286

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 30, NO. 2, MARCHIAPRIL 1994

Application Considerations for PWM Inverter-Fed Low-Voltage Induction Motors

Thomas F. Lowery, Associate Member, IEEE, and David W. Petro, Associate Member, IEEE Abstract-PWM inverter-fed induction motor drives are being used in greater numbers throughout a wide variety of industrial and commercial applications. PWM inverters provide many benefits to their users including improved control of processes, reduced energy consumption, and expanded diagnostics. Despite these benefits, PWM inverters should be applied with special consideration for low-voltage induction motor operation. The power supplied to the motor by a PWM inverter has some adverse effects which this paper will describe. These effects include increased heating, high peak voltages, and increased audible noise. Many manufacturers of PWM inverters promote to the marketplace that their PWM inverters can successfully operate any low-voltage induction motor. This is often not true. There are many PWM inverter-motor applications which require long periods of low speed operation, wide constant torque speed range, and high starting torque, all of which could cause the motor additional stress resulting in a possible unsuccessful application. The intent of this paper is to highlight some of the known possible adverse effects PWM inverters cause low voltage induction motors and the impact these effects have on the given application. This paper is written for those that are applying PWM inverterfed low voltage induction motors, not those designing them.
TABLE I TEMPERATURE NEMA DESIGN RISEFOR FAN-COOLED INDUCTION MOTORS Insulation Class A B F H C Temperature Rise 55 80 105 125

motor designs are based on constant voltage and frequency supplied power.

B. Motor Characteristics on Sine- Wave Power

All mechanical and electrical characteristics of induction motors are classified by various standards groups. These standards have been established to incorporate the designs by many manufacturers to ensure that the end user has a criteria for both comparison and application. In this paper, these induction motor standards are first stated for reference based on a sine-wave power source, and then compared to data using a PWM inverter power source. The results are presented as a reference and the user should realize that PWM inverters often differ in design. The maximum allowable winding temperature rise by resistance is directly related to the materials used to insulate the motor. This is usually expressed as a Class of Insulation system. Table I provides the temperature rise in degrees Celsius for the different NEMA (National Electrical Manufacturers Association) classes of insulation. These ratings are based on an ambient temperature of 40 C witah an allowable hot spot temperature of an additional 10 C for a totally enclosed fan-cooled 1.O service factor motor. It is important to note that when motor winding temperature limits are at rated rise, the motor is running at base speed. This means that the motor heat will not exceed the insulation class rise only running at base speed with full cooling on pure sine-wave.
C. NEMA Motor Design Classes

I. POWER BASICS
A. Sine-Wave Power

HILE THE intent of this paper is to discuss the effects of PWM power on induction motors, it is first important to establish a comparison standard that will later be used as a unit factor. To make the paper useful to the application engineer, this unit factor, and all subsequent comparisons, will be made to pure sine-wave. It is assumed here that the user has a pure or distortion free sinusoidal power supply. In actual applications this waveform may in fact be distorted from the power generation system feeding the facility or other non-linear loads connected to the system. Sinusoidal alternating current is the standard power generated throughout the world today. This power is generated and transmitted in many different ways but users power distribution systems generally distribute a specific voltage and frequency. The most common form of power distributed in the United States is a 230 or 460 Volt and 60 HZ waveform. This electrical data is important since low voltage induction
Paper PID 93-18, approved by the Petroleum and Chemical Industry Committee of the IEEE Industry Applications Society and presented at the 1992 Petroleum and Chemical Industry Committee Technical Conference. Manuscript approved for publication May 27, 1993. The authors are with the VS Drives Division, Reliance Electric, Cleveland, OH 44117 USA. IEEE Log Number 9214133.

Low-voltage induction motors have been classified by NEMA as Designs A, B, C, and D. Each of these Design motors has different values for starting torque, starting current and slip. When considering the operation of a low-voltage induction motor on a PWM inverter, it is necessary to consider the motors NEMA design (Fig. 1) which generally defines its speed-torque characteristics.

OO93-9994/94$04 .OO 0 1994 IEEE

LOWERY AND PETRO: APPLICATION CONSIDERATIONS FOR PWM MOTORS

287

50 % SPEED

100
0
15

Fig. 1.

NEMA design curves.

Fig. 3.
7cQ

30 FREQUENCY (HI)

45

PWM inverter constant volts per hertz curve.

800

CONSTANT V/HZ. NO BOOST

300

240 '0

w $200

P
2 9
100 0 0 200

800

1 m

1400

lea,

APM

Fig. 2.

Design B speed-torque curve.

50
% SPEED

100

The electrical characteristics of the different NEMA designs will produce different operating characteristics for a given application. For example a Design C or Design D motor typically has high rotor resistance in order to develop the torques defined by NEMA. This is undesirable for a PWM inverter-fed motor because it results in a higher watts loss and temperature rise than for a Design A or B PWM inverter-fed motor. Therefore, NEMA Design C and Design D motors are not recommended for use on PWM inverters when selecting a PWM inverter and motor for a new application. If the existing Design C or D motor must be used on a retrofit, then it is important to review the motor characteristics to insure that the maximum motor temperature rise will not be exceeded. Design B low-voltage induction motors are the most commonly used motors on PWM inverter power. The speed-torque characteristic of Design B motors operated across the line on sine-wave power is shown in Fig. 2. When the motor is started on line voltage an inrush current of 600-700% occurs corresponding to the starting torque point. As the .load is accelerated to full speed, the current decreases to 100% full-load current at 100% full-load torque. High currents, however, are drawn during acceleration. The amount of time that the motor takes to accelerate the load will depend on the available accelerating torque, which is

Fig. 4. A family of speed-torque curves for a motor operating on PWM inverter power.

the difference between the motor speed-torque curve and the load speed-torque curve.

D.Speed- Torque Considerations

Let's compare full-voltage starting to the same NEMA design B motor operated by a PWM inverter. With the PWM inverter the output voltage varies directly with the frequency, assuming constant volts per hertz, during acceleration, as shown in Fig. 3. This is done to provide constant torque for driving the load. Starting the motor at low voltage and low frequency eliminates the high inrush current of across-the-line starting. Also, the motor operates on the portion of the speed-torque curve between breakdown torque and synchronous speed for the entire acceleration period. With across-the-line starting, the motor must accelerate past the pull-up torque point on the speed torque curve. Fig. 4 shows a family of speed-torque curves for a motor operating on PWM inverter power. Each curve represents a motor being started and accelerated to a different run speed. Notice that the amount of breakdown torque produced by the

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 30, NO. 2, MARCHlAPRlL 1994

160
150
140

130

120
110

100

3 w

2
e
I I I

g.,

70

m
50

40 I
30
20
lo

10

20

36

FREQUENCY (Hz)

Fig. 5.

PWM inverter constant volts per hertz curve with 5% voltage boost.

'0

1
1 20 30 40 50 0
M)

70 80 90 100 110 120 I30 140 150 IM) I70 180 190 200

MOTOR SPEED 1% OF BASE SPEED)

motor is reduced at slower operating speeds. This is the result of motor stator IR drop. To reiterate, a motor operated on PWM inverter power is provided a voltage which is proportional to output frequency throughout the operating speed range. At low speeds the amount of voltage provided by the PWM inverter may not sufficiently overcome the motor stator IR drop. This results in decreased torque producing capability by the motor. One method of overcoming the resulting torque loss is to boost the voltage output of the PWM inverter at low speeds. Today's PWM inverters provide an adjustment for voltage boost, or torque boost as it is commonly referred. Usually, a five to ten percent voltage boost setting at low operating frequencies will overcome the stator IR drop and increase the torque producing capability of the motor. Fig. 5 shows a constant volts per hertz curve with 5% voltage boost. An area of consideration when applying PWM inverter power to low-voltage induction motors is starting torque. The amount of starting torque that the PWM inverter and induction motor combination can provide is limited by the amount of current that the PWM inverter can provide the motor. In cases where higher starting torques are required, a higher voltage boost setting in the PWM inverter may improve the motor's torque output. However, in other applications this setting alone may not increase the output torque to an adequate level. Oversizing the PWM inverter increases the current output to the motor which, in tum, enables the motor to develop higher starting torque and peak torque. When oversizing a PWM inverter to increase the output torque of the motor, a maximum of one horsepower oversize should not be exceeded. Motor stability can be adversely affected if the controller is grossly oversized. If desired starting or peak torque cannot be attained by controller oversizing, both motor and controller must be increased in size. Another alternative when higher starting torque is required is to use a lower base speed motor. This may or may not cause the PWM inverter to be oversized due to the higher FLA rating of the lower base speed motor. The lower base speed motor can deliver more torque at lower speeds while requiring little additional current. The PWM inverter can be used to overspeed the motor to obtain speeds above the synchronous speed

IiI I I I I
0 36

I I I I I I I I t t t i

12 18 24 30 36 42 48 54 60 66 12 78 84 90 96 102 IOR 114 I20 FREQUENCY (HERTZ)

Fig. 6. Induction motor speed torque curve on PWM inverter power showing torque reduction above synchronous speed.

100% AMPS = 109A 100% TORQUE 296 FT. LBS.

"

1680 1720 1760 RPM

1SOO

Fig. 7. Area of speed-torque curve in which a motor on PWM inverter power operates (100 HP, 4-pole motor).

point. Torque above the synchronous speed point decreases by approximately the square of the speed, as shown in Fig. 6. Again, this may require oversizing when selecting the motor and PWM inverter. Motor operation above base speed should be verified with the motor manufacturer. PWM inverters can output frequencies up to 400 hertz in many cases. However, the motor's mechanical design, in terms of bearings and balancing, limits the maximum frequency on which it can be operated. When we examine the speed torque curve in the area between the breakdown torque point and the synchronous speed point of the instantaneous applied frequency for a PWM application we see that torque and current are nearly proportional. At 100% full-load torque, 100% full-load nameplate current is required. At 150%torque, 150% full-load nameplate current is required. Beyond the 150% full-load torque point the torque-per-amp ratio is no longer proportional. See Fig. 7 for the area of the speed-torque curve in which a motor on PWM inverter power operates.

LOWERY AND PETRO APPLICATION CONSIDERATIONS FOR PWM MOTORS

289

A-C to D-C Converter

D-C Filter Reactor

D-C to A-C

Inverter

Filter
Capacitor

Fig. 8.

PWM block diagram.

PWM inverters, for constant torque applications, are typically rated at a maximum of 100% continuous full-load and 150% full-load for one-minute of inverter nameplate current. If the PWM inverter is operating a NEMA Design B motor, the motor will produce a maximum of 100% continuous full-load torque and 150% full load torque for one minute.

a fixed value or in newer technologies a variable value. This characteristic of carrier frequency will determine the audible motor noise, the result of motor lamination excitation, as well as how closely the PWM controller approximates a pure sinewave. In general, the higher the carrier frequency the closer the output waveform is to pure sine-wave. These high (8-16 kilohertz) carrier frequencies do tend to cause higher motor and inverter heating. This will make the invertedmotor system less efficient overall. The controllers which employ low (1-3 kilohertz) fixed carrier frequencies can cause objectionable audible noise levels to be emitted from the induction motor. In noise sensitive applications this motor noise is a serious drawback to PWM inverters with low fixed carrier frequencies. A varying carrier frequency over a specific band (1-3 kilohertz, for example) can lower the audible motor noise appreciably in these applications. Specific types of transistors and a more detailed explanation of switching techniques follow.
B. Semiconductor Technologies

E. Harmonic Content of Waveforms

By definition a pure sine-wave would have no harmonic content. Harmonics are defined as the sum of all components generated as a percent of the fundamental waveform. These harmonics can be found at the motor terminals and generally create no useful torque at the motor shaft. The result of feeding a harmonically rich waveform to an induction motor usually results in additional motor heating. This will be one of the concerns mentioned later in the paper when discussing the effects of PWM power on motors. Here the point is, in terms of the unit factor, no harmonics are assumed present in the sine-wave comparisons. 11. PWM A. Inverter Basics All PWM inverters are designed to vary the speed of an ac induction motor by supplying a PWM sine-coded variable voltage/variable frequency output. Each controller achieves this in three basic steps. First the controller converts the user supplied sine-wave power to a fixed dc voltage, usually through a diode bridge full wave rectifier. Second, this fixed dc voltage is smoothed by some bus capacitors and in some cases bus reactors. Third, and most critically, the fixed dc potential is inverted by a series of output switching devices, usually transistors, into a series of pulses that simulate a sine-wave at the motor terminals (See Fig. 8 for block diagram). The output section or Inverter stage of any PWM controller is the most critical since the motor characteristics are directly affected by the switching devices and modulation scheme. A typical diagram for this section (Fig. 8), shows an arrangement of six (6) transistors which are fired in a controlled sequence to output voltage and current to the induction motor. This control is usually accomplished through high speed switching of these transistors. The switching frequency (commonly referred to as the carrier frequency) can be of
CONTROLLER-BASICS

Todays PWM inverters employ two types of semiconductor devices in the inverter section for controlling low-voltage induction motors. These are the bipolar transistor and the insulated-gate bipolar transistor (IGBT). Both are electronic switching devices which are turned on and off by the inverter regulator to produce variable voltage and variable frequency to the low-voltage motor being operated. Bipolar transistors have been successfully used by PWM inverter manufacturers for more than ten years. The latest generation of bipolars are self-limiting in their short-circuit current capability. This results in PWM inverters that can be applied on power systems with an available fault current of 25,000 RMS symmetrical amperes. This reduces the need to add impedance to the motor branch circuit in the form of isolation transformers or line reactors. Early generation IGBTs were not current self-limiting, so the user of a PWM inverter with these semiconductor devices had to review the power system more carefully to insure adequate short circuit protection for the invertedmotor branch circuit. Another area of difference between the two semiconductor types is the frequency at which they are switched when used with PWM inverters. The carrier frequency at which the PWM inverters output transistors are switched is one of the main causes of motor audible noise. In older PWM inverter designs, this frequency was often fixed by designers at about one kilohertz. The one-kilohertz carrier frequency was radiated from the inverter-fed motor producing a high-pitched whine. This sound was especially irritating for those who worked in an environment near the motor or heard it as it vibrated nearby duct-work. One method of reducing motor audible noise found in PWM inverters that employ standard bipolars is a carrier frequency that varies within a particular frequency band. This method is referred to as full-spectrum switching. An algorithm within the PWM inverters regulator optimizes motor performance by evaluating characteristics such as motor current, motor voltage, and the desired output frequency. The resulting frequency band

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 30, NO. 2, MARCHlAPRlL 1994

TABLE I1 HEATING EFFECTS DURING SPEED REDUCTION FAN-COOLED OF MOTORS HP

10 10

Power Type PWM PWM PWM PWM PWM

Frequency (Hz) Percent Speed 60 30 15 100

Percent Torque 100 100 100 100 100

Current (Amps) 12.5 14.7 14.1 61.4

Temp Rise (C)

Remarks Full Load & Speed At Temp Limit Over Temp Limit Full Load & Speed Over Temp Limit

10 50 50

50 25
100 50

60 30

70.6

55 104 122 73 119

111. PWM vs. SINE-WAVE POWER A. Heating

Relative dbA Lowest

fixe!dErrier Bipolar

1-3 khz var. carrier Bipolar

2khz fixed carrier

IGBT

8khzandup fixed carrier IGBT

NOTE: Comparison based on equivalent motor operation Fig. 9. Relative comparison of audible motor noise with different modulation schemes and semiconductor types.

is still in the audible range of the human ear, but rather than causing a continuous, irritating whine, a family of tones is produced which spread the noise across a frequency band. The perceived motor noise is considerably less than what it would be with a single carrier frequency. Fig. 9 provides a relative comparison of motor audible noise produced by PWM inverters that utilize different semiconductors and modulation schemes. The IGBT-based PWM inverter operates with a carrier frequency that switches at around 8 kilohertz. This results in a frequency that is above the audible range of the human ear, as well as a motor that is particularly quiet. The reason that the IGBT-based PWM inverter can operate at such a high carrier frequency is the faster turn-off time of the device versus a bipolar transistor. Both devices have comparable turnon times, however the turn-off time of an IGBT is around 5 micro-seconds compared to 20-30 micro-seconds for a bipolar transistor. The result is a device with a much shorter storage time or operating time.

C. Semiconductor Application Considerations

In examining the early development of IGBTs several technological factors should be reviewed. IGBTs are voltagecontrolled rather than current controlled devices. They require much smaller base or gate drives than bipolars. IGBTs have lower switching losses; but when operated at a high carrier frequency (greater than 8 kilohertz), the losses occur more frequently resulting in overall losses slightly higher than that of a bipolar. Early generation IGBTs were offered in a limited size range. Because of their current ratings, the largest IGBT-based PWM inverter in 1991 was rated at 60 HP at 460 Volts. As of this writing, semiconductor manufacturers offer IGBTs up to 600 amps for use in PWM inverters. Bipolar-based PWM inverters are offered through 350 HP without paralleling power modules.

Most PWM inverters are designed, tested, and rated to reliably perform in a given ambient temperature. This ambient temperature rating is determined by comparing the component thermal tolerances to test data obtained when the inverter is operated at worst thermal case, and rated overload ampacity. The temperature rise of the inverter in addition to the rated ambient temperature must be less than the component thermal tolerances. Usually a safety factor of 15-25 O C is built into the inverters design to insure proper operation. Enclosure characteristics will affect the cooling of the inverter and must be designed to not compromise the NEMA rating. This paper assumes these design considerations have been followed, and will only discuss inverter heating in the context of a invertedmotor system. Most commercially available motors have been designed to NEMA standards for operation on sine-wave power. The heating characteristic of these motors, discussed earlier in this paper, is documented when run on sine wave power at a fixed voltage and frequency. The critical heating characteristics that must be examined when a motor is run on variable voltage, variable frequency sine-coded PWM inverter power are: 1 ) Speed reduction for a fan-cooled machine 2) Full torque, full speed increased current draw 3) Torque overload during periodic loading. 1) As a fan-cooled motor is speed reduced the affinity laws for fan curves apply to air flow across and over the motor frame. These laws state a proportional relationship between speed and volume. Motor design characteristics must be examined also to determine the effects of reduced cooling. These designs often account for cooling saturation over portions of the operating speed range. As the shaft speed is decreased, the cooling effects from the fan are decreased by the same amount. If a motor is fully loaded and the speed is decreased by fifty percent (50%), the motor is required to supply full torque with somewhat better than one half (1/2) of the maximum cooling. This cooling factor reduction with decreasing speeds will reach a point at which the insulation temperature rating of the motor is exceeded causing motor reduced insulation life or failure. A reduced speed fullload example for PWM power is shown in Table I1 for both a 10 HP and 50 HP Class F insulated motor. Also note that the current supplied to the motors in each case greatly increased when run at half speed on PWM power (23% for 10 HP and 19% for 50

LOWERY AND PETRO: APPLICATION CONSIDERATIONS FOR PWM MOTORS

29 1

HP). The results of this test suggest that the maximum invertedmotor full load speed range would be 2 to 1 on the 10 HP, and less than 2 to 1 for the 50 HP. Reducing the motor speed below this limit would exceed the insulation rated temperature rise and cause premature motor failure. Even short durations of full load, half speed operation can damage the motor under these circumstances. Centrifugal loads (pumps and fans) do not require full torque at reduced speeds which greatly decreases the thermal stress on motors in these applications. Table I11 shows temperature rise values when the torque requirements are decreased at several speeds. In this example the load reduction, in operating a centrifugal load, does not cause the motor to exceed the thermal limits defined by the insulation system. 2) The PWM inverter sine-coded waveform approximates a pure sine-wave. Since this waveform is not an exact duplicate of a sine-wave, losses will be generated by the motor. These losses are found in the harmonic content of the waveform and directly contribute to the heat generated by the motor. An example of these losses is shown in Table IV. In both the 10 and 50 HP motors the current at full speed and load increased by approximately four percent. This increased current resulted in an increased temperature rise in both motors. Heating may be different for specific inverters and motors. Even configuration parameters in the controller can alter these results. In this example, although thermal insulation rating is not being approached, there is a significant (8%on 10 HP and 18% on 50 HP) increase in motor heating. To account for this it is a good design practice to derate a 1.15 service factor motor to a 1.0 service factor when operating on PWM inverter power. 3) Periodic torque overloads can cause motor temperatures to exceed the insulation thermal limits. The potential for motor overheating under these conditions depends on the overload duration and amplitude. Table V shows an example of a 33% overload condition. In this example, a 10 HP motor is operated continuously with a 33% overload torque. The current drawn by the motor increases by 40% over sine-wave and 34% over PWM at full load torque. Loading any motor above its rated torque and full load current values results in operation of the motor outside design parameters. When applying PWM inverter power this application characteristic is critical due to the thermal stress already present .from sine-coded PWM inverter power. Small overloads, even for short time durations, can place stress on a motors thermal insulation system. This has been shown to create hot areas in the motor windings. Increased motor heating is another result of harmonic currents produced by PWM inverters. Generally, if a motor being operated by a PWM inverter is a premium energy efficient design with a 1.15 service factor, then it is sufficiently rated to provide continuous full-rated current and torque throughout the defined operating speed

range. The manufacturers nameplate, however, will list the service factor as 1.0 if the motor is nameplated for inverter-duty. This simply reflects the derating for harmonic currents produced by PWM inverters. 4) There are a number of choices through which motor overheating conditions may be overcome. Motor overframing, adding a fixed speed blower to a standard induction motor, ducting external supplied air, or selecting a motor specifically designed for variable speed operation can be considered. Each of these design considerations should be investigated for specific applications. 5) A mention under the topic of motor heating on PWM power, needs to be made concerning hazardous location installations. Since the thermal characteristics of motors are shown to be greater on PWM power than sine-wave power, an atmosphere classified as hazardous, as defined by U.L. 674 and any requirement that may be imposed by a regulatory body, requires great care in selection and application. Motors which run on PWM power in hazardous locations require special nameplates stating acceptable controllers applied with the motors, acceptable operating speed range, and any special controller adjustment parameters. Due to area classifications by third party safety organizations, surface and rotor temperatures are a limiting factor when applying motors in hazardous locations. Values determined by area classification must be adhered to in order to maintain third party safety listing and marking. Due to increased heating of the motor by PWM inverter power, particularly by low speed full load torque operation and non-sinusoidal current waveform, it is difficult for manufacturers of PWM inverters to provide a package that provides the performance required and meets third party labels for safety.

B. Voltage Peaks and Insulation Systems

The NEMA classification for insulation systems, discussed earlier in this paper, specifies allowable thermal temperature rises for safe operation without damage or decreased life. These same classifications do not, however, specify the maximum allowable voltage transients that a motor can safely withstand. This characteristic does not apply to pure sinewave power since voltage levels are maintained at constant values. Test data acquired to date along with classical wave reflection transmission theory declares that cable length from the PWM inverter output to the motor has a critical effect in actual voltage peaks present at the motor terminals. The rise time of the specific switching device in the PWM inverter will determine the maximum cable distance that can be used on a specific application. This relationship can be summarized by stating a critical distance at which the voltage pulse will travel in one half of its rise time. Assuming, the propagation rate of the cable is approximately 150 &microsec., Fig. 10 demonstrates this principle for various rise times. Transients generated by the various types of output transistors and modulation techniques will contribute to this critical cable length determination, and should be investigated on an individual application bases.

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, TABLE 111 LOAD REDUCTIONS REDUCED AT SPEEDS

HP
10

Power Type Sine PWM PWM Sine PWM

Frequency (Hz)

Percent Speed

Percent Torque

Current (Amps)

Temp Rise (" C)

Remarks Sine Reference Load Reduction Over Temp Limit Sine Reference Load Reduction Low Speed Load Reduction

IO IO 50 50 50 50

PWM
PWM

60 15 6 60 30 6 6

100 25 10 100 50 10 10

100 87 89 100 82 70 62

12.0 12.0 12.5 59.1 56.8 51.3

45.0

51 79 109 62 72 94 66

TABLE IV MOTORHEATING AT FULLLOADAND SPEED HP Power Type Sine PWM Sine PWM Frequency (Hz) Percent Speed
100

Percent Torque
100 100

Current (Amps)

Temp Rise (" C)

Remarks Sine Reference Full Load C Speed Sine Reference Full Load & Speed

10 10

60 60 60 60

100
100 100

12.0 12.5 59.1 61.4

51 55

50 50

100 100

62
73

TABLE V OVERLOAD CONDITION HP

10 10

Power Type

Frequency (Hz)

Percent Speed

Percent Torque

Current (Amps)

Temp Rise ("C)

Remarks Sine Reference Full Load k Speed Overload

Sine
PWM PWM

60
60 60

100
100

100 100
133

12.0 12.5 16.8

51 55 129

10

100

ufacturer to support the motor's ability to withstand the voltage transients and total harmonic distortion produced by the PWM inverter. Test data, if available, should be requested to verify the motor and inverter will meet specific application requirements.

IV. CONCLUSION The discussion of PWM inverter and low voltage induction motor basics plus the reporting of data support the following conclusions: Applying a PWM inverter to a low-voltage induction motor requires special application considerations. The specific areas this paper highlights are: Motor noise caused by different transistor types and switching strategies. Additional motor heating produced by PWM inverter power and the operating speed-torque range. The effects that PWM inverter produced harmonics have on the low-voltage induction motor. PWM inverter designs and their affect on motor insulation systems. Voltage transients generated by semiconductor switching technologies employed in PWM inverters are known to affect motors., Critical cable lengths must be calculated from PWM output switching times to accurately predict voltage pulse values at the motor terminals.

t 2 VOLTAGE RISE TIME [pec]

Fig. 10.

Critical cable length vs. rise time.

Multiple motors being operated from a single PWM inverter should also be considered with respect to critical cable lengths. The total sum of all cable distances should be used in a case where multiple motor applications are being considered. A user can protect against premature motor failure by coordinating the critical cable length using the inverter output rise time rating to insure a successful application of the system. When selecting a low voltage induction motor for use on PWM inverter power, obtain data from the motor man-

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ACKNOWLEDGMENT
The authors would like to acknowledge the reviewers of this paper whose inputs were all incorporated in the final published version presented herein: Alan Lowe, SimonsEastern; Ron Sinclair, Eaton Corporation; Tim Trumbo, Cegelec; John Bently, ABB Drives; Walt Jones, GE; Charles Jackson, Hoechst Celanese; John Kassebaum, Eli Lilly and Company; R. Hendry, Dow Chemical.

REFERENCES
[ l ] C. W. Drake and C. G. Helmick P. E., Westinghouse Electric Corporation, Industrial Motor Applications, revised by J.C. Roote, P.E. Hurleton, Inc., 1970, Intemational Textbook Company, reprinted 1980. [2] Dennis P Connors and Dennis A Jarc, Reliance Electric, Application Considerations for A-C Drives, Reliance Electric 1982. [3] Roger H. Daugherty and Carl H. Wennerstrom, Reliance Elecrric, Need for Industry Standards for A-C Induction Motors Intended for Use with Adjustable Frequency Controllers, IEEE Trans. Industry Applicat., NovemberDecember 1991. [4] Steven L. Mecker, Siemens Energy & Automation, Inc., Considerations in Derating Induction Motors for Applications on Variable Frequency Drives, IEEE Conference Record of 1992 Annual Pulp and Paper Industry Technical Conference, p. 19.

David W. Petm (AM) received the Bachelor of Engineering degree from the William Rayen School of Engineering at Youngstown State University, Youngstown, OH, USA, in 1981 and the Master of Business Administration degree from Cleveland State University, Cleveland, OH, in 1991. He began his career as a Sales Engineer with Eaton Corporation in Cleveland, selling variable speed drive and motor systems. In 1985, he transferred to Cincinnati, OH, where he sold a wide range of motor control and logic products. Since 1990, when he joined Reliance Electric as a Product Specialist, he has been marketing ac drives in a wide range of applications and industries. He has published several articles on the application of variable speed drives and motors. Mr. Perm is currently serving as chairman of the Rubber & Plastics Committee of the Industry Applications Society.

Thomas F. Lowery (AM) graduated from Villanova University, Villanova, PA, USA in 1985 with a Bachelor of Electric Engineering degree. He began his professional career with the Eaton Corporation as a Sales Engineer in Cleveland, OH. In this capacity he applied variable speed motor drives as well as associated industrial control equipment. In 1990 Mr. Lowery joined the V*S Drives Division of Reliance Electric in Cleveland where he has ac drives marketing responsibility for the HVAC and pulp and paper industries. He has published several articles and technical papers on the application of variable speed controllers and motors. Mr. Lowery serves on the Drives and Control Systems Subcommittee for the PPIC, Industry Applications Society.