FUNDAMENTALS OF A MOTOR THERMAL MODEL AND ITS APPLICATIONS IN

MOTOR PROTECTION
B.Venkataraman, B.Godsey W. Premerlani EShulman, M.Thakur, R.Midence
Black & Veatch Corporation CE Global Research GE Multilin

I. Abstract the IEEE Motor Reliability Working Group [3j contains

the results of IEEE and EPRl surveys on motor reliability
This paper discusses the hndamentals of a motor thermal and major causes of motor failures. The summary of these
model and its mathematical interpretation and physics for results is shown in Table I
the different stages of motor operation. (overload, locked
rotor, too frequent or prolonged acceleration, duty cycling
applications). It explains Thermal Model Time Constants
and other technical aspects causing the biasing of the Relatad Failures
thermal model algorithm. Other topics covered in this
paper show that a detailed motor data sheet’s information,
and coordination between the protection engineer and the
motor supplier leads to proper selection of motor thermal
protection parameters. This paper presents a closer look on
motor stall, acceleration and running thermal limit cutves,
explains the concept .of thermal capacity and elaborates on
how thermal capacity is evaluated in motor protection Hgh Ambenl Temp 3 Bearing Seals 600
devices. This paper also talks about some additional Abmrmal Mlnure 5a Oii Leaksgs 3w Environmsnlsl.
’ Yaintansnce 1
methods, such as voltage dependant and slip dependant Abnormal Vdtage 15 Fmme
Mhsf R E E ~ S
Abnormal Frequency 06 wedges Relatid Failums
motor overload curves, which are employed to evaluate
thermal capacity in nonstandard motor applications. This PwfVentilation Coohog
Other Reasons
paper presents the concept of matching thermal time 3Bx
Enrimnmsntal Relatad &
constants for motor cyclic loads cases. Besides this, the Other Roaaans: Total
response of a thermal model algorithm in practical
applications is demonstrated. The paper also describes the Table 1: Summary of IEEE and EPRI Motor
real case example showing how to apply and fine tune the Reliability Surveys.
thermal model in high-inertia load application. In this In spite of different approaches and criteria (IEEE failure
context, the paper also explores some of the key topics groups are formed according to “cause of failure” and
that will ensure safe operation of the motor while allowing EPRI according to “failed component”) both studies
satisfactory motor design characteristics. indicate very similar failure percentage associated with
mechanical and electrical related machine failures.

11. Introduction Analyzing the data from this table we can conclude that
many positions are directly or non-directly related to
Induction motors are the workhorses of any industrial failures caused by extensive heating of the different motor
plant. Typical motor applications include: pumps, fans, parts involved in machine operation.
compressors, mills, shredders, extruders, de-barkers,
refiners, cranes, conveyors, chillers, crushers, and That is why we find an accurate tracking of motor thermal
blowers. Statistics have shown that despite their reliability status and adequate response of motor control system to
and construction simplicity, motor annual failure rate is abnormal situations is important.
conservatively estimated at 3-5% per year, and in extreme Modem trends in motor design and construction are
cases, up to 12% as in pulp and paper industry. Downtime moving into direction of making motors more compact
in a factory can be very expensive and, in some instances, and efficient. Usage of non-organic insulation materials
may exceed the cost of motor replacement. Proper such as fiberglass and silicon resins provide improved
machine protection is required to minimize the motor dielectric capabilities of the motor insulation in
failure rate, to prevent damage to the associated equipment comparison to the legacy materials such as cotton and
and to ensure personnel safety and productivity targets. varnish, but at the same time new materials are more
The document “Report Of Large Motor Reliability Survey vulnerable to excessive heating. Another important
of Industrial and Commercial Installations’’, published by consideration that should be accounted for in tracking of
the motor thermal state is a heating overestimate, which

02005 JEEE
0-7803-9089-X/05/.$20.00 11
can also cause undesirable motor stoppage and designer and motor manufacturer related to the thermal
interruption of the potentially costly processes. reserve, allowed performance and thermodynamics of the
motor in question.
The statements above clearly explains the importance of
an accurate thermal estimate of the motor in service. Motor is not a homogeneous body and even one
component can be presented as a combination of nodes
Currently this task (precise motor thermal protection) is
connected via thermal resistance to each other and
strongly supported by modem technology. The developed
ambient. For example stator has slot copper, end-head
algorithms can be implemented in microprocessor devices,
copper, the tooth and the core. Each node is characterized
which are capable of providing the desirable level of
by its own rate of temperature change. [ 6 ]
accuracy and flexibility.
That is why in order to do the full analysis and to detect a
Let’s review the sequence of the thermal algorithm
boundary for normal operation motor designers always
operation. The rea1 time motor data is supplied to
target the development of the most detailed model
microprocessor device, then this data is processed inside
including electrical, mechanical, thermal, and chemical
according to the programmed in the firmware thermal
components.
algorithm, compared with expected values, stored in the
memory. As the next step the protection device computes But once a motor is properly designed and constructed for
the analog value, which is compared with the programmed its intended specification, a less detailed model is adequate
threshold and finally it triggers the digital outputs if the to provide thermal protection by evaluating thermal risk in
compared analog value exceeds the threshold. reference to motor data sheets and thermal damage curves.
The ideal analog value for modeling the thermal image in Common sense dictates to rely on complete motor analysis
the motor protection device (MPD) would be non-inertial and to correspond the M P D algorithm variables to the data
temperature sensors embedded into stationary (stator) and typically available from motor manufacturer. MPD also
rotating (rotor) parts of the motor structure. But it is not incorporates simplified algorithms modeling motor
feasible to install temperature sensors in the rotors because physical states and processes. This approach allows
of technical difficulties, reliability and cost. An additional reaching the adequate level of the thermal protection in
reason to reject temperature sensors as a main thermal modern MPD for any application by handling the
protection is the fact that waditiom1 resistance temperature available motor information.
detector (RTD) has relatively slow reaction time and can’t
Trying to keep algorithm simple we face another
respond adequately to high speed of heating process
challenge, It is rather difficult to integrate together the
during motor acceleration.
thermodynamic behavior of the motor under steady
Stator RTDs actually provide realistic results in conditions and rapid stator and rotor heating during motor
monitoring temperature of balanced motor conditions, but thermal transients such as acceleration, stall and cyclic
again they are not suitable for monitoring the fast thermal load change. Algorithm must also account for heat transfer
transients. from the motor’s winding to the housing and from the
housing to free air. To resolve this issue the “time before
Alternatively, as a main real time input, thermal model
trip” parameter is selected as the common criterion for
uses 3-phase motor current. Partially the electrical energy
thermal condition evaluation. Actually for motor
applied to the motor is transferred into heat and stored in
acceleration and stall conditions the safe stall time,
the motor. Thus the heat is a fimction of current and time.
specified by motor designers is the only objective estimate
This fact plus some other factors and assumptions that will
of.the motor maximum allowable temperature, because of
be covered further in this paper are employed to develop
the real difficulty to measure the rotor temperature
and implement the current based thermal model.
directly. [6]
3phase current values measured in real time are also used
on the discussion in this section of the paper the
, Based
in special algorithms applied to detect different stages of
main motor thermal algorithm requirements can be
motor operation; stopped, start, run, overload.
summarized as follows:
In the high inertia load applications voltage monitoring
Accuracy. Precise estimate of motor thermal image.
can be used in thermal model algorithm to dynamically
Consideration of different motor applications, such as
match thermal limit to different starting conditions.
variable frequency, voltage unbalance, long
In some applications speed sensors are employed to detect acceleration, cyclic loads. Reference to data specified
slow rotor rotation or motor stall. by motor designers.
Another important part of the thermal model Simplicity. Algorithm is easy for understanding.
implementation is “Ex6ected values stored in MPD”. This Simple way to calculate thermal estimate of the motor
term implies the information available from motor for the operational sequence in question.

12
 Dependubiliry. Capability of monitoring the thermal Start Supervision Element preventing excessive motor
capacity at any moment of the motor operation. starting sequence.
Thermal estimate is maintained and responds
adequately to MPD power failure events. Mechanical Jam detector,

ConipIiunce to industry standurds. The Algorithm Acceleration limit timer.

shall meet the requirements and should follow the Phase Short Circuit and Ground Fault Protection
recommendations listed in IEEE Guide for AC Motor Functions.
Protection (Std C37.96-2000) [9] and IEEE Guide For
the Presentation of Thermal Limit Curves for Squirrel Voltage and Frequency elements ensuring motor
Cage Induction Machines (Std 620-1 996) [LO]. operation within specified ,limits. Phase Reversal
Detection.
Easy .Setup. The parameters required to set the
thermal model is the standard set of motor data 0 Power Elements to monitor and respond to motor
readily available from Motor Manufacturers. abnormal loading conditions.

Reliability. The model is supported by altemative 0 MPD failure detection.

motor temperature evaluation method, based on Communicating capability to host computers and to
RTD’s monitoring. This backup method is extremely be compatible for easy integration into existing DCS
useful in cases when thermal process significantly and SCADA systems.
deviates from expected because of abnormal ambient
temperature or motor cooling impairment. Cost justifiable.
Fkxibili?y. Possibility to apply the model even in 0 Can be adapted (retrofitted) to multi-vendor MCC’s
very unusual cases. and motor starters.
In addition to the accurate thermal model the state of the Industrially hardened by means of conformal coating
art Motor Protection Device should be equipped with the to work in mill environment.
enhancements and additional hnctionality listed below.
Predicts mechanical and insulation failure, broken
RTD inputs for absolute temperature monitoring, rotor bar condition with high degree of accuracy,
alarming and tripping of the motor at high without removing the motor from service and without
temperatures. the need of resident experts.
Temperature-based stator thermal estimate, capable to Capability to capture motor currents and voltages
correct main thermal model in the abnormal during electrical system faults.
operational conditions
Capability to record and store in the device
Motor Start Lockout feature inhibiting a start of nonvolatile memory the time stamped events related
machine in the cases of the non availability of the to motor abnormal situations.
sufficient thermal reserve to complete the
Additional protection functions can be gained by applying
acceleration. The lockout time is calculated based on
expensive equipment based on sensing vibration andor
the available thermal capacity, the maximal learned
the current spectrum of the motor to predict incipient
value of thermal capacity used (TCU) during one of
failures, which are not covered in the scope of this
the last 5 successful starts and the rate of temperature
document .
change for the motor at stand still.
Wide selection of thermal overload curves; standard 111. Thermal Protection Theory
for typical applications, user defined for unusual
applications and voltage dependant for special There are two main types of thermal risks for an
applications, featured long starts of high inertia loads, overheated motor; stator insulation may degrade andor
rotor conductors may decrease their capability to resist
Thermal model biasing in response to the current bending forces or may even melt. Deterioration of stator
unbalance which causes extensive heating effect. insulation presents the chemical process that is governed
Option to select separate cooling constants for motor by an Arrhenius equation [6[, [7]. NEMA Motor
at stopped and running states.
Insulation Class defines the maximum aIlowable
temperature rise above the ambient or thermal limit, if
Current unbalance element capable of issuing warning temperature exceeds this limit it doesn’t cause immediate
on potentially dangerous level of unbalance and to insulation failure but decreases the insulation expected
trip motor offlineon single -phasing. lifetime. Rather accurate approximation of Arrhenius

13
equation states that the operating temperature increase of storage in each circuit element as well as convective or
10°C in excess of thermal limit cuts the life of stator conductive heat transfer between various pairs of circuit
insulation by half. The percent of life vs temperature elements is included in the model. A typical motor thermal
characteristics for different classes of insulation are shown circuit used by a motor designer may have on the order of
at Figure I . 20 nodes and 20 branches, resulting in a dynamic response
characterized by several time constants.
Motor designers are typically interested in a few standard
thermal scenarios including steady state loading, cold, hot
and successive starting. The designer checks the computed
steady state temperature of the stator winding to make sure
it is within the capability of the selected insulation system,
designers also define the time limits to withstand
overloads, It is also very important to determine running
and stopped motor cooling rates especially for “totally
enclosed non-ventilated’ motor designs and in some
applications with intermittent use ratings. A motor
designer is also interested in allowable cold and hot stalled
Figure 1: Aging Factor of Motor Insulation. times. Stalled thermal calculations are usually performed
assuming adiabatic conditions. The designer often
The thermal risk for a squirrel cage rotor is that the rotor
concedes the fact that the peak temperature of the stator
conductors may deform or melt. Since there is no
winding may temporarily exceed the steady state
insulation, the rotor conductors can be operated at a much
capability of the insulation system, taking into account the
higher temperature than the stator conductors. It is
expected application of the motor and how many times it
difficult and not practical to provide a numerical
is expected to be stalled cold or hot in a lifetime, in
temperature value defining the rotor thermal limit. Motor
making a design compromise. After a design is complete,
designers address the maximum allowable rotor
a summary of the thermal model becomes available. Basic
temperature under stall, acceleration or any other fast
information includes the steady state thermal rating of the
transient conditions by placing the stall time thermal limits
motor, hot and cold stall times, and the cooling time
for a hot or cold motor. These values must correspond to
constants of the motor. For medium and large motor
the system voltage level during the stall event.
designs complete thermal damage curves of allowable
For the majority of applications, safe stall time defines the time versus current are provided as a standard.
rotor thermal limit, but in some special cases motor
Once the motor has been designed, and the basic
capability during stall and acceleration is dictated by the
operational parameters have been established for steady
stator thermal limit. A rule of thumb to define a stator
state load and cold and hot stall times, the responsibility
limited motor says: “When the voltage rating of the motor
shifts to thermal protection for the motor. For majority of
is equal to or greater than 10 times the horsepower rating,
service conditions the operating profile of the motor
the motor is stator limited.” For example: 500 HP, 6900
matches the assumptions made by the motor designer, so
v. [SI that the main job of thermal protection is to stay out of the
Steady state operations such as running overloads are way and let the motor run. However, if motor is abused by
usually not an issue for the rotor. Under running mechanical breakage or human .error then protection steps
conditions the stator is subject to extensive heating. Thus a in to assure there is no risk of thermal damage.
stator overload protection element ensures an overall
The question is, what model should be used to protect the
sufficient level of thermal protection for rotating at near
motor when it is running? What is a reasonable
synchronous speed rotor.
compromise between accuracy and complexity? What
The steady state and transient thermal behavior of the physics should be included? What should be used as an
stator and rotor conductors of a motor depends on the estimate of operation limit?
details of the motor thermal circuit. A motor designer
As we mentioned before the ideal method would be to
typically uses a rather detailed thermal circuit, including
have the direct accurate temperature measurement and use
separate representations of stator iron, rotor iron, stator
aging factor to estimate the consumed motor thermal
conductors, rotor conductors, internal air, external air,
capacity. But temperature sensors (RTD) have delayed
motor shell, and end shields. Details of the thermal circuit
response to thermal transients such as stall and
depend on the ventilation construction of the motor,
acceleration and can’t serve as a basic criterion for thermal
including “drip proof’, ‘Totally enclosed fan cooled”, and
model.
“totally enclosed non-ventilated”, For example; heat

14
How detailed should the model be? 2. Does an overload curve based thermal model behave
correctly when it is used in applications in which the
We should certainly provide a model with enough
load is not constant?
flexibility to protect motors that have a dynamic thermal
response represented by a several time constants. A single We turn to mathematical analyses of the physics to answer
time constant is not always adequate [ 6 ] . Physics shows theses two questions, starting with an analysis of a single
that there are at least 4 distinct thermal time constants, 2 time constant model. The thermodynamic behavior of
for the stator conductors, and 2 for the rotor conductors. homogeneous body at rest (motor) heated by electrical
For example, when heat is generated in the stator current can be described by a single time constant thermal
conductors, the first effect is to raise the temperature of equation:
the conductors. The stator winding in the stator slots are
surrounded by a steel magnetic core. Therefore, as the
windings get hot, heat begins to flow from the windings T f t ) = motor t e m p a t u r e rise above ambient
into the steel core. The combination of the thermal I + ) = motorcurrent
capacity of the winding and the thermal impedance C =specific heat capacity of the motor
between the winding and the steel core establishes a short
H = ntnning heat dissipation factor
time constant.
R = elecrrical resisrance
Heat that continues to flow from the winding into the
It is convenient to rewrite equation ( I ) in terms of per unit
surrounding core is stored in the core, causing its
temperature rise and per unit current:
temperature to rise, but more gradually than the initial rate
of rise of the windings, because of the greater thermal T(r) = T $ ) / rnux
= per unit temperature rise
capacity of the core. Eventually, the temperature of the ~ ( r=) I+)/ r,, = per unit current (2)
core (and the motor frame, etc.) also rises, causing heat Ira,& = rated current
transfer by convection to the surrounding air. The Tmx = motor temperature at thermal limit trip condition
combination of the thermal capacity of the core and the
frame and the thermal impedance between them and the In that case, equation (I) can be rewritten as:
cooling air establishes a time constant that is much longer
than that of the winding-core interaction.
So, the next question is, what is the best way to go beyond T =-
a single time constant model? H

The most reasonable way to model the thermal state of the The maximum temperature is related to the rated current
motor is to measure motor current and to correspond it at
13Ed . R = 1 . In that case, equation ( 3 ) can be
real time to motor thermal damage curves. The such that
manufacturer’s thermal damage curves represent the H * Tmm
results of simulations of a complete motor model, rewritten as:
including a multi-node thermal model. The curves capture
the multi-time-constant parameters and thermal damage (4)
times for running, stall and sometimes acceleration
conditions of the motor. Typical curves are shown at Equation (4) can be used to analyze the thermal response
Figure 3. Any point on the motor thermal damage curve of a single time constant model to a steady overload. It can
represents a thermal time limit at a specific level of be shown that the solution of equation (4) for a steady
current, or in other words: “Thermal limit defines how overload, starting from a cold initial condition, is given
long a motor can withstand the corresponding level of by:
stator current without exceeding the specified by motor T ( t )= I* .(I - e - q
manufacturer thermal boundary.” (5)
I = per unit motorcurrent (a constant)
Details of the thermal model implementation, based on ~ ( r =) per unit motor temperature rise
overload curves are given in the next section.
Equation ( 5 ) can be solved for the amount of time needed
In this section we answer two important theoretical for the temperature rise to reach the thermal limit of the
questions concerning a thermal model based on motor motor, i.e. T(t)=l :
thermaI damage curves (overload curves):
1. What is the relationship between standard overload
curves and a single time constant thermal model? (6)
r,(l) = time estimated by a simple thermal model
for the motor temperature to reach thermal limit

15
To develop a comparison between a single time constant 10
thermal model and overload curves, we now tum our
attention to standard overload curves, which are given by:

L .

tmax( I ) =trip time,seconh (7)

CM = curve multiplier
1

To compare standard overload curves with the behavior of

a single time constant model, it is useful to start by U1
zI-
recognizing that the numerator of the right hand side of t
equation (7) corresponds to a time constant: 3
6L

0.1
T C , ~ ,= 87.4.CM

Equation (6) and equation (8) are plotted in Figure 2. In

order to make the curves align for large values of current,
it is necessary to satisfy the following constraint:

(9)
0 01

In other words, in order for an overload curve to match a

single time constant thermal model during a simple step
overload, the time constant implied by the curve multiplier Figure 2: Single Constant Thermal Model vs Relay
of the overload curve must be set equal to the time Overload Curve Comparison
constant of the single time constant model. The close proximity of the two curves for large values of
-In Figure 2, the ratio of the time divided by the time current is not a coincidence because both models are
constant is plotted against per unit current. It can be seen equivalent to an adiabatic model for large values of
that although equation (6) is not exactly the same as current. This can be shown mathematically by finding the
equation (8), the approximation is very close, particularly asymptotic behavior of the two curves. First, equation (8)
for large values of current. For lower values of current, the is given approximately by;
standard overload curves are a better approximation to
typical motor overload curves than a single time constant
model. That is because there are at least two time
constants in the thermal response of a motor. Over short
time intervals, the thermal response of a motor is
dominated by heat transfer from the stator and rotor A similar approximation can be shown to hold for
conductors to iron. Over longer time intervals, the thermal equation (6) by rewriting and taking a Taylor's expansion
.
response is dominated by heat transfer from the iron to in terms of the reciprocal of the square of the current.
cooling air. A single time constant model cannot be First, we rewrite to explicitly show the dependence on the
accurate over the full range of operation and tends to reciprocal of the square of the per unit current:
overprotect a motor when i t is operated near its rated load.
A standard overload curve provides protection that is a
closer match to a motor's thermal limit.

rmx(I)=-r'In(l - x )
I = 1/12

We then take the first two terms in a Taylor's expansion of

~ with respect to x around the point x = 0:
I n ( l x)

16
Equation (8) describes how long it will take a standard
overload curve to reach thermal limit for a constant
overload. We now turn our attention to how a standard rCrk,,= coolingtimeconstant
overload curve behaves during cycling loads. We start hot = hot stall time
with the differential equation that is used to implement rold = cold stall time
standard overload curves:
The factor 1 ~ hol is included to match the hot and cold
cold)
('3)
stall times specified by the motor manufacturer. By
including the factor in the cooling computation, the hot
To gain insights into what the response is to a cycling overload curve is effectively shifted down by the correct
load, we will consider a simple cycling load in which the amount relative to the cold overload curve to account for
current altemates between no load and an overload value: the difference in "time to trip" of hot and cold motor
ilOw= 0 = current during the low cycke conditions.

lhigh= current during the high cycle For the load cycle under consideration, the current during
the unloaded part of the cycle is approximately equal to
(14) zero, so the differential equation given by (1 8) reduces to:
= time interval for the low cycle
'IOW
thigh = time interval for the high cycle

Motor heating is proportional to the square of the current,

so the effective current for heating over the cycle is: Taken together, equations (19) and (13) describe the
behavior of our model during the assumed load cycle.
The approximate temperature rise during the overload
portion of the load cycle estimated by the overload curve
= effective value of the load current (15) is computed by multiplying equation (1 3) by the overload
Hcfcrt,,.c=effective heating value of the load time:

Equation (15) can also be expressed in terms of a duty

cycle ratio:
The approximate temperature drop estimated by the
cooling model during the unloaded portion of the duty
Ihigh
D = duty cycle ratio = ~
cycle is computed by multiplying equation (19) by the
-k Ihigh appropriate time, with per unit temperature equal to 1,
If the current and heating are expressed in per unit and the because that is what it will be approximately equal to
during a limit cycle that approaches tripping:
low cycle current is approximately equal to zero, the
steady state boundary condition for tripping the motor
becomes:

The overload detection boundary is determined by setting

the net temperature change equal to zero. This implies that
Equation (17) defines the appropriate response to a duty
the total of the right hand sides of equations (20) and (21)
cycle. It can be shown that a single time constant model
taken together is equal to zero:
provides approximately this response. The next question is
what is the response of a standard overload curve to a duty 1 1
cycle? (I ljEh
- I). thiEh
- - I,, = 0 (22)

Analysis of a standard curve under load cycling conditions

will show that the response is correct, and will reveal how Equation (22) can be rearranged to show that standard
to properly set an overload curve model to match the overload curves respond correctly to cycling loads.
behavior specified by equation (17). We must consider Equation (22) also reveals how to properly select
values of current below pickup, during which our motor parameters for a load cycling applications:
thermal model is defined by the following differential
equation:

17
Equation (23) expresses the actual overload detection
boundary of an overload curve model in terms of its
settings, the duty cycle, and the amount of overload.
Except for the factor of U ,equation (23) is exactly the
rCM
same as the ideal overload detection boundary, specified
by equation (17). Equation (23) and equation (1 7) will be
identical, provided that is set equal to one resulting
‘CM
in the following consistency constraint:
87.4 CM
,,T (min) =
60
Equation (24) represents a consistency constraint relating
the cooling time constant and the curve multiplier of a
standard overload curve. Figure 9 shows what can happen
if it is not satisfied. There are three cases shown for a
cycling load with an approximate per unit heating value of
one. In the first case, the cooling time constant is set too
long resulting in over-protection and early motor tripping.
In the second case, the cooling time constant is set ; ,
I I : Ii +. , ; I i . I, : i
~ . $ *
, ; : 1:.
2 1
according to equation (24) to match the implied time 0.1
000 100 200 3.03 4.00 5.W 0.03 7W
constant of the curve multiplier, and the protection is CURRENT (FLA)
correct. In the third case, the cooling time constant is set
too short, resulting in under-protection and possible motor
overheating. Figure 3: Motor Thermal Limit Curves
Thermal Capacity Used (TCU) evaluates the thermal
IV. Thermal Model Algorithm condition of the motor. TCU is expressed as percentage of
thermal limit utilized during motor, operation. Per IEEE
The thermal model algorithm is developed in order to Std 620-1996 (10) motor thermal limit is presented in the
create the thermal image of the motor and closely track the form of time-current curve for 3 possible motor overload
thermal conditions for all states of motor operation: conditions: locked rotor, acceleration and running
The following motor states of operation are recognized: overload. Every point on this curve represents the
maximum allowable save time at stator current above
Motor Stopped: Current is below zero level threshold normal load.
and motor switching device indicates the open status.
TCU is incrementally updated every 100 milliseconds and
Motor Starting: State is declared when previous state the integrated value of TCU is stored in the. thermal
was stopped and current greater than 2% of the motor memory register of MPD according to the following
full load amps has been detected. The motor current equation.
must increase to the level of overload pickup (s+ice
factor times full load amps) within 1 second otherwise TIME INTER VAL
TCU@,. = TCW@,-, + TIME- ~100% (25)
motor will transfer into the next state; “Running” TU - TRIP
Motor Running: State is declared when previous state
was Starting and motor current drops below overload The following example can be a good illustration of TCU
pickup level. accumulation during the cold motor start; initial TCU is
equal to 0%.
Motor Overloaded: State is declared when previous
state was “Running” and motor current raises above Motor starting pattern (1) and relay overload curve (2) are
the overload pickup level. shown at Figure 3.
For simplicity assume that the time interval for TCU
update is 1 second. Every point of motor current on this
plot corresponds to the number of seconds that motor can
withstand before tripping on overload.
 The numerical values showing the progress of TCU additional heating caused by the negative sequence
accumulation during I7 seconds of motor acceleration are component of the load current.
presented in table 2. We can observe that by the end of
successful starting the thermal memory of motor IEp = d / i x (I -+ K x ( I 2 / l 1 ) * ) (26)
protection device (MPD) accumulates 46.7% of TCU.
where:
fEQ - equivalent motor heating current
I,%*- real motor current
I , - positive sequence component of real motor current
l 2 - negative sequence component of real motor current
K - unbalance bias factor
Unbalance Bias K factor reflects the degree of the extra
heating caused by negative sequence component of the
load current and can be defined as the ratio of Positive
Sequence Rotor Resistance to Negative Sequence Rotor
Resistance. It is practical and rather accurate to use the
estimate method to define K factor. Equations for typical
and conservative estimates are presented below.
Table 2: Thermal Capacity Used (TCU) calculation.
K = 1 7$IlRc (typical)
Typically motor manufacturer provides locked rotor
K = 2 3 d I j R C (conservu~e)
thermal limit curves or locked rotor safe stall time values
for 2 motor conditions: cold motor (motor @ ambient where I, is the motor locked rotor current.
temperature) and hot motor (motor @ ambient +rated rise
temperature). In order to distinguish between 2 mentioned Of cause in order to provide the complete thermal model
above motor conditions the additional motor parameter, of the motor in service the cooling process must be taken
Hot/Cold Stall Time Ratio (HCR) is included in MPD into account. Cooling is characterized by Cooling Time
algorithm. constants. These constants define rate of cooling at
stopped and running operational conditions.
These parameters define the proportional increase of TCU
of the motor running hlly loaded at settled temperature When motor is running at rated load TCU accumulated
comparing to the motor resting at ambient temperature. during motor start will decay exponentially and will
For example let us assume that according to the motor stabilize at the level of TCU matching the hot motor
1 data sheets the Cold Safe Stall Time is 10 seconds and the thermal conditions. If the motor load is lower, then
Hot Safe Stall Time is 8 seconds. Thus HCR is 8 sec / 10 obviously the thermal balance point is proportionally
sec = 0.8 and the level of stabilized TCU featuring hot reduced. The stopped motor will also be subjected to the
motor is equal to 20% or in other words the allowed motor exponential decay of TCU stored in MPD thermal
thermal withstand time at overload conditions will memory during motor operation, Natural cooling of the
effectively decrease by 20%. If the motor load is lower rotating motor or forced cooling by means of the special
then 100% the TCU level corresponding to the hot motor fans installed on the machine shaft cause much higher
condition is proportionally lower; 75% load - 15% TCU, cooling rate of running machine comparing to the motor at
50% load - 10% TCU and so on. stand still, typically ratio,is 211.
The unbalanced stator phase current will cause the Thus 2 separate Cooling Time Constants are utilized in the
additional rotor heating due to the developed negative Thermal Model Algorithm.
sequence current and flux rotating in the opposite
The equations to calculate TCU decay of the cooling
direction to rotor rotation with approximately double
motor are as follows:
power system frequency. Skin effect in the rotor bars at
this frequency will cause the substantial increase in rotor TCU = (TCUSTART TCUEND)x
e-'/' -t TCUEND
~
(28)
resistance and therefore the increased heating, which is not
accounted by the regular thermal model. In order to Where:
account for this additional heating factor the Equivalent
Current concept is introduced. The idea is that the current TCUSTARr(%) is the initial value of TC accumulated
input into the thermal model is biased to reflect the by the moment the cooling starts;
t (min) is duration of cooling;

19
t(min) is the Cooling Time Constant; Rate of change of TCU between the adjacent points is
7'CUE,,(?4o) is the steady state level of TC approximated as linear.
The steady state thermal condition for the motor at stand
still is the ambient temperature, which is corresponding to
TCU,,, (%) = 0. 129)
The steady state thermal condition for the running motor is
calculated as:

TCU,,, = x (1 - HCR) x 100%

SF x FLA
Where:
leq is the value of the equivalent heating current
accumulated by the moment cooling;
SF is the service factor of the motor; I
FLA is the motor full load current (per unit);
HCR is the hot to cold safe stall time ratio
40 +
I !

In some unforeseen situations when motor cooling is i

blocked or ambient temperature deviates significantly

from industry standard value (40°C) it becomes difficult to 1 MID POINT

replicate accurately motor thermal condition based solely I I

on the measured current. That is why it is practical to
apply independent algorithm, calculating TCU by means TEMP: 4 0 P
of stator RTDs (resistance temperature detectors) and I
correcting the thermal model upwards if needed.
The RTD-TCU Curve is constructed based on the 3 key 0 20 40 60 10 100 120 140 ii4

points. See Figure 4 for details. TEMPERATURE ("C)

Figure: 4. RTD Bias of Thermal Model

1. RTD Bias Minimum

Set to 40°C or another value of ambient temperature, if the V. Thermal Model Behavior at Different
appropriate RTD is available. TCU is equal to 0%. Operational Conditions
2. RTD Bias Mid Point In order to illustrate how TCU varies during motor
operation let us review the following motor data and
The center point temperature is set to the motor's hot operational sequences.
running temperature and is calculated as follows:
Let us assume that the folfowing motor information is
Rated Temperature Rise + Ambient Temperature available to us,
For example: Temperature rise for NEMA Class E motors Motor thermal limit curves are.as they are presented
with I . 15 Service Factor is 90°C. Thus the temperature at Figure 3.
value for this point is 130°C. TCU quantity for this point
is the value for steady condition of the running @ rated Motor Cold and Hot Locked Rotor Times at 100% of
load motor and can be found as: the system voltage are 34 and 26 seconds
respectively. At 80% of the system voltage Cold and
TCU,,,, = (1 - H C R ) x 100% (3 1) Hot Locked Rotor Times are 50 and 38 seconds
respectively.
3. RTD Bias Maximum
Motor Acceleration at 100% of the system voltage is
This point is set to the temperature rise equal to the motor 17 seconds. Maximum locked rotor current is 6 times
insulation thermal limit. of full load amperes (FLA). MPD overload curve that
we employ as a limit to calculate TCU is presented at
Typically for NEMA B class motors insulation class is F
Figure 3. Please note that location of this curve is
with temperature rise above ambient of I15"C. The TCU
between hot and cold thermal limit curves supplied by
at maximum temperature point is equal to 100%.

20
 motor manufacturer. Time-current relation in this Sequence 2: Motor Stall
curve is per following equation.
The motor can be seriously damaged if the rotor stall
occurs during the start attempt. Stall can occur due to a
mechanical breakage or a human mistake. Stalled motor
draws current equal to locked rotor amps. Locked rotor
Running and Stopped Motor Cooling Constants are time (LRT) values provided by the motor manufacturer
respectively 20 and 40 minutes. Motor Service Factor specify thermal limit for motor at ambient and rated
1.15 conditions. Typically LRT is specified for the motor starts
performed at 80% and 100% of the system voltages.
Current Unbalance Factor: 6
Figures 6 and 7 demonstrate how thermal model provides
an adequate protection where motor is taken omine before
Sequence 1: Combined operation (Figure 5)
the thermal limit is reached. This situation has been
State A. Initially motor at ambient temperature. evaluated for hot and cold motor conditions at both 100%
TCU = 0%. Motor is ready to start. and 80% of the system voltages applied to the motor.
Section AB. Motor is successfully started at 100%
voltage. Acceleration time: 17.1 seconds, TCU
accumulated during start is equal to 46.7% (details are in
Table 2)
Section BC. Motor runs for 45 minutes at steady load of
80% with 10% current unbalance. TCU by the end of the
period exponentially decays to level of 19.5 YO.TCU is
calculated per equation 25.
Section CD. Motor runs at 125% balanced overload for 15
minutes. TCU increments to the level of 67.796
Section DE. Motor runs at 125% overload with 10%
current unbalance until thermal capacity reaches 100%
and relay trips motor offline in 8.5 minutes. It is not very
illustrative on the graph, but the addition of current Figure 6. Stall Trip. 100% Voltage
unbalance at running overload state decreases trip time by
1.5 minutes or 15% (calculated balanced overload trip
time for the section DE is 10 minutes)

Section EF. Motor is at stand still and cools down for

150 minutes to ambient temperature. TCU decays to
approximately 0 level. The rate of cooling is 2 times
slower than of running motor.

0 n n 10
E 1IE<YDDII.I

I -.
Figure 7. Stall Trip. 8O% Voltage

Sequence 3: Running Overload

Three different scenarios are considered:
Motor is overloaded immediately after cold start.
6 Overload is applied to the motor that was started, and
Figure 5. Thermal capacity used during motor prior to overload, run unloaded for 2 hours.
operation.

21
 Overload i s applied to the motor that was started and Modem intelligent protection devices are capable to learn
prior to overload run at full load for 2 hours. and store, in the non-volatile memory, TC value utilized
by motor during successful start and use this value in the
Overload that was applied in all three cases is 125% of start inhibit algorithm.
motor full load amps.
The motor thermal limit time values allow applying 125%
overload to cold and hot motor for 50 and 29 minutes
respectively (data can be found at Figure 3 ) .
The first case is characterized by severe heat generation in
the rotor bars during the start. lmmediately following the
. motor start the overload heats up the stator windings
preventing heat transfer to the environment. This situation
presents the serious thermal impact and the motor i s taken
offline faster in comparison to the other two cases. Trip
time in this case is 16.3 minutes.
Second scenario presents overload of the motor at ambient
temperature. Initial TCU is 0%, according to the thermal
model algorithm computations the trip will be issued in 3 1 Figure 8. Hot and Cold Consecutive Starts
minutes after overload is applied; which is lower than
motor cold limit (50 min). In a real application, the Sequence 5: Cyclic Load
temperature of the unloaded running motor is typically According to the considerations from the previous section
higher than the ambient because of the associated motor of this paper the main criteria for the thermal model
losses. This fact explains why the significant margin in the adequate response to cyclic load is matching of implied
cold overload trip time (31 min) comparing to the cold heating time constant to explicit running cooling time
thermal limit (50 min) is required. constant (see equation 24). Let us review the balanced
Third scenario presents the hot overload, i.e. motor is cyclic load; i.e. the effective heating (equation 16) is equal
assumed to be at the rated temperature. The initial TCU in to 1.
this case, the moment before overload is applied is equal After the cold start motor varies the load every 30 seconds
to 25%, thus the tripping time is proportionally lower, between 20% and 160% of the full load current. Per
compared to the cold overload. Trip time in this case is equation 24 the running cooling constant is calculated as
equal to 23 minutes, which is lower than the hot thermal follows
limit (29 minutes).
87.4 x CM 87.4 x 12
rcoo/ = - = 17.5(min). (33)
Sequence 4: ConsecutiveStarting 60 60
Per NEMA MG 1 standard (1 I ) Medium and Large In order to provide more accurate thermal model response
induction motors are required to withstand thermally to the cyclic load conditions the cooling time constant
2 consecutive starts, coasting to rest between starts, should be adjusted to the calculated value. At the same
time this change (from 20 to 17.5 minutes) would not
with the motor initially at ambient temperature (cold
cause any significant impact to the other motor operational
starts)
sequences.
One start with the motor initially at rated load Figure 9 demonstrates the importance of cooling constant
operating temperature (hot start) value in thermal model response to cyclic load conditions.
Illustration of the thermal model response to consecutive
There are three cases shown for a cycling load with an
starting is presented at Figure 8.
approximate per unit effective heating value of one. In the
As you can observe the thermal model provides the first case, the cooling time constant i s set long resulting in
required by NEMA start succession. over-protection and premature thermal model triggering.
In the second case, the cooling time constant is set to
The important enhancement to the thermal algorithm is match the implied time constant of curve multiplier, and
starts inhibit fimction, which is employed to prevent the thermal model adequately responds. In the third case, the.
excessive motor. starting in the cases when there is not cooling time constant is set short, resulting in under-
enough thermal capacity available to perform successful protection and possible motor overheating.
start.

22
 current (LRC) is almost directly proportional to the
voltage applied to the motor terminals during acceleration,
this fact must be taken into consideration when
acceleration portion of the thermal limit is used in thermal
model algorithm.

Figure 9. Thermal model response to cyclic load

Sequence 6: Starting of High lnertia Loads

Thermal model algorithm has additional enhancement
allowing the coordination of protection with high inertia
long starts, while acceleration time is greater than motor
safe stall time. Voltage dependant dynamic thermal limit
curve is employed to account for varying thermal limits
corresponding to the acceleration current levels at the
different motor terminal voltages. Figure 10. Voltage Dependent Thermal Limit Curves

Figure 10 presents an example of the 100% voltage high

inertia start lasting 17 seconds (curve 1) and the locked
rotor time limit of 8 seconds (curve 4). Actually curve 4
implies the line of the same 12T.In many short start motor
applications it is reasonable to conservatively approximate
that the thermal limit remains the same during motor
acceleration. In the short start applications an error
introduced by this assumption doesn't prevent motor from
successful starting. Thus thermal limit curve is constructed
from the sections 2, 3 and 4. If the same approach is
applied to the case shown at Figure 10, it will result in
TCU reaching 100% in the middle of the acceleration I/
'"I I
(Figure 11, curve 1).
As we mentioned in the previous sections of this paper the
thermal limit is a function of motor speed during the Figure 11. Thermal Model Response to High Inertia
acceleration, thus the acceleration thermal limit (curve 5) Load Starts
shows up differently from the locked rotor limit. Each For example, for 100% voltage start (Figure 10, curve 1)
point on curve 5 corresponds to current value which in the locked rotor thermal limit is calculated based on LRC
turn corresponds to motor rotation speed during the start. of 6 times full load current (FLC) and 8 seconds of the
Based on the above consideration we can indirectly find allowed locked rotor safe time and 12T is equal to 288.
the reference between the motor speed and the thermal After 14 seconds motor accelerates to approximately 80%
limit, and construct the updated motor thermal limit curve of the rated speed and current drops to the level of 4.8
which will include sections 2 and 5 shown at Figure 10. times of FLC, the allowed time to withstand 4.8 FLA for
The new curve helps to achieve the successful motor start this stage of acceleration is 40 seconds; 12T=922.Now let
(Figure 11, curve 2) in spite of the fact that locked rotor us consider the same application with the reduced to 80%
safe time is shorter than acceleration period. The described voltage start (Figure 10, curve 7). LRC at 80% is 4.8times
above protection method is relevant for ideal situation of FLC. From 100% voltage case we know that the locked
with the constant terminal voltage of 100%. In reality the rotor condition is referenced to the thermal limit of 288,
system voltage can deviate ftom 100% because of the and the allowed locked rotor safe time for 80% voltage
voltage drop during motor starting. The locked rotor start yields to 12.5 seconds, but according to the

23
acceleration thermal limit curve (Figure 10, section 5) the Motor Starting and Thermal Characteristics
thermal limit time corresponding to 4.8FLC is 40 seconds
The motor manufacturer provided the thermal limit curve
which is much higher than allowed value. That means if
under locked rotor, acceleration, and running overload
motor stalls under the reduced voltage conditions it
conditions and time current curves during acceleration at
becomes underprotected and appears to be in a real danger
rated voltage and at minimum specified starting voltage.
of buming.
Some of the important motor characteristics (from the
To handle this situation the thermal model is equipped manufacturer's data sheet and curves) are summarized in
with mechanism capable dynamically respond to the Table 4.
voltage variations during motor starting. Line 6 at Figure
IO shows the new position of acceleration curve 4, shifted I MOTOR DATA
DESCRIPTION
in response to the voltage reduction to the level of 80%.
The successful start under these operational conditions is
presented at Figure I 1, curve 3.
This technique provides an adequate thermal protection in
the cases of high inertia load applications.
In some cases, where the thermal limit difference between
locked rotor and acceleration conditions is not clearly
identified this element should be supported with zero Mamum Stan Per Hour
speed sensor.
Maximum Cold Consecutive Stalls@ rated witage

Masmum Cold Consealtive Stalls@ min voltage

VI. Application Description
Maximum Ha Cansewbve Staris@ rated voltage IWX
This case study examines the induced draft (ID) fan
Maximum Hd Consecutive Star!@ rated voltage 80%
application on the A. B. Brown Unit 2 selective catalytic I

reduction (SCR) Project, located in Evansville, Indiana. Running CoDtillgTune C m l a n t in mmutes N/A
9
Unit 2 is owned by Vectren Corporation, and the role of
lnitrafl Mod~fied
[dunng Slarkp) Stopped Cooling TIme 161 12
Black & Veatch (B&V) on this project was to construct an Castants In mmlttes NIA
SCR facility at this plant.
The SCR Project scope of work included modifying both
ID fans for catalyst draft losses. The motors were powered
from the 13.8 kV switchgear. Protection Philosophy
Motor Ratings and Data The ID fans on the A. B. Brown Project are fed from a
13.8 kV auxiliary electric system and are protected by a
Table 3 presents the motor information pertaining to the multifunction motor protection device (MPD). The
ID fan motors. fimdamentaf philosophies used in setting the M PD are the
MOTOR PARAMETER I VALUE following:
Motor Horse Power I 5500 HP
The .relay shall provide thermal protection of the
Rated Voltage 13200 V . motor during abnormal starting or running conditions,
Phases . . 3 preventing thermal damage to the motor (i.e., the
Motor Full toad Speed , 893RPM . MPD curve is placed below the motor thermal
damage curves).
S e t i k e Factor 1.15
Frequency 60 Hz The relay shall allow the motor to be started
Rated Full Load Cumnt 226 A successfully without nuisance trips, allowing the
number of starts and thermalicooling characteristics
Rated Locked Rotor Current 1205 A
.- recommended by the manufacturer.
llnsulation Class
I
. I F II
The relay settings shall allow proper coordination
IAmbient Temperature 1 430 c I 4

with the respective tie and main circuit breakers on

Temperature Rise @ SF=l.O 77" c
the 13.8 KV bus to which the motors are connected.
Temperature Rise @ SFe1.15 a70 c
Typically B&V specifications require the motor design to
meet the following criterion:

24
“Motor safe stall time at minimum starting voltage shall start. This performance was found to be inconsistent with
not be less than motor acceleration time at minimum the motor manufacturer’s recommendations.
starting voltage plus 2 seconds.” B&V requested the involvement of the motor and relay
The motor manufacturer could not meet this requirement manufacturers to resolve this appareit problem.
for this high-inertia application and indicated that a speed
switch would be provided in lieu of this requirement. Solution to the Problem
The speed switch option was not used because the MPD B&V closely coordinated with all the parties, and the
provided a range of setting options for the. overload following measures were put in place in sequence:
feature.
The motor manufacturer provided the following
The MPD was originally set using the custom overload recommendations with regards to the thermal model
curve feature to match the motor characteristics, plus all settings of the MPD:
the above listed protection criteria. - Use the voltage dependent overload curve option
available in the MPD, and set it in reference to
Problems During Startup of ID Fans
the motor thermal damage curve.
The problem that the commissioning team faced during - To better model the motor during the 9 minutes
startup was that the successive motor start time delay
of coast-down period, decrease the stopped
determined by the MPD thermal model was inconsistent
cooling time constant to 12 minutes.
with what was allowed by the motor manufacturer. The
motor data sheet allows the following operational - Decrease the safety margin in the start-inhibit

..
characteristics:
Two successive cold starts or one hot start.
function to shorten the lockout time between
starts. (The safety margin was changed from 25
to 5 percent.)
Following this sequence a new start would be allowed
after any of the following: Acting on these recommendations, the relay
manufacturer, B&V, and the motor manufacturer
- A cooling period of 40 minutes if the motor was collaboratively reviewed the motor protection
running at service factor load and then stopped. coordination and relay set points. The following
- A cooling period of 10 minutes if the motor was actions were taken:
running unloaded and then stopped. - The relay overload curve was changed to the
- A cooling period of 20 minutes if the motor was
voltage dependent overload curve, with the
revised relay points on the hot thermal curve for
de-energized, coasted to rest, and left idle.
the starting zone.
It was observed that the MPD was delaying restart by
about 40 to 43 minutes after every start attempt, regardless - The stopped cooling time constant was
programmed as 12 minutes, reduced from
of whether it was a second cold restart or the first hot
restart. This performance was unacceptable to the client 16 minutes.
who wanted a reliable cold starting as wefl as a restart - Acceleration time was changed to 35 seconds
time consistent with that indicated by the motor because the motor was observed to start and
manufacturer. Some of the motor parameters recorded in accelerate satisfactorily within approximately
the MPD during the startup of one of the fans are as 28 seconds.
follows: - The thermal capacity used margin set point was
Hottest RTD Values: 70’ C. changed from 25 to 5 percent.
Learned Starting Current: 1.085 A. - The jogging block fimction was left on, and the
maximum number of starts was programmed to
Average Motor Load: 60 percent of the rated current. be 2; time between starts was programmed to 0.
It was also noticed that the MPD thermal model was - The restart block was enabled and set to
accumulating almost all the available thermal capacity lominutes (600 seconds) to comply with the
even during the first cold successful start, thus preventing motor requirements of coasting to rest
the motor from performing a successive start. The MPD (9 minutes) after being de-energized before the
did not allow a restart for 40 to 43 minutes because of the new start would be allowed.
start-inhibit feature that prevents further restarts when the
availabIe thermal capacity is not sufficient for a successful

25
 - The RTD bias of the thermal model was disabled vm m

because it was inappropriate for this application.

It is important to mention here that B&V, as part
of the control design, always programs an alarm
in the relay for high temperature based on RTD
inputs.
- The thermal capacity alarm level setting was left
at 85 percent to be readjusted later on if required.

Did It Work?
The synergistic efforts to problem solving between B&V,
the relay manufacturer, and the motor manufacturers paid
off. The implementation of voltage dependent overload
curves resolved the issue of unreliable motor starting, and
the motor successive restart time delay was reduced to
around 20 minutes to the satisfaction of the client. The
fans have been successfully commissioned and are
running without problems at the A. B. Brown plant.

Lessons Learned from This Experience

The cited case study highlights the need for flexibility and
collaboration between all parties and, above all, a
customer-oriented approach to relay coordination studies
for complex motor applications. The following are some O,D. . ... . ._ __ . .I..".. I ........... ..l'-- ..
of the salient lessons: a.m ~m 2.W zw 4.m zw 6.m 7.00
PER UNIT CURRENT

The relay application engineer should obtain accurate

information about the motor before designing the
relay settings. In this respect, it is important that the Figure 12: Coordination of ID Fan Motor Thermal
motor certified acceleration curves provided by the Limit Curves and MPD Thermal Protection Curves.
motor vendor match actual conditions. In addition, the
proper cooling time constants, as recommended by
the motor manufacturer, must be programmed into the VII. Conclusions
relay so that the motor behavior may be simulated The modem industrial marketplace has a strong demand
accurately. for a simple, reliable, accurate, multifunctional MPD
. The motor manufacturer must be consulted and designed in accordance with industry standards. The
requested to concur on overload relay selection curves major element of an MPD is the thermal model, which
in applications where the motor'starting curves and must .create an accurate image of .the motor thermal
the thermal damage curves are very close to one conditions of the protected machine at any stage of its
other. The solution that was arrived at in the A. B. operation,
Brown case study, where a portion of the overload Theoretical considerations prove that a simplified thermal
curve was set on the motor thermal curves, would not model based on an equivalent single time constant model
have been possible without the motor manufacturer's atid overload curves, matching motor manufacturers
concurrence. standards for thermal limits, can provide adequate
protection with a level of accuracy desirable for this type
All efforts must be made to achieve safe operation of
of application. It may be clearly demonstrated that if the
the motor and adequate coordination with other
implied thermal constant of the overload curve matches
devices and, at the same time, meet the operational
the explicit cooling constant of the running motor, then the
expectations of the application.
relay algorithm computes the correct thermal image of the
motor during a cycling load.
The detailed explanation of thermal algorithm actually
provides the required tools to calculate the thermal
capacity for literally any application. In many cases, it is

26
useful to evaluate thermal model behavior before motor [XI l3. H Moisey, “Concepts of Motor Protection.
energization and to compare the results with operation Edmonton, Alberta, 1997
restrictions dictated by the motor manufacturer. Analysis
[9] IEEE Guide for AC Motor Protection. Std C37.96-
of typical motor sequences based on real motor
2000.
specification data shows how the thermal model algorithm
implemented in an MPD can successfully handle the [IO] IEEE Guide For the Presentation of Therrnat Limit
excessive duty of motor operations and avoid stator and Curves for Squirrel Cage Induction Machines. Std 620-
rotor overheating, as well as machine premature tripping 1996.
because of thermal overestimate.
[ 111 NEMA Standards Publication No. MG 1-1993.
Thousands of motor protection systems employing the Motors and Generators.
proposed thermal aIgorithm have been successfully
[ 123 Grainger, L.G.; McDonald, M.C. ‘‘1ncreasing refiner
installed in various motor applications. However, in a few
production by using motor thermal capacity for protection
instances, the setting of motor thermal protection is not as
and control”, IEEE Transactions On Industry
straightforward as it is in the majority of cases.
Applications, Yolume: 3 3 , Jssue: 3 , May-June 1997
The A. B. Brown case study presents a unique situation
where the close coordination between the parties involved
/13] GE Multilin, “Setting The 469 Motor Management
Relay for A Cycling Load Application”, GE Piiblication
(the end user, the application engineer, the relay
manufacturer, and the motor manufacturer) allowed the
GE T-84 78
refinement of appIication-related information so that
proper thermal protection and coordination during IX. Authors
commissioning could be provided. Eugene Shulman, Application Engineer, CE Multilin

VIII. References Mr. Shulnzan started his career with GE in 2002. He

specializes in motor protection products and applications.
[ I ] Sam F. Farag and M. K. Jhaveri, “lntelligent He has 20 years of engineering experience working for
Microprocessor-Based Devices Provide Advanced Motor diferent consulting, utility and power construction
Protection, Flexible Control, and Communication in Paper companies in Canada, Israel and former Soviet Union as
Mills” IEEE Transactions On Industry Applications, Vol. a protection and control engineer. He received U degree of
33, No. 3, MayiJune 1997 Electrical Engineer from the Po(ytechnic Institute of
[2] Gabriel J. Paoletti and Alex Rose, “Improving Existing
Minsk, Belarus in 198.5. Mr. Shulman is a Registered
Motor Protection for Medium Voltage Motors”, IEEE Professional Engineer in the province of Ontario since
2001 and a member of IEEE.
Transactions On Industry Applications, Vol. 25, No. 3,
MayiJune 1989 Wiliium Premeriuni, Eiectricul Engineer, GE Global
[ 3 ] Motor Reliability Working Group, “Report Of Large Research
Motor Reliability Survey Of Industrial And Commercial Dr. Pretnerlani’s career at GE has covered the areus of
Installations, Part I”. IEEE Trans. Ind. Appl.. vol. IA-21, induction motor design, plasma physics, parallel
no. 4, pp. 853-864, JulylAug. 1985. computing, computer science# as well as power system
protection, control and monitoring. For theJrst few years
[4] James H. Dymond, “Stall Time, Acceleration Time,
Frequency of Starting: The Myths and The Facts’’ IEEE of his career. he was an induction motor designer. He then
Transactions On Industry Applications, Vol. 29, No. 1, moved into plasma physics research as applied to high
voltage switchgear. He later eo-developed GE ’s first
JaniFeb 1993.
digital system for protection and control of 460-volt
[ 5 ] Sam F. Farag, Robert G. Bartheld, and William E. industrial power systems, including foundational work in
May, “Electronically Enhanced Low Voltage Motor phasor and frequency measurements and novel protection
Protection and Control,” IEEE Industrial and Commercial algorithms. In the 1980s, he began work in parallel
Power Systems Conference, May 1993, pp. 166-174. computing and object-oriented software development
techniques, developing the seeds of what is now known as
[6] David R. Boothman et a!, “Thermal Tracking - A
the Unijied Modeling Language (VML). Since 1990, Dr.
Rational Approach to Motor Protection”, T74 029-5,
Premerlani has refocused his attention on motor thermal
IEEE PES Winter Meeting, 1974.
protection and power system applications. He holds over
[7] Emanuel L. Brancato, “Estimation of Lifetime 30 US patents and numerous papers in both the fields of
Expectancies of Motors”, IEEE Electrical Insulation softwore development, and power system protection,
Magazine, Vol. 8 No. 3, MaylJune 1992. control and monitoring. Dr. Premerlani has coauthored
two best selling object-oriented textbooks, “Object-

27
 Oriented Modeling and Design" and "Object-Oriented Bruce F. Gudsey, Electrical Engineer, Black & Veatch
Modeling and Design for Database Applications Dr. 'I. Corporation
Prenierlani received his Ph.D in Electric Power
Mr. Godsey specializes in Electrical Engineering and
Engineering, from the Rensselaer Polytechnic Institute, in
Engineering Management. He is a Senior Electrical
I 9 74.
Engineer specializing in low and ntediuni voltage
Manish Thakur, Application Engineer, GE Multilirt electrical system designs for electric utility, industrial, and
governmental clients. His responsibilities include project
Mr. Thakur completed his B.S. in Electrical Engineering
planning and scheduling, cost estimating, electrical
from REC-NAGPUR of India. From 1996-1999, Mr.
distribution system evaliiation and design, coniputer-
fiakur worked for ABB Network Control & Protection
bused control system design, equipment procurement, and
Business Area. From 1999-2001, Mr. Thakur completed
contract management for both new and existing facilities.
his M.S. in Electrical Engineering front the University of
Mr. Godsey has speci3c experience in design and
Manitoba. Manitoba. He is currently employed by General
procurement of medium voltage variuble speed drives for
Electric as an application engineer in the protective
moiors rangingfroni 5800 HP to 37,000 HP.
relaying business with expertise in High-Impedance fault
detection, Wide Area Protection Schemes and Motor Bus
Transfer Schemes. Mr. Thahr is a Registered
Professional Engineer in the province of Ontario a
member of IEEE.
Rene Midence , Product Munager, GE Multiliii
Mr. Midence received his BSc. degree in Electrical &
Industrial Engineering from the National University of
Honduras. A4er his graduation, Mr. Midence held
electrical engineering posi fions in electrical utilities,
construction and conszilting firms. Mr. Midence has over
twenty years of local and international experience in the
design and contniissioning of power projects in ntediuni to
high voltage electrical systems for electrical utilities. His
responsibilities have included project planning and
scheduling, system design and speciJications, detail design
audit, equipntent procurenlent, and contract management,
for both new and exisring facilities. He has worked on
field assignnients in the roles of Field B Startup Engineer,
which also included the preparation and inzplementation
of operation di maintenance training progranu. Mr.
Midence joined GE Multilin in 1996 as an applications
- engineer, and presently works as Product Manager in the
Marketing Department.
Booma Venkataruman, Electrical Engineer, Black &
Verrrch Corporation
Ms. Venkataruman specializes in Electrical Engineering
and Engineering Management. She is a Senior. Electrical
Engineer with 12 plus years' experience as Electrical
Engineer in the design, engineering, and conimissioning
of power projects- specializing in low and medium voltage
electrical systeni designs for electrical uti& (including
international) clients. Her responsibilities include project
planning and scheduling, cost estimating, electrical
distribution s p e n t evaluation and design, conzputer-
based control systenz design, equ@"t procurenlent. and
contract management for both new and misting facilities.
She has worked on field assignnients in the roles of Field
Engineer and Starticp Engineer,

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