1 June 1998

The Unseen Truth Behind Motors fed by Inverters

by Alex Settimi Sohler Electrical Engineer Technical Support Manager for WEG New Zealand

INTRODUCTION

ABSTRACT

o date the real implications of using frequency converters or inverters, popularly known as drives or VFDs, seem to be overlooked by many, who concentrate exclusively on bearing protection. Much has been said about premature bearing failure, but no one seems to be concerned about other effects that might affect motor performance and life span. Bearing failures are usually restricted to larger frame sizes and are more likely to occur within 2 to 18 months of motor operating time. On the other hand, increases in vibration, noise levels and temperature as well as reduction in motor efficiency and life are more of a long term effect, but significant to every size of motor. This paper will briefly comment on the bearing issue, focusing on the latter aspects. It will provide guide lines to users of motors and drives by making reference to the international standards and the research made by WEG, one of the worlds largest electric motor and drive manufacturers.

earing failures due to shaft induced voltage have been studied since the beginning of the century. Papers dated 1907 appointed air gap eccentricity and rotor shorted turns as the culprits for generating irregularities in the magnetic circuit that caused a small amount of flux to link the shaft resulting in an electromotive force between the shaft ends. This shaft induced voltage (SIV) generates an electrical current that flows through the bearings, deteriorating the lubricant and electro-eroding the bearing raceways ending up in an eventual bearing failure. SIV can also be generated by charged particles (electrostatic), shaft magnetization due to unbalanced ampere turns, dissymetry effects caused by stator or rotor asymmetries, and common mode voltages originated from PWM inverters [5]. With the technological advance in machinery and materials, vast improvements in the tolerances and quality of electric motors were achieved minimising flux irregularities that reduced the SIV amplitude to a safe level. Prior to inverters, the ability of varying the speed of electric motors was achieved by means of pulleys, gear boxes, electromagnetic clutches, etc. In the 60s, the first electronic devices came to scene. Cycloconverters and frequency converters built with either BJTs (Bipolar Junction Transistor), SCRs (Silicon Controlled Rectifier) or GTO (Gate Turn Off Tyristor) started to be marketed. These devices, could only be switched at very low frequencies, usually up to 600Hz. In the 90s, IGBT (Insulate Gate Bipolar Transistor) started to be used. They represented a huge improvement in drive technology, increasing the switching frequency to 20kHz, hence reducing harmonics and audible noise. Today most VFDs are built with IGBTs. This new technology resurrected bearing problems, long buried, creating additional challenges to the motor industry, mainly in the area of motor insulation. A new era for motor manufacturers was then begun.

FIGURE 1: TYPICAL PWM IGBT INVERTERS AND MOTORS. COURTESY OF THE WEG GROUP.

FIGURE 2: BEARING FLUTING CAUSED BY INVERTERS.

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The Unseen Truth Behind Motors fed by Inverters

ow did PWM IGBT Inverters bring bearing problems back to life?

Inverters distort the sinusoidal supply generating high frequency harmonics and high dV/dTs. Their switching mechanism also creates what is called common mode voltage. Due to the high switching frequencies of IGBT inverters, parasitic capacitances between stator winding and stator, and between rotor and stator winding become relevant. These capacitances are charged up by the common mode voltage resulting in a common mode current flowing through the motor bearings. To study this phenomenon the following circuit can be used[4].

Two types of bearing currents seem to exist: one that is conducted continuously during a period of time when bearings exhibit good conductivity, called conductive mode bearing current, and another that is discharged in discrete time intervals, called discharge mode bearing current. The former prevails at lower speeds, because the good electrical contact between the rolling elements and bearing raceways connects the rotor to ground through the outer bearing race, whilst the latter is more significant for higher inverter output frequencies, since the electrical conductivity of the bearing decreases enabling the capacitive voltage to build up till it is able to break down the dielectric resistance of the grease. The conductive mode bearing current is dV/dT related[4,5]. Although both types of currents are present at the same time, it can be said that the discharge bearing current is the most critical one. The conductive bearing current is usually of less harmful to bearings, since it is a low amplitude current that flows continuously without arcing. However it increases bearing temperature accelerating grease deterioration decreasing bearing life. On the other hand, the high energy level of the discharge bearing current works like an electro-erosion machine resulting in bearing pits or flutes. The amplitude of bearing currents depends upon operating conditions such as speed, temperature, lubrication type, motor size, etc. From all these factors, motor size is probably the most significant, since the larger the motor the larger its parasitic capacitances (C = A/d ). Motor design can also have reasonable influence over bearing current amplitudes.

ROTOR
Cswr
Cag

Csws

STATOR

SOLUTIONS
FIGURE 3: model for studying bearing currents[4]. Cswr = capacitance between stator winding and rotor Csws = capacitance between stator winding and stator Cag = air gap capacitance B = bearing

Bearings operate like an on-off switch, alternating between conductive and nonconductive states. The amplitude of the common mode current (CMC) depends on the common mode impedance. When motor and inverter are earthed this impedance is decreased hence increasing the CMC. However, both motor and inverter must be solidly earthed to prevent electric shock from external parts.

Many options such as insulated bearings, shaft brush, Faraday shield, common mode chokes and others have been proposed. Although this article does not aim to analyse each one of these options, we are going to comment briefly on what the international standards propose and on some points we find important. Some papers say that a common mode choke or filter inserted between inverter output and motor input can be used as a means of reducing bearing current amplitude. Some state that a brush short-circuiting rotor to stator will eliminate bearing current. Although one of the strongest arguments against it is maintenance related, maybe because people associate the idea of brushes to slip ring or dc motors, the shaft brush shouldnt have to be replaced very often, since the current that flows through it is relatively low. Of course this is not an option for hazardous areas. However some argue that a shaft brush alone wont solve the problem.

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The Unseen Truth Behind Motors fed by Inverters

WHAT THE INTERNATIONAL STANDARDS SAY
Although international standards are the result of the consensus of engineers and manufacturers, it seems that when it comes to inverters they have slightly different approaches regarding bearing protection. NEMA MG 1-31.40.4.3, for instance, states that bearing insulation is only recommended if the shaft voltage, measured according to IEEE 112, is higher than 300mV (peak). This standard also indicates that according to practical experiences it is very unlikely that this voltage amplitude will be present on motors up to the equivalent IEC315 frame. IEC 34-17 establishes the voltage threshold as 500mV. CSA C22.2 No. 100-95 item 12.2.2 is more stringent, requiring that all motors above IEC280 frame, when fed by inverters, have the shaft earthed by means of brushes in order to prevent bearing damage. The standards refer to shaft voltage and not current, because voltage is what is measured in practice. The value of the bearing current depends on the common mode impedance, which can vary from system to system and motor to motor. Generally, the value of the permissible shaft voltage increases with the size of the motor. Shaft voltages of a few Volts have been measured in large motors DOL connected with no detriment to the bearings. Therefore we find the above values to be a bit vague.
FIGURE 5: Shaft induced voltage of a 150HP motor with shaft brush and no insulated bearings (courtesy of WEG).

FIGURE 4: Shaft induced voltage of a 150HP motor with no shaft brush and no insulated bearings (courtesy of WEG).

Insulating the bearings from the motor frame certainly prevents the conduction mode bearing current from flowing through them, but special attention should be paid to the discharge mode bearing current. Care should be taken with the capacitance of the insulation system. Looking at figure 3 it can be seen that a high bearing insulation capacitance in parallel with Cag increases bearing discharge mode currents, hence worsening the problem. Some speculate that the insulated bearings available on the market have high capacitance values and should not be used. We find this to be somewhat of a general statement, since the values of the motor parasitic capacitances may vary from motor to motor.

FIGURE 6: Shaft induced voltage of a 10HP motor with no shaft brush and without insulated bearings (left) and with NDE insulated bearing (right) - courtesy of WEG.

The solution is not as simple as it may seem. It was only recently that manufacturers started to realize that this problem exists. The motor design may play an important role in some situations, hence the steps taken to ensure bearing longevity in one motor may not be successful with others. From the users point of view the important thing is to make sure the motor suppliers has addressed the problem. WEG, through its R & D Department, has carried out a multitude of tests that have enabled them to conclude what should be done to prevent premature bearing failure in inverter fed motors. There is more to it than just insulating bearings or using shaft brushes, in fact the approach taken by WEG depends on the size of the motor. Nonetheless the research goes on, and alternative ways of resolving this problem are being studied concomitantly with the effectiveness of todays approach.

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The Unseen Truth Behind Motors fed by Inverters

OTHER DRIVE RELATED PROBLEMS People tend to focus on the bearing issue overlooking the overall picture. Whereas bearing failure in inverter fed motors are perceived to be a potential problem for frames IEC 315 and larger, noise levels, vibration, insulation brake down and others are a concern for any size of motor. NOISE LEVEL Due to the harmonics, the motor noise level will increase when it is operated via inverter. Experience shows that the sound pressure level at A scale at motor rated speed is increase by anything between 2 and 15dBA with a PWM inverter. This value is in consonance with IEC 3417 and NEMA MG 1-30. This extranoise level depends mainly on the inverter switching frequency and harmonic content. RESONANCE AND VIBRATION Operation with inverters causes torque ripples on the motor shaft. Notwithstanding the ability of preprogramming inverters not to operate close to the natural frequencies of a machine in order to avoid resonance, the harmonics excite motors in different frequencies resulting in an overall increase in their vibration level. Depending on the severity of the vibration, an irregular magnetic field might be formed generating a shaft voltage. Moreover, the mechanical life of the motor parts can be drastically reduced. Better balancing and better mechanical rigidity are necessary to cope with this new paradigm. In addition, since most motors are operated below rated speed their natural frequency should be above 50Hz. MOTOR EFFICIENCY The high frequency harmonics created by inverters increase copper and core losses decreasing the efficiency of the motor. The expected motor efficiency can be calculated by the following equation: i = DFH2 1 + DFH2 - 1

where: is the motor efficiency fed by a sinusoidal supply i is the motor efficiency fed by inverter DFH is the torque derating factor as a function of the harmonic content (HVF) as per NEMA MG 1-30 Because different materials behave differently under the same operating conditions, even though one motor is more efficient than another in a perfect sinusoidal supply, the former might have a higher efficiency drop than the latter when fed by inverters. The end result is a higher r.m.s. current to supply the same output (about 10% higher), hence an increase in motor operating temperature. On average, inverter fed motors will have a temperature increase of about 150C, at rated speed and load. It is common knowledge that the motor life is halved for every 10 degrees increase above the temperature limit of its insulation class. In order to avoid a drastic decrease in the life of a motor higher temperature materials and better thermal dissipation are required. This is specially important for larger motors, as there is significant difference in temperature between the fan end and the fan opposite end. An additional internal cooling fan is a good technical solution.

THE INFLUENCE OF THE CABLE LENGTH Using the classic theory of transmission lines, it can be seen that depending on the length of the cable between motor and inverter, voltage peaks at motor terminals can be increased to 2 times the peaks of the inverter output. The equation below defines the critical cable length L = x t

critical

cable

2 where: cable is the peak wave propagation speed, usually 150m/s t

r

is

the

voltage

rise

time

(informed

by

the

inverter

manufacturer)

In practice the cable length should be kept to minimum. A rough figure is 25 metres, but this varies according to inverter rise time and cable impedance.

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The Unseen Truth Behind Motors fed by Inverters

MOTOR LIFE SPAN IEC 34-17 and DIN VDE 530 state that a general application motor used with an inverter shall withstand voltage peaks (Vp) up to 1,000V and dV/dT up to 500/s without any significant decrease in motor life. However, in practice, the values motors are submitted to are substantially higher reaching 5000V/s and 1,500V. For instance, in a 400V supply drivemotor application the voltage on the motor terminals might be as high as Vpeak = 2 x 400 x 1.1 x 2 = 1244V LIFETIME = A/f for f < 5kHz where: 1.1 is the overvoltage factor 2 is the overshoot factor The rate these voltage spikes occur depends on the inverter carrier frequency. Typical values are 2,000 to 20,000 times per second. The repeated voltage peaks at motor terminals gradually break down the dielectric strength of the winding, resulting in corona and partial discharges that destroy the motor. The dielectric strength of a motor depends on the type and thickness of the insulation used, quality of the impregnation, winding geometry, temperature and humidity. where: LIFETIME = B/f2 for f 5kHz A and B are constants f is the drive switching frequency The higher the humidity the lower its dielectric strength. In addition the motor dielectric strength will be much lower at higher temperatures. Hence one should select inverters with reduced harmonic content, motors with enhanced insulation and low and homogenised internal temperature. Whereas the dV/dT affect the insulation between turns, the high voltage spikes affect the insulation between phases and phase to ground. Low voltage motor windings are usually enameled with three to seven layers of standard class F varnish to a nominal voltage of 600V r.m.s. Drives are usually set to a switching frequency of 2 to 4kHz. Experience shows that the service life of an ordinary electric motor fed by an inverter depends on its switching frequency and is dictated by the following equations:

So a standard motor feb by an inverter can have its life reduced by as much as 75%. This figure suggests that companies may experience a turnover of motors like they never had before.

FIGURE 8: WINDING SHORTED TURN-TO-TURN DUE TO VOLTAGE SURGES

FIGURE 7: TYPICAL PWM VOLTAGE WAVE FORM WITH 20.5m CABLE - 1,012V OVERSHOOT AND 11,526 V / s dV/dt

In view of the harsh conditions a motor faces on a drive application the previous insulation systems (consisting of varnish, insulation films or tapes and impregnation) are no longer suitable. Today demands require new techniques and materials to enable motors to have long life expectancy when used with inverters.

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The Unseen Truth Behind Motors fed by Inverters

CONCLUSION This paper has pointed out some of the major aspects of motor-drive application. It can be seen that although drives bring many benefits, there is another side to them. Whereas the aspects of bearing protection, vibration, noise level, overcurrent and overtemperature are more transparent, the quality of the motor insulation system is not easily detected. Today, more than ever, the quality of an electric motor has become fundamentally important. Motors that used to have similar performance in DOL applications, may perform drastically different when fed by inverters. One should then realize that the price difference between products of different quality pays off if their longevity is taken into account. This is a relatively new subject. Hence only a few motor manufacturers are aware of all effects drives have on motors. Therefore most of the motors in the marketplace are still being built with materials and technology which are not suitable for todays demands. Although filters can be used to minimize insulation stress, reduce harmonic distortion and common mode voltages there if often a compromise with voltage drop, energy losses and cost. In addition the effectiveness of some types of filters is questionable. They are recommended for application with long cable runs, high carrier frequencies and high temperatures. For general applications, we believe it is more economical and technically better to take these variables into consideration in the motor design. WEG, for instance, has been investing in research and product enhancements to make it the best for any application. Not only new materials, but also unique techniques and manufacturing processes developed by WEG are being put into practice. This is part of WEGs commitment to the market and to its customers. BIBLIOGRAPHY [1] Siegfried Kreutzfeld, General Requirements for Induction Motors fed by Inverters, WEG Motores Ltda, Sept. 1997 [2] WEG Motores Ltda, Inverter fed Motors Manual, 1997 [3] Mrio Clio Contim and Hugo Gustavo G. Mello, Technical Report on Shaft Induced Voltage with Stator - Rotor ShortCircuited, October 1997 [4] S. Chen and T. A. Lipo and D. Fitzgerald, Source of Induction Motor Bearing Currents, IEEE, Vol.11, No 1, March 1996 [5] Phil Langhorst and Clyde Hancock, The Simple Truth About Motor-Drive Compatibility, MagneTek Inc. [6] P. Alger and L. Samson, Shaft Current in Electric Machines, A.I.R.E Conference, Feb. 1924 [7] IEC 34-17, Guide for the Application of Cage Induction Motors when Fed from Converters, [8] NEMA MG1- Part30, Application Considerations for Constant Speed Motors used in a Sinusoidal Bus with Harmonic Content and General Purpose Motors used with Variable -Voltage Variable Frequency Controls. [9] CSA C22.2 - No. 100 - Part 12, Inverter Duty AC Motors

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