DANotes: Motors: Acceleration and periodic loads http://school.mech.uwa.edu.au/~dwright/DANotes/motors/unsteady/unstea...

Periodic loading

When the load torque is not constant, but varies cyclically

in some manner with period to as shown, it is usual to
define an equivalent constant load torque, Te , which has
the same life reduction effect on the motor as has the cycle;
thus :-

(3) Tem to = ∫0to Tm dt

where m is a constant, noting that, as m --> ∞ then Te --> Tmax.
Since motor speed is essentially constant, power may be substituted for torque here.

The rationale behind ( 3) is the approximate relation : life∗loadm ≈ constant, which many
components and machines are found to follow. Thus m ≈ 3 for rolling element bearings, m
≈ 12 for V-belts, and so on. Electric motor life depends on a complex interaction of electrical
and thermal phenomena, as has been seen, and there is thus no real justification for adopting
the traditional RMS value of m = 2 - though the concept of RMS current rather than load
may be appropriate. Rather, manufacturer's data indirectly suggests a value of m ≈ 5.

If the torque consists of a sinusoid, of amplitude Ta {

nomenclature explanation} superimposed on a mean
component Tm as sketched, where Ta ≤ Tm , then ( 3) gives the
equivalent load Te as
( Te )m = ( 1/2π ) ∫02π ( T )m dθ = ( 1/2π ) ∫02π( Tm + Ta sinθ )m dθ - or, normalising

( 3a) ( Te / Tm )m = ( 1/2π ) ∫02π ( 1 + λ.sinθ )m dθ where λ = Ta / Tm

= Σq=0 m div 2 [ m! ( /2 ) ] / [ ( m -2q )! ( q! )2 ]
λ 2q for integer m,
and
= 1 + 5 λ2 + 15/8 λ4 for m = 5 for example.

The choice of a motor suitable to drive a cyclic load is based on the motor's full load torque
equalling or exceeding the load's equivalent constant torque Te , whilst ensuring that the
breakdown torque substantially exceeds the peak torque of the load cycle. The effect of system
inertia in reducing speed fluctuations, and hence the torque variations experienced by the
motor, is demonstrated in the Problems which follow.

AS 1359 classifies eight duty types, S1

through S8, three of which are
illustrated.
S1 - continuous maximum duty
This has already been discussed.
S2 - short time duty
The motor is loaded by a uniform
torque T for a short period t* =

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10, 30, 60 minutes etc, and

thereafter it is shut down until its temperature returns to ambient.
ABB recommends that :
if t* = 30 minutes, then Te = T/1.2
if t * = 60 minutes, then Te = T/1.1
S3 - intermittent periodic duty
The cyclic duration factor (cdf) is defined as t*/ to in which the period to is 10 minutes.
Again the motor is de-energised when off-loaded.
ABB recommendations correspond to m ≈ 16/3 in ( 3) ie. Te /T = ( cdf )1/m ; it is for this
reason that m ≈ 5 is suggested above - at least for preliminary estimation purposes
pending confirmation from the manufacturer - though S3 is not a cycle as conceived in (
3) since the motor is shut down during part of the cycle and there is no fan cooling while
shut down.

Clearly when a load subscribes to one of the standard duty types then the recommended
motor selection procedure should be followed. However many loads fall outside the scope of
the standard, and ( 3) may be the only feasible selection rationale.

When a motor is started frequently, in a situation similar to S3 but with a period less than 10
minutes, the temperature build-up due to frequent acceleration may be significant even
although the eventual load is negligible. ABB suggests that the load be increased by the factor
:-

( 3b) ( 1 - ( 1 + JL / JM ) ( x / xmax ) ) -1/2 ≥ 1

where x is the number of starts per hour, xmax is the maximum allowable
number of starts per hour and JM is the motor inertia (both of which are tabulated above),
and JL is the load inertia referred to the motor shaft (see below).

Acceleration

Squirrel cage motors suffer from drawing high starting current - typically some 6-8 times full
load current - so I2R losses at starting are much greater than the full load losses which the
cooling system can handle on a continuous basis. Lengthy starting periods thus cause early
failure. Star -delta starting reduces initial current but is generally not
recommended, for quadratic loads at least; direct on -line (DOL) starting
is usually the more favoured. The starting period for a motor -driven load
may be found from the equation of motion of the system referred to the
motor shaft :-
Tnet = TM - TL = J dω/dt ; ω = 2πn
where J is the system inertia referred to the motor shaft ie. J = Jmotor + Jload /R2 etc.
Integrating this yields the acceleration time, ∆t , to reach running speed nr from rest :-

(4) ∆t = 2π J ∫0nr ( 1 / Tnet ) dn

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Although this period tends theoretically to infinity, a slight reduction of the upper limit
enables realisitic integration to be carried out, possibly by the graphical techniques of the
Appendix. The reduction is excusable in view of the full-load current being so much lower
than starting, and the questionable applicability of the motor's steady state characteristic to a
transient analysis.

The starting period so calculated must not exceed the maximum allowable starting time for a
DOL-started motor laid down by the manufacturer - refer to the table above. Although
star-delta starters allow about three times the starting period permitted with DOL, torques are
reduced. If the starting time for an intended motor is excessive - that is the system inertia is
relatively large - then consideration should be given to a clutch or hydraulic coupling, rather
than opting for a larger motor. As will be seen, these devices isolate the motor from high
inertia loads thus allowing the motor to accelerate quickly.

Hydraulic couplings

A hydraulic coupling consists of an impeller (pump)

and a turbine, each equipped with multiple vanes and
each mounted on a separate shaft in a casing which is
partially filled with oil. The impeller is mounted on the
motor shaft, the turbine on the coaxial load shaft as
shown. The device operates on the principle of oil
being flung outwards by the vanes of the rotating
impeller; the oil then recirculates around the shroud
and gives up its angular momentum to drive the
turbine. Conceptually the device is identical to a motor
-driven fan blowing over a windmill which is connected to the load. The motor is thus
effectively isolated from high load inertias, and also from load transients (ie. from shock).

On startup, the motor accelerates quickly since the inertia of the impeller is substantially less
than the load inertia, but when an appreciable speed
has been attained, hydrodynamic coupling between
impeller and turbine occurs and the latter gradually
accelerates the load.
It is evident from a free body of the coupling
running at steady speed, that the torque must be
constant across it. Since the coupling efficiency must be less than 100%, and power = torque
∗ speed, it follows that the steady state speed of the turbine / load shaft, ω t , must be less
than the speed of the impeller / motor shaft, ω i . The proportional speed loss is referred to as
the hydraulic slip, s, of the coupling - not to be confused with the electrical slip of the
motor. This state of affairs is the reverse of that in a 1:1 gearbox in which speed constancy is
assured by the positive drive of the gear teeth, and the inevitable power loss is reflected in a
torque loss across the unit.

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An approximate model of a coupling will be examined in order to

estimate the steady state torque developed. The coupling
considered is one of a series of geometrically similar models each
characterised by its 'size', D - eg. the runner diameter.

Fluid momentum theory predicts the torque on either shaft due to

oil flow (Q m3/s) over the blades to be :
TC = oil mass flowrate ∗ angular momentum change = ρ Q ( ω i r 22 - ω t r 12 )
where ρ is the oil's mass density.

If dimensions are proportional to size, and it is assumed that Q is proportional to :

tangential velocity, ie. ω i r 2 ∝ n i D
slip, s = 1 - n t /n i (ie. if slip were zero then solid body rotation would result in no flow)
flow area which is proportional to D2, then, for a given oil density :
TC ∝ ( n i D3 s ) ( k n i - n t ) D2 ∝ D5 n i2 s ( k + s ) where k is a constant.
A more realistic formula allowing for losses due to excessive turbulence at large slips is :

( 5 ) TC = C D5 n i2 s ( k - s ) . . . . the constants k & C applying over the whole size range.

The variation of torque

with slip, predicted by (
5) with steady
motor/impeller speed is
shown on the left here
for a particular series of
couplings, for which k =
1.5.

Couplings normally operate with 3-5 % slip. The choice of a particular size of coupling to suit
a given motor is based on this - eg. solution of ( 5) for D, with Tc and n i corresponding to
motor full load and 3 ≤ s ≤ 5 %. The solution may be carried out graphically, as sketched on
the right for a motor with 1400 rpm full load speed. Running parameters are found from
equality of TC , TM , and TL , with impeller speed = motor speed, and turbine speed = load
speed; again, an accurate solution is rarely necessary.

Centrifugal and magnetic clutches are two of many other devices which allow motors to
accelerate quickly. Various forms of compliant couplings are available for isolating motors
from shock loads. A special form of hydraulic coupling, with an adjustable scoop for altering
the amount of oil, is used as a variable speed device.

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Copyright 1999-2005 Douglas Wright

last updated May 2005

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