CONSIDERATIONS IN MEDIUM VOLTAGE REDUCED VOLTAGE MOTOR STARTING THE GOOD, THE BAD AND THE UGLY

Lawrence B. Farr Sr. Member, IEEE Principal R & D Engineer Eaton Electrical 221 Heywood Road Arden, NC 28704 Abstract- Reduced voltage motor starting has advantages and issues that must be understood when applying these technologies. This paper addresses these considerations on primary reactor, autotransformer, star delta and solid-state reduced voltage starters. Index Terms Reduced voltage motor starting, primary reactor, autotransformer, star delta, and solid-state motor starters. I. INTRODUCTION When installing large motors on a power system, voltage drop on the incoming power system is usually a primary concern to the power company. Often the best solution is to apply a reduced voltage starter. This paper provides guidance as to what type and discusses the issues that must be considered with each type. II. MOTOR CHARACTERISTICS The medium voltage motor characteristics differ in many ways from low voltage motors. In particular the locked rotor torque (LRT) is typically 50-70 % of Full Load Torque (FLT). In this case study we will use an 800 hp 900-rpm machine as a model. This information is available from the motor manufacturer as a graph or as a listing of torque, stator current and power factor (PF). When the motor is used in a reduced voltage starting application, the motor manufacturer can supply the motor damage curves, and reduced voltage, current, and torques. If asked he will supply the acceleration times. To do this he will require the driven machines inertia, acceleration torque requirement both loaded and unloaded as well as the power system impedance. Thomas A. Farr Member, IEEE Applications Engineer Eaton Electrical 221 Heywood Road Arden, NC 28704 Because it is difficult to rebuild a motor once it is installed, It is important that this information be obtained during the negotiation cycle. Motors draw much more current during starting than they do at full load. They also have a low power factor at locked rotor (LR). When this is resolved into its kW and KVAR curves Fig. 2 results.

Fig. 2 kW, kVA and kVAR During Full Voltage Starting III. EFFECTS ON SYSTEM VOLTAGE DROP WITH REDUCED VOLTAGE
STARTING

There are computer programs that help with these studies; however the studies for this paper were done using a spreadsheet program.

Fig. 1 shows the current and PF of the motor as it accelerates at full voltage.

Fig. 3 Phasor diagram of voltage relations for Voltage-drop

It is the vars that cause most of the power system voltage drops. The voltage across an inductance, through which

PRESENTED AT THE 2007 IEEE IAS PULP AND PAPER INDUSTRY CONFERENCE IN WILLIAMSBURG, VA: IEEE 2007 - PERSONAL USE OF THIS MATERIAL IS PERMITTED.

reactive current flows, opposes the voltage source. Where as the voltage across a resistance, through which reactive current flows, is at right angles to the voltage source and the resultant voltage drop is small compared to the reactive voltage drop. Fig. 3 shows this rather complex relationship in graphical detail. The approximate formula for voltage drop is given in IEEE Std 141-1993 3.11.1 Red Book.

be started once an hour then the maximum voltage drop would be 6% and it would be good if it were less than 3%.

V= IRcos + IXsin

(1)

When calculating the voltage system voltage drop it is customary to only consider the reactive component, because the X over R ratio is normally between 15 to 20 times and the reactive current is 4 to 6 times the real current. This makes the reactive voltage drop some 75 to 100 times the power voltage drop. So to the first order of approximation, the assumption that all impedances are reactive and all loads are inductive is valid. Fig. 4 shows a calculation in a simple power system typical of a small plant operation. Fig. 5. Range of observable and objectionable voltage flicker vs time The second effect is the torque of the motor is reduced. A rule of thumb is that the starting torque varies by the square of the reduced voltage reduction. With the 88% starting voltage the torque is reduced to 77% of full voltage. The effect across the starting range is shown in Fig. 6.

Fig. 4 Load study of a 800 hp motor starting with a 2 500-kVA transformer system. The power company must give the distribution systems impedance. If they require you to meet their voltage drop requirements then they must give you this information. It comes in the form of Short Circuit amp, ohms at a voltage or system MVA fault capability. In this case the data is in Short Circuit amps (SC) at line voltage. This is resolved into a MVA fault capability 430 MVA. A base must be selected in this case the 2,500 kVA transformer us a good base. The motor locked rotor MVA is calculated 5.2 MVA. By dividing the Fault capability into the Per Unit base the line and motor PU impedance can be determined. This is 0.0058 and 0.481 PUZ respectably. Then adding the impedances, system, transformer and motor, and dividing into the PU Voltage i.e. 1 allows the calculation of the PU current. In this study the voltage drop after the transformer is 11.5%. This has two effects. The lights blink and some electronics shut down. In a plant environment the secondary voltage is typically used to feed all plant requirements. This excessive voltage drop (flicker) is irritating and creates a disturbance in the workforce. Fig. 5 [2] shows the generally accepted flicker (Voltage Dip) curves. If this sized motor is to

Fig. 6 Motor torque starting with a 2 500 kVA Transformer III. LOAD TORQUE CONSIDERATIONS Each type of load has a unique starting load torque curve. We will not discuss all but will focus on the pump and fan applications. The rule of thumb for these applications is that the torque varies with the square of the speed. The hp requirement varies with the cube of the speed. Almost all pumps and fans can be supplied with an unloading system; this typically will reduce the full speed torque by 40-50%. The pump or fan manufacturer can supply the recommended unloading method as well as the loaded and unloaded speed torque curves. If you need to have the pump or fan unloaded ask for it during the planning stage for it may very difficult and expensive to do later. However some applications cant be unloaded an example is deep well pumps.

torque requirement exceeds the motors acceleration torque the motor -- pump will not accelerate beyond the point where the load torque curve crosses the motor torque curve. In other words, it will stall at this point. When the power system is really weak the addition of capacitors to the starter can provide a economical solution.

Fig. 7 Typical Fan/Blower, Motor Speed Torque Curve In this case study Fig. 7 demonstrates that the motor will start the load without a possibly of failure to accelerate. When the two curves are placed on the same chart it can be seen that the motor will start the load even if the pump/fan is loaded. The deduction in torque capability of the motor is demonstrated in Fig. 7. IV. MOTOR TORQUE DURING REDUCED VOLTAGE STARTING PRIMARY REACTOR To reduce the flicker below the 6% level we have to go to a reduced voltage starting system. The simplest is a primary reactor system Fig. 8 is a single line of this starter type with associated per unit voltages, impedances and current. This starter type consists of an iron core reactor with taps that inserts impedance between the line and the motor hereby reducing the voltage at the motor terminals. If a motor terminal voltage of 50% of line voltage is desired the 50% reactor tap would be chosen and the resultant reactance would be equal to the locked rotor impedance of the motor. The reactor and autotransformer tap notation is that of the motor voltage at locked rotor conditions on that tap. That is the 65% tap will result in a motor terminal voltage of 65%.

Fig. 9 Motor and Load torque at various reactor taps. Examination of Fig. 9 reveals that the motor will not start the load on the 65% tap unless it is unloaded. And starting on the 50% tap unloaded would be questionable. We could add starting capacitance to the starter and reduce the reactive current flowing through the transformer. V. MOTOR TORQUE DURING REDUCED VOLTAGE STARTING AUTOTRANSFORMER STARTER The autotransformer starter will reduce the voltage to the motor by transforming the incoming line voltage down to the desired voltage to the motor. The good effect is that the locked rotor current is reduced in the incoming line by the square of the voltage reduction. This is quantified in the load study by the impedance of the motor being reflected through the autotransformer by the square of the voltage reduction. In the load flow study the effective motor impedance is increased by one over the square of the voltage reduction. Fig. 10 shows the single line and the resulting voltage drops. In this study the autotransformer impedance is not included. The impedance at low power levels this does not effect the results but when the motor is several thousand it can significant results.

Fig. 8. Voltage drop calculations for Primary Reactor Starter on the 50% tap. This starting method and the 50% tap almost solved the plant voltage drop problem. The next question to be answered is will the motor start the load? Fig. 9 shows the motor torque at each reactor tap in this power system. The load torque is shown in the loaded and unloaded condition. If the pump

Fig. 10. Voltage drop calculations for Autotransformer starter on the 50% tap. On the 50% tap the line drop is about 0.29% and the transformer voltage drop is 3.22%. When we look back at Fig. 5 it indicates that the system can start 800 hp motors up to 10 times per hour with out exceeding the flicker limits. This starter has reduced the transformer voltage drop from ~6% to ~3%. This increases the motor torque; Fig. 11 shows the new speed torque curves. These curves reflect the decreased distribution transformer voltage drop. Fig. 11 shows that the 50% tap is inadequate even during unloaded motor starting. The 65% tap would work provided the motor was started unloaded, and the system remains the same. The 80% tap would start the motor loaded if the system impedance does not increase, and would have no trouble starting the motor unloaded. While 50, 65 and 80% taps are standard, custom taps are available. It is recommended that a system study can be done prior to ordering the transformer starter when changes in taps can be made without large expense.

Autotransformer Failures Explaining the Unexplained. The paper recommends that closed transition occur at no more than 125% current and to trip if the motor fails to accelerate. The paper discusses a solution by the use of surge arrestors to clip the high voltage.

Fig. 12 Autotransformer layer-to-layer failure due to transformer resonance One method of avoiding transformer failures during forced transition is to go to an open transition method of starting. During the open portion of the transition the rotor flux is not at synchronous speed the rotor has an increasing angle with respect to where the stator flux will be when the power is reapplied. This is analogous to a generator enclosing onto a power system out of phase. The torque and current surges are substantial. Refer to Fig. 15 for typical out of phase torque pulses. These pulses have lead to broken shafts and burned up motors. Moving transformer taps is simple, but limited to the available taps. The starter manufacturer can provide taps other than the NEMA preferred taps of 50, 65 and 80%. Common mistakes applications engineers make is not allowing for changes in system impedance, changes motor starting torque requirements, lower motor starting torque due to manufacturing variation, changes in load torque requirements due to changes in temperature or leaking valves etc. Most Autotransformers starters are shipped with the 65% tap connected. Moving from the 65 to the 80% tap may solve the starting torque issue, but the system voltage drop will increase and consequently the flicker. Will the additional voltage drop be acceptable? A capacitor bank can be added to support the voltage during start. The system voltage can rise to an over-voltage condition, if the sequencing of the capacitor bank is not proper. Over-voltage can lead to equipment failures and control power transformer fuses opening etc. Another issue is autotransformers are transformers with low impedance and have high inrush currents when they are first energized. This can create coordination issues with upstream protective devices. Capacitors on the line side of the autotransformer have led to some interesting problems. The report usually comes in as it sounds like a 747 taking off as it coasts down! This is caused by a resonance between the motor, transformer and the capacitors. In the coast down mode the transformer is a reactor and is in the circuit between the capacitor and motor. Moving the capacitors to the motor side solves this problem.

Fig. 11 Motor and Load torque at various Autotransformer taps If the motor fails to accelerate on a transformer tap unpleasant things often happen. The starter manufacturer gets a call your starter will not start the motor what is wrong with it? Alternatives are limited to unloading the motor, forcing transition or increasing the transformer tap setting. Several methods of unloading the motor are available. A clutch- viscous coupling can be added to bring in the load after motor acceleration. Valves or dampers can be added to the pump or fan system to reduce the torque required. Forced transition is not recommended and it can get ugly. The first problem when you force transition below 95% speed, the voltage dips on the power system are similar in magnitude to a full voltage start. The second problem is that autotransformers experience high voltage stress failures during forced transition. Fig. 12 shows a layer-to-layer failure of an autotransformer resulting from a forced transition at locked rotor. This mode of failure is discussed at length in reference 2 Medium-Voltage Reduced-Voltage

VI. DUTY CYCLE CONSIDERATIONS Reduced voltage reactors and autotransformers have a duty cycle. The NEMA/IEC medium duty ( see Fig. 13) standard is a 30 second start, rest for 180 seconds repeat for a total of three starts, rest one hour and repeat the cycle.

Fig. 14 Wye Delta Single Line The rotor flux decays in small motors in a few milliseconds but in large machines such as this 800 hp motor it will take about 1-3 seconds for the rotor flux to decay to 42% of its original value. If transition is made in the normal open and close of the contactors it will occur in about 12 cycles or .2 seconds. This will create a torque pulse. This is generally shown in Fig. 15.

Fig. 13 Medium duty reactor temperature rise test record The NEMA/IEC Heavy duty standard is one minute on, one minute off repeat for a total of 5 starts, rest two hours and repeat the cycle. The temperature rise after the second sequence shall be no more than 15 degrees Kelvin more than the transformers insulation system. In this example the insulation system is 180 degrees rise over a 40 ambient and 15 degrees makes the peak temperature some 235 degree C. If the autotransformer is horsepower rated, the locked rotor is assumed to be six time full load amps. The new CANENA standards will rate Motor starting reactors and autotransformers in Locked Rotor Amps. If the starter application is more severe than these two standards, the starter manufacturer should be made aware of the expected duty cycle so that adjustments can be made. A good example of this is centrifuges with 90 to 120 sec starting times. VII. STAR DELTA MOTOR STARTING Star delta, also called wye delta starter uses six lead motors. During the starting cycle three of the leads are shorted in the star (starting) configuration with the other ends connected to the line. Fig. 14 is a single line of this starter type. This configuration effectively reduces the voltage to the motor to 57%. The effective torque available for acceleration is reduced to 32% of full voltage. Mechanical interlocking of the contactors used in this type of starter is complicated and critical, if not correct can lead to line-to-line faults. The starter transitions to full voltage by removing the star connection and putting each of the windings line to line this connection is called Delta (run). There two methods open and closed transition, each has its own issues.

Fig. 15 Torque Pulse Value vs Power Angle Open transition Issues: during the starting cycle, the rotor flux is 30 degrees out of phase with the rotor flux during the run mode. If transition occurs before the rotor flux has decayed (one to three seconds) torque surges will occur. This can result in broken mechanical parts. If the load on the machine is significant, deceleration will occur while the flux decays, and when transitioned to full voltage the current surge can be similar to across the line start. Motor torque will be close to pull out, 150-200% FLT. This can cause significant torque pulses to the mechanical system. Closed transition issues: during the transition period the star connection of the winding is applied across the line with a reactance or a resistance to limit the torque surge while the rotor flux reorients, and then is removed. Issues: The resistance/ reactance is at line voltage and therefore big while additional contactor is required. VIII. REDUCED VOLTAGE SOLID STATE In the past ten years the reduced voltage solid-state starter has gained in popularity. The cost of these starters has come down, and the reliability has increased. Fig. 17 is a single line of the solid-state starter showing the SCRs and a bypass contactor. These starters typically use power electronic devices such as silicon-controlled rectifiers (SCR) to reduce the effective voltage applied to the motor. Two main methods of control are available, current limit, ramp mode. A kick-start

is often available to overcome the initial frictional torque of the motor and load. Typically soft starters finish the start cycle with a bypass contactor closing around the power electronics. This type of starter will give the lowest voltage drop of any of the reduced voltage starting types while eliminating the other problem of failure to accelerate. Even if the starter causes a higher system voltage drop during starting, the drop is more like a brown out vs. a surge. One way of understanding the Solid-State Starters is to use the analogy of it is a reactor starter with a variable reactor. When more torque is required the effective impedance is reduced allowing more torque and continuing the acceleration. Motor starting by electromechanical means is a bump and grind. Motor starting with a solid-state starter is smooth and easy on the mechanical system. This starter type virtually eliminates the charging currents for transformers and motors. Another feature of Solid-State starters has over the electromechanical starters is that is also affords control over motor deceleration. This can eliminate issues like water hammer and belt scraping on conveyor systems.

The only major issue with reduced voltage solid-state starters is the presence of harmonics (non sinusoidal currents). These are present only during the starting cycle until the bypass contactor closes. Non-sinusoidal waveforms, Fig. 18 shows the voltage and current wave forms at the motor during a start of a typical solid-state starter, can become the exciting source for harmonic currents. When the plant power system is tuned close to one of rd th th the harmonics (3 , 5 , 7 etc) of the RVSS, overloading of components and tripping of protective devices can occur. Therefore it is recommended that a harmonic study be performed on the facility during the planning phase.

Fig. 18 Typical motor Voltage and Current Wave Forms with a Solid State Reduced Voltage Starter at Start. One site the Authors visited shows the issue of harmonics clearly. This site was serviced by a 4 mVA 7% impedance transformers feeding a 1 500 hp motor and two 700 hp 4 000 volt motors. The power factor correction was to be to 95%. Fig 19 shows the all three motors running and it is important to th note the capacitor current of 17 A 60 Hz and 2 A 11 harmonic current. Fig. 16 Typical motor current curves with a Solid State Reduced Voltage Starter. Fig. 16 demonstrates a typical current vs speed curve on the ramp mode of acceleration. In Ramp mode the control system will continue to increase the voltage applied to the motor until it has reached full speed. This affords the lowest system voltage drop and eliminates the need for, more expensive, high locked rotor torque motors required to prevent the load torque from exceeding the motor available acceleration torque and stalling out.

Fig. 19 Motor Voltage, Current and PFC Current with all motors running and PFCs connected. When two 700 hp motors were running with their PFC connected the 1 500 hp motor was started. The 17 A PFC Current developed a 50 A rms 11th harmonic current. We removed some of the capacitance and found that all that changed was the harmonic number it increased to the 17th.

Fig. 17 Typical Single Line for a Reduced Votlage Solid State Starter.

This began to blow fuses etc. This led us to setup a system when a motor is started all PFCs on the bus are switched off and returned one at a time after two minutes.

XII. REFERENCES: [1] IEEE Std 141-1993 Red Book IEEE Recommended Practice for Electric Power Distribution for Industrial Plants. [2] Medium-Voltage Reduced-Voltage Autotransformer Failures Explaining the Unexplained Lawrence B. Farr and Arthur J. Smith III IEEE Transactions on Industrial Applications. Vol. 41 No2 March/April 2005 XIII. Vita Thomas A. Farr was born in Birmingham Alabama in November 15,1968. He spent 6 years in the US Navy working on the Aegis Weapon System followed by 2 years with Lockheed Martin. Received an AASEET from Asheville Buncombe Technical Community College in 1995. Joined Eaton Electrical in 1997, received a BSEET from Western Carolina in 2002. Tom has worked as a tester and customer order engineer in medium voltage motor starters. As an excitation control tester, manufacturing engineer, customer order engineer and field service engineer. Tom is currently the Medium Voltage Motor Control Application Engineer for Eaton Electrical at the Arden NC Plant. Lawrence B. Farr was born in Port Arthur TX, December 17, 1941. He received a BSEE from Lamar State Collage of Technology, Beaumont, TX, and the MBA degree from the University of Detroit, Detroit, MI in 1978. He was with the Air Force in Control Center Design and Installation, stationed in the Far East. He joined Westinghouse in 1967 as a Field Service Engineer, He has had varied assignments from steel and paper mill design and power system analysis to manufacturing and maintenance. Mr. Farr is Chair of the CANENA THC 17A WG1 for Medium Voltage Motor Starters. Delegate for the US to the Working Groups Revising IEC 60470, IEC 60289 and IEC 60694 High Voltage, Motor Starters, Switchgear and Controlgear and Common Clauses. He is the Technical Advisor to the IEC USNC for High Voltage Equipment and chief delegate to the IEC General Meetings. He was appointed Westinghouse Fellow Engineer in 1988 and is Currently an Eaton Principal Engineer.

Fig. 20 Motor Voltage, Current and PFC Current on a 700 hp motor when the 1 500 hp motor is started on the same bus This is site specific and the harmonic resonance will change depending on what motors are on line with its power factor capacitors on line. One thing dont put the PF Capacitors between the starter and the motor. The SCRs dont like it. The inrush to the capacitors damage the SCRs with high charging current . Additional training will be required to service this type of starter. X. Conclusion When an engineer is faced with the problem of starting a large motor on a weak power system, a reduced voltage motor starter is a good option. The reactor starter is the simplest and least expensive. However as we have seen it has the least effect on reducing the line voltage drop associated with motor starting. The most expensive, complex and requires the most expert maintenance is the Solid State starter. This paper provides the applications engineer a simple method of calculation the effectiveness of each system and outlines the strengths and pitfalls associated with starter type. XI. Nomenclature is the voltage drop in circuit, line to neutral is the current flowing in the circuit is the resistance in one conductor, in ohms is the reactance in one conductor, in ohms is the angle whose cosine is the load power factor cos is the load power factor, in decimals sin is the load reactive factor, in decimals PU is per unit PFC is power factor correction capacitor Z Impedance in PU SC Short Circuit in mVA Vdtx Voltage drop after transformer LRA Motor Locked Rotor Amps RVSS Reduced Voltage Solid state Starter

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