'----_-n_-__""'__ R_e_w
__F_&_W-----'
fii I !
ve
i : i : , : :
............................, '0
~ 500 ~- ,-----,.-------!-------+-------',-------+-------:---- ~
I
::[---t-~~~;----l~--~=---L~~~~-mJ
ni
U
I
100 120 140 160 ~ ~ W 00 100 1~ 1~ 1W
Efficiency
125 88.76 88.74 -0.02
100 90.05 89.99 -0.05
75 90.90 90.72 -0.18
50 90.66 90.31 -0.36
25 86.75 86.20 -0.55
n
w
Motor/oss
To
e
ap
715.85 1390.14 514.85 398.97
125 2446.58 2568.56 1342.60 1290.42 620.74 729.19 965.39 924.00
C
100 1576.92 1659.58 837.97 794.70 611.23 744.93 617.85 591.36
of
75 932.73 989.62 456.09 433.03 610.14 770.54 347.54 332.64
50 498.50 536.96 204.70 189.62 619.62 805.01 154.46 147.84
25 241.28 268.09 86.68 ity
49.29 636.18 846.29 38.62 36.96
rs
:)New' ·Rew
ve
~·dJ,);.'
Speed;: . .:.; Torque . " . L.:oad Current 0.22 0.23

,
New!, ·····Rew .>;~ '. New Raw . 'New: Rew
ni
':
1454 1455.1 336.40 336.68 100.08 101.45 0.29 0.30

U
1461 1463.4 289.77 288.69 86.42 86.72

1469 1470.7 241.76 241.33 72.41 72.61
1478 1479.4 181.53 182.14 55.71 56.53
1485 1486.8 121.52 121.81 40.91 41.70
1493 1494 61.11 61.89 28.57 29.73
45kW motor
Efficiency

0.92
0 New Eff
.t:J.. Rew Eff
New Eff
Rew Eff
0.9
n
w
To
e
ap
C
of
ity
rs
ve
ni
U
20 40 60 80 100 120 140

Loading (%)
Motor/oss
3000 Ir=====r:::==;---:---~----r---T--I 1500
o New Stat 0 New Rot
/:;. Rew Stat I
/:;. Rew Rot
2500 I New Rot
I RewRot
~ 2000~~====~==~---------'--------- --i-------- -----:---/ S' 1000 ~---
S s I
>- >-
g 1500 '-'
c I
Q)
'0
Q)
'0
I
I
I!
n
:E:
~ 1000 w 500r
w
500 r-------------.:.;~::;::::.1!!r"'-
To
40 60 80 100 120 140
J20 40 60 80 100 120 140
I
e
ap
2000 ~;::::====r===;-:---,--------,,--------r--I 1000
C
: ,
o NewCore I
I
==:;tt
1
I 0 New SLL
~~n_n"nm /:;. Rew Core
II
I /:;. Rew S LL 900
~ 1500rl
_ . . . __ . _ . __ ~--- _____________ •• L __ "
New Core
of
m+mimmmmmiml 800 n~ -.~--------T-,--------m-"":~-------,jnZ~'-----__ -__ -__ " -_ '._!nn
.. Rew Core
NewF&W
RewF&W
,i - ity "----,-----'
:: .. ....... ..J
'1
1000
1
rs
:E:
w
-"----------:-~--------:-:-':'::--:--':'::-'1'--:--':':-------':'::--~-':'::--~-:--'1'--
ve
mm_---=--
___ i _ 500 II - .J
.------------------------~--------~--------~-- I
ni
400L-----~----~------~----~------~----~1
20 40 60 80 100 120 140 20 40 60 80 100 120 140
U

100 90.67 90.45 -0.21
75 91.42 91.13 -0.29
50 91.17 90.74 -0.43
25 87.48 86.87 -0.62
n
w
To
Motor/oss
. . J;:.:~~~e!t;.,::,·; .
t~·~;~::\'i.;~:·ccir~~~., '.,
e
ap
765.96 472.84
100 1508.63 1715.23 870.07 896.22 766.78 831.08 854.62
C
75 906.76 1031.05 475.80 490.91 778.60 851.69 591.43 480.72
of
50 496.79 563.54 209.79 214.75 794.40 880.29 262.86 213.65
25 254.89 286.55 53.99 56.55 826.32 911.54 65.71 53.41
ity
rs
ve
ni
U
·Speed''':t . ~Torque Stator Current

New
.. ... Rew New Rew New
' '<'
Rew
1473 1463.3 357.14 366.28 106.84 109.29
1481 1472.7 291.24 292.54 85.213 87.231
1488 1480.9 218.71 220.10 67.147 67.876
1495 1488.7 147.22 146.83 49.438 50.26
1464 1495.6 72.81 75.23 35.959 36.139
U
ni
ve
rs
ity
of
C
ap
e
To
w
n
55kW motor
Efficiency

0.93~------~------~------~--------~------~------~------~
o New Eft
1:,. Rew Eft
0.92 New Eft
n
Rew Eft
w
To
0.91
e
0.9 \-........... - .............. - ....,/
-
ap
: :l
-g 0.B9
Q.
C
>.
(])
of
'0
l:E
UJ
0.B8 ity
rs
0.B7
ve
ni
0.B6 .....
U
0.B5~------~--------~------~--------~------~--------~------~
o 20 40 60 BO 100 120 140
Loading (%)
Motor/oss
4000 r-;=====r=::=:;--,------:----,------,--i 2500 1r===::=J===;-i--i----r---T-~
I~
o New Stat o
New Rot
3500 t:.. Rew Stat t:.. Rew Rot
_ New Stat 2000 New Rot
:J
3000 __ Rew Stat
J::r-.
Rot
~
n
2500 - -_._-_ ... -_ ...... _----_ .. --.- .. -.---'-----------
w
>-
g
.~
2000
. . . . . . . ······l .. .•••••••••........
To
I
'+= 1500 f-------------------~------
- - - - '- - _"- - - - -L- - - - -_- - - -~L. ._. .-

LU
1000 f------------------:---------------------':~" ----------------4
;
e
m
500 w ': r'---=.· ----_--------------L-T_------------l

]
ap
OL-____- L_ _ _ _ _ _L -_ _ _ _- L_ _ _ _ _ _L -_ _ _ _- L_ _ _ _ ~
20 40 60 80 100 120 140 20 60 80 100 120 140
C
of
2500 !
750 ! ! I 0 NewCore
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40 60 80 100 120 140 20 40 60 80 100 120 140

Efficiency
100 90.92 90.75 -0.17

75 92.03 92.06 0.03
50 92.40 92.60 0.19
25 90.03 90.71 68
n
w
Motor/ass
To
e
ap
100 2022.85 2301.98 1193.40 1330.68 620.53 578.74 1208.65 987.89
75 1168.90 1318.23 659.10 717.21 648.85 594.26 679.86 555.69
C
50 588.90 659.07 278.30 310.83 677.60 611.62 302.16 246.98
of
25 249.54 274.39 71.44 77.61 712.79 634.21 75.54 61.74
ity
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ve
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U

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1461.9 1459.1 358.1 356.73 123.67 125.96
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"Y , ~''-'" ,::C;;:~J'" ·c./ ,i - ':, i\.~· :".:'/' ,
1478.3
1486.4
1478
1487.3
178.0
89.5
179.09
89.30
78.533
56.031
78.28
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14.94 J 14.94
1494 1495.4 432.1 430.59 36.057 35.79 .;~.~e.J:D,p'(Rise!Cf' 00
106.00 I 106.00

Technical Specification of 30V, 30.5A Auto & Manual Float Cum Boost Battery Charger DTD 25.05.16

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n

The copyright of this thesis vests in the author. No

Published by the University of Cape Town (UCT) in terms

Prepared for: Department of Electrical Engineering

University of Cape Town

Date: 31 August 2009

This thesis is submitted in fulfilment of the requirements for the

Dr. Azeem Khan (Supervisor)

Dr. Ben Sebitosi

The Advanced Machine and Energy Systems (AMES) research group

The 2007 VCT 1st and 3rd year practical students.

The efficiency of an electric motor is a measure of the effectiveness of the motor to

Three induction motor test-beds were constructed in the Electrical Machines

1.7. Structure of thesis .............................................................................................. 10

1.8. Contributions ..................................................................................................... 10

2.1. Overview ........................................................................................................... 12

2.2. Motor selection .................................................................................................. 12

2.3. Laboratory capabilities ...................................................................................... 12

2.4. Dynamometer System ....................................................................................... 13

3.4. Regression Analysis .......................................................................................... 56

3.6. Concluding remarks .......................................................................................... 62

Chapter 4: INDUCTION MOTOR EFFICIENCY DETERMINATION ................. 63

4.1. Overview ........................................................................................................... 63

4.2. Definition of Induction Motor Efficiency ......................................................... 63

5.6. Rewind Procedures .......................................................................................... 107

5.6.1. Company A ............................................................................................... 107

5.7. Concluding remarks ........................................................................................ 118

Chapter 6: IMPACT OF REWINDING ON MOTOR EFFICIENCY: TEST

RESULTS .................................................................................................................. 119

6.2. Test Methodology ........................................................................................... 119

6.3. 3kW motor results ........................................................................................... 120

Chapter 8: CONCLUSIONS AND RECOMMENDATIONS .................................. 159

8.1. Conclusions ..................................................................................................... 159

REFERENCES .......................................................................................................... 162

APPENDIX ................................................................................................................ 169

Figure 2-12: Deep tooth and groove contact [19] ........................................................ 24

Figure 2-14: Force deflection apparatus ...................................................................... 26

Figure 2-15: HBM inline torque transducer.. ............................................................... 26

Figure 2-17: Motor couplings ...................................................................................... 28

Figure 2-18: Deep-groove ball bearings ...................................................................... 28

Figure 2-19: Torque determination from DC Dyno loss ............................................. 30

Figure 2-45: 250kW test motor starter. ....................................................................... .49

Figure 2-48: DC dyno commutator cleaning ............................................................... 51

Figure 3-3: Motor testing system [69] [70]. ................................................................. 60

Figure 5-12: Core testing facilities ............................................................................ 114

Figure 5-13: Hand winding with counter ................................................................... 115

Figure 5-15: Company B 's varnish dip tank .............................................................. 116

Figure 5-16: Company B's curing oven ..................................................................... 117

Figure 6-2: Change in losses of the 3kW motor ........................................................ 121

Figure 6-3: 7.5kW motor efficiency change .............................................................. 122

Figure 7-1: Replace-Repair decision model [EASA] ................................................ 148

Figure 7-3: Effects of varying variables .................................................................... 154

Figure 7-4: Typical motor system .............................................................................. 155

Table 4-7: Comparison of full-load efficiencies of motors as determined by several

Table 4-9: Core loss values of IEEE and 1EC. ............................................................. 91

Table 5-1: Distribution offailures in Induction Motors [32] ....................................... 96

SLL: Stray load loss

up... ",)<1t P' t\lrtH n, Only,,,, r",p"'" ,"pply wile" ,,«d,d

hop"''' :!%- 11 \;,

electricity, up to J 7.7% consumption ond J~ . ~% dL.",and. followed by re,idemial and

1.3. Mo ton an d 'l olori~NI sys tems

molor ratin~ in SA.

1..3.1. .\1010r applic"lions