Austin Bonnett

EASA Education and

Technology Consultant
Gallatin, MO
2008 EASA
Convention
Dallas, TX
Stator & Rotor Design Considerations
for Integral HP Motors
Stator design can not be discussed in a vacuum
because it is inseparably connected to the rotor
through mutual inductance. Another critical
component is the motor enclosure which houses
the stator and rotor and facilitates the critical
cooling circuit.
Equivalent Circuit
Introduction
1. Influence of Application Requirements
2. Basic Motor Fundamentals
3. Stator Core Design Factors
4. Winding Elements
5. Stator and Frame Construction
6. Rotor Design and Construction
7. Motor Noise and Vibration
8. Questions and Answers
9. Appendix
The presentation is divided
into the following components:
WINDING OF A LARGE
HIGH-VOLTAGE STATOR
Typical cast rotor assembly
In order to achieve the desired motor
performance over a wide range of operation, it is
critical for the designer to have a clear definition
of the application requirements. Unnecessary,
contradictory, or confusing information can
adversely effect the desired outcome. There are
numerous compromises in the design of an
electric motor.
1. Influence of application
requirements
MOTOR POWERING ELECTRIC
UTILITY INDUCTED-DRAFT FAN
1. Efficiency vs. Power Factor
2. Current-Torque Characteristics
3. Noise vs. Efficiency
4. Size vs. Operating Temperature
5. Insulation Quality vs Operating Temperature
6. Cost vs. Performance
7. Reliability vs. Enclosure
The following are examples of the choices that
need to be made.
BOILER FEED PUMP
In summary the major application
requirements are:
1. Power and Speed Ratings
2. Power Source
3. Enclosure and Frame Selection
4. Speed-Torque Issues
5. Duty Cycle
6. Environmental Factors
The electrical motor is still the work horse of
industry. 2/3 of all generated electricity is used to
drive these motors which are converted of
electrical energy into mechanical energy.
2. Basic Motor Fundamentals
1. Motor Nomenclatures
2. The Motor as a Converter of Energy
3. Power Equations
4. Efficiency and Loss Management
5. The MMF Forces
6. Using Simple Design Ratios
7. Containment of Motor Forces and Stresses
Power engineers from all aspects of industry can
benefit from a basic understanding of the following
items.
BASIC MOTOR FUNDAMENTALS
15
Basic Motor Equations
Stator Stresses
Thremal stresses
Thermal aging
Voltage variation
Cycling
Loading
Ventilation
Ambient
Electrical stresses
Dielectric aging
Tracking
Corona
Transients
Mechanical stresses
Coil movement
Rotor strikes
Defective rotor
Flying objects
Lugging of leads
Environmental stresses
Moisture
Chemical
Abrasion
Damaged parts
Excessive ambient
Restricted ventilation
Rotor Assembly Stresses
Thremal
Thermal overload
Thermal unbalance
Excessive rotor losses
Hot spots
Sparking
Magnetic
Rotor pullover
Noise
Vibration
Off magnetic center
Saturation of lamintations
Circulating currents
Residual
Stress concentrations
Uneven bar stresses
Dynamic
Vibration
Rotor rub
Overspeeding
Cyclic stresses
Centrifugal force
Environmental
Contamination
Abrasion
Foreign particles
Excessive ambient
Restricted ventilation
Rotor Assembly Stresses-cont.
Mechanical
Casting variations
Loose laminations
Incorrect shaft/core fit
Fatigue or broken part
Poor rotor-to-stator geometry
Material deviations
Other
Misapplications
Poor design practices
Manufacturing variation
Loose bars, core
Transient torques
Wring direction of rotation
TYPICAL SPEED-TORQUE/
CURRENT CURVE
1. Basic elements of thermal circuit.
a. Stator.
b. Rotor.
c. Bearing and lubrication system.
2. The thermal aging process and insulation life.
3. NEMA/IEEE insulation classifications and temperature rise.
4. Impact of service factor.
5. Altitude considerations.
6. Usual and unusual service considerations.
7. Special ambient considerations.
8. Voltage variation.
9. The effect of unbalanced voltage.
10. Harmonic impact including variable frequency.
AC Squirrel Cage Induction Motor
Temperature Considerations
Sources of Heat and Air Flow
Within Motors
Tube-Cooled Air-to-Air Heat
Exchanger
Oxidation
Loss of Volatile Product
Molecular Polymerization
Reaction to Moisture
Chemical Breakdown
Vulnerable to Other Stresses
Terminal Aging Processes
Temp. vs. Life Curves for Insulation
Systems by AIEE 510 Method
*Assumes life
doubles for a 10 C
decrease in
temperature.
Allowable Winding Thermal Load vs. Ambient
(Class F System)
WINDING TEMPERATURE ALLOCATIONS
Typical Stator-Rotor Cross-section
1. Laminations
2. Electrical Steel
3. Magnetic Circuit Design
4. Winding Configuration
5. Loss Distribution
6. Slot Combination
7. L/D Ratio
The seven key elements of stator core design
can be summarized as follows:
3. Stator Core Design Factors
The stacked stator core (SSC) can be defined as the
stator laminations, air ducts (if needed), and any
clamping plate or fingers needed to hold the assembly
together prior to insertion into the stator frame. In these
cases, this assembly is usually stacked on some sort of
arbor to control the stator slot geometry. In larger sizes,
the lamination may be stacked directly into the frame,
which serves as tooling to control the geometry. These
laminations normally are ring laminations made as a full
circle. On stators larger than 45 in diameter, a
segmented laminations are used.
The Stacked Stator Core
Ring Laminations
Segmented Laminations
Stacked and Welded Stator Core
GENERAL CLASSES
Non-Oriented (AISI Grades M15 - M47)
Grain Oriented (AISI Grades M2 - M6)
Fully Processed
Semi-Processed
SURFACE INSULATION
Oxidation
Core Plate
STEEL LOSSES
Core Loss (1.6 w/# - 3.1 w/# Range)
Hysteresis Loss
Eddy Current Loss
ANNEALING
Simple Stress Relief
Stress Relief Plus Decarburization
(Grain Growth)
Electrical Steel Characteristics
Watts Loss Per Pound
Permeability - Amount of Flux
Density Without Saturation
Thermal Conductivity - Ability to
Dissipate Heat
Steel Thickness - Loss vs. Strength
(.018 x .025 Range)
Criteria for Motor Efficiency
Typical Motor Grade Electrical
Steels
Low magnetic flux densities often indicate inefficient use of the
magnetic materials. However, low is relative, and there are legitimate
reasons for using low flux densities than ODP motors simply because
there is more magnetic material per horsepower in the TEFC motors,
and to use air gap flux density equivalent to that of ODP motors would
create starting current problems. Also, low flux density is often
inherent in the slow speed of two-speed winding motors. The
magnetization of the steel core is not a linear function. The core steel
will saturate with flux. When the densities reach saturation, the
ampere-turns required to magnetize the steel will increase rapidly,
causing high magnetizing current and low motor power factor. Also,
high magnetic flux densities in the steel will cause high eddy current
and hysteresis losses in the steel, thus lowering the efficiency of the
motor and possibly causing it to run too hot.
Effects of Magnetic Flux Density
What are the limits for flux densities? Well, isnt a fixed
answer. Design target limits should be in the range of 110-
130 kilolines per square inch in the lamination teeth, and 80-
110 kilolines per square inch in the backiron. Maximum
should not exceed 138 in the teeth and 120 in the core, and
even this is too high for most small motors, and for high
speed large motors. The usually larger teeth and backiron of
high speed motors simply cannot handle the losses
associated with using high flux densities. (Backiron densities
on the rotors of solid core rotors is usually low because the
shaft carries part of the flux. On large rotors with air
passages in the rotor, the rotor backiron density must be
considered).
Effects of Magnetic Flux Density
The magnetization and loss characteristics of the
particular steel being used also must be considered. The
magnetization curves of various steels will vary only
slightly, affecting power factor to the extent that more or
less ampere-turns are required to establish the design flux
density. However, loss characteristics of lamination steels
will vary greatly, and certain steel may not be usable for a
particular rating. Good slot design is the key to optimum
utilization of the magnetic materials in the motor. Dont
look just at the flux densities, but also at the ampere-turns
required to magnetize the various parts of the motor. High
ampere-turn requirements for any part (except air gap) is
indicative of poor slot design.
Effects of Magnetic Flux Density
Mutual (Coupling) Flux (4-Pole)
Flux Linkage of Stator to Rotor
Leakage Flux
Development of Average Air Gap
Flux Density in Kiloline/Inches
2
Development of Average Air Gap
Flux Density in Kiloline/Inches
2
Bg =
E n P m 10
5
13.95 f T N
1
D
i
Lg Kp Kd
KILOLINES
INCHES
2
Form-Wound Stator
Stator Winding
4. Winding Elements
Types of windings
Random-wound lap
Random-wound
concentric
Form-wound
Types of varnish
Polyester
100% solid epoxy or
100% polyester
Magnet wire
Round
Rectangular
Coils
Random wound
Form wound
Slot insulation
Slot liner
Bottom sticks
Center sticks
Topsticks
Groundwall
4. Winding Elements-cont.
Group insulation
Phase paper
Sleeving
Center sticks
Connection
Lead cable
Sleeving
Tie cord
Coil bracing
Tie cord
Dacron felt
Surge rope
Tape
Treatment
Vacuum pressure
impregnation
Dip varnish
Abrasion-resistant
coating
Random wound
Form wound
All ratings over 700 hp should be form wound.
All ratings over 600 volts should be form wound.
Ratings 700 hp and less or 600 volts and less are
typically random wound with some exceptions.
Form wound is available on many ratings that are
normally random wound.
Criteria for Random-Wound
and Form-Wound Stators
In comparing the two processes, keep in mind the basic differences
in coil construction and the objectives of treating the coils. The form
wound coils are completely wrapped with many layers of non-porous
tape. It is voids which can result in hot spots or corona. The random
wound coil has no tape in the slot portion and is not susceptible to
corona. Because of these differences, several of the steps critical to
the form wound stator are not required on the random wound stator.
On the form wound construction, a pre-heat is necessary to remove
moisture due to the many layers of tape. On the random wound
construction, the moisture can be easily removed during the dry
vacuum cycle. Again, because of the form wound coil construction,
the pressure cycle is required to force the resin into small voids within
the coil, whereas on the random wound the coils are more directly
exposed to the resin and complete wetting and satisfactory slot fill is
obtained during the wet vacuum cycle.
Form Wound vs Random Wound
INSERTION OF STATOR COILS
WINDING OF A LARGE
HIGH-VOLTAGE STATOR
Terminal Markings and Connections
Three-Phase Motors - Single Speed
FORM-WOUND STATOR
Grouping, Pitch and Connection
POSSIBLE NUMBER OF CIRCUITS
Grouping, Pitch and Connection
Winding Movement and Bracing
Blocking and Tying
Insulation Extension at Slot Edge
Slot insulation should protrude at least 3/8 beyond
the end of the slot.
Phase Insulation
Phase insulation should protrude
past the phase coils.
Winding Movement
and End Turn Bracing
Straight Line Blocking
Straight Line Blocking
Winding Movement
and Coil Bracing
Two examples of alternative bracing on a random winding (left) and a form
winding (right). These examples use epoxy to simulate a surge.
The six key elements of stator frame design
can be summarized as follows:
1. Motor Enclosure Options for Horizontal and
Vertical Positions
2. Enclosure Impact on Motor Performance
3. Cast Iron vs. Fabricated Steel Materials
4. Noise and Vibration Issues
5. The Cooling Circuit
6. Environmental Considerations
5. Stator and Frame Construction
Motor
Nomenclature
for Horizontal
Motors
Typical Weather Protected I
Enclosure
Typical Weather Protected II
Enclosure
Typical Tube-Cooled (Air-to-Air)
Enclosure
Motor Air Flow
450 hp, open dripproof, 5000 frame, 8-pole motor.
WPI Base Air Flow
WPII Air Flow
8000 frame, WPII, 6-pole motor.
Stator/Rotor Cooling
Air Ducts
The ten key elements of rotor design can be
summarized as follows:
1. The Rotor Forces and Stresses
2. Cast vs. Fabricated
3. Bar Shapes and Fits
4. Aluminum vs. Copper Cages and Other Alloys
5. Rotor Skew and Air Gap
6. The Cooling Circuit
7. Length to Diameter Ratios
8. Speed Torque Characteristics and Slip
9. End Ring Forces
10. Unbalance Magnetic Forces and Noise
6. Rotor Design and Construction
Typical Cast Rotor Assembly
Typical Squirrel Cage
The majority of rotor failures are caused by a combination
of various stresses which act on the rotor.
In general terms, these stresses can be broken down as follows:
Thermal
Residual
Environmental
Electromagnetic
Dynamic
Mechanical
Rotor Forces
POTENTIAL ROTOR FORCES
Calculating Slip
Construction of Cast Rotors
A. Semi-processed, no insulation
B. Fully processed, core plate insulation
C. Semi-processed and annealed
B
A
C
Typical Rotor Laminations
A. Aluminum with hard anodize
B. Aluminum without insulation
C. Aluminum with light anodize
D. Copper without insulation
A
B
C
D
Sample Fabricated Rotor Bars
A Variety of Rotor Bar Shapes
(Courtesy of Darby Electric)
Explanation of Skin Effect
Stator
Air Gap
Rotor
Shaft
Typical lamination set showing relationship
between stator and rotor teeth and air gap.
Typical Lamination
Large Motor, Slow Speed
Spider Shaft
The two common rotor bar materials are copper and
aluminum. Traditionally, cast rotors have been aluminum;
fabricated rotors can be aluminum or copper. Aluminum
alloys and copper alloys have been available for special
purposes such as high slip (NEMA type C & D ). In recent
years a number of manufacturers have changed from
copper to aluminum fabricated rotors. Although the higher
conductivity of copper usually gives it a slight advantage
in running loss, this can be largely overcome by the
optimum shaping available in extruded aluminum bars.
Extruded shapes are also available in copper but are very
expensive.
Rotor Bar Material
Fabricated Rotors
Cast Rotor With Air Ducts
Side view of a large cast rotor showing the
position of the air ducts.
Fabricated Rotors With Various
Numbers of Air Ducts
Magnetic Centering Forces
and Air Gap
Air Gap
This photo illustrates the air gap between the stator
inside diameter and the rotor outside diameter.
Skewed Rotor Cage
Rotor With Skewed Bars
Skew is the angular twist of a slot away from the axial direction. Typical skew
is one stator slot pitch. The purpose of the skew is to reduce special
harmonics in the air gap flux that are introduced by a finite number of slots
and the slotting combination.
Skewing
The results of skewing are:
Reduction of induced E.M.F. in the rotor bar.
Decrease in rotor leakage reactance.
A non-uniform axial distribution of the air gap flux.
Skewed bars have a current that has a circumferential component
which develops a small axial force which imposes an additional load
on bearings.
Non-uniform air gap flux increases core and stray losses.
Improved speed-torque characteristics, including elimination of
locking torque at zero speed and cusps at various speeds.
Reduced likelihood of noise problems.
Sometimes it is necessary to tighten rotor bars during
the manufacturing process or during repair and
maintenance. Swaging is a relatively easy process
which has been used for years. Swaging can also be
used to tighten bars that have loosened in service and
minimize propagation of bar cracking. The following
slide shows a rotor bar before and after swaging.
Swaging of Rotor Bars
Swaging Rotor Bars
Before
swaging
After
swaging
Example of a rotor where bars
have been swaged.
Currently, the rotors of large induction motors are constructed of either
aluminum or copper and their associated alloys. It is interesting that
many people exhibit a preference of one or other of these materials in
the construction of the rotor, when it is the construction itself that is
important when considering rotor life. In fact, both have their advantages
and are justified depending upon the specific application.
Aluminum vs Copper Construction
Preference
Supporters of copper will argue that aluminum melts at 1250 F as
compared to coppers 1980 F melting point, and therefore has greater
stall capacity. While true, this disregards that most copper rotors are
brazed to the end rings with a brazing alloy that melts at 1100 F. The
results of a stall are no less disastrous with either material once the
temperature to obtain molten metal is achieved. Extensive testing shown
that either material, as normally applied, can be designed to exhibit
comparable thermal, electrical and physical characteristics, including
fatigue life as related to motor design.
Aluminum vs Copper Construction
Preference
End Ring Construction for a Typical
Aluminum Bar Rotor
Rotor bar
End Ring Construction for a Typical
Copper Bar Rotor
7. Motor Noise & Vibration As
Influenced by the Stator and
Rotor Design
Ventilation (windage) noise is created in the air stream
used to cool the motor. Windage noise is generated by the
air flowing in and around the motor, as follows:
1. Fan blades rotating in close proximity to mounting bolts or other
mechanical parts.
2. Restrictions in the air stream.
3. Abrupt changes in the direction of air flow.
4. Rotor air duct vent spacers passing by stationary stator vent
spacers.
Generally, the predominant noise source for six-pole and faster
motors (two- through eight-pole speeds for TEFC motors) is
ventilation noise. This is due to the higher fan speeds and
greater CFM. Thus, to reduce noise levels on two- through
six-pole motors, the ventilation noise must be reduced.
Ventilation Noise
1. Stator/Rotor Slot Combination (N
1
/N
2
)
2. Rotor Length to Diameter Ratio ( L/D)
3. Flux Density Saturation (B
g
)
4. Air Gap Geometry
5. Stator Core Stability and Frame Structure
6. Speed Options
7. Shaft Stiffness
8. Miscellaneous Factors
Major Electrical Noise/Vibration
Considerations
The magnetic flux in a motor is composed of the rotating fundamental sine-wave and the
harmonic components. Only the fundamental wave or field actually provides useful
tangential forces and usable rotating torque. Whereas the harmonic components of the
wave only produce Parasitic torques which distort the accelerating speed-torque
characteristic of the motor.
The presence of these non-sinusoidal fields in the air gap of the motor can result in any
of the following detrimental effects;
1. Starting or running noise
2. Synchronous locking torques
3. Dead points at zero speed
4. Torque dips
5. Stray losses
Although it is not practical to eliminate all of these parasitic torques, the proper selection
of the stator and rotor slots can minimize these influences. The proper selection of the
stator winding span and rotor skew can further reduce these influences.
Stator/Rotor Slot Combinations
Be sure you have a copy of the
2008 Select Presentations
CD-ROM
It contains most of the handouts plus many complete
technical papers from this years quality lineup of speakers!
(If you did not receive a CD in your packet as part of your registration, you
may purchase a copy for only $30. Visit www.easa.com for more information.)