Motors

ELECTRIC MOTOR MANUAL
INTERMEDIATE
Revision Performed by Summary Date

01 Edson E. Cristofolini Document revised. Topics were deleted. March 23rd 2012
02 Edson E. Cristofolini Adjustments, corrections and full review on all items July 20th, 2012
03 Edson E. Cristofolini Change picture for labyrint seal. Modify material to be Intermediate August 10th, 2012
Contents
1. ELECTRICAL ASPECTS.......................................................................................... 8
1.1 – ELECTRIC MOTORS ...................................................................................... 8
1.1.1 – History .............................................................................................................. 8
1.1.2 – Technological universe of electric motors ......................................................... 8
1.1.3 – Main motors types ............................................................................................ 9
1.1.3.1 – Asynchronous Induction Motors .................................................................... 9
1.1.3.2 – Synchronous Motors.................................................................................... 10
1.1.3.3 – DC motors ................................................................................................... 11
1.2. – THREE-PHASE ALTERNATING CURRENT SYSTEM .................................... 12
1.2.1 – Delta Connection ............................................................................................ 13
1.2.2 – Star Connection .............................................................................................. 13
1.3 – WORKING PRINCIPLE – 3PHASE INDUCTION MOTORS ............................. 14
1.4 – MOTOR PARAMETERS ................................................................................... 16
1.4.1 – Efficiency ........................................................................................................ 16
1.4.1.2 – Tolerance on efficiency................................................................................ 16
1.4.1.3 – Incorrect motor selection ............................................................................. 16 2
1.4.2 – Power Factor .................................................................................................. 17

1.4.3 – Torques .......................................................................................................... 18
1.4.3.1 – Nominal torque: ........................................................................................... 18
1.4.3.2 – Starting torque: ............................................................................................ 19
1.4.3.3 – Breakdown Torque ...................................................................................... 19
1.4.3.4 – Pull-up torque .............................................................................................. 19
1.4.3.5 – Torque graphs ............................................................................................. 19
1.4.4 – Slip ................................................................................................................. 20
1.4.5 – Starting Current .............................................................................................. 20
1.4.6 – Inrush Current................................................................................................. 20
1.5 – TEMPERATURE RISE ...................................................................................... 21
1.6 – INSULATION CLASSES ................................................................................... 22
1.7 – SERVICE FACTOR ........................................................................................... 22
1.7.1 – Momentary Overload ...................................................................................... 23
1.8 – TORQUE DESIGN PARAMETERS ................................................................... 23
1.8.1 – IEC Standard .................................................................................................. 23

1.8.1.1 – Design N ...................................................................................................... 23
1.8.1.2 – Design H ...................................................................................................... 23
1.8.1.3 – Locked rotor apparent power ....................................................................... 24
1.8.2 – NEMA Standard.............................................................................................. 24
1.8.2.1 – Design A ...................................................................................................... 24
1.8.2.2 – Design B ...................................................................................................... 24
1.8.2.3 – Design C ...................................................................................................... 24
1.9 – STARTING METHODS ..................................................................................... 24
1.9.1 – Star Delta Starting .......................................................................................... 24
1.9.2 – Auto-Transformer ........................................................................................... 25
1.9.3 – Starting using a Liquid Resistance Starter (LRS) ........................................... 26
1.9.4 – Soft-Starter (Electronic Starter) ...................................................................... 26
1.9.5 – Frequency Inverter ......................................................................................... 26
1.10 – VSD APPLICATION ........................................................................................ 26
1.10.1 – Speed Variation on electric motors ............................................................... 26
1.10.2 – Torque on electric motors ............................................................................. 27
1.10.3 – Effect of VFD on motor behaviour ................................................................ 28 3
1.10.3.1 – Temperature .............................................................................................. 28

1.10.3.2 – Insulation System ...................................................................................... 28
1.10.3.3 – Bearings .................................................................................................... 29
1.11 – SPEED VARIATION ........................................................................................ 30
1.11.1 – Frequency Variation ..................................................................................... 30
1.11.2 – Number of Poles ........................................................................................... 30
1.11.2.1 – Separate windings at the stator ................................................................. 30
1.11.2.2 – Winding with pole commutation (Dahlander winding) ................................ 31
1.11.3 – Slip ............................................................................................................... 33
1.12 – MOTOR OPERATING AT DIFFERENT VOLTAGES AND FREQUENCIES ... 33
1.12.1 – Operation ZONES ........................................................................................ 33
1.13 – ALTITUDE x AMBIENT TEMPERATURE ....................................................... 34
1.14 – MOTOR DUTY CYCLE ................................................................................... 35
1.14.1 – Declaration of Duty ....................................................................................... 35
1.14.2 – Duty Types ................................................................................................... 35
2. MECHANICAL ASPECTS ...................................................................................... 36

2.1 – MOTOR MAIN PARTS ...................................................................................... 36
2.2 – NAMEPLATE ..................................................................................................... 37
2.3 – SEALING ARRANGEMENTS ............................................................................ 38
2.3.1 – Types of Seal.................................................................................................. 38
2.3.1.1 – V-ring ........................................................................................................... 38
2.3.1.2 – Lip seal / Oil Seal......................................................................................... 38
2.3.1.3 – Oil seal double lip ........................................................................................ 39
2.3.1.4 – Labyrinth seal .............................................................................................. 39
2.3.1.5 – Wseal .......................................................................................................... 40
2.3.1.6 – W3Seal ........................................................................................................ 40
2.4 – MOUNTING ....................................................................................................... 40
2.4.1 – CODE I: An alpha-numeric designation. ......................................................... 41
2.4.2 – CODE II: An all-numeric designation. ............................................................. 41
2.4.3 – Terminal Box Location .................................................................................... 41
2.4.4 – Most Common Mountings ............................................................................... 41
2.4.5 – NEMA Motors ................................................................................................. 42
2.5 – DEGREE OF PROTECTION (IP RATING) ........................................................ 43 4
2.5.1 – Coding ............................................................................................................ 43

2.5.2 – Supplementary Letters ................................................................................... 45
2.6 – SHAFTS ............................................................................................................ 46
2.6.1 – Shaft Materials................................................................................................ 46
2.6.1.1 – AISI 1045 ..................................................................................................... 46
2.6.1.2 – AISI 4140 ..................................................................................................... 46
2.6.1.3 – AISI 4340 ..................................................................................................... 46
2.6.1.4 – AISI 316 / AISI 420 ...................................................................................... 46
2.6.1.5 – SAE1524 ..................................................................................................... 46
2.7 – COOLING SYSTEMS ........................................................................................ 46
2.7.1 – Cooling System Identification ......................................................................... 46
2.7.2 – Main Cooling Types ........................................................................................ 47
2.7.2.1 – Totally Enclosed Fan Cooled (TEFC) .......................................................... 47
2.7.2.2 – Open Drip Proof (ODP) ............................................................................... 47
2.7.2.3 – Air-Air Heat Exchanger ................................................................................ 48
2.7.2.4 – Air-Air heat exchanger with force ventilation ............................................... 49

2.7.2.5 – Air-water heat exchanger ............................................................................ 50
2.7.2.6 – Air-Water heat exchanger with force ventilation .......................................... 50
2.8 – DIMENSIONS .................................................................................................... 51
2.8.1 – IEC Standard .................................................................................................. 51
2.8.2 – NEMA Standard.............................................................................................. 51
2.8.3 – Main Dimensions for Interchangeability .......................................................... 53
2.9 – BEARINGS ........................................................................................................ 55
2.9.1 – Bearing types.................................................................................................. 55
2.9.1.1 – Anti-Friction Bearings .................................................................................. 55
2.9.1.2 – Sleeve Bearing ............................................................................................ 55
2.9.2 – Bearing ID ...................................................................................................... 55
2.9.2.2 – Sleeve Bearings .......................................................................................... 56
2.9.3 – Bearing clearance........................................................................................... 56
2.9.3.2 – Sleeve Bearings .......................................................................................... 57
2.9.4 – Sealing ........................................................................................................... 58 5

2.9.4.2 – Sleeve Bearings .......................................................................................... 58
2.10 – GREASE ......................................................................................................... 59
2.10.1 – Grease Types ............................................................................................... 59
2.10.2 – Grease Miscibility ......................................................................................... 60
3. ACCESSORIES ..................................................................................................... 61
3.1 – TEMPERATURE DETECTORS ........................................................................ 61
3.1.1 – Main Types ..................................................................................................... 61
3.1.1.1 – Thermistor ................................................................................................... 61
3.1.1.2 – Pt-100 .......................................................................................................... 62
3.1.1.3 – Thermocouples ............................................................................................ 63
3.1.1.4 – Thermostat .................................................................................................. 64
3.2 – ANTI-CONDENSATION HEATERS .................................................................. 64
3.3 – SPEED SENSOR .............................................................................................. 65
3.3.1 – Encoder .......................................................................................................... 65
3.3.2 – Tacho-Generator ............................................................................................ 65

3.3.3 – Speed Sensor (Toothed wheel) ...................................................................... 65
4. WEG MAIN MOTOR LINES ................................................................................... 67
4.1 – W22 ................................................................................................................... 67
4.1.1 – Efficiency Levels ............................................................................................. 67
4.1.2 – Frame Design ................................................................................................. 68
4.1.3 – Cooling System .............................................................................................. 68
4.1.4 – Terminal Box .................................................................................................. 69
4.2 – Wmagnet ........................................................................................................... 70
4.3 – WQuattro ........................................................................................................... 71
4.4 – SMOKE EXTRACTION MOTORS (Smokex) .................................................... 73
4.4.1 – Scope ............................................................................................................. 73
4.4.2 – Certification .................................................................................................... 74
4.5 – SINGLE PHASE MOTORS ............................................................................... 74
4.5.1 – Main Types ..................................................................................................... 75
4.6 – BRAKE MOTORS.............................................................................................. 75
4.6.1 – Scope ............................................................................................................. 75
4.7 – HGF Line ........................................................................................................... 75 6
4.7.1 – Scope ............................................................................................................. 76

4.7.2 – Coding ............................................................................................................ 76
4.7.3 – Main Features................................................................................................. 77
4.8 – M Line................................................................................................................ 79
4.8.1 – Scope ............................................................................................................. 80
4.8.2 – Coding ............................................................................................................ 80
4.8.3 – Main Features................................................................................................. 81
4.8.4 – Slipring Motors (MA_ Line) ............................................................................. 82
4.9 – ALUMINIUM FRAME MOTORS ........................................................................ 83
4.10 – MOTORS FOR FAN AND EXHAUST APPLICATION ..................................... 84
4.10.1 – Aluminum Frame .......................................................................................... 84
4.10.2 – Cast Iron Frame............................................................................................ 85
5. MOTORS FOR HAZARDOUR AREAS .................................................................. 86
5.1 – TYPES OF PROTECTION ................................................................................ 86
6. OTHERS ................................................................................................................ 88
6.1 – PAINTING PLANS ............................................................................................. 88

6.1.1 – Painting Plans Available ................................................................................. 88
6.2 – SELECTION AND APPLICATION OF ELECTRIC MOTORS ............................ 88
6.2.1 – Information Required ...................................................................................... 88
6.2.3 – Pulley and Belts .............................................................................................. 89
6.3 – STORAGE, INSTALLATION AND MAINTENANCE ON ELECTRIC MOTORS 91
6.3.1 – Storage ........................................................................................................... 91
6.3.1.1 – Long Term Storage...................................................................................... 91
6.3.2 – Installation ...................................................................................................... 92
6.3.3 – Maintenance ................................................................................................... 92
6.3.3.2 – Possible Problems, Causes and Solutions .................................................. 92
6.3.3.2.1 – Winding Failures ....................................................................................... 92
7. TESTS .................................................................................................................... 95
7.1 – ROUTINE TESTS .............................................................................................. 95
7.2 – TYPE TESTS..................................................................................................... 95
7.3 – SPECIAL TESTS ............................................................................................... 95

1. ELECTRICAL ASPECTS
1.1 – ELECTRIC MOTORS
1.1.1 – History
The electrical engineer Dolivo Dobrowolsky is known as the inventor of the three-
phase squirrel cage motor, as he entered in 1889 with the first patent request for that
kind of motor, after persisting with the research on alternating current motors from
studies made by previous scientists.
The motor presented had a power of 80 Watts, an efficiency of approximately 80% in

relation to the power consumed and excellent torque values.
Dobrowolsky started in 1891 to produce asynchronous motors on a series production

line for the first time, with a power range from 0.4 to 7.5kW.
1.1.2 – Technological universe of electric motors

On the figure below we can have an overview of the technological universe of electric
motors.

WEG today is producing DC motors all types, AC motors three-phase all types and 9
single-phase motors asynchronous squirrel cage all types.
1.1.3 – Main motors types

The main motors types we find in the market are:
1.1.3.1 – Asynchronous Induction Motors

This is the most common type of motor in the industry and has two main types
. Squirrel cage motor

In this case the rotor is built with an aluminium die-cast or copper bar cage, which is
short circuited with end rings.
Electromagnetic torque is produce on the rotor due to the interaction between rotor
cage and stator winding.
There is no access to the rotor cage.

Copper bar rotor on a squirrel cage motor Aluminium die-cast rotor on a squirrel
cage motor
. Wound rotor motor

The same as the squirrel cage, but in this case the rotor is wound and the connection
of the rotor winding is brought to sliprings, making them accessible via a brush
system.
At starting it is possible then to vary the rotor resistance with the use of a liquid
resistance starter, increasing torques and controlling the starting current.
10
Rotor on a slipring motor
1.1.3.2 – Synchronous Motors

This kind of motor, as the name says, operates at synchronous speed.
It also has a cage on the rotor, but there is a excitation winding which will be fed by a
DC voltage.
The excitation winding can be accessed via sliprings and brushes, but also via a
brushless system with rotating diodes.

Rotor with salient poles and cage on a synchronous motor
11
motor. Only two as DC voltage is used (+ and – only)

Sliprings on a synchronous motor.
1.1.3.3 – DC motors
This motor operates with DC voltage fed to its armature (rotor) via a commutator.
On the stator we have a field winding which normally operates with fixed voltage up to
nominal speed.
DC motors are being replaced in the market by asynchronous squirrel cage motors
with the use of a Variable Frequency Drive (VFD), but are still used mainly on large
sizes on mine winders for example.

03 Edson E. Cristofolini Chang
ange picture for labyrint seal. Modify material to be Intermediate August 10th, 2012
1.2. – THREE-PHASE ALTERNATING CURRENT SYSTEM
A three-phase system is the association of three single-phase voltages 120o apart, 12
completing a rotating cycle of 360o.
See picture below:
On an electric motor we find three-phase windings and we normally have each end of
each winding available on the main t.box, thus we will find 6 cable (02 for each
winding).

A three-phase power supply will have three cables (one for each phase), so the 6
cables from the motor winding, as indicated on the picture below, must be connected
in a way that we have three cables for connection with the three cables from the
power supply.
We can normally connect in Delta or Star
1.2.1 – Delta Connection

On the delta connection, the voltage available from the power supply will be the
voltage on the coil.
See below the diagram for delta connection.
13
1.2.2 – Star Connection

On the star connection, the voltage available from the power supply will be the voltage
on the coil times √3.
See below the diagram for star connection.

The important thing to know here is that the motor is designed to have a certain
voltage on its coil, regardless of the way you will connect the motor.
For example, a motor is designed to have 380v on the coil.

So if you have a power supply which will give you a voltage of 380v, you must connect 14
this motor in delta, as in delta the coil voltage is the same as the power supply
voltage.
In case the same motor is wound for 220v on the coil, and you still have the 380v
available from the power supply, you need to connect this motor in star to still have the
same voltage on the coil.
This is because, as we saw, on star the coil voltage is the power supply voltage
divided by √3.
So 380 / √3. = 220v, ie, I will still have 220v on the coil.
In case I connect this motor in delta, I will have 380v connected directly to the coil, so I
will have 380v on the coil and it was designed for 220v.
The motor will burn.
Regardless of the connection of the motor, since we are keeping the same voltage on
the coil, the motor will produce the same amount of torque and will have the same
parameters.
1.3 – WORKING PRINCIPLE – 3PHASE INDUCTION MOTORS

When an electric current circulates on a coil, it will create a magnetic field around it as
per the Maxwell Law:
=


Which indicates that a rotating magnetic field is created around a wire if current
circulates on it.
According to the Lenz and Faraday Laws, the variation of magnetic flux with time will
create induced voltage on a conductor immersed on this magnetic field, creating a
opposite magnetic field.
∆
=−
∆
This is what happens on an electric motor. Refer to the figure below:
On figure “a” we represent only one of the windings.

15
The variation of flux on the magnetic field at the stator will induce voltage/current on
the rotor and an opposite magnetic field will create there, but the motor will not turn.
When we have a three-phase winding as per figure “b”, we will have three single
phase windings 120o apart.
When the motor is fed by a symmetric three phase system (phases electrically 120o
apart), they will create a rotating magnetic field, as per below:

The interaction between the magnetic field on the stator and the induced magnetic
field on the rotor will make the motor run.
1.4 – MOTOR PARAMETERS
1.4.1 – Efficiency
Motor efficiency is basically the ratio between the output power available at motor
shaft, and the input power or absorbed power

% =

16
1.4.1.2 – Tolerance on efficiency

According to IEC60034-1 (edition 12 2010-02), the efficiency tolerance is as follows:
- Motors up to and including 150kW = -15% of (1 – efficiency)
- Motors above 150kW = -10% of (1 – efficiency)
Example: Motor of 75kW with a efficiency on the data sheet of 94%, tolerance is:
0.15 x (1 – 0.94) = 0.009
Efficiency on the test can come down up to 93.1%
1.4.1.3 – Incorrect motor selection

The efforts and extra capital spent when purchasing high efficiency motors may be
lost if the motor selection is not properly done.

Efficiency on motors drop with the reduction of load and if the motor is oversized it will
run on a operation point which presents a lower efficiency.
WEG motors are designed to present similar efficiency values from 75 to 100% load.
17
1.4.2 – Power Factor

The power factor or cosphi is the ratio between the power of a system in kW and the
total power in kVA.
On a capacitive system, the cosphi will be leading, ie, the current is advanced related
to the voltage.
On a inductive system (electric motor), the cosphi will be lagging, ie, the current is
delayed related to the voltage.
The graph below shows the power triangle and the different powers we have on the
system.

P = Active Power in kW
S = Apparent (total) Power in kVA
Q = Reactive Power in kVar
The formula for power factor for a sinusoidal supply is:

cos = =
√3 × ×
On a pure resistive load, power factor or cosphi is equal to 1.0 18
According to IEC60034-1, tolerance for power factor is calculated as follows:

-1/6 (1 – cosϕ)
Example:
Cosϕ = 0.9
Tolerance is 1/6 (1 – 0.9) = 0.016
Power factor can be 0.884
Different from efficiency which is part of motor construction, power factor can be
corrected.
To correct power factor on a motor, we must add capacitors as the motor has a
lagging power factor (inductive) and we need to add leading kVar (capacitive).
1.4.3 – Torques
The main torques we find on an electric motor are:
1.4.3.1 – Nominal torque:

This is the rated torque of the motor or the torque in Nm delivered by the motor when
it operates at nominal slip with nominal voltage and frequency

The rated torque equation for a given motor in 50hz is:
9550 × &'"
!" =
()!"
1.4.3.2 – Starting torque:

This is the torque the motor will deliver at starting, ie, with 100% slip.
1.4.3.3 – Breakdown Torque

This is known as the maximum torque developed by the motor after starting.
1.4.3.4 – Pull-up torque

This is the minimum torque developed by an induction electric motor during starting
NOTE:
Pull-in torque and pull-out torque are also terms used but they are applicable for
synchronous motors only.
Pull-in torque is the torque needed to take the motor to synchronism and pull-out
torque is the maximum torque the motor can supply to keep it in synchronism
1.4.3.5 – Torque graphs

On the graph below we can find a summary of torques at starting 19
Tolerance on torque as per IEC60034-1 is:

Starting torque: +25% -15% of the torque (+25% can be exceeded by agreement)
Breakdown torque = -10% of the torque (except that after allowing for this tolerance
the torque shall not be less than 1.6 or 1.5 times the rated torque

1.4.4 – Slip
Slip is basically the percentage difference between the synchronous speed of the
motor and the operating speed.
The synchronous speed of the motor is determined by the frequency and number of
poles:
120 × -
* =

Where:
Ns = Synchronous speed
f = stator frequency
P = Number of poles
Slip is calculated as follows:
* −(
.= " × 100
*
Where:
s = motor slip in %
20
n = operating speed
When the motor starts (n = 0) the slip is maximum (100%).
The tolerance on slip as per IEC60034-1 is:

Motors smaller than 1kW: +/- 30% of the slip
Motor equal or higher than 1kW: +/- 20% of the slip
1.4.5 – Starting Current

At starting, the motor will require a current normally 6 to 7 times higher than nominal.
It depends basically on voltage and motor impedance at starting (I=V/Z)
The tolerance as per IEC60034-1 for the starting current is +20% of the current.
1.4.6 – Inrush Current

Inrush will be proportional to the starting current and it is sub-transient phenomenon
which happens at the starting of the motor and depends on the angle of the voltage
sign. It lasts for a few milliseconds only.
When we switch on the motor and on that very instant the voltage sign is crossing
0degrees, the current would have to be at its peak but we also have 0amps at that
instant.

So the system will force a very high current which in general is 1.5 to 3.0 times higher
than the starting current.
1.5 – TEMPERATURE RISE

The difference between the absorbed power and the power available at the motor
shaft represents the total losses of the motor which generates heat inside the motor
and needs to be transferred to the outside.
An efficient cooling system is the one that can maximize the heat transfer from the
inside of the motor, reducing the internal drop.
The figure below will represent better the temperature behaviour of the motor.
21
A. Hottest point of the winding inside the slot

AB. Temperature drop from the hottest point to the external wire.
B. Temperature drop at the point between motor insulation and the lamination
BC. Temperature drop in the lamination
C. Temperature drop at the point between the lamination and the frame
CD. Temperature drop in the frame
D. Temperature drop at the point between the frame and the external air

1.6 – INSULATION CLASSES
An electric motor must work with its temperature at the hottest point of the winding
below the limit of its insulation system.
The insulation system of the motor depends on the on the temperature limit of the
varnish used to enamel the wire, the resin or varnish used to impregnate the stator,
and the insulation material used to insulate the windings in the slot.
Based on the lower temperature of these materials, the motor is classified on

temperature classes as follows:
• Class A = 105oC
• Class E = 120oC
• Class B = 130oC
• Class F = 155oC
• Class H = 180oC
IEC60034-1:2010 standard establishes the maximum ambient temperature and

temperature rise for each insulation class, as per the table chart below:
22
1.7 – SERVICE FACTOR

The service factor indicates the continuous overload which can be applied to the
motor.
If the motor is specifically designed for a service factor, it means the motor will keep
the temperature within the nominal limits when operating at the Service Factor, i.e. the
motor will run colder when operating at nominal power.

In case a motor is designed to operate at service factor 1.00 and it has class B
temperature rise, it can operate at service factor 1.15 but temperature rise will be
higher.
This means the motor will run hotter when compared to the same motor operating at
service factor 1.00
It is important to notice that although electrically the motor is suitable, the bearing
temperature must be checked, to ensure the mechanical suitability of the motor.
1.7.1 – Momentary Overload

As per IEC60034-1 (item 9.4.1), any motor shall be capable of withstanding an excess
torque of at least 60% of the rated torque for 15s without either stalling or exhibiting
an abrupt change of speed (under gradual increase of torque). The voltage and
frequency (for induction motors) shall be maintained at their rated values.
In case the motor is designed to ensure a starting current of less than 4.5 times rated
current, then the excess torque can be below 60% but not less than 50%.
1.8 – TORQUE DESIGN PARAMETERS

Depending on the torque values offered and the locked rotor apparent power, the
motors can be classified as design N and H (IEC standard) or design A,B and C
23
(NEMA standard).
What does it mean?
1.8.1 – IEC Standard

According to IEC60034-12, motors with rated voltage up to 1000v, DOL started and
S1 can be classified as design N or H.
The values presented are minimum and maximum without tolerance, but it should be
notice that manufacturers include tolerance as per IEC60034-1.
1.8.1.1 – Design N
Motors to comply with design N need to offer minimum torques as per Table 1 of
IEC60034-12, and also comply with maximum values of locked rotor apparent power
as per Table 2 of the same standard.
1.8.1.2 – Design H
Motors to comply with design H need to offer minimum torques as per Table 4 of
IEC60034-12, and also comply with maximum values of locked rotor apparent power
as per Table 2 of the same standard.

1.8.1.3 – Locked rotor apparent power
The motors must achieve the above torque values comply with a maximum apparent
power at starting.
√/×01×23
kVA/KW = 4
Il = locked rotor current in Amps

V1 = Stator voltage
P = Nominal motor power in Watts
The ratio must be maximum as per table 2 from IEC60034-12.
1.8.2 – NEMA Standard

According to NEMA Standard MG1, motors up to 500HP can be classified as Design
A, B or C, and they must comply with the following:
1.8.2.1 – Design A
The motors on design A must comply with torque values (locked rotor torque and
breakdown torque) as per the table on NEMA standard, which is the same as for
Design B, but they can have locked rotor currents higher than the ones for Design B,
ie, starting current is not limited for Design A motors.
24
1.8.2.2 – Design B
Same torques as design A, but in this case current cannot exceed the values from the
table on NEMA standard for starting current for 60 and 50Hz.
1.8.2.3 – Design C
On design C the starting current limit is the same as for design B, but different torque
values must be achieved, as per the table below.
1.9 – STARTING METHODS

Ideally a motor must always be started Direct On Line (DOL).
However, a DOL starting may not be possible due to limitations on the installations
(cables, protection system, voltage drops), and then in this case we need to use
indirect starting methods to reduce the current at starting.
The main ones are:
1.9.1 – Star Delta Starting

In this case the motor have to have 6 cables available and the delta voltage must be
the power supply voltage.

Let`s understand why.
If a motor is built as 220/380v, it means the motor is wound 220v delta and 380v star.
In case the power supply voltage is 380v, this motor to run has to be connected in
380v (star connection).
In case we connect this motor in delta (220v), the motor is not suitable.
In case the power supply voltage is 220v, this motor has to be connected in 220v
(delta connection) to run.
We can then have star delta starting as on starting we will connect the motor in star,
where it should be fed with 380v, but then we will use the 220v from the power supply.
This means we will reduce the voltage around 58% (1 / √3).
Then at starting, with the reduction on the voltage we will be reducing the starting
current, approximately to the same ratio (refer to item 05 – Motor parameters)
It is important to notice that the torques will be reduced with the square of the
reduction in voltage, ie, they will be reduced to around 33% of their nominal values
(refer to item 05 – Motor parameters).
On the graph below we can better understand the reduction on current and torques at
starting
25
1.9.2 – Auto-Transformer
The auto-transformer is used to set a reduced voltage at starting in order to reduce the
current.

The same as it is for the start-delta starting, when we reduce the voltage at starting,
besides reducing the current, we have as a side effect the reduction on the torques so
we need to recalculate them to make sure we have enough torque to start the load.
1.9.3 – Starting using a Liquid Resistance Starter (LRS)

This kind of staring is only possible on slipring motors, ie, we need to have access to
the rotor circuit in order to add an external resistance and control the current at
starting.
After starting, the sliprings are short circuited and the motor runs as a normal squirrel
cage motor.
A slipring motor cannot be started DOL as it will offer a very low starting torque and
since we have a wound rotor, we use normal insulation materials as the ones on the
stator and at starting we will exceed those temperatures and damage the rotor.
1.9.4 – Soft-Starter (Electronic Starter)

The soft-starters are basically electronic devices which controls the voltage applied to
the motor via thyristors, offering and accelerating ramp and reducing the current at
starting.
The same that happens with the other types of starters, due to the reduction on the
26
voltage on the motor terminals, there will be also a reduction on the torques and
depending on the load we need to make sure the motor will accelerate the load, as
soft-starters also have a limit for starting, besides the motor limits.
1.9.5 – Frequency Inverter

The main reason to use a frequency inverter is to vary speed, but it will also control
the starting of the motor, offering an accelerating ramp and limiting the current at
starting.
However, the VFD requires additional aspects on the motor specification, which can
be seen on the file about VFD application.
The important thing at this point is to understand that the VFD will control the motor
current at starting, and this is why we consider it also as an indirect starting method.
1.10 – VSD APPLICATION
1.10.1 – Speed Variation on electric motors

The speed of a motor is determined by the formula below:
120 × -3
(= × (1 − .)
)

Where:
n = motor speed (rpm)
f1 = fundamental frequency on stator voltage (Hz)
p = number of poles
s = slip
We can see that three main parameters can be changed to vary motor speed: number
of poles, slip and frequency.
The variation of frequency using VFDs has increased in the industry as the way to
achieve speed variation on the motor.
1.10.2 – Torque on electric motors

The torque developed on an induction motor follows the following equation:
= &3 × 56 × 7
Where:
T = Motor torque (Nm)
K1 = Constant
Φm = Magnetizing flux (Wb)
I2 = Rotor current (depends on the load)
27
Disregarding the voltage drop on stator impedance, the magnetizing flux is:
83
56 = &7 ×
-3
Where:
K2 = Constant
V1 = Stator voltage
Based on the above formulas, the VFD will not only vary the frequency to vary the
motor speed, but it will also vary the voltage proportionally to keep the same flux, thus
same torque.
This will be valid for operation up to nominal speed and disregard the cooling effects
on low speeds.
Above nominal speed, the voltage is kept constant and only the frequency increases
to increase the motor speed.
For that reason, the magnetizing flux will be reduced and we will enter on what is
called field weakening region, where torque available is reduced.

Since Power is equal to Torque times Speed, the power will increase linearly up to
rated speed, and will remain constant above nominal speed.
1.10.3 – Effect of VFD on motor behaviour
1.10.3.1 – Temperature
The temperature of the motor will be affected mainly due to the harmonic content
inserted by the VFD on the motor as well as due to cooling effects at low speeds
The temperature on the motor is directly proportional to the losses.

The voltage harmonic distortion will create minor hysteresis loops on the lamination,
increase the effective saturation of the magnetic core and giving rise to high frequency
harmonic currents which will also increase the Joule losses.
Also due to the operation at lower speeds, the motor will present a reducing on cooling
capacity (self-cooled motors) which will reduce the torque available at the shaft end
due to thermal effects
28
1.10.3.2 – Insulation System

Due to the overshoot caused by the PWM sign provided by the VFD to the motor, the
motor insulation is affected and must be properly designed to avoid any problem.
The motor insulation is designed to handle maximum values for voltage spikes and
dv/dt as per the table chart below:

The voltage spikes will affect the ground insulation while the dv/dt will affect the
interturn insulation
1.10.3.3 – Bearings
When operating at speeds higher than nominal, specially on 2p motors, the motor
bearings must be checked as they have a maximum operating speed which cannot be
exceeded.
Another point to be checked is the flow of shaft currents which can damage the
bearings.
29
The induced currents, when relevant (above 315 frame) are eliminated just isolating
one of the bearings, thus breaking on the current path.
However, when the motor operates with PWM signs (VFD), capacitve currents are
included on the circuit as per the picture below:

To eliminate these currents, a shaft grounding brush is added to drive our currents to
earth.
1.11 – SPEED VARIATION
The speed on an induction motor is determined by the equation:
120 × -
(= × 1 − ."
)
Thus, to vary the speed of a motor, we must change either, frequency, number of
poles or the slip.
1.11.1 – Frequency Variation

The variation of frequency using VFDs has increased in the industry and it is the way
to achieve speed variation on the motor.
The VFD will not only vary the frequency to vary the motor speed, but it will also vary
the voltage proportionally to keep the same flux, thus same torque.
This will be valid for operation up to nominal speed and disregard the cooling effects
on low speeds. 30
Above nominal speed, the voltage is kept constant and only the frequency increases
to increase the motor speed.
For that reason, the magnetizing flux will be reduced and we will enter on what is
called field weakening region, where torque available is reduced.
Since Power is equal to Torque times Speed, the power will increase linearly up to
rated speed, and will remain constant above nominal speed.
1.11.2 – Number of Poles

In this case we must build a two or three speed motor.
There are two ways to change the number of poles on the motor:
. Separate windings at the stator
. Winding with pole commutation (Dahlander winding)
We can also do a combination of the above to achieve three-speed motors.
1.11.2.1 – Separate windings at the stator

In this case, we actually build two motors inside one.
It has the advantage to combine any number of poles as required (02/16pole,
04/12pole) as we actually have two separate winding for each.
However, generally this kind of motor is in a much larger frame size.

1.11.2.2 – Winding with pole commutation (Dahlander winding)
The most common two-speed motor with pole commutation on the windings is known 31
as a Dahlander motor.
This motor will always involve a pole ration of 0.5, ie, we can only have Dahlander
motor as 02/04p, or 04/08p, or 06/12p and so on.
They can be connected in three ways:

. Constant torque (∆/YY)
In this case the torque on both speeds is constant. The power ratio is 0.63 to 1.
Ex.: 0.63/1 kW – 04/02p
. Constant power (YY/ ∆)

In this case the power on both speeds is constant. The torque ratio is 0.5 to 1.
Ex.: 10/10kW – 04/02p
. Variable torque (Y/YY)

In this case the power ratio is generally 0.25 to 1. This is normally used on pumps and
fans.
Ex.: 0.25/1kW – 04/02p
Below we can see a summary of the Dahlander connections:

32

1.11.3 – Slip
In this case the variation on speed is achieved by the insertion of external rotor
resistance which will increase motor slip, causing speed variation up to a certain
range.
1.12 – MOTOR OPERATING AT DIFFERENT VOLTAGES AND

FREQUENCIES
1.12.1 – Operation ZONES

According to IEC60034-1, motors must be suitable to operate with combination of
voltage and frequency variations classified as Zone A and Zone B as per the figure
below.
33
Operating at Zone A and B, the motor must be able to deliver its rated torque.
The motor will have deviations on its performance values when compared to the
operation at rated voltage and frequency.
The deviations when operating at Zone B will be greater than those of Zone A.
On Zone A, the temperature rise will be higher than that at rated voltage and
frequency by approximately 10Kelvin.
On Zone B, the temperature increase will be even higher than that of Zone A.
Continuous operation at Zone B is not recommended.
Corrective measures should be taken, where practical, with a reasonable time, for
example a reduction in the output.
Such action may avoid a reduction in machine life time from temperature effects.
Below we can find a summary on the approximate effect of voltage variation on motors
parameters.
This was done for a 4pole motor.
34
1.13 – ALTITUDE x AMBIENT TEMPERATURE

Motors operating on altitudes higher than 1000 meters above sea level will present a
reduced cooling capability due to the reduced cooling air available on the
environment.
Motors operating on temperatures higher than 40oC, will operate at a higher internal
temperature.
To keep the same operating temperature, the motor needs to be oversized or the
power reduced.
The table chart below indicates the derating factors for altitude and ambient
temperature.

35
1.14 – MOTOR DUTY CYCLE

Duty cycles are specified as per IEC60034-1:2010.
1.14.1 – Declaration of Duty

It is the responsibility of the purchaser to declare the duty.
The purchaser may describe the duty numerically, as a graph, or by selecting one of
the duty types S1 to S10 that is no less onerous than the expected duty.
Where the purchaser does not declare a duty, the manufacturer shall assume that
duty type S1 (continuous running duty) applies.
1.14.2 – Duty Types

The main duty cycles used on electric motors are S1, S2, S3, S4 and S5.
On S1 the motor will start and run continuously and the motor is designed based on
starting requirements and absorbed power during running conditions.
For S2, S3, S4 and S5, it is necessary to evaluate the motor case by case, depending
on load details, motor design, and the application (operating time and starts per hour).

2. MECHANICAL ASPECTS
2.1 – MOTOR MAIN PARTS
Main motor parts are indicated below.
36

2.2 – NAMEPLATE
The nameplate supplies information regarding the motor and its performance
characteristics.
Frame size 63 up to 132
* This is just to illustrate the nameplate layout, as up to 100 frame the voltage will be 220/380v
Frame size 160 up to 355 37

2.3 – SEALING ARRANGEMENTS
The main purpose of the sealing arrangement fitted on electric motors is to seal the
space between the endshield and the shaft, avoiding moisture to enter the motor
which could for example contaminate the bearing and lead to a bearing failure.
The sealing arrangement will always be in line with the IP code of the motor (degree of
protection)
2.3.1 – Types of Seal

The main types of seal used by WEG are:
2.3.1.1 – V-ring
Standard sealing arrangement
38
2.3.1.2 – Lip seal / Oil Seal

Recommended to be used on ambients with liquids (IP56 motors) and humidity.
Also recommended to be used on flange mounted motors.

2.3.1.3 – Oil seal double lip
Sealing arrangement for IP66 motors. Used on our PEP range up to 200 frame.
It is similar to an oil seal with one spring inside the seal, but in this case with two lips.
39
2.3.1.4 – Labyrinth seal

Sealing arrangement for IP65 motors. Up to 200 frame the endshield has to be
changed and from 225 and above only the outer bearing cap.
Permatex is used on the bolts that fix it to the endshield/bearing cap.
The labyrinth must be filled with grease.

2.3.1.5 – Wseal
Improved sealing arrangement developed by WEG for IP55 motors. It is basically a V-
ring with a metallic cap.
2.3.1.6 – W3Seal
Improved sealing arrangement developed by WEG for IP66 motors
40
The O-ring and V-ring on this arrangement are in fluorocarbon (VITON) and the
system can operate from -20oC up to 200oC
2.4 – MOUNTING
IEC60034-7 will specify the type of construction including mounting arrangement of
feet, flange, shaft and terminal box position.

Two codes are used by IEC to classify motor mounting:
2.4.1 – CODE I: An alpha-numeric designation.

On code I, the machine will be designated by code letters IM (International Mounting),
followed by a space and them letter B for horizontal shaft and letter V for vertical shaft.
Letter B or letter V will then be followed by one or two numerals and an option letter
related to terminal box position
Example: IM B3 / IM V1
2.4.2 – CODE II: An all-numeric designation.

On code II, the machine will be designated by code letters IM (International Mounting),
followed by a space and four numerals
Example: IM 1001 / IM 3011
2.4.3 – Terminal Box Location

An optional letter can be used after either Code I or Code II to indicate terminal box
position, as per table below:
41
Notes
. Machines with feet shall be viewed from the drive end with feet at 6 o’clock;
. Machines with flange only and with drains shall be viewed from the drive end with
drains at 6 o’clock
. Other configurations shall not have a coding.
2.4.4 – Most Common Mountings

The figures below will indicate the drawing of the motor and the various codes on the
most common mounting arrangements.

42
2.4.5 – NEMA Motors

The motor mounting and location of terminal box on NEMA motor must be in line with
NEMA standard MG1 Part 4 and figure 4.6 below.

43
For flange mounted motors (V1, V3, B5, B35), NEMA uses the IEC nomenclature
2.5 – DEGREE OF PROTECTION (IP RATING)

Depending on the location where the motor will be installed, it will be exposed and
must offer a degree of protection against harmful effects which can happen due to the
ingress of water or dust inside the motor.
2.5.1 – Coding
According to IEC60034-5, the designation used for degree of protection consists of the
letters “IP”, followed generally by two characteristics numeral.
The first numeral will indicate the protection the motor offers against the ingress of
solid objects and dust

NUMERAL INDICATION
0 Non-Protected Machine
1 Machine protected against solid objects greater than 50mm
3 Machine protected against solid objects greater than 2.5mm
5 Dust protected machine
Ingress of dust is not totally prevented but dust does not enter in sufficient
quantity to interfere with the operation of the machine.
6 Dust right machines. Ingress of dust totally prevented.
The second numeral will indicate the protection the motor offers against the ingress of
water
NUMERAL INDICATION
0 Non-Protected Machine
1 Machine protected against dripping water (vertically falling drops)
2 Machine protected against dripping water when machine is tilted up to 15o
3 Machine protected against spraying water (water falling as a spray)
4 Machine protected against splashing water (water splashing from any direction)
5 Machine protected against water jets (water projected by a nozzle from any
direction) 44
6 Machine protected against heavy seas (water from heavy seas or water projected
in power jets)
7 Machine protected against the effects of immersion
(ingress of water in the machine in a harmful qty shall not be possible when the
machine is immersed in water under stated conditions of pressure and time
8 Machine protected against the effects of continuous submersion
(the machine is suitable for continuous submersion in water under conditions as
specified by the manufacturer
* In case of numerals 7 and 8, it shall not be assumed that a motor complying with
those enclosures will also comply will all lower degrees of protection.
Up to numeral 6, it implies that the motor will comply with all lower numerals.

45
2.5.2 – Supplementary Letters

In special application such as machines with open circuit cooling with air inlet and
outlet opening closed at standstill,, numerals may be followed by a letter to indicate
whether the protection against harmful effects due to ingress of water was verified or
tested for the machine not running (letter S) or the machine running (letter M).
In this case the degree of protection in either state shall be indicated, for example
IP55S/IP20M.
The absence of letters S and M shall imply that the intended degree of protection will
be provided under all normal conditions of use.

The motor can also be designed to comply with specific weather conditions and is
provided with additional protection against rain, corrosive marine environment, etc.
In this case, after the IP indication the letter W will be shown, for example IP(W)55,
which is a motor with protection against dust and water as per IP55, but with special
features like anti-corrosive painting, double impregnation, zinc plated mounting
elements, etc.
2.6 – SHAFTS
2.6.1 – Shaft Materials

The main shat materials used at WEG are:
2.6.1.1 – AISI 1045

Standard shaft used on W22 motors up to 280 frame for direct coupling.
2.6.1.2 – AISI 4140

Standard shaft used on HGF and M line and also on W22 with roller bearings.
Presents a high carbon content and it is normally used on motors coupled via pulley
and belts.
2.6.1.3 – AISI 4340 46

Shaft used for operation at low temperatures (below -20oC).
2.6.1.4 – AISI 316 / AISI 420

Stainless Steel shafts supplied under request from the customer.
2.6.1.5 – SAE1524
Shaft used on large equipment (high power) where AISI 4140 is no longer suitable.
2.7 – COOLING SYSTEMS

The purpose of a cooling system is to remove the heat generated by the losses from
the motor.
The way this heat is removed defines the motor cooling system.
2.7.1 – Cooling System Identification

Cooling systems are specified as per IEC60034-6.
According to the latest version available from 1991, the nomenclature will indicate:
IC = for international cooling,
Followed by a number depending on circuit arrangement as per table 1 below
Followed by a letter regarding the primary coolant designation as per the table 2 below

Followed by a number related to the method of movement of primary coolant as per
table 3 below
Followed by a letter regarding the secondary coolant designation as per the table 2
below, if applicable
Followed by a number related to the method of movement of second coolant as per
table 3 below, if applicable
Ex: IC8A1W7
Which means IC, 8 for machine mounted heat exchanger, A1 for air self-circulated
and W7, for water with separated component
2.7.2 – Main Cooling Types
2.7.2.1 – Totally Enclosed Fan Cooled (TEFC)
47
Normal description used is IC411, but we can also find IC0141 or IC4A1A1
In case the motor uses force cooling (removal of the fan mounted on the motor shaft
and installation of a force ventilation system at the back of the motor), the last numeral
would change to “6” (IC416).
This would be the system used on WEG standard LV motors (W22) and HGF line.
2.7.2.2 – Open Drip Proof (ODP)

Normal description is IC01 but we can also find IC0A1
This is the cooling system used on MGP or MAP lines and on AGA line.
48
2.7.2.3 – Air-Air Heat Exchanger

Normal description would be IC611, but we can also find IC0161 or IC6A1A1
This is the cooling system on MGF or MAF lines.
2.7.2.4 – Air-Air heat exchanger with force ventilation

49
Normal description used is IC616 or IC6A1A6 or IC0666
This is the cooling system used on MGI and MAI lines.

2.7.2.5 – Air-water heat exchanger
Normal description normally used is IC81W but we can also find IC8A1W7 or
ICW37A81
This is the cooling system on MGW and MAW lines.
2.7.2.6 – Air-Water heat exchanger with force ventilation 50
Normal description used is IC86W or also IC86A6W7
This is the cooling system used on MGL and MAL lines.

2.8 – DIMENSIONS
The dimensions on electric motors are specified in line with IEC60072 Part 1 and Part
2, and NEMA standard MG1 Section 1 Part 4.
2.8.1 – IEC Standard

Below we can see the main dimensions as per IEC standard.
51
2.8.2 – NEMA Standard

Below we can see the main dimensions as per NEMA Standard

52

2.8.3 – Main Dimensions for Interchangeability
Generally when offering a motor to replace an existing one, the main dimensions we
need to check are shaft diameter and length (D and E dimensions), shaft height (H
dimension) and fixing hole dimensions (A,B and C dimensions.
We must have in mind that IEC and NEMA standards specify different values for these
dimensions, as indicated below.
53

54
When evaluating replacement motors, it also important to know if there will any
restrictions in terms of height, width and length.

2.9 – BEARINGS
2.9.1 – Bearing types

The main bearing types used on WEG motors are:
2.9.1.1 – Anti-Friction Bearings

This is the most common type of bearing used.
It can be grease lubricated or oil lubricated.
The main ones used will be ball bearing, roller bearing and contact angular bearing.
Anti-Friction bearings will be used on horizontal or vertical motors.
2.9.1.2 – Sleeve Bearing

This will be used on large machines when the weight of motor and bearing
temperature exceeds the limit for anti-friction bearings.
2.9.2 – Bearing ID

This will be normally specified with a number or letters, specifying the bearing type
55
(ball, roller, angular), a second number which would specify the bearing series (width
and external diameter) and two numbers indication the bearing inner diameter.
First number/letters:
6 = Ball Bearings
NU = Roller Bearings
7 = Contact Angular Bearings
Second number:
It will normally indicate 2 or 3, where 3 is a wider bearing
Third/Forth number:
The last two numbers will indicate the bearing inner diameter which can give us an
indication of the shaft diameter (Dimension D), which cannot
cannot be larger than the
bearing inner diameter.

To get to the internal bearing diameter we should take the numerals indicated on the
code and multiply by 5.
For example bearing 6309, will be a bearing with 45mm inner diameter (09 * 5).
For XX01, XX02 and XX03 bearings this is not application and on those cases the
bearing inner diameter is 12, 15 and 17mm respectively.
2.9.2.2 – Sleeve Bearings
56
2.9.3 – Bearing clearance

The bearing description will be followed by an indication of the bearing axial
clearance.
In case nothing is indicated, it means the motor has a “normal” radial clearance, which
is the case for small motors (up to frame size 132)
The internal radial clearance will be indicated as below:

Anti-friction bearings do not offer axial clearance and the value there is normally
around 0.1 to 0.5mm
Motors up to frame size 132 will have a wave washer at the back for axial
displacement.
Frame size 160 to 200 will have a wave washer at the back but locked on the DE side
with an inner bearing cap
Frame size 225 and above will have inner and outer bearing caps on DE side locking
the bearing and also on the NDE side but with pre-load spring.
In case of roller bearing on DE side, both bearings are locked.
6 5 4 3 2 1
S p rin g D e ta il
Axial Clearance 2.5mm Locked Bearing 57
Spring Detail N.D.E. Side D.E. Side
Roller Bearings:
3 2 1
6 5 4
Locked Bearing Locked Bearing
N.D.E. Side D.E. Side

1: D.E. External Bearing Cap;
2: D.E. Bearing;
3: D.E. Internal Bearing Cap;
4: N.D.E. Internal Bearing Cap;
5: N.D.E. Bearing;
6: N.D.E. External Bearing Cap;

Axial clearance on sleeve bearings can be from 3 up to 12mm, depending on the size.

Radial clearance is from 0.03 to 0.05mm.
2.9.4 – Sealing

ZZ: both side of the bearing has a metallic cover. Used on motors up to 132 frame
where we do not have a re-greasing system. On these bearings the regreasing
interval would be higher than the bearing lifetime so you just replace the bearings
when they achieve their life time.
58
2RS: same as ZZ, but this is rubber sealing. This is for example used on cooling
towers, swimming pool pump motors, etc.
Z: only one side sealed. It is used on frame size 160 up to 225 on the NDE side.
The sealed part is the one facing the rotor and the main function is to keep the grease
inside the bearing
In case nothing is indicated (Ex: 6316-C3), it means the bearing has no seal.

Sleeve bearings will have seals as indicated below.

2.10 – GREASE 59
Greases are used on anti-friction bearings on electric motors to lubricate them and
guarantee a smooth operation with low noise and within bearing temperature limits
Grease manufacturers usually describe their products with general specifications, but
the application must be considered on all analysis, taking into account not only
operating temperature, but also the load, speed, viscosity among other factors.
When selecting a grease, the manufacturer does not consider only temperature, as
that value only refers to the limit before the grease loses its properties.
For proper grease selection, bearing required grease viscosity as well as grease
viscosity at the operating temperature has to be considered.
It must be taken into account that grease viscosity
viscosity decreases with the increase on
operating temperature.
2.10.1 – Grease Types

The main grease used by WEG is Polyrex EM.
This is a polyurea based grease and has been developed by WEG together with the
grease supplier to be used specifically on electric motors.
This is the standard grease used by WEG on all motors supplied with anti-friction
bearings.

Polyrex EM operating temperature is from -30oC to +170oC.
It is used on motors where the ambient temperature is from -30oC to +70oC.
Note that at +70oC the regreasing intervals are reduced from standard.
2.10.2 – Grease Miscibility

The recommendation is never to mix different types of greases and if it is necessary to
use a different type of grease than the one supplied on the motor, then the original
grease must be completely removed before new grease is fitted.
However, on a breakdown customer may need to use a different grease, making sure
they are compatible (oil and thickener).
60

3. ACCESSORIES
3.1 – TEMPERATURE DETECTORS

Temperature detectors are devices normally installed on motor windings, bearings or
air circuits to provide some information with regards to the temperature on that specific
part of the equipment.
Those readings are used to set an alarm or even to switch off the machine, avoiding
damage.
3.1.1 – Main Types
3.1.1.1 – Thermistor
These are thermal protectors consisting of semiconductor detectors with sudden
increase on resistance when a certain temperature value is achieve. This is the case
on PTC Thermistors (Positive temperature coefficient).
This sudden resistance variation interrupts the PTC current, causing the external relay
to operate and the main circuit to switch of the motor.
61
Below we can see a PTC-Thermistor
Thermistors are of small dimensions, do not wear and have a quicker response if
compared with other thermal protectors, although they do not allow continuous
monitoring of motor operating temperature.
Where thermistors are required to provided both alarm and trip protection, it is
necessary to install two sets of appropriate rated thermistors.

Normally when this is necessary 130oC thermistors are installed for alarm and 155oC
thermistors are installed for protection.
The actual temperature on the PTC is PTC140 for alarm and PTC160 for tripping.
When a customer requests 02 thermistors per phase, it is important to clarify that, as

in some cases they might just want to have a spare set of thermistors installed and
they want both to be rated for 155oC.
3.1.1.2 – Pt-100
These are temperature detectors based on the operating principle that some materials
vary the electric resistance with temperature, like platinum, nickel or copper.
They are fitted with calibrated resistance that vary linearly with the increase on the
temperature, allowing continuous reading of motor operating temperature on a
external relay with monitoring display.
The same detector can be used for alarm, when the operating temperature gets higher
than nominal operating temperature and for tripping, usually set up for the maximum
temperature of the insulation class (F=155oC , H=180oC).
Pt-100 indicates a thermo resistance made of platinum with 100ohms at 0oC
Operating temperature is normally from -50oC up to 200oC

62
Below we can see a Pt100`s used on motors

3.1.1.3 – Thermocouples
When a metallic conductor is subjected to a temperature difference between its
terminals, a voltage will be measured due to the re-distribution of electrons on the
conductor.
When two metallic conductors of different materials have one of their terminals
connected, and both are then subjected to the same temperature difference, there will
be a voltage measured which will correspond to the temperature difference, as
indicated below.
We then have a thermocouple and the temperature measure on T1, will create a
corresponding voltage on T2. 63
A and B will always be made of difference materials and this will determine the type of
thermocouple.
The most common on electric motors is type K (Cromel – Alumel) which can be used
from -270oC to 1200oC and provides a voltage range from -6.458mV to +48.838mV
Other types are:

Type T (Copper – Constantan)
Type J (Iron – Constantan)
Type E (Cromel – Constantan)
Type N (Nicrosil – Nisil)

3.1.1.4 – Thermostat
These are just bimetallic silver contact thermal sensors, normally closed, which
operates (open) when a certain temperature is reached.
When temperature decreases, they return to original position closing the contacts
again.
3.2 – ANTI-CONDENSATION HEATERS

The anti-condensation heaters are used when the motors is switched off to keep the
temperature inside the motor between 5 to 10oC above the ambient temperature, in
order to avoid water condensation in case of long periods without operation.
64
Below examples of the heaters used on WEG motors.

3.3 – SPEED SENSOR
This is used to inform a supervisory system about the speed of the motor.
We can use:
3.3.1 – Encoder
65
3.3.2 – Tacho-Generator
3.3.3 – Speed Sensor (Toothed wheel)

66

4. WEG MAIN MOTOR LINES
4.1 – W22
This line was developed to replace the existing W21 range, offering the latest
technology available on electric motors to comply with the latest market trends like
reduced noise and vibration, increased efficiency levels amongst others.
67
We will describe below the main features on W22 range.
4.1.1 – Efficiency Levels

Three efficiency levels are offered as below
Standard Efficiency
These motors will comply with IE1 efficiency levels as per IEC60034-30
Premium Efficiency Plus

Top Premium Efficiency


Below we can see a comparison between these efficiency levels
4.1.2 – Frame Design

68
The frame has been designed to offer larger heat exchange area, using a new fin
design and also on frame size 225 and above, with the frame re-located to the front
part of the frame.
Solid and integrated feet are part of the design to provide reduced vibration levels
FC-200 cast iron is used which provides high mechanical strength. It is the same
material used on the flameproof range
4.1.3 – Cooling System

The cooling was re-designed in order to reduce noise and improve the efficiency of the
cooling system.

A new fan and new fan cowl are used on W22 range.
4.1.4 – Terminal Box

Larger terminal box is used on these motors to assist cable handling inside terminal
box.
Also, from frame size 225 and above it is possible to assemble the terminal box on
top, RHS or LHS, as below.
69
We must take note that when purchasing a top mounted motor, to change it to side
mounted, the adaptor plate has to be installed and the cables have to be extended.

4.2 – Wmagnet
The permanent magnet motor is a motor with magnets only on the rotor (no cage).
This provides a motor with no losses on the rotor, thus increasing the motor efficiency.
Due to the fact that this motor has no cage in the rotor, it provides no starting torque
and requires a VSD to be started. A standard VSD is not necessarily suitable as
special software is required.
Below we can see a picture of the rotor lamination.
70
Due to the magnetic properties of the permanent magnets, it is not necessary to

induce currents in the rotor so joule losses are eliminated.
Since most of the rotor heat is transferred to be dissipated via the bearings and in this
case we have eliminated the rotor heat, we can reduce the operating temperature of
the bearings, thus increasing bearing life time and re-greasing intervals.
Also, since rotor loses are eliminated, it is possible to increase the current in the
stator. This increases torque while keeping the same motor temperature. Therefore,
comparing with standard induction motor, it is possible to deliver the same kW in
smaller frames, when permanent magnets are used on the rotor.
See below a comparison.

Being in a reduced frame, these motors will also provide lower noise and vibration
levels.
Currently this range is available from frame size 160 up to 315, 15kW to 160kW in
380V and 525V, 2 pole and 4 pole.
4.3 – WQuattro
Line start permanent magnet motors are hybrid motors, including a cage on the rotor 71
(like a normal induction motor) but also permanent magnets inside it, as shown on the
figure below.

Due to the cage on the rotor, they work like an induction motor during starting to
accelerate the motor, and when it gets to a speed close to synchronous speed, the
motor is pulled into synchronism by the permanent magnets.
When the motor is at synchronism, there are no significant currents in the rotor, thus
the joule losses on rotor are zero and the motor will then present a higher efficiency.
Providing that the motor does not lose synchronism, i.e., that its pull-out torque is not
exceeded, the motor will keep constant speed for any given load with no losses on the
rotor. These motors are designed to offer a pull-out torque up to two times rate torque.
Care must be taken with regards to the load to be started by these motors, as the
motor must be able to reach synchronism after starting. If the load torque is too high
then synchronism may not be reached and the motor thermal capability exceeded.
The lower the torque, the higher the inertia that can be started, as per the picture
below, and vice-versa.
72
The rotor cage on these motors is smaller than that for a standard squirrel cage motor.
This results in a lower thermal capability during starting. For this reason, these motors
are not suitable for all applications and loads with high inertia cannot be started.
Secondly, if the load torque is too great then synchronism is not reached and the
motor cannot operate correctly. Thus each application must be carefully analyzed.
Currently this range is available from frame size 80 up to 132, 0.37kW to 7.5kW in
380V and 525V, 4 pole and 6 pole.
They are fully interchangeable with existing standard induction motors (same
dimensions and same output x frame ratio) and are also suitable for VSD operation.
Below we can find an efficiency comparison.

90
85 Wquattro
IE1
IE2
80
IE3
IE4
75
70
0.55 0.75 1.1 1.5 2.2 3 4 5.5 7.5
4.4 – SMOKE EXTRACTION MOTORS (Smokex)

This range of motors is intended to be used on powered smoke and heat exhaust
ventilation system, mainly used on shopping malls, tunnels, etc. 73
4.4.1 – Scope
TEFC (Totally Enclosed Fan Cooled)

Cast Iron Frame
0.18kW – 355kW
80 – 355 frame size
220-240/380v up to 100 frame (optional 525v-550v 3leads)

380-415/660v 112 and up (optional 525v-550v 6 leads)
TEAO (Totally Enclosed Air Over) – Pad Mounted

Cast Iron Frame
0.18kW – 355kW
380v 3 leads + 1 earth terminal up to 100 frame (optional 525v-550v 3leads)
380-415/660v 112 and up 6 leads + 1 earth terminal (optional 525v-550v 6 leads)
4.4.2 – Certification
The Smoke Extraction motors are designed to comply with temperature and time
required and to comply with testing requirements as per EN 12101-3.
There is no standard specifically related to the motor design.
As long as it passes the test, the design is up to the manufacturer.
The current certification procedures demand the fan supplier to carry the certificate so
motors do not carry a certificate anymore, only as part of a fan set.
4.5 – SINGLE PHASE MOTORS

Single Phase motors are used on residential and industrial applications where only a
74
single phase system is available.
Applications include garage doors, swimming pool pumps, washing machines,
lawnmowers, poultry fans, petrol pumps, etc.
Due to the absence of a rotating field when at locked rotor condition, there is a need of
using alternative ways this rotating field so that the motor can start.
The types of single phase motors are defined mainly in accordance with the starting
method used.
Two capacitors are normally used, one for start (electrolytic) and one run capacitor
(dry type).
The start capacitor will present minimum and maximum capacitances and it is bigger
than the run capacitor, which has a single capacitance value.
Run Capacitor Start Capacitor

4.5.1 – Main Types
Below we can see a summary of the main types of single phase motors:
4.6 – BRAKE MOTORS

Brake motors are motors able to provide a mechanical brake to the load.
4.6.1 – Scope
Motors can be supplied with Lenze Brake from frame size 63 up to 200, IE1 and IE2
options, in 2,4,6 and 8pole.
75
Larger frame sizes available under request.
Two sizes of brakes are available per frame size for motors with Lenze Brake.
Brake voltages available are 220Vac and 380Vac.
Via a bridge rectifier DC voltage is fed to the brake.
Motors with WEG Brake are available from frame size 71 to 160, IE1, in 2,4,6 and
8pole.
180 and 200 frame sizes available under request.
Brake voltages available are 220Vac (std), 24Vdc, 110Vac, 440Vac and 575Vac (for
575Vac brake only on frame size 112, 132 and 160).
Motors are supplied with V’ring on the DE side and lip seal on NDE.
4.7 – HGF Line

The HGF line is WEG`s High Performance Line, used on all kinds of applications.
It is normally the choice where a TEFC design is required but the output/voltage is
higher than that of the W22 range.
Note that if the TEFC design is not a must, from frame size 500 and above, much
probably the M line is a cheaper option.

76
4.7.1 – Scope
Squirrel cage only
TEFC (Totally Enclosed Fan Cooled)
Cast Iron Frame
90kW – 3150kW
380 to 11000V
IP55 as standard (IP56, IP65 and IP66 available under request)
Pt100 (02/phase + 01/bearing) as standard
Anti-condensation heaters as standard
Anti-fricction bearings as standard (oil lubricated and sleeve bearings under request
and depending on motor design)
4.7.2 – Coding
The coding for the HGF range is as indicated below.

4.7.3 – Main Features
Frame
The frame if built with FC-200 cast iron (same as used on flameproof motors) and it is
designed to offer low vibration levels, increasing lifetime of the motor. 77
External and internal fins in conjunction with the fan and fan cover, provide maximum
heat transfer enabling a high output/frame ratio.

Terminal box
The terminal boxes as standard for the IEC market are made of cast iron on all
frames.
The same cast iron used on the frame is used for the terminal boxes (FC-200).
Under request, the main terminal box can be oversize and steel fabricated.
Up to 450 frame, the auxiliary terminal box will be allocated on the opposite side of the
motor with two separate enclosures, one for the temperature detectors and one for the
heaters, in order to isolate signal from power connections.
78
From 500 and above, the accessories are installed on two auxiliary terminal boxes.
Both are mounted opposite to the main box, with one allocated towards the front of the
motor and the other at the back.
However, there is a work in progress to use on 500 and above the same design used
up to 450 frame.
Fan cover
Up to 355 frame, the fan cowl is made of cast iron FC200 (same as used on the
frame).

From 400 and above, the standard will be steel fan covers, except 400 frame on 6 and
8p which is already using cast iron fan cover. 79
Bearings
Grease lubricated bearings are offered as standard up to 560 frame (except 560 2p) in
50Hz.
Sleeve bearings are standard for 630 frame size.
The standard bearing seal for grease lubricated bearings is labyrinth seal.
Sleeve bearings will be supplied with a mechanical seal.
4.8 – M Line
The M Line is WEG`s Master Line and it is used on all kinds of applications.
This is the line to be used for high kW ratings and it is also the only option when a
slipring design is request.
It is also the option when a TEFC design is not acceptable by the customer.

80
4.8.1 – Scope
Squirrel cage or Slipring Design
Various cooling options.
Cast Iron or Steel Fabricated Frame
90kW – 50000kW
380 to 13800V (15000V under request)
IP55 as standard (IP56, IP65 and IP66 available under request)
Pt100 (02/phase + 01/bearing) as standard
Anti-condensation heaters as standard
4.8.2 – Coding
The description for the HGF range is as indicated below.

4.8.3 – Main Features 81
Frame
The frame is made of steel or cast iron and provides excellent strength and low
vibration levels, increasing lifetime of the motor.
As standard, the motors will be supplied with cast iron frame up to frame size 560
(except where indicated on the price list, and steel fabricated frame from 630 and
above.

Terminal box
The terminal boxes as standard for the IEC market are made of cast iron on all
frames.
FC-200 cast iron is used.
Under request, the main terminal box can be oversize and steel fabricated.
Accessories are installed on two auxiliary terminal boxes.

Both are mounted opposite to the main box, with one allocated towards the front of the
motor and the other at the back.
Stator
Stator is built with high quality magnetic lamination with radial cooling channels to
improve the heat transfer.
It is then mounted welded on to frame.
Rotor
Rotor is also built with high quality magnetic lamination with radial cooling channels to
improve the heat transfer.
On the squirrel cage design, it can be manufactured with die cast aluminium or with
copper bar rotor.
WEG will choose the best material based on the performance characteristics
requested by the customer. 82
As standard motors will be built with die cast aluminium rotor up to 560 frame (2,4 and
6pole) and up to 500 frame (8, 10 and 12pole).
Bearings
Grease lubricated bearings are offered as standard up to 560 frame (except 560 and
500 frame 2p) in 50Hz.
Grease lubricated bearings can still be used on larger frames depending on motor
speed and shaft diameter.
Otherwise sleeve bearings will be standard.
The standard bearing seal for grease lubricated bearings is labyrinth seal.
Sleeve bearings will be supplied with a mechanical seal.
4.8.4 – Slipring Motors (MA_ Line)

The slipring motors are normally used on high inertia loads or loads with high torque
requirements at starting.
They are also used when there are starting current limitations at starting.
Typical loads would be: Mills, Fans and Car Shredders
The features of a slipring motor are the same of squirrel cage motor on the M line.

The only difference is the rotor which is wound and access to the rotor circuit is given
via sliprings.
It can be offered with a brush lifting device (standard) or with a fixed brush
arrangement.
4.9 – ALUMINIUM FRAME MOTORS

Aluminium frame motor is an alternative for the cast iron motor on applications where
the customer is looking for reduce weight, like on fan and exhaust industry.
83
The WEG Aluminium range is a multi mounting motor, which means that the feet on
the motor can be removed to have a flange mounted motor, or to change the terminal
box position on a foot mounted motor.

Currently WEG can produce aluminium motors up to 132 frame and they can be foot 84
or pad mounted motors.
We can supply three phase or single phase aluminium motor
It is important to note that the motor frame is made of aluminium, but the remaining
components like terminal box and endshields/flanges are made of cast iron.
Other features on the motor follow the same specification of the cast iron motors
4.10 – MOTORS FOR FAN AND EXHAUST APPLICATION

Motors for fan and exhaust application are specifically designed for this industry and
the main difference from a standard motor is that they are not supplied with the fan
and fan cowl, as the cooling will be provided by the fan they are driving.
We need to provide the minimum air velocity over the motor fins to ensure proper
operation.
Motors can be supplied in two main ranges:
4.10.1 – Aluminum Frame

This range has its frame made of aluminium and can be supplied up to 132 frame.
It can be with flying leads or with terminal box.

It can be pad or foot mounted
4.10.2 – Cast Iron Frame

This range has its frame made of cast iron and can be supplied up to 250 frame on
pad mounted option or all sizes on the foot mounted option
It can be with flying leads or with terminal box.
85
It can be pad or foot mounted
It is also possible to supply pad mounted motors for flameproof (Exd) applications
under request.
5. MOTORS FOR HAZARDOUR AREAS
On installations where flammable products are continuously handled, processed or
stored, special care need to be taken, as when the proportion
proportion of the flammable
product (gas, vapour, dust or fiber) is high, an spark can cause an explosion.
Electrical equipment like electric motors for example, due to their operation
characteristics, may represent a source of ignition and cause the spark
spark or heat that
will lead to an explosion.
86
Due to that, depending on how the area where the motor will be installed is classified,
a special design is needed so that the motor can operate on that area.
The general requirements for motors for hazardous areas are defined as per
IEC60079-0
For dust we use the information from site like T125, which means the dust will ignite at
125oC.
5.1 – TYPES OF PROTECTION

Below we can see a summary of the types of protection for hazardous areas and the
application IEC standard.
The ones indicated in green are the ones that WEG can supply and those will be
detailed as follows.

87

6. OTHERS
6.1 – PAINTING PLANS

WEG chemical division developed various painting plans in order to have options
which can comply with any application.
6.1.1 – Painting Plans Available

The main painting plans offered by WEG are listed below.
88
6.2 – SELECTION AND APPLICATION OF ELECTRIC MOTORS

The correct selection and application of electric motors is an important task on any
new project, as this will determine the proper operation of the system at its best
possible efficiency.
6.2.1 – Information Required

In order to correctly select the motor, details of the application must be known upfront.
The basic information required are, but not limited to:

Power Supply Charateristics
- Nominal voltage and expected voltage variation
- Nominal frequency and expected frequency variation
- Starting Method allowed by the system
Installation Characteristics
- Altitude
- Ambient Temperature
- Safe or Hazardous Area
- Clean or corrosive environment
- Space constraints
Electrical and Mechanical Motor Requirements

- Mounting
- IP rating
- Dimension requirements
- Rated kW required
- Speed
Load Characteristics
- Type of Load
89
- Load torque requirements
- Coupling method
- Axial or radial thrusts
- Duty Cycle
- Load inertia
The main goal of receiving this information is to be able to select a motor to accelerate
and run the load, operate at the specified duty without any thermal damage to the
insulation and at the highest possible efficiency, and comply with the mechanical
requirements of the installation.
6.2.3 – Pulley and Belts

When motors are pulley and belt driven, additional radial thrusts are applied on the
motor bearings and shaft, and analysis must be made to ensure motor is suitable for
the application.
Generally the shaft material is changed to AISI 4140 (high tensile shaft) and the front
bearing is changed to a roller bearing.
As indication, on the W22 range, the motors can handle radial thrust as below.
Please note that these values consider no axial thrusts.

Should the motor be subjected to radial and axial thrusts simultaneously, then the
factory must be consulted.
L10 = 20.000hours L10 = 40.000hours
In order to allow the factory to calculate shaft and bearing requirements for a pulley
and belts application, minimum information must be provided as follows:
- Diameter of the drive pulley (Dm)
- Diameter of the driven pulley (da) 90
- Distance between centres (DC)
- Pulley width (L)
- Distance between pulley centre to shaft shoulder (x)
- Weight of the drive pulley
- Beta Angle (β)
- Type of belt (V or flat)

6.3 – STORAGE, INSTALLATION AND MAINTENANCE ON ELECTRIC
MOTORS
6.3.1 – Storage
When motors are not immediately unpacked, they should be stored in their normal 91
upright position in a dry area, free of dust, gases and any corrosive environment.
Other equipment should not be stacked on top of the motor.
Motor should be in a place free of vibrations to avoid damaging the bearings.
Outdoor storage is not recommended.
When anti-condensation heaters are fitted to the motor, this must be switched on
during storage.
If painting suffered any damage during transport, it must be repainted to avoid rusting.
Slipring motors must have the brushes lifted or removed from the brush holder to
avoid oxidation.
The winding insulation must be measured before the motor is put into operation.
The minimum acceptable value is 100Mohms. If the value measured is lower than
that, motor must be disassembled and parts taken to a oven for drying.
6.3.1.1 – Long Term Storage

It is becoming more common for motors to be delivered to site and be stored for long
periods until the moment where the plant construction is finished and the civil part is
ready for the motor to be installed.

Long term storage requires additional cares and the recommendations as listed on
WEG Installation Manual must be followed.
6.3.2 – Installation
Electric motors should be installed in locations with easy access for inspection and
maintenance, having and adequate IP rating based on the site conditions (dust,
water).
Under no circumstances motors can be enclosed on boxes or covered with material

that will block or reduce the cooling air.
The air inlet and outlet must never be obstructed by pipes, conductors, etc.
As a guideline, the distance between the air inlet at the fan cowl and a wall must be at
least ¼ of the diameter of the air inlet.
The installation procedures must be followed as per WEG Installation Manual.
6.3.3 – Maintenance
Maintenance of electric motors embodies two important aspects, the mechanical and
the electrical aspects. The knowledge of these two areas is important to keep the
overall equipment well maintained.
However, many people involved with electric motors maintenance think of electrical
92
problems only. We will see that this kind of machine is subject to all kind of
mechanical problems too, since it has mechanical moving parts.
Just to highlight, while a regular medium size car bearing travels around 27 millions of
rotations during 50,000 km, an electric motor, 1800 rpm (4 pole/60Hz) running 24
hours/day reaches the same 27 millions of rotations in about only 10 days and 9
hours. It should be not a surprise if the major mechanical problems of the electric
machines are related to the bearings.
Many times, because of the application severity, continuous operation, the basic
maintenance is left to a second plan. Indispensable factors to the motor operation life
like the regreasing, alignment, specification and dimensioning, if not carried out, will
reflect negatively on to the motor performance. As a consequence, premature failures
may occur as well as unexpected losses of production.
6.3.3.2 – Possible Problems, Causes and Solutions
6.3.3.2.1 – Winding Failures

Below we present some photos indicating possible causes for winding failures, based
on a visual inspection of the winding.
Three-Phase Motors
93

Single-Phase Motors
94

7. TESTS
The tests performed on electrical machines intend to determine the main
characteristics of the equipment and compare them against the design values, making
sure they comply with those values within specified tolerances.
The main tests performed on electrical machines are routine tests, type tests and
special tests (vibration, noise level, tan delta, etc).
We will describe the main points with regards to these tests.
7.1 – ROUTINE TESTS

The following is included as part of a routine test:
• Measurement of Winding Resistance (cold condition)
• Locked Rotor Test
• No Load Test
• High Potential Test
• Insulation Resistance Test
• Accessories checking
7.2 – TYPE TESTS 95

All routine tests are part of a type test. Besides that, the following tests are performed:
• Temperature Rise Test
• Load Test
• Breakdown Test
7.3 – SPECIAL TESTS

Besides routine and type tests, many times special tests like vibration, noise level, tan
delta, etc, are requested by the customer.


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What are the main types of electric motors discussed in the document?

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What are some of the parameters used to characterize electric motors?

What are some of the parameters used to characterize electric motors?

ELECTRIC MOTOR MANUAL

Revision Performed by Summary Date

1.4.2 – Power Factor .................................................................................................. 17

Revision Performed by Summary Date

1.10.3.1 – Temperature .............................................................................................. 28

Revision Performed by Summary Date

2.5.1 – Coding ............................................................................................................ 43

Revision Performed by Summary Date

2.9.4.1 – Anti-Friction Bearings .................................................................................. 58

Revision Performed by Summary Date

4.7.1 – Scope ............................................................................................................. 76

Revision Performed by Summary Date

Revision Performed by Summary Date

1.1 – ELECTRIC MOTORS

The motor presented had a power of 80 Watts, an efficiency of approximately 80% in

Dobrowolsky started in 1891 to produce asynchronous motors on a series production

1.1.2 – Technological universe of electric motors

Revision Performed by Summary Date

1.1.3 – Main motors types

1.1.3.1 – Asynchronous Induction Motors

. Squirrel cage motor

Revision Performed by Summary Date

. Wound rotor motor

Rotor on a slipring motor

1.1.3.2 – Synchronous Motors

Revision Performed by Summary Date

motor. Only two as DC voltage is used (+ and – only)

Revision Performed by Summary Date

Revision Performed by Summary Date

We can normally connect in Delta or Star

1.2.1 – Delta Connection

1.2.2 – Star Connection

Revision Performed by Summary Date

For example, a motor is designed to have 380v on the coil.

1.3 – WORKING PRINCIPLE – 3PHASE INDUCTION MOTORS

Revision Performed by Summary Date

This is what happens on an electric motor. Refer to the figure below:

On figure “a” we represent only one of the windings.

Revision Performed by Summary Date

1.4 – MOTOR PARAMETERS

1.4.1.2 – Tolerance on efficiency

1.4.1.3 – Incorrect motor selection

Revision Performed by Summary Date

1.4.2 – Power Factor

Revision Performed by Summary Date

The formula for power factor for a sinusoidal supply is:

On a pure resistive load, power factor or cosphi is equal to 1.0 18

According to IEC60034-1, tolerance for power factor is calculated as follows:

1.4.3.1 – Nominal torque:

Revision Performed by Summary Date

1.4.3.2 – Starting torque:

1.4.3.3 – Breakdown Torque

1.4.3.4 – Pull-up torque

1.4.3.5 – Torque graphs