Should the respective impedances be other than equal throughout the frequency range, the loss may be either

greater or less than 3 db. It must also be recognized that the impedances are not necessarily the nominal impedances of the lines but may be materially influenced by the actual impedance of the terminating equipment at each terminal. The statement is also made that the 3-db loss amounts to 7.5% of the 40-db range of most blocking-type equipments. This may be confusing to both relay engineers and communication engineers as the inference is that 7.5% of the power on the line is dissipated in the tap. Such a conclusion is in error. The term "decibels" represents a function of the logarithm of a ratio of two amounts of power, voltages, currents, etc., and the relationship of one db value to another as a percentage is therefore both incorrect and misleading. A power loss of 3 db represents a 50% loss of power as may be seen from the relationship 10 log10 1/2. It is earnestly recommended that, when relay or power personnel have occasion to lease channels from telephone companies for use with critical terminals such as protective relay equipment, the problem be discussed fully with the proper telephone company people. Numerous instances of improper functioning of protective relay circuits have resulted from misunderstand-

ings or lack of understanding between power and communication representatives. The impedance of terminal equipment on a leased line may be equally important at all frequencies over the voice frequency spectrum and is frequently quoted by the manufacturer at only the signal frequency. On many of the longer leased lines, hybrid transformers and repeaters are used by the telephone company for transmission reasons, and impedance considerations are of vital importance for stability of the circuit. On protective circuits associated with multiterminal power lines, it is recommended that serious consideration be given to the use of separate protective circuits between each pair of terminals rather than a single multipoint protective circuit. Many of the problems inherent with multipoint channels, such as interaction between the several transmitters and receivers, bridging losses resulting from lateral taps, initial line-up of terminal equipment, potential disabling of the entire protective circuit because of trouble on one branch, etc., are minimized or eliminated by individual point-to-point circuits. The additional cost of this arrangement may be more than justified by the improved operation and service reliability of circuits of such critical importance. Joint consideration of the planned usage of proposed channels from the standpoint of the fundamentals of signal transmission

will prevent or minimize what may otherwise be serious problems.

A. J. McConnell: Undoubtedly, as Mr. Linders suggests, statistics giving the number of the various kinds of protective systems in service and the relative performance of the various approaches would be valuable, but the questionnaire involved would have delayed the paper by perhaps a year or two. Possibly the Chairman of the Subcommittee will wish to consider the suggestion for a future project. Mr. Linders is correct in suggesting that many of the problems presented in the paper would disappear if system measurements could be made economically at locations where current and potential transformers are not norinally available. But it would appear that an economical solution is not in the immediate future. Since the Working Group had no members well versed in the communication area, Mr. Leech was asked to prepare a discussion of the section "Channel Considerations." The Working Group believes that his contribution should be considered as part of the paper, rather than as simply a discussion. Of particular importance is his suggestion that there should be full discussion between power company and telephone company personnel before a channel is leased for protective relaying.

Thermal

Relationships in
Abnormal

an

Induction

Motor
W. T. MARTINY

Under Normal and

Operation
H. B. MARGOLIS
MEMBER AIEE

ASSOCIATE MEMBER AIEE

ASSOCIATE MEMBER AIEE

R. M. McCOY

Synopsis: Improvements in motor protection and design require knowledge of the thermal effects produced in a motor when it is operating under normal and abnormal conditions. This paper describes a series of tests that were made on a 350-hp (horsepower) 900-rpm induction motor. The tests included single- and 3-phase stall and running tests, and acceleration tests at different voltage levels and subsynchronous speeds. A comprehensive picture is obtained of steady-state and transient temperatures in the stator and the rotor. An analysis of the thermal effects in terms of possible damage to the motor is presented.

these conditions. The basic reason for this lack of information is the difficulty of expressing a general thermal relationship in motors in terms of a simple

relay.

protecting a given motor against damage arising from operations under abnormal conditions encounters, usually, a paucity of published information on the thermal conditions developed in the motor under
66

HE MOTOR PROTECTION engineer faced with the problem of

The complexity of the thermal relationships arises from the physical and electrical complexity of the motor construction, the diverse applications that are encountered, the variety of possible abnormal operating conditions, and the many modes of failure that may occur. The sensitive physical components of the motor, aside from bearings, are the stator winding, conductor, turn, and ground insulation, rotor bars, and end rings. The sensitive electrical quantities are voltage, waveshape, and phase balance. Motor applications, even of the general-purpose type, cover a wide range of torques, inertias, starting requirements, inter-

mittent loading, and ambient temperatures. The motor may be subjected to high voltage, low voltage, overload, single phasing, and stalling, to mention only the more common operating hazards. In addition to insulation failures, which are most common, breaking of rotor bars and of end rings may result. Despite these complexities, the protection engineer does manage to protect motors adequately. It is a fair assumption that if we knew more about the thermal relationship within the motor under some of the abnormal conditions, a better job of protection could be done. The formulation of limiting temperatures for specified time periods for temperature-sensitive motor elements is another area which requires additional light if motor performance and protection are to be improved. At the suggestion of the AIEE Induction Machinery SubcomMachinery Committee and approved by the AIEE Technical Operations Department for presentation at the AIEE Winter General Meeting, New York, N. Y., January 31-February 5, 1960. Manuscript
Paper 60-225, recommended by the ATEE Rotating

submitted November 30, 1959; made available for printing July 5, 1960. W. J. MARTINY and R. M. McCoy are with the General Electric Company, Schenectady, N. Y., and H. B. MARGOLIS is with the American Electric Power Service Corporation, New York, N. Y. The authors wish to acknowledge the valuable assistance rendered by L. L. Maturo in arranging and supervising the test program, and by Miss W. Donnelly in compiling and plotting the test results.

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

APRIL l196 1

Table 1.

Summary oF Replies to Questionnaife on Limiting Temperatures for Motor Operation Under Emergency Conditions
Stator Acc* Stall
130.

Reply

Rotor Bar
Stall
190

No.

Acc

Rotor End Ring Acc Stall

85
...

Remarks
End ring connections to

Table II. Physical Constants and Tested Values Eight-Pole 350-Hp 900-RPM 3-Phase 440Volt 60-Cycle Induction Motor
Items

I........ 130

.190 .

Dimensions, Parameters Physical Constants

85 .

2.... 155
3. 5. 6. 7. 8. 9. 10.
4.

200 ..... . 125 . 300 10 . .. 640 . 640 10 . 240 105 105 ... 340. 200 . . 150 ....... . 125 300 ... 200 . 150 400 . 200 . 175 .150 . 350. . 200 180 .150 .. 30. 250 . 150 ... 125 280 .. . . 380 .
105 190
.

200 . 150 . 40. 140 . 80 120 . 200 ... 200 .. 200 .100 200 .3 300 . 200 80... 40t 85 . 350
200

Arbitrary values.
Based on tests.

115 C, short time.

For two successive starts.

Diameters
Stator

sot

....

80t

Rotor inner ......... 15.75 7 length, axial ..... 15 inches Stack Air ducts

outer ......... 28 Stator inner ......... 21.5 Rotor outer ......... 21.43> inches

......
...

105. 190 .

Recapitulation, Range
190. 640 .

156

140 .

364 .

Average

190 . 640.

85

equally spaced ......... 61/I Stator slots ......... 96 116 Rotor slots ......... Stator winding ........ 4-circuit, 75% pitch 7 turns of 0.09OX250 copCoil .........

285 .

191

...

140

t Applies to brazed-type cage (not included in recapitulation). t Temperature rise; total temperature not important.

* Acceleration.

Insulation ......... Polyex Tested Values 99.6 amps, line Magnetizing current... 406 ohm, per-phase delta Leakage reactance . .... o.
kw loss ......... 4.854 1 120 kw and friction.. 407 Windage Full-load current amps, line Starting current ....... 2,400 amps, line Starting torque ........ 2,880 lb-ft
Core
Full-load speed ........ Stator resistance ...... 0.0265 per phase delta at 25 C

per

wire

mittee, ten leading motor manufacturers were polled on limiting temperatures which each would regard as acceptable during stall and acceleration tests on a 200-hp 1,800-rpm 4,000-volt class A motor, driving a fan. The replies are tabulated in Table I. The wide range of replies is indicative that additional data on the subject are desirable.

The Tests
To obtain the desired information on motor thermal characteristics and limiting temperatures, tests were taken on a squirrel-cage motor rated 8-pole, 350-hp, 900-rpm, 3-phase, 60-cycle, 440-volt. This motor has a dripproof enclosure and was built with sleeve bearings. The stator has formed coils of class A insulation. The rotor winding is cast aluminum; see Fig. 1 which shows the motor in the test setup. Thermocouples were installed in the stator winding and the rotor winding. Refer to Figs. 2(A) and (B) for the location of the stator thermocouples and

the rotor thermocouples respectively. Table II gives a chart of the motor parameters and dimensions. Stator and rotor temperatures were taken with the use of photoelectric recorders for the transient tests, and a direct-reading device as well for the load runs. Rotor thermocouples were brought out through a shaft hole and connected to a special slip ring assembly; see Figs. 3 and 4. Slip ring accuracy was checked at static conditions and thermocouple readings were found to be identical for the rotor thermocouples when read through the slip rings and with the slip rings bypassed. Further runs were made with the rotor rotating and at standstill without affecting the continuity of the readings. These tests were to establish confidence in the accuracy of the readings taken through the slip rings for this setup. Prior testing by the General Electric Materials and Processes Laboratory had established that the slip ring was an accurate device in itself. A test alternator rated 2,812 kilovolt-

883 rpm

amperes was used which had a synchronous drive motor and was equipped with a voltage regulator. (Some of the hunting indicated by Fig. 32 is no doubt due to the regulator device.) The dynamometer used for the load tests is of the induction type and is equipped with special controls. One feature of these controls is a speed set device which regulates the excitation to hold a fixed speed. This setting was used for test IIA7. In addition, the excitation may also be set to give an approximation to a fan-type torque load over the speed range. This setting was used for some of the acceleration tests. The tests are listed and tabulated in the following:

I. STALL TESTS A. THREE-PHASE

Test nation
lb

DesigIa 2a.

Motor Terminal Voltage

.rated .rated above rated

Reference,
Fig. No.
6 7 8 9

.....5

..... .....

2b

3 .below rated ......

above rated...

B. SINGLE-PHASE Test Designation Motor TerminI Voltage

1 .rated .....

Reference, Fig. No.

10
12 13

Fig. 1. Motor connected to dynamometer, including

instrumentation

rated e ...... 2. abov 3a .below rated ..... rated ..... below . 3b

APRIL 1961

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

67

RD[, RD2

RBI,

R82

RBI
POLE PITCH
REI

RB12

REI,RE2
RE2

.060

SM2
ST2,SEI,SE2 IB

U1.310

(A)

(B)
Fig. 2. Locations
oF

winding thermocouples. A-Stator. B-Rotor

3-PHASE STALL TESTS

II. RUNNING TESTS A ACCELERATION

Test Desig- Load or nation No Load
Ia.. no lb.. no 2.. no 3a. no 3b... no 4... no
erence,

TEST IA:

RefFig.
No.

Voltage

or

Inertia

Speed

14 load.... rated ......... load..... rated 15 ......... load ..... above rated ...8 1B load ..... below rated... 17 147% load... .below rated ... 18 NEMAt load ..... below rated ... 19 inertia wa with load ... rated ......... 20 5b... with load ... rated ...... ..21 . 5c ... with load ... rated 22 .. load rated* with ... 23 fi 7 .. no load ..... rated ......... 24 .50% speed

a Double acceleration. t National Electrical Manufacturers Association.

B.
Test Designation

LOAD
Per Cent

Load

Reference, Fig. No.

25 26 ......... 27 ........... 28
....

Three-phase stall tests were taken by locking the rotor in position and applying a specific balanced 3-phase voltage. Under these conditions the voltage at the motor terminals dropped due to regulation in the lines between the alternator and the motor. The line voltage was preadjusted to level at rated voltage at the motor terminals, an overvoltage and an undervoltage. This simulated an infinite bus condition for rated voltage and a weaker bus source condition for the undervoltage condition where rated voltage was initially applied. Voltage and current were recorded on Brush recorders. Fig. 32(A) illustrates the voltage and current variations at the motor terminals for Test lAla. Because of the short transient and constant readings for the greatest length of the test period, only final

steady-state values are tabulated for the remainder of the test runs. All 3-phase stall tests were taken with power applied for a fixed time period for ease in comparison and because of the difficulty in test procedures which would result if a specific temperature limit were chosen instead. Eight recorders were utilized during the static tests to minimize the datataking task to a reasonable job. For this reason two of the 3-phase stall tests as well as some of the other tests were repeated to obtain data on some of the other thermocouples installed; to check the repeatability of the data; and to give further insight into the behavior of the original end ring thermocouple. A review of the test curves will show that the degree of repeatability is good on a teinperature-rise basis. For instance,

1.
a..

b. . c............ 150 d 2.

Three-Phase Rated Voltage 10.

130 175 100
..
.

....

Single-Phase Rated Voltage

.

b......

67.5

29 30

III.
Desig-

PARAMETER TESTS

Test

nation

Reference

I stator resistance Table 11 2. impedance results 3. excitation results 4. speed torque and current curves. . Fig. 31

Descriptions of the tests follow.

Fig. 3. Slip ring a*embly

68

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

APRIL 1961

curacy range of at least 15 C and completely satisfactory for evaluation in terms of injurious heating and motor protection.
TEST IB: SINGLE-PHASE STALL TESTS These tests were taken in the same manner as the 3-phase stall tests. For these the rotor was positioned so that the rotor slot TC's in the number 2 position were placed in their maximum current positions for the tests. Refer to test IB3b. It may be noted that TCs RDI and RB1 show a much lower rise then TCs RD2 and RB2. Heat flow is inward towards the center of the stack for RDI and RB1 since they peak at a later period of time. It is felt that these readings provide good evidence of proper rotor positioning for these tests. It is also interesting to note that REI located 90 electrical degrees away from the maximum current slot shows a temperature rise in the same order of magnitude as RE2. TC REI is located in the maximum end ring current and the loss at this point no doubt contributed heavily to the temperature rise of RD1 and RB1.
TEST IIA: ACCELERATION TESTs Three-phase acceleration tests were taken accelerating the dynamometer, jackshafts, and couplings, and a large motor was utilized for inertia. Calculated inertia for the combination is 11,100 lb-ft (pound-feet).' Based on the speed-torque curve of Fig. 31 and the voltage variation curve of Fig. 32(B), the estimated accelerating time for test IlAla is 14 sec (seconds) as compared with 13 sec by test. The machine was accelerated to full

100

200

20

40 60 TIME IN SECONDS

8o

100

Fig. 4. Squirrel-cage rotor with thermocouple leads through hollow shaft

for tests IA2a and IA2h, thermocouple (TC) SB 3 shows about a 60-degree rise for both tests; and on tests IAla and IAII), TC RBI shows about 135 C (degrees centigrade) rise for both tests, and TC REI about a O1 C and a 107 C rise. Exact checking is rather difficult, especiallv wlhere the machine does not start testing with all parts at a constant ambient condition. It should also be recognized that this situation of constant temperature of all parts is not met by a machine in a normal service situation. It should be further pointed out that in the recording graduations a space of about l/8 inch might represent from about 7 to 17 C, depending upon the calibrated scale. It is nevertheless felt that these data are highly reliable within an ac200

Fig 6 Test IAI b: 3-phase stll. Preset voltage 525 volta, final voltage 432 volts, final current 2,350 amp, time 25 sec speed with a no-load torque applied on the dynamometer, and with a load torque. The load torque curve is shown in Fig. 31; Fig. 32(B) shows a typical variation in voltage and current during acceleration for test IIAla. Final voltage in this case is the terminal voltage of the machine with the motor at full speed for the applied load of the particular test and accelerating voltage is the lower voltage on the motor terminals during the longest time of the accelerating period die to the line voltage drop. In the previous tabulation of tests the voltage referred to as rated, overrated, and underrated is the final voltage for both the acceleration and stall
tests.

Fig.

phase stall. Preset voltage 525 volts final voltage 440 volts/ final current 2,320 amp (ameres), time 25sc

Test lAl:

(left).

3-

240

200

o160
V

20X!
I-~ ~~~~~~_D

J& 680I-

-volts; final volt10 TIME IN SECONDS

Fig. 7 (right). Ted lA2a: 3phase stall Pfeset voltage 620

age 520 voltz tnal current

8 g

4
2

z!

2,750 amp, time 25 sec

APRIL 1961

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

69

200

000-

RE2
R

160

rB2
l_

_____
SM3 = ST3 --

1h20
a.80
40

..

33

Z0

tal . preset Fig. 8. Test lA2b: 3-phase stal voltage 620 volts, Anal voltage 525 Poreset solts Rnal current 2,770 ampj time
Test IIA6 is a double acceler ation test. The drive was first acceleratec I with the dynamometer torque set as iIn Fig. 31. The motor power was cut 1but dynamometer excitation was not. After the drive reached standstill, it was reaccelerated by applying power to the motor. Test IIA7 gives an indicatioin of motor temperature rise when a machinie is nearly stalled while running. The laLrge motor utilized for inertia was discon:nected for this test and the dynamome ter speed set control was used to decelera.te to 50% speed as quickly as possible. This test was taken primarily to illustrat e the rapid rises which may occur if the miotor speed is reduced below the maximuim torque speed point during its operatio:n.
TEST IIB: LOAD TESTS Heat runs were taken for four load conditions at rated voltage under 3160

TIM E IN

40

SECONDS

60

80

'

phase conditions and under two load conditions for the single-phase tests. In order to shorten the time required for testing, the load tests were not taken with the machine initially at ambient conditions. The 175% load 3-phase heat runs come closest to this condition. In general, runs were no longer than absolutely necessary to obtain ultimate temperatures. In some cases the temperatures are just shy of reaching this level condition. As loading increases, the rise in the rotor appears to be more rapid than in the stator, probably because the rotor losses are dependent nearly completely on load, whereas in the stator (especially at full load) the stator core loss provides a significant contribution. For the machine tested, thermal equilibrium is reached in about 40 minutes and the "machine" thermal time constant is in the order of 7 to 10 minutes for the running 3-phase condition. (A review of test IIBId shows that each thermocouple location has its own associated time constant and that these range from about 3 to 15 minutes.) For the single-phase heat runs all thermocouples were placed in the hottest phase with the exception of the end-turn thermocouples. The hot resistance temperature was taken across the two lines where power was applied, but it included all of the phases for this delta connection.
TEST III:
PARAMETER TESTS

Table I provide information for analysis of the temperature data.

Test Results
STALL TESTS Under the condition of full-voltage locked rotor the rate of rise (ROR) is so high that destructive temperatures are attained in a short period. In analyzing this type of operation it is necessary to consider only the transient portion of the motor temperature characteristics. In the short allowed time the total amount of heat dissipated is very small compared with input and it can be neglected. With all of the heat stored in the machine the basic practical problem is to determine how much of the material is active during the stalled period. This is a rather complex problem involving a property of the materials and surface contacts called the thermal transmissivity, which is the ratio of thermal conductivity to specific heat. As a first approximation to the transient rise it may be assumed that all of the heat remains in the conductor during the stall period, which would not be greatly in error because the stator conductors are thermally isolated from the iron by the electrical insulation. In this simple case the ROR is linear and dependent upon the current density and the properties of the material. For bare copper at 75 C the ROR is given by

The parameter tests were taken in accordance with the AIEE Standard.2 The calculated parameters, along with the physical constants data provided in

density ROR ROR=0.014( =.014 current 100

140

REI
120
-

Fig. 9 (left). Test 1A3: 3phase stall. Preset voltage 440 volts] Anal voltage 368 volts, fnal current, 1,900 amp, time 25 sec
RDI

where ROR is in C per second and current density is in amperes per square inch. As a second refinement the heat storage capacity of the insulation can be added to that of the conductor. This assumes that the total mass of the insulation follows the conductor temperature exactly. Experience shows that

200

=160
w

a. 80

M120
4

a-

_____ _____ _____ Fig. 10 (right). Test IBI:

_ _

TIME IN SE(CONDS

stall. Pre-/ 65B2 fSE3 ~~phase se votg 560 volts, final voltSI ................. 'IC age 438 volts; SE4 final current 120 1,940 amp; time 80 OM 80NDS 300 50
35
sec

single-

80

40 o0 -

TIME IN SECONDS

70

Martiny, McCoy, Margolis Thermal Relationships in Induction Motor

APRIL 196 1

Fig. 11 (left). Test IB2: singlephase stall. Preset voltage 660 volts, fnal voltage 519 volts, current final 2,300 amp; time 35 sec

Fig. 12 (right). Test 1B3a: singlephase stall. Preset voltage 468 volts, Anal voltage 368 volts, Ainal current 1,600 amp; time 35 sec

TIME IN SECONDS

Fig. 13 (left). Test IB3b: single. phase sall. Preset voltage 534 volts} Anal voltage 414 volts, Anal current 1,858 amp; time 25 sec
Fig. 14 (right). Test IIAIa: noload acceleration. Final voltage 448 volts; accelerating time 13 sec
Fig. 15 (left). T"t IlAIb: noload acceleration. Final voltage 444 volts; accelerating time 13 sec

TIME IN SECONDS

100

8C

; I
40 FzL

S8

Fig. 16 (right). Test IIA2: noload acceleration. Final voltTIME IN SECONDS

age 492 volts; accelerating time 11.2 sec

A 0

20

40 60 TIME IN SECONDS

80

0oo

this is not the case; however, some heat does pass through the insulation into the iron. The complete solution to the problem is far from simple. Several controlling factors vary widely, e.g., the contact resistance between the insulation

and the iron. In addition, the end turn must conduct heat axially into the slot before this heat can be transmitted to the iron. Under the full-voltage 3-phase stall (test IAla) the test motor had a current

density of 14,860 amp/square inch. Using the expression above, the ROR is calculated to be 3.1 C/sec. The thermal mass of the wire enamel and tape on the coil is about 11% of that of the conductor itself. If this were added directly to the 71

APRIL 1961

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

Fig. I 7(left). Test IIA3a: no-load a c c e I e r a tion. Final voltage 366 volts; accelerating time 21.5 sec

z
WI

I-

1--

loadacceleration.

Fig. 18 (right). Test IlA3b: no-

Final voltage 368 volts, accelerating time 21.5 sec

TIME IN SECONDS

TIME IN SECONDS

a c c e I e r a tion.

IIA4:

Fig.19(left). Test
no-load
C.
LLJ

/ ,/~~RE2

I.)

Final voltage 290 volts; accelerating time 42 sec

,-~RB2

I-

4: W
a.

RE 2~~~~~~~~O

Fig. 20 (right). Test IlA5a: load acceleration. Final voltage 438 volts, accelerating time 15.3 sec

20

60 40 T IME IN SECONDS

80

l00

Fig. 21 (left). Test IlA5b: load acceleration. Final voltage 438 volts, accelerating time 1 5.3
sec

TIME IN SECONDS

eration. Final voltage 440 volts, accelerating time 15 sec

IlA5c: load accel-

Fig. 22 (right). Test

TIME IN

SECONDS

conductor the rate of rise would bereduced to 2.8 C/see. In the 25-second stalled period the rise is calculated to be 70 C. The actual measured temperature rise is appreciably

below this figure. In the bottom of the slot the rise is about 40 C and on the end turn the rise is about 35 C or only half of the calculated value. Since the thermocouples were installed on the

surface of the coil insulation they did not follow the actual conductor temperature. This effect is also evident from the shape of the time temperature curve. The initial period shows an inflection from

72

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

APRIL 1,96;1

Fig. 23 (left). Test IIA6: double-load acceleration. Final voltage 440 volts, accelerating time 15 sec
-ST3
,SM3

160

140

120

RE2

40

40

12
'HE

POOWER OFF MOTOR

PXER0

20 -tha H thermoeouples. It is quite un~lkel 5 24 (right). MOTOR ~Fig. DECEL Test 11A7: 50%7 T0 5 speed test. FinalI voltage 440 volts

TIME IN SECONDS

TIME IN SECONDS

an almost zero ROR to a maximum value of 1.8 C/sec for TC SB3. This thermocouple, as with the other winding thermocouples, continues to rise after power-off, which means that they are not contacting the hottest part of the machine. Although the rotor was much hotter than the stator, the speed with which the ~~/ thermocouples SEI\5M peak and decline stato)r is more indicative of a higher stator conductor temperature. The time required for the rotor heat to cross the air gap and heat the stator iron is several minutes, and this would result in a second ~~TIEIN EOD Alinflection off the scale of the chart. though no thermocouple was applied to anams er O oamaiu au the iron, this would have been slower than the ones for the insulation. The farther from the conductor or the hot part, the slower the response. In addition to the time lag, there is a rather large variation in temperature rise as measured hy the several winding
'U

thermocouples. It is quite unlikely that such temperature differences actually exist along the length of the conductor or between coils. A more reasonable explanation is that the thermocouples are averaging the conductor temperature with some other nearby surface. More precise data would have been obtained by imbedding the thermocouple in the conduetor. This adds considerably to the difficulty of the test, since it puts the thermocouple at line potential. It is possible that the actual conductor temperature did reach the calculated 70 C rise. Because of the slow response of the thermocouple, its maximum indication represents an average of 25 see with power on, and 15 sec of power off (the peak occurred 40 see after start). The initial rate of decline in conductor temperature cannot be determined from the test data. At the end of the 40-sec period, it appears that the conductor is in thermal equiFig. 25 (left). Test I1B1a: 3-phase heat run, 100% load, 440 volts; 407 ampj 280-kw input ambient 25 C, hot res (resistance) temperature 60 C

librium with the insulation and the iron immediately adjacent to it. If it were not, the temperature would begin a decline to the iron temperature. All of the power put into the stator conductor must be stored as heat in the copper, the insulation, or the surrounding lamination iron. It would seem more reasonable to expect that 25% of the heat had been conducted away than the 50% as shown by tests. This would result in a maximum copper temperature of about 90 C. The same problems exist in determining the temperature rise of the rotor parts with a few additional complications. In the rotor (particularly in the case of cast rotors) the heat transfer from the conductor to the iron is much quicker. Hence it is completely unrealistic to ignore the effect of the rotor iron on the bar ROR.

RE2

40

,,60.

T- P

2vRE2
- R02

00
cr

T~SM3---' cr

60

~~~~~SE2

w 40

-I
TIME IN MINUTES

voltsj 529 amp1 370-kw input ambient 32 C, hot res temperature 90.5 C

Fig. 26 (right). Test IIBI b: 3phase heat run, 1 30% load, 440

20

30

TIME IN MINUTES

APRIL 1961

Martiny, AMcCoy, Margolis-Thermal Relationships in Induction Motor

73

Fig. 27 (left). Test IlBic: 3phase heaf run} 150% load, 440 voltsb 608 amp; 421 -kw input ambient 27 C, hot res temperature 11 5 C

280 240
200

160

a.

120

80

Fig. 28 (right). Test IIBI d: 3phase heat run; 175% loadj 440 volts, 770 amp, 51 6-kw input ambient 27 C, hot res temperature 148 C
For pure aluminum at 75 C the ROR equation becomes density 2 ROR = 1,000

40

o0

0.033/current ROR=0.033~

The current density of the rotor bar for the full-voltage 3-phase stall test was 15,350 amp/square inch. With the use of the simple equation about the ROR becomes 7.8 C/sec, without taking into consideration the skin effect, which increases the effective resistance of the rotor bar. This factor is about 2.3 for the motor in question, which increases the ROR to 17.9 C/sec. Hence, for the 25sec stall period, the total bar rise would be calculated to be 448 C. When a temperature range as wide as this is considered, many other effects must be included, e.g., the resistivity of the conductor changes by nearly two to one over the assumed value. Offsetting this is the effect of the change in resistance upon the
200

R02
160
RE2

>
.

/\
-

120
4

~~~SM3

~80
40 120

SEI
S63
4 2 TIME IN MINUTES

Fig. 29. Test 1I1B2a: single-phase heat run, 67.51% load; 440 voltsj 534 amp, 203-kcw input ambient 30 C, hot res temperature
122 C

skin effect of the bar. Far more important is the effectof the rotor iron in absorbing a substantial portion of the heat loss to prevent attaining these abnormal temperatures. The actual bar rise was only 160 C from the test (lAla) which shows that nearly two thirds of the bar loss was transmitted to the iron during the 25-sec stall geriod. This compares very closely with the analysis in reference 3. It is interesting to note that the thermocouples measuring the bar temperature do not have the initial lag and terminal overshoot typical of the stator thermocouples. This is strong evidence that the actual conductor tenmperature is being measured. The rotor thermocouples were actually imbedded in the conductor material and hence would be more likely to give this fast response. The end ring temperature rise can be calculated for the same test as were the rotor bars. Here there is no skin effect. Since the contact with the iron is in general not as good as for the bars, less heat will be conducted away. The current density for test IAla was 8,500 amp/square inch. The current in the end ring is not uniform in space; therefore an effective value of current density must be used. At this level of density the temperature rise is 2.4 C/sec, or 60 C total rise. The actual rise was 133 C with a maximum ROR of 6 C/sec. This is undoubtedly the result of a great deal of heat flow from the bars to the end ring. In general, on the rapid heating tests, the end ring temperature followed the bar temperature, peaking considerably later and usually after the power was taken off. A similar analysis for the other 3-phase stall tests will show that the tempera-

ture rise is proportional to current squared. The same approach can be used for analyzing the single-phase tests except that the current on single phase is not equal in all conductors. In the stator of this machine the current in one phase will be nearly twice that of the other phases. In the rotor certain bars will be idle while others will carry maximum current. This condition also exists at any instant on a 3-phase stall but the field rotates and, as it does so, makes a different conductor the highest in current density. This effect is apparent by comparing RD2 and RDI of test IB3b. These thermocouples are located in similar positions on two bars one half-pole pitch displaced.

TIME IN

MINUTES

Fig. 30. Test IlB2b: single-phase heat run; 100% load; 440 volts1 900 amps 320-kw Input ambient 31 C, hot res temperature 101 C

74

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

APRIL 1961

2800

2400

2000
LO
w

1600

a
0 1200 cr

800

400

SPEED IN RPM

400

600

800

Fig. 31. Motor speed torque and current curves at 440 volts and load torque curve of
dynamometer

On several of the stall tests the rotor bar and end ring temperatures approached 200 C. It is also quite likely that the stator temperature exceeded 105 C, since temperatures of 95 C were recorded and it is expected that considerable overshoot was experienced. While these temperatures are in excess of the temperature rating of the motor, no visible damage resulted. The maximum safe temperature for the stator under shorttime stall conditions is estimated by various manufacturers to be 105 to 190 C; see Table I. If the end ring of this motor were to attain a temperature of 200 C while the rotor iron were still at room temperature +40 C, the differential expansion can be calculated to produce a shear stress in the rotor bars of 15 kilogram-inches/sec.
2800
700

The above analysis was made assuming a thin ring with no movement of the bars. Since the total radial expansion is only 0.040 inch, considerable error is possible if bar movement is actually present. Because of the properties of soft-annealed aluminum, it can be expected to yield at this stress but not to rupture. Despite the analysis, this temperature for the end ring is safe. During the tests, the end ring exceeded 200 C at least three times with no apparent damage. It is interesting to note that actual failures of rotors are rare. This is very important because in large motor applications the end ring expansion is probably the most critical factor during stall or acceleration. In small motors the stator winding temperature is most likely to be the most critical factor. There is need for more experimental work in the area of rotor failure before it will be possible to define a maximum safe temperature to be used as a design criterion or industry

Table Ill. ROR and Stall Times

Maximum Maximum Safe Observable Rise, 40 C Stall Time, Sec ROR, C/Sec Ambient
Stator winding
Rotor bar .

1.8 1.

8.3 .

Rotor end ring.... 6.1 . .. .. 80

1 65 600.. 1150
.

150..

83 max 36 min 72 max 18 min 26 max 13 min

probably apply to brazed bar construction.

ACCELERATION TESTS The temperature rise of the rotor during an acceleration is shown to be considerably less than for a stall of the same time duration. The same inertia was started with no appreciable load at three line voltages. The time required for the start was 11.2 sec at 492 volts, 13 sec at 448 volts and 21.5 sec at 366 volts. These time values are within 1 sec of being inversely proportional to voltage squared. The temperature rise of the rotor bar is 53, 53, and 50 C respectively. This demonstrates very effectively that the rotor temperature is independent of line current or voltage under these conditions. The rotor bar temperature from the 3phase stall test for equivalent times at about the same voltages were 520 volts, 11 sec, 110 C rise; 440 volts, 13 sec, 100 C rise; and 368 volts, 21.5 sec, 103 C rise. These temperatures are roughly twice those for a single start. The reason for this is that a substantial part of the energy transferred to the rotor is converted to mechanical energy when the rotor comes

standard. In view of the foregoing, each manufacturer determines what limit of temperature he will permit. In general, these are based on experience with his particular design and some analysis. Table I is illustrative of values used by motor manufacturers. In determining safe stall time for the motor tested the most vulnerable part is the rotor end ring. From test IAla the ROR and allowed stall times, with limiting temperature values from Table I, are shown in Table III. In selecting the extreme values for allowable rise from Table I the replies at 80 and 85 C maximum end ring temperatures were not used since these

2400

600

N.-.
VOLTAGE

2000
Cl)

CURRENT
500

-7-

a 1600
4 s

400
(A

z
2

-J

z2: U a:
<)

1200

300

800

200

Fig. 32. Voltage and current variations at motor teminals. AFor test IA Ia. B-For test IIAI a
APRIL 1961

400

100

0
-

-1-12

16

2n r_v

TIME IN SECONDS

94 4 C14

(A)

TIME IN SECONDS

(B)

Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

75

up to speed, whereas it must all become heat under stalled rotor conditions. Test IIAG illustrates the effect of two successive starts on the motor. Here the temperature rise on each start is approximately 60 C but the motor was permitted to cool almost 3() C between starts by coasting for 100 sec. Had this been two successive stalls spaced 100 sec apart, the end ring would attain a rise of 220 C instead of the roughlv 90 C rise for the two starts. The actual temperature rises were low compared with those shown in Table I or the class A allowance. FULL- LOAD TESTS The ROR under running overload is much slower than under stall conditions. Often the ultimate temperature is reached before serious damage occurs. This motor was capable of 130%0 of rated load without exceeding the design limit for class A insulation; see test IIBIb. When comparing tests IIBla (the 100% load) with IlBIb and IIBId it can be seen that the rise by resistance varies very nearly as the current squared. The maximum rotor temperature rise does not obey this rule nearly so well. On the 175% overload test IIBId the temperature would be 3.55 times the 50 C rise on test IIBIb if ratioed directly as the square of the current. Owing to the increase in rotor resistance because of high operating temperature, the rise is actually 4. 7 times that at rated load.

parameter time and are therefore more difficult to verify from test. With more detailed analysis as described in reference 3, it should be possible to predict stall temperature rise very accurately. The motor exceeded design temperature several times during these tests and there was no visible damage. It appears that the end ring temperature is the most likely to cause damage on this motor, since this is the onlv part that exceeded the maximum values given in Table I. In general the rotor temperature rises were considerably higher than those for the stator. The data of this report should be a first step in determining the best means of applying protection to medium-size induction motors. While this particular motor is a very easy one to protect at its normal rating, much can be learned from attempting to protect this motor at its limit of operation. To illustrate the point, consider the 130% heat run. This motor has class A insulation, which

protect the motor at the rated full-load current of 407 amp, then the relay should operate in 26 sec at 5.7 times full-load current. And for overvoltage at six times current, it must operate at 23 sec. This slower relay will also permit starting the 11,800 lb-ft2 inertia. Since the maximum temperature attained on the stall test is about 200 C, the trip time on stall can be adjusted for ambient by the ratio of 200 ambient/170) X26. Thus, in a 50 C ambient, the time will be 23 sec at 4.4 times full-load current and in a -110 C ambient it will be 32

sec.

Conclusions
Although the calculations are not precise, it is possible to predict motor temperature rise under transient as well as steady-state operating conditions. These calculations involve the additional

105 C continuous. In a 32 C ambient this motor had a temperature of 91 C at 130%7 load. The 14 C difference between the actual operating temperature and design limit for the insulation is certainly ample hot-spot allowance. If a relay were to be applied at 530-amp trip continuous, it would permit loading to this level. Now, referring to the safe stall times given above, it would seem that 26 sec is permissible for full-voltage 3-phase stall or 2,320 amp. Therefore, the relay should trip in 26 sec at 4.4 times rated trip current. To protect for overvoltage the trip time at six times full load current would be 14 sec. This relay would also permit the starting of an 11,800 lb-ft2 inertia which required only 13 sec at full voltage. If, on the other hand, it is desired to
S -

according to AIEE No. 1,4 iS good for

While a relay so designed would protect this motor for the normal conditions that cause overtemperature there is no reason to expect the same relay to protect another motor. To illustrate the point, refer to the data of the Heidbreder paper,' in which are published the characteristics of several large machines. For these the safe stall times vary considerably from those shown for the motor reported here. It is also important to point out that small motors are probably stator-limited (except for National Electrical Manufacturers Association design D motors) and therefore present different protection and application problems.

References
1. INDUCION MOTOR TEMPERATURE CHARACTERISTICS, J. F. Heidbreder. AIEE Transactions, Pt. III (Power Apparatus and Systems), vol. 77, Oct. 1958, pp. 800-04. 2. TEST CODE FOR POLYPHASE INDUCTION MOTORS AND GENERATORS. C500Z (AI EE Standard no. 500), American Standards Association, Inc., New York, N. Y., Dec. 1954. 3. THE: TRANSIENT STALLED TEMPERATtURE RISE OF CAST-ALUMINUM SQUIRREL-CAGE ROTORS FOR INDUCTION MOTORS, G. M. Rosenberry, Jr.

AIEE Transactions, pt. III (Power Apparatus and Systems), vol. 74, Oct. 1955, pp. 819-24. 4. GENERAL PRINCIPLES UPON WHICH TEMPERATURE LIMITS ARE BASED IN THE RATING OF ELECTRIC EQUIPMENT. AIEE No. 1, 1957.

~~~~~~-0

Discussion
J. J. Courtin (Westinghouse Electric Corporation, Buffalo, N. Y.): The cast aluminum

heating it is believed that the authors be considering it as though it were of brazed construction. They indicate that exceeding 200 C resulted in no apparent damage and that it would be safe at that temperature. It is believed that no damage would result to the rotor itself by letting it go to a much higher temnperature. Pure aluminumn has high shrinkage and is not used for castings except for such things as induction motor rotors where high conductivity is desired. Due to its rapid cooling characteristics, stresses are present
may

rotor construction of the test motor is of considerable interest because of its size. In the analysis of its forces under

in this type of casting. It is therefore considered that when heated to, say, 200 C, the action in the casting is merely to relieve the internal stresses, and that there are no forces tending to shear the bars as the authors indicate. As to what would be a safe limiting temperature for this type of rotor, other factors are involved. When aluminum is heated, the elongation property increases; thus, at 370 C it is double its value at 25 C. The yield strength of aluminum decreases with heat and at 370 degrees is only 20%7o of its value at room temperature. At about 400 C it becomes plastic, and the melting point is 660 C. In so far as the rotor at standstill is concerned, its temperature could go well up into the plastic region of 400 to 480 C without damage on recooling. Its limiting temperature would need to be determined

by the effect of the transmittal of its heat to the stator. In the tests reported there is no indication that rotor heat at the level recorded contributed appreciably to stator

temperature. The limiting temperature for rotation of rotor would be that temperature at which the blower vanes would deform, depending on their dimensions and peripheral velocity and considering the reduced strength at the elevated temperature. Because of the nature of these factors, the writer is not suggesting what the limiting teiiiperature for this aluminum rotor should be but believes that 200 C is qtuite conservative.

A. Hauspurg and M. I. Olken (Anierican Electric Power Service Corporation, New York, N. Y.): Designing protection systemns for motors has always been a difficult

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Martiny, McCoy, Margolis-Thermal Relationships in Induction Motor

APRIL 1961