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Operating Temperature Considerations and Performance Characteristics for IEEE 841 Motors
Austin H. Bonnett, Fellow, IEEE
AbstractThis paper reviews the operating temperature considerations and performance characteristics for totally enclosed fan-cooled motors as covered in the IEEE 841-2000 motor standard. NEMA MG-1-1998 motor standards are also included since they are embodied in the IEEE standard. Although the scope of product covered is for ac squirrel-cage induction motors through 500 hp, the material presented has application with many other sizes and types of motor. The paper reviews this standard as it applies to the motor operating temperature and various performance characteristics. The impact of temperature on the stator winding, rotor cage, bearings, lubrications, as well as the effects on motor efficiency and other applicable life factors, are considered. Index TermsAC induction motors, IEEE 841, insulation, rotor temperature, service factor, thermal life, winding temperature.

I. INTRODUCTION HE effects of variations in voltage, load, speed, starting, ambient temperature, service factor, and altitude will each be reviewed. Examples of how these factors influence the motor performance and life are provided. Reasonable operating limits for these variations are provided and suggested rules of thumb are presented that will enhance the motor reliability and longevity. Although the IEEE 841-2000 motor standard also covers vertical motors, only horizontal motors will be addressed in this paper. Many of the principles apply to both types of motors. Fig. 1 shows a typical IEEE 841 TEFC horizontal motor intended for use in the petroleum and chemical industry and other severe duty totally enclosed fan-cooled (TEFC) applications up to 500 hp. II. TEMPERATURE CONSIDERATIONS The motor has three main elements. They are the stator, rotor, and bearing system. Each of these elements must be considered individually and with regard to how they influence each other. Each of these elements must be balanced against the motor cooling system which is made up of conduction (the frame,
Paper PID 0113, presented at the 2000 IEEE Petroleum and Chemical Industry Technical Conference, San Antonio, TX, September 1014, and approved for publication in the IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS by the Petroleum and Chemical Industry Committee of the IEEE Industry Applications Society. Manuscript submitted for review September 15, 2000 and released for publication May 1, 2001. The author, retired, was with U.S. Electrical Motors, Emerson Motors, St. Louis, MO 63136 USA. He is now at 4546 Gatemont Drive, Chesterfield, MO 63017 USA (e-mail: [email protected]). Publisher Item Identifier S 0093-9994(01)05898-4.

Fig. 1.

Typical IEEE 841 TEFC motor.

lamination, and shaft), radiation (end turns, rotor end rings, and frame) and convection (the fan and cooling surfaces of the motor). losses to the The base sources of heat generation are the rotor and stator, the core loss of the electrical laminations, the stray load loss associated with the air gap and tooth surfaces of the rotor and stator and the bearing system losses. Combining these three elements, the motor is made up of its heat source within the stator, rotor and bearing system, and the cooling system which is made up of the conduction, convection, and radiation elements. All of these must be balanced so the heat generated by the motor load and ambient can be satisfactorily disposed of through the motor cooling system while maintaining an equilibrium and without damaging the stator, rotor, or bearings. Successful operation is measured against motor performance criteria outlined in the proposed IEEE 841-2000, NEMA MG-1-1998, and IEEE standards, practices, and recommended guidelines. Fig. 2 graphically illustrates the basic motor elements, heat sources and cooling system for a typical IEEE 841-2000 TEFC horizontal motor.

00939994/01$10.00 2001 IEEE

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Fig. 2. Cooling circuit and heat sources for typical IEEE 841 TEFC.

TABLE I THERMAL AGING PROCESS

III. THERMAL AGING PROCESS The thermal aging process as shown in Table I is always present and is occurring even when the motor is not running. At this extreme, it is aging at the rate caused by the ambient temperature which the winding is exposed to. The other extreme is when the motor is operating under service factor conditions which is limited to 155 C (Class F) average winding temperature when the motor is running. Other stresses present while the motor is running include dielectric, mechanical, and environmental stresses (which may also be present when the motor is not running). At some point, the thermal aging renders the winding insulation vulnerable to these stresses and the system begins to short out between turns, or to ground at which time the insulation system has failed by definition. Fig. 3 provides temperature life curves for the standard motor insulation systems that are available today. These curves assume that the insulation life doubles for a 10 C decrease in temperature.

Fig. 3. Temperature versus life curves for insulation system (per IEEE 117 and 101).

IV. NEMA/IEEE INSULATION CLASSIFICATIONS TEMPERATURE RISE

AND

The following section comes directly from the newly proposed IEEE 841-2000 Standard. 5.4 Insulation System and Temperature Rise: a) Insulation system 1) The motor shall have a nonhygroscopic, chemical and humidity-resistant insulation system. The

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TABLE II THERMAL RISE NEMA MG-1-12.44

TABLE III TEFC IEEE 841 FOUR-POLE 460-V 40 C AMBIENT MOTORS

thermal rating of the insulation system shall be a minimum of Class F as defined in section 1.66 of NEMA MG 1-1998. A lead wire having a temperature rating that is more than 5 C (9 F) less than the temperature rating of the insulation system in which it is connected shall be compatible and shall be separated from the windings by a barrier or envelope of a material compatible with the system. The temperature rating of the lead wire shall not be less than 125 C. b) Temperature riseWhen operated at rated voltage, frequency, and horsepower, the average temperature rise of any phase of the stator winding shall not exceed 80 C by winding resistance. NEMA Temperature Limits: Note that, in Table II, NEMA allows for a Class F system with a 1.15 service factor to have a temperature rise of 115 C, whereas, the IEEE 841 standard limits the temperature rise to 80 C. The result is a theoretical increase in the thermal life of the winding from 20 000 hours to more than 1 000 000 hours when operated at full load. Motor Service Factor: There is still much confusion as to the proper definition of the motor service factor and how it is to be applied. The IEEE 841 standard provides for a 1.15 service factor that is not intended to be used as part of the base load, but instead is intended to cover the following conditions as outlined below. Definition (NEMA MG-1-12.52): A multiplier, when applied to the rated horsepower, indicates a permissible horsepower loading, which may be carried under the conditions specified for the service factor.

Purposes: 1) To accommodate inaccuracy in predicting system peak horsepower. 2) Lengthen insulation life by lowering winding temperature at rated load. 3) Handle intermittent or occasional overloads. 4) Compensate for low or unbalanced supply voltages. 5) Enhance motor torque for intermittent heavier starting requirements. 6) Allow use of nonsinusoidal power supply. Cautions: 1) Operation at service factor load will usually reduce the motor speed, life, and efficiency. 2) Do not rely on the service factor capability to carry the load on a continuous basis. 3) There are situations where the winding insulation is capable of the increased loading (i.e., Class H insulation, Class B rise) but the bearing lubricant life may be drastically reduced. Table III provides a comparison of full load to service factor load (1.15) versus efficiency and winding temperature at various altitudes. V. SPECIAL AMBIENT CONSIDERATIONS Most industrial motors are designed to operate in a 40 C ambient. Several key points to consider are the following. 1) Do not select average ambients to confirm that a 40 C limit is acceptable. One hot month with a 50 C ambient could damage the lubricant for the bearings even though the Class F winding would still function satisfactorily. 2) Most of the time, the ambient consists of the heat generated by the heating or cooling system surrounding the motor (this would include the sun or lack thereof). However, there are times when there are other heat sources in close proximity to the motor that will have a significant

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Fig. 4.

Winding thermal load versus ambient (class F system). Fig. 5. Bearing temperature versus ambient.

influence on the surrounding ambient. The bearing and lubrication system is affected by these conditions. 3) If the motor is located in a confined space, a condition referred to as recirculation may exist that could damage the winding or the bearings. Recirculation occurs when the hot exhaust air is drawn back into the motors intakes, where the cooling air enters the motor. In this case, the ambient plus the rise over ambient of the exhaust air combine to create a total ambient higher than intended. Items that could contribute to the higher than normal ambient include the coupling or belting losses, the driven equipment, the process, piping, or plumbing, and other machines in close proximity. Typical belting systems are in the 95% efficient range which means that their losses could be as high as those of the motor. It is best to think of the ambient temperature as the sum total of all heat sources including recirculation, that are influencing the motor intake cooling air. Ambient Changes: Figs. 4 and 5 illustrate the allowed temperature rise of the stator winding and bearing systems for changes in the total ambient to which the motor is exposed. Note that both conditions must be considered.

where the decreases in ambient temperature compensates for the increase in temperature rise, as follows: Ambient Temperature, Degrees C Maximum Altitude, Feet (Meters)

Motors having a service factor of 1.15 or higher will operate satisfactorily at unity service factor at an ambient temperature of 40 C at altitudes above 3300 ft (1000 m) up to 9000 ft (2740 m, regardless of insulation class). Motors which are intended for use at altitudes above 3300 ft (1000 m) at an ambient temperature of 40 C should have temperature rises at sea level not exceeding the values calculated from the following formula:When altitude is in feet,

When altitude is in meters, VI. ALTITUDE NEMA MG-1-14.4 offers the following information for motors operated at altitudes over 3300 ft. Table III provides a comparison of the motor performance at 3000, 7000, and 9000 ft. The temperature rises given for machines in MG-1 are based upon operation at altitudes of 3300 ft (1000 m) or less and a maximum ambient temperature of 40 C. It is also recognized as good practice to use machines at altitudes greater than 3300 ft (1000 m) as indicated in the following paragraphs. Machines having Class A, B, F, or H insulation systems and temperature rises in accordance with MG-1 will operate satisfactorily at altitudes above 3300 ft (1000 m) in those locations where test temperature rise in C at sea level; temperature rise in C from the appropriate table in MG-1; altitude above sea level in feet (meters) at which machine is to be operated. Caution: When considering the impact of altitude, care must be taken to also take into account the ambient conditions. The motor may be located in a building with a controlled ambient of 20 C or sitting in the open where large temperature swings exist.

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TABLE V UNUSUAL SERVICE CONDITIONS [3]

Fig. 6. Winding temperature allocations.

TABLE IV UNUSUAL SERVICE CONDITIONS [1]

VIII. EFFECTS OF VOLTAGE UNBALANCE NEMA 14.36.1 offers the following explanation of the impact of voltage unbalance on motor performance and life. The amount of unbalance is calculated as follows. The voltage unbalance in percent may be defined as follows: Voltage Unbalance Maximum Voltage Deviation from Average Voltage Average Voltage

Fig. 6 illustrates the relationship between the basic motor load temperature rise and the altitude factor, service factor and ambient. If the motor is operating at an altitude of 3300 ft and experiences an additional temperature rise of 20 C, then the allowable winding temperature of 80 C, plus a 40 C ambient only allow for an increase in load that is equal to a 15 C rise in winding temperature as shown in Fig. 6. The sum of these components should not exceed 155 C. VII. UNUSUAL SERVICE CONDITIONS [2] Section 3.2 of the IEEE 841 standard cautions the user to advise those responsible for the design, manufacture, application and operation of the motor of any unusual service conditions that may affect the motor performance or life. Table IV is taken from section 3.2 of the standard. Note that many of these conditions affect the operating temperature of the motor, or are affected by the operating temperature of the motor. Table V is a more expanded version which may be helpful. In all cases where the service conditions are different from those specified as usual, the manufacturer should be consulted. Typical unusual service conditions are shown in Table V.

Example: If , , and , 467, and 450 V, respectively, the maximum deviation from average is 9, and the percent unbalance is percent Effects of Unbalanced Voltages on the Performance of Polyphase Induction Motors (NEMA 14:36): When the line voltages applied in a polyphase induction motor are not equal, unbalanced currents in the stator winding will result. A small percentage voltage unbalance will result in a much larger percentage current unbalance. Consequently, the temperature rise of the motor operating at a particular load and percentage voltage unbalance will be greater than for the motor operating under the same conditions with balanced voltages.

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TABLE VI TYPICAL TEMPERATURE ( C) AND EFFICIENCY (%) VALUES FOR TEFC FOUR-POLE IEEE 841 MOTORS

X. EFFECTS OF VOLTAGE VARIATION Although MG1-12.45 states that a motor should operate successfully under rated load with a voltage variation of plus or minus 10%, it should be understood that the motor performance may change. Table VI compares winding temperature and efficiency for 414, 460, and 506 V. Other performance such as power factor and slip are also affected. XI. THERMAL CONSIDERATIONS FOR CONSTANT-SPEED MOTORS USED ON A SINUSOIDAL BUS WITH HARMONIC CONTENT AND GENERAL PURPOSE MOTORS USED WITH VARIABLE-VOLTAGE OR VARIABLE-FREQUENCY CONTROLS OR BOTH NEMA MG1-12:45 states that a motor should operate successfully with a plus or minus 5% variation in frequency. However, the motor performance may be affected. When motors are exposed to a power supply with harmonic content or energized by variable voltage/frequency drives, it is necessary to consider the impact on the motor heating and temperature rise. NEMA Part 30, Figure 30-1, provides derating curves and a methodology for calculating the harmonic content on a sinusoidal bus. These curves cannot be applied to variable-voltage/variable-frequency drives. For these applications, it is necessary to take into consideration the impact of reduced cooling air at slower speeds. NEMA Figures 30.2 and 30.3 provide examples of torque derating curves. NEMA MG-1 offers the following advice. Torque Derating Based on Reduction in Cooling: To account for the effect of the reduction in cooling resulting from any reduction in operating speed, the motor should be derated in accordance with Fig. 8. The proposed derating may require selection of an oversize motor. The curves are applicable only to the NEMA frame sizes and Design types as indicated, and as noted, additional derating for harmonics may be required. For larger NEMA frames or other Design types, consult the motor manufacturer. The curves in Fig. 8 represent the thermal capability of Design A and B motors under the conditions noted, and are based on noninjurious heating which may exceed rated temperature rise for the class of insulation. This is analogous to operation of a 1.15 service factor motor at service factor load (with rated voltage and frequency applied) as evidenced by the 115% point at 60 Hz for a 1.15 service factor motor.

Fig. 7. Derating factor.

Voltages preferably should be evenly balanced as closely as can be read on a voltmeter. Should voltages be unbalanced, the rated horsepower of the motor should be multiplied by the factor shown in Fig. 7 (NEMA Figure 14-1) to reduce the possibility of damage to the motor. Operation of the motor above a 5% voltage unbalance condition1 is not recommended. When the derating curve of Fig. 7 (NEMA Figure 14-1) is applied for operating on unbalanced voltages, the selection and setting of the overload device should take into account the combination of the derating factor applied to the motor and increase in current resulting from the unbalanced voltages. This is a complex problem involving the variation in motor current as a function of load and voltages unbalanced in addition to the characor . teristics of the overload device relative to In the absence of specific information, it is recommended that overload devices be selected or adjusted, or both, at the minimum value that does not result in tripping for the derating factor and voltage unbalance that applies. When unbalanced voltages are anticipated, it is recommended that the overload devices be in preference to selected so as to be responsive to . overload devices responsive to IX. MEDIUM MOTOR DERATING FACTOR DUE UNBALANCED VOLTAGE
TO

NEMA 14.35 provides the recommended derating factor shown in Fig. 7 to apply to the motor load when it exceeds 1%.

1The 5% voltage unbalance is too high except for very short periods of time. Frequently the operator does not know what the actual load is, nor can he control it. Fig. 6 shows that a 3% unbalance will result in at least a 10 C increase in the winding temperature which will reduce the thermal life to 1/2 of its original value. A good rule of thumb is: The percent increase in temperature rise is about twice the square of the percent voltage unbalance. The impact of increased heating in the rotor by the negative-sequenced voltage may also affect the bearing and lubrication life. It is recommend that the voltage unbalance be held to no more than 1%.

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TABLE VII RECOMMENDED BEARING TEMPERATURE LIMITS

Fig. 8.

NEMA Figure 30-2.

Torque Derating During Inverter Operation: In the case of inverter operation, the available torque from the motor is usually lower than on a sinusoidal voltage source. The reduction results from the additional temperature rise due to harmonic losses and also from the voltagefrequency characteristics of some inverters. The temperature rise at any load-speed point depends on the individual motor design, the type of cooling, the effects of the reduction in speed on the cooling, the voltage applied to the motor, and the characteristics of the inverter. When determining the derating factor, the thermal reserve of the particular motor is important. Taking all of these matters into account, the derating factor at rated frequency ranges from 0% to 20%. It is not possible to produce a curve which applies to all cases. Other motors with different thermal reserve, different methods of cooling (self-circulation cooling or independent cooling), and used with other types of inverters will have different derating curves. There is not an established calculation method for determining the derating curve for a particular motor used with a particular inverter that can be used by anyone not familiar with all of the details of the motor and inverter characteristics. The preferred method for determining the derating curve for a class of motors is to test representative samples of the motor design under load while operating from a representative sample of the inverter design and measure the temperature rise of the winding. XII. BEARING OPERATING TEMPERATURE RANGE The safe bearing operating temperature range is based upon the following factors: 1) winding temperature; 2) lubricant temperature; 3) motor thermal circuit (cooling path and method); 4) oil and grease viscosity; 5) bearing seals, shields, and lubricant type; 6) amount of grease in the bearing and cavity; 7) radial internal clearance; 8) ambient conditions, including contamination;

9) loading and speed; 10) bearing type and size. As a general guide, temperature limits for bearings are shown in Table VII. For most applications, actual temperatures will usually be lower than those above. For maximum protection, the user should determine the normal bearing operating temperature for the application and adjust the alarm setpoint 10 C15 C higher than the normal operating temperature. XIII. BEARING AND WINDING TEMPERATURE RELATIONSHIPS Because proper care of the motor bearings is enhanced by an understanding of the effect the motor has as a heat source to the bearings, this section has been included as a reference for those dealing with this issue. Figs. 911 should help to visualize the relationship between the various heat sources and the bearings. Maru and Zotos [5] conducted an excellent study [4] on the relationship between bearing and winding temperatures for TEFC NEMA size horizontal motors. They reached the following conclusions. 1) The temperature differential between the bearing outer race and the end bell (bracket) is not significant as long as the influence of the air over the motor is avoided. Hence, a measurement of the end bell temperature (protected from the air stream) will approximate the bearing temperature. 2) The bearing regreasing frequency should be doubled for every 15 C increase in the motor operating temperature. 3) Shielded bearings will operate approximately 5 C hotter than open bearings. 4) An enclosed fan-cooled motor (i.e., IEEE 841) will have a bearing temperature rise that will not exceed 45 C for up to 1800 r/min and 50 C for 3600 r/min if the average winding temperature does not exceed 90 C rise. A review of the MaruZotos data confirms that for TEFC motors the Pulley End (PE) bearing will normally have a higher temperature rise than the Short End (SE) bearing at full load and that the temperatures will converge as the load is decreased due to the external cooling fan. This fan and the fan cover guard make it difficult to obtain temperature readings from this area once the motor is put into service. When considering the ambient, be sure to include the effects of the driven equipment which can be a significant source of heat to the PE bearing. Because of the excellent heat transfer through the PE bracket, it is not unreasonable to assume that at full load the temperature rise at point A and B of Fig. 9 are close enough to estimate the actual bearing temperature. For most TEFC motors

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TABLE VIII TEMPERATURE RISE VERSUS PERCENT LOADING ROTOR, AND T.O.E. BEARING

FOR

STATOR,

Fig. 9. Typical IEEE 841 TEFC product.

Fig. 10.

Temperature rise versus motor load, 3600-r/min motor.

Fig. 11. Temperature rise versus motor load, 1800-r/min motor.  Winding temperature average of seven ratings per speed (calculated).  Bearing temperature average of 11 ratings (actual test data of bracket to winding).  SE bearing temperature range 10 C30 C cooler than PE bearing temperature.  premium efficient IEEE 841 product line.

The motor surfaces, including the rotor must be below the auto-ignition-temperature (AIT) limit. The bearing temperature as measured on the bracket housing must be below 40 C rise for four-pole and slower motors and 50 C for two-pole motors and the average winding temperature not to exceed 80 C rise. All of these temperatures are at full load and rated voltage conditions. In Table VIII are estimates of what these temperature rises would be for typical IEEE 841 motors. It is assumed that the motor surface temperature and bracket surface temperatures would be 10 C cooler than the maximum values. Since it is possible for the motor to be overloaded beyond the service factor for brief periods of time, especially if the increase load is combined with a reduced voltage condition, the 125% load point is also shown. It is interesting to note that these motors have a considerable margin for safe operation under most conditions, which is what the IEEE 841 standard was developed to achieve. It is important to point out that in some applications bearing temperature protection may be required to keep the bearing temperature below the AIT in case of a catostropic bearing failure. XV. LOAD ESTIMATING Over the years, a number of methods have been devised to estimate the load based on temperature, speed, or current change. The speed change method is the least accurate due to difficulties in estimating rotor temperature or the impact of voltage variation. Figs. 12 and 13 show the relationship of temperature and current as a function of load. Since accurate current measurements are usually the easiest to obtain, it is the preferred method for estimating the load on a motor in the field. Ratioing current change between two load points to determine the load is much more accurate than ratioing temperature change. The higher up the load curve, the more accurate. The closer together the two load points are, the more accuracy.

the SE bearing may be as much as 15 C cooler. For purposes of bench marking and monitoring bearing temperatures, collection of data over time at point A is adequate. It is clear from Figs. 10 and 11 that, at reduced load, the motor heating has very little impact on the bearing temperatures. It can also be assumed that most of the bearing heating is not caused by friction nor the mechanical load on the bearing, but is caused by the heat generated in the stator, rotor and ambient, which includes the coupling and driven equipment. XIV. TEMPERATURE OF CRITICAL PARTS There are at least three parts of the motor that are addressed in the IEEE 841 standard (assuming Division II application). They are the stator, rotor, and bearings.

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Fig. 14.

Typical aluminum die-cast skewed rotor.

TABLE IX LOCK ROTOR/STALL TEMPERATURE DISTRIBUTION VERSUS TIME Fig. 12. IEEE 841 TEFC four-pole 460-V load versus current.

Fig. 13.

IEEE 841 TEFC four-pole 460-V load versus temperature rise.

For example, using the straight lines projections in Fig. 12

For the 100-hp motor hp A which is the actual load hp A A hp A hp

unbalance. All of the above calculations are at rated voltage with no unbalance or harmonic distortion. From these curves it is obvious that it is not always accurate to ratio the temperature rise to determine the load especially over a wide range. Note that the 100- and 200-hp motors track closely up to 1.25% of full load, but then the two curves diverge. The 100-hp motorhas superior heat dissipationcapability forthe given load. There are a variety of other methods to predict winding temperature with respect to change in load. However, most of them are not very accurate for significant changes in load or at the extremes. The mathematics can be quite complicated and is usually not practical for field use. For a more detailed study of the issue, see [4, pp. 301307]. XVI. ROTOR TEMPERATURE CONSIDERATIONS The typical IEEE841 rotor isdie cast with aluminum and has no air ducts. The rotor fan blades are normally cast as part of the end rings, as shown in Fig. 14. For these size motors, most will have a skewed rotor to improve acceleration and noise characteristics. A study of the thermal stability of the rotor involves these elements: the rotor lamination surface, the rotor bars, and the rotor end rings. Table IX shows the relationship of the elements for starting and

whereas the actual load is 50 hp. From full load to 3/4 load, hp A A hp

which is very accurate. If the nameplate current is used as one of the two points, the accuracy will depend upon the nominal voltage and the percent

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Fig. 15.

Typical aluminum die-cast rotor squirrel cage.

Fig. 17.

Horsepower versus percent load temperature ratio.

satisfactory motor life and performance. This paper has presented a number of simple rules and guidelines to assist in this effort. Remember that most of these examples are focused on TEFC motors that are normally used in the petro-chemical industry and may not necessarily apply to other types of motors. A key point of the paper is that not only is the stator subject to the harmful effects of temperature, but so are the rotor, bearings, and lubricant. Lower operating temperatures normally translate into higher efficiencies and longer life. For readers who want a more detailed discussion on this very broad topic, the author suggests consulting [1][6]. APPENDIX WINDING TEMPERATURE UNDER LOAD
Fig. 16. Temperature distribution for two typical rotors after 60-s stall time.

stall conditions. Usually, under running and overload conditions, the stator winding will be the limiting factor and not the rotor. Under stall conditions, it may be the rotor, especially if the motor is a two-pole or four-pole design. During repetitive starts or high inertia applications it could be either the rotor or stator, or both depending on the particular design. Fig. 15 is a typical rotor cage after the laminations have been etched away. Fig. 16 shows how the temperature at stall varies in the various motor components. The message is that there is significant variation in motor hot spots (weak points) depending upon the design. XVII. CONCLUSION In conclusion, a basic understanding of the impact of motor temperature on the stator, rotor and bearings can help achieve

There are at least four methods for measuring the winding temperature: 1) thermometers; 2) embedded detectors; 3) local temperature detectors; 4) sensing a change in winding resistance. The embedded temperature detector is quite simple and reasonably accurate,but most motors are not fitted with these sensors. The next protection method is to measure the winding resistance hot and cold and then calculate the temperature as shown in the following equation. Because of the difficulties involved in these methods, it may be desirable to only estimate the winding temperature. Again, there are a variety of methods which usually involve ratioing or extrapolation from known data. The following is one simple method of measuring the frame temperature in the outlet box and then ratioing the winding tem-

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perature. This method may be used for TEFC motors. However, one should remember that all of these methods are only approximations and may vary with size, speed, and enclosure. As shown in Fig. 17, this method will only provide an approximation of the average winding temperature. Approximation Rule for This Family of Motors: From measured temperatures on the frame in the outlet box areas, out of the air stream, the average winding could be approximately 1.52.2 higher when running under load between 50% to service factor 1.15%. Note from Fig. 17 that the ratio increases with the increase in motor size. For this to be true, the outlet box has to be in the center of the motor because the hot spot of the motor is along the centerline ( ). Keep in mind that this is a benchmark type of test that can be used to indicate a significant change from the norm. In order to accurately determine the average winding temperature, it is necessary to use another method. Although a thermocouple device will give improved accuracy, the best method is to measure the winding resistances hot and cold and calculate the average winding temperature rise using the following equation and IEEE 112-8.3.3 procedure:

Fig. 18.

Temperature versus resistance.

where total temperature of winding when was measured, in C; resistance measured during test, in ; reference value of resistance previously measured at known temperature in ; temperature of winding when reference value of resiswas measured, in C; tance 234.5 for 100% International Annealed Copper Standard (IACS) conductivity copper; 225 for aluminum, based on a volume conductivity of 62%. Note: For other winding materials, a suitable value of (inferred temperature for zero resistance) must be used. Since a small error in measuring resistance will make a comparatively large error in determining temperature, the winding resistance should be measured by a double bridge, or other means of equivalent accuracy, and checked by a second instrument, if possible. When using the above equation to calculate temperature, both the reference resistance and the test resistance should be measured using the same equipment. This procedure includes the following steps. 1) Measure the winding line-to-line resistance cold and record the ambient temperature (the motor is de-energized). This assumes easy access to the motor leads. 2) Run the motor under load until the temperature is stable. This may take several hours. Shut the motor down, read the line-to-line resistance with an appropriate bridge obtaining 46 points as shown in Fig. 18,and record the hot ambient. 3) Extrapolate back to Time 0. Now there is enough information to calculate the temperature under load using the following equation:

Fig. 19. Placement of thermocouple.

Required data are as follows: ambient cold and hot; resistance cold and hot; for copper. If it is not practical to expose the motor connections to access the leads to apply the resistance bridge, an alternate approach would be to attach a thermocouple to the stator lamination at the center to the stator core as shown in Fig. 19. For totally enclosed motors, the lamination temperature at the center line (A in Fig. 18) is usually 510% less than the average winding temperature. If the depth of the frame is known, a hole

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TABLE X SUMMARY OF ACTUAL TEST DATA

[2] NEMA Motor-Generator Standard, MG-1-1998. [3] R. W. Smeaton, Motor Application and Maintenance Handbook. New York: McGraw-Hill, 1969. [4] R. L. Nailen, The Plant Engineers Guide to Industrial Electric Motors. Chicago, IL: Barks Publications, 1985. [5] B. Maru and P. Zotos, Anti-friction bearing temperature rise for NEMA frame motors, in Proc. IEEE PCIC88, Dallas, TX, 1988, p. 205. [6] IEEE Standard Test, Procedure for Polyphase Induction Motors and Generators, IEEE Standard 112-1996.

can be drilled down to the lamination (B in Fig. 19). This method would be more than adequate for field measurements. The use of thermography to obtain the lamination temperature is another alternative. Table X is a summary of actual test data sampled to compare lamination and winding temperatures. This too is a benchmark type test, but with a much higher degree of certainty. REFERENCES
[1] IEEE Standard for Petroleum and Chemical IndustrySevere Duty Totally Enclosed FanCooled (TEFC) Squirrel Cage Induction MotorsUp to and Including 500 HP, IEEE 841-2000.

Austin H. Bonnett (M68SM90F92) was born in Los Angeles, CA, in 1936. He received the B.S. degree in electrical engineering from California State University, Los Angeles, and the Masters Degree in business from the University of Phoenix, Phoenix, AZ. He served in the U.S. Navy from 1955 to 1958 as an Electrician aboard the Icebreaker, Burton Island. He joined U.S. Electrical Motors, a Division of Emerson Electric Company, in 1963 and has held positions in the Service, Manufacturing, Quality Control, and Engineering Departments. He was the Plant Manager of the Prescott, AZ, facility for five years prior to holding the position of Vice President of Engineering, directing all U.S. Electrical Motors engineering functions for ten years. Presently, he holds the position of Vice President-Technology Emeritus and has retired. Mr. Bonnett serves on NEMA, IEEE, EPRI, EASA and DOE Committees and received the 1994 IEEE Meritorious Award. In 1996, he was selected for the IEEE Industry Applications Society Outstanding Achievement Award. He received the 1999 NEMA Kite and Key Award for outstanding service to the electrical industry.