May 2012

Technological Developments in the Design of Electric Motors for Hazardous Areas

Alex Settimi Sohler, WEG Australia Pty Ltd Eribert Augusto Neves, WEG Motors Engineering Department Samir Grifante, WEG Motors Engineering Department

ABSTRACT Developing an electric motor range is a vexed and challenging task. IEC60034 and IEC60072 series standards establish clear requirements for torque, temperature, speed, vibration, noise level, dimensions among others. Hazardous area standards, such as IEC60079 series, add a greater level of complexity with various specific and mandatory design criteria. In addition, with the push for high efficiency motors, spearheaded by IEC60034-30 and AS1359.5, the challenge for manufacturers is to reconcile all the stipulations without compromising safety. This paper reviews the main constraints, technological breakthroughs and design developments for a state-of-the-art range of low and high voltage Ex-d motors. INTRODUCTION The design of an electric motor range is a complex, time consuming endeavor requiring the collaboration of a multidisciplinary team of engineers and specialists. On a macro level it will necessarily involve the following disciplines whose main areas of concern are listed below: Marketers: define the market and market segments the products will be sold at, benchmark current offerings and conduct gap analyses, determine the value proposition of new products, define range and features, determine certifications needed, produce marketing material, prices and train the sales force. Electrical Engineering: winding design, electromagnetic flux and torque range, efficiency, power factor, electromagnetic noise, insulation grade, voltage and frequency, surge withstandability, VSD compatibility and surge level, temperature rise Mechanical Engineering: frame design and robustness level, endshield, flanges, bearing cap, bearing housing tolerances and L10 life, fans, fan cowls, accessories such as brakes and encoders, mounting configuration, axial and radial thrust design range, shaft and rotor suitable for the torque range in electrical design. Industrial Engineering: responsible for ensuring choice of design, electrical and mechanical, can be physically implemented at the factory, ordering and supervising the make of tools needed to manufacture parts, factory lay-out and product flow design. Quality Control Engineering: quality manuals, manufacturing instructions, check points, quality control tests, procedures.

All these tasks, marketers, engineering disciplines, minds and personalities need to collaborate throughout 18 to 24 months to develop a full range of electric motors. The starting point is a market study, from which a clear value proposition and target markets will be established. Once the strategic marketing brief is handed over to the engineering team, the design task commences. The basis of any design are the standards pertinent to the target markets, for instance, IEC or NEMA, Australia or Europe, mining or petrochemical. By and large from an Australian perspective the relevant standards will be: IEC/AS 60034 series IEC 60072 series IEC/AS 60079 series AS 1359.5

This paper provides an insight into the design and technological developments of a state-of-the-art Ex-d electric motor range. It correlates the standards to practical design and application requirements, and expands on topics yet unaddressed by current standards.

Figure 1: Ex-d motor cut-away picture (courtesy of WEG) A flameproof enclosure is defined as per IEC 60079-1 (2003: p. 15) as an enclosure in which the parts which can ignite an explosive atmosphere are placed and which can withstand the pressure developed during an internal explosion of an explosive mixture, and which prevents the transmission of the explosion to the explosive atmosphere surrounding the enclosure.

Certifications Engineering: liaise with relevant certifying bodies to certify range and quality control process.

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especially prominent in larger motors (45kW and above) due to their already low electrical resistances as shown in Figures 3 and 4.
4 Poles
3.5 3.0
Torque-Locked Rotor

ELECTRICAL DESIGN The electrical design for Ex-d type motors is largely similar to safe area motors. In the interest of keeping this paper within a manageable length, attention is focused on the special challenges arising out of the new efficiency standards and the use of VSD, in particular the impact these have on the motor electrical design for hazardous areas. Efficiency & Torque The requirements of AS 1359.5-2004 and IEC 60034-30, which mandate minimum efficiency levels for standard and high efficiency electric motors cannot go unnoticed. The increase in motor efficiency is generally achieved by using larger copper gauge wires and low loss lamination steel. This is the easier route for manufacturers, which preserves the geometry of their laminations and therefore the usability of existing stamping tools. However, such a design philosophy has dire consequences to motor breakdown and especially locked rotor torques. In fact the introduction and evolution of these standards have resulted in flatter torque speed curves as shown in Figure 2.

2.5

2.0 1.5
1.0 0.5 0.0 5.5 7.5 11 15 18.5 22 30 37 45 55 75 90 110 132
MEPS High Efficiency

kW

Figure 3: Locked rotor torque of MEPS2 and MEPS2 High Efficiency range for an Australian supplier.
2 Poles
4.0 3.5 3.0

Torque-Breakdown

2.5 2.0 1.5 1.0 0.5

MEPS
High Efficiency

0.0
5.5 7.5 11 15 18.5 22 30 kW 37 45 55 75 90 110 132

Figure 2: Torque speed curves of AS1359.4 motors from first edition in 2001 (MEPS1) to second edition in 2004 (MEPS2 and MEPS 2 high efficiency) M is torque and n speed

Figure 4: Breakdown torque of MEPS2 and MEPS2 High Efficiency range for an Australian supplier.

This is explained by looking at the equations that determine the breakdown torque (Tbd) and locked rotor torque (Tlr). (1)

Limitations of Low Torque Motors An electric motor is defined as a machine which converts electrical energy into mechanical energy. The latter is provide in the form of torque at a certain speed. Its primary purpose is therefore to provide torque. A motor with low locked rotor and breakdown torque has the following disadvantages: Decreased ability to start high inertia loads Decreased ability to cope with voltage sags Decreased ability to cope with momentary overloads Motor is more prone to stalling

(2) High efficiency motors signify: Lower r1 and r2 values Higher X1 + X2 Note: Xcc >> r1 and r2

By virtue of reducing the electrical resistances (r 1 and r2) to achieve higher efficiencies without regulating the reactances (X1 and X2), e.g. keeping lamination design unchanged, the higher efficiency is achieved with a detrimental impact to motor locked rotor and breakdown torque, which can decrease quite significantly. This is

Efficiency & Inrush Current A lower X/r ratio motor will have a higher locked rotor current and, by extension, inrush current. The inrush current can be calculated by analysing the motors voltage and flux immediately after energising it. The voltage applied to the motor is: v(t) = Vm sin ( + ) (2)

The maximum flux amplitude reached on the first halfcycle of the applied voltage depends on the phase of the voltage at the time it is applied. If the initial voltage is

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v(t) = Vm sin ( + 90) = Vm cost (4) Brner, G.; Eberhardt, 1996). Between adjacent charged conductors there is a relative voltage, which gives rise to an electric field. If the established electric field is high enough (but below the breakdown voltage of the insulating material), the dielectric strength of the air is disrupted. For this to happen though the voltage on the conductors must exceed a threshold value, the so called Corona Inception Voltage. That is, the local breakdown strength in air (within the void). The CIV depends on the windings design, insulation type, temperature, superficial characteristics and moisture (Pires, W. D. L, 2009). The ensuing insulating damage is depicted in Figure 6.

Supposing the initial flux in the core is zero, the maximum flux during the first half-cycle will equal the flux at steady state (5).

(5) If the voltage displacement angle is 0 then the maximum flux at the first half-cycle is given by equation 6 as

Equation 6 shows that the maximum flux can be twice as high as the steady state flux. By examining a motors magnetisation curve (see Figure 5) it can be seen that a small increase in flux results in an enormous increase in the magnetization current. In fact, the inrush current can reach a peak value of approximately 3 times the motors locked rotor current (the latter is measured in r.m.s.). As it lasts only a few cycles (some milliseconds), it is not normally detected by conventional meters, but it is sensed by the instantaneous trip elements of circuit breakers, fuses or overcurrent relays, which may result in nuisance tripping during motor starting.

Partial discharge effect on the motor insulation system

Damaged insulation due to PD activity

Figure 6: PD damage on random wound insulation

How Quickly A Motor Can Fail Premature failures of inverterrated motors depend on the adverse combination of properties of the inverter used, the length of cable, motor characteristics and PD level in the air gaps of the motor insulation system. These types of failures, when they occur, tend to be slow onsetting over the course of a few years. In severe cases, e.g. in high ambient temperatures such as Kilns (90 0 to 1100C), a winding failure may occur within a few months. Short-term failures have also been observed in applications with long-cable runs or with high dV/dt drive topologies.

Preserving Motor Life From a systems engineer viewpoint a solution is needed to render the inverter-driven motor a similar life span obtained in a mains supply installation. There are basically two approaches: Figure 5: Electric motor magnetization curve a) b) Improve motor insulation endurance Decrease the magnitude, frequency and speed of voltage stresses

A higher locked rotor current also has a limiting effect on the maximum number of starts a motor can perform per hour, as it results in higher motor heating during start.

Use with VSDs VSDs or frequency converters generate voltage impulses and fast transients (dV/dt) that stress the electric motor insulation. Partial Discharges (PD) The deterioration of the motor insulating system due to voltage overshoots occurs by means of PD, a complex phenomenon resulting from Corona (Kaufhold, M.;

Motor insulation endurance is impacted by choice of: wire insulation (enamel type and thickness) phase and ground insulation impregnation system and material operating temperature cleanliness and dryness Special enamelled wire, commonly termed spike-resistant, is the most significant of all technological improvements. Resin-based impregnation methods which increase the percentage of retained solids improve the insulations overall partial discharge inception voltage (PDIV).

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Keeping temperature low, the insulation clean and dry will also maintain a high PDIV level. Although various techniques exist, a common theme is that a special insulation system is required to produce a true inverter-rate electric motor. containment ability of the frame, endshields and terminal boxes. These are discussed in turn.

The Implications For Hazardous Areas Standards such as AS /NZS 60079.20 quantify the ignition energy of the gases comprising groups I and II. These energy levels, herein reproduced in Table 3, can be quite low. Table 1: Ignition Energy for Groups I and II Gases GROUP Ignition Minimum Energy Igniting Current I 525 J 85mA IIA 320J 70mA IIB 160J 40mA IIC 40J 21mA The phenomenon leading to a premature winding failure in an inverter-driven electric motor is of a partial discharge (PD) nature. Whereas PD is an acceptable inherent characteristic of medium and high voltage motors, above 4kV, there is generally not much consideration given to PD activity in low voltage electric motors. The literature has documented explosions with high voltage Ex-n motors attributed to partial discharges as the ignition source (Jones, N., 1994: p. 20). The question whether the PD energy in an inverter-driven motor may exceed the ignition energy of the surrounding flammable gas, remains. Based on Equipment Protection Levels (EPL) introduced by AS/NZS 60079:26, would for instance an Ex-e inverterdriven motor be classed as EPL Gb or Gc? In order to meet Gb level it should not be a source of ignition in normal operation or when subject to faults that may be expected, though not necessarily on a regular basis (2007: p. 12). Does the fact that partial discharges are expected to occur in inverter-rated motors make it a source of ignition? These are pointed questions yet to be answered by the appropriate experimental research. Whereas the testing regime to certify an Ex motor for use with inverter hones in the temperature effects of harmonics and speed variation, they do not make reference to discharge energy. It appears that certification alone may fall short of addressing all safety concerns of using hazardous area motors with inverters.

Figure 7: Ex-d motor (W22EX range courtesy of WEG)

Frame The frame design must meet the following key criteria: It must be robust enough to contain an explosion and be used in various mounting configurations (IEC 60079-1 item 12) It must be ample enough to house the stator, rotor and terminal box It must provide enough surface area for efficient heat exchange (IEC 60079-0 item 5)

Figure 8: Ex-d motor frames 280 to 355 (W22EXEx range courtesy of WEG)

The frame design starts by determining the reference pressure of an internal explosion. This is the basis of all component designs, which are selected to provide a safety factor over the forces created by an internal explosion. Choice of route for the winding and accessories leads to the terminal boxes is also determined at this point. An innovative approach is a recessed route into the frame as shown in Figure 9. This minimizes the risk of lead damage during assembly of motor.

MECHANICAL DESIGN The mechanical design entails the many aspects of the motor construction. For Ex-d type protection it encompasses flamepaths mandated by standards to eliminate flame propagation risk, as well as the explosion

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An integral, full length feet design has been shown to reduce vibration and ameliorate soft foot problems (Figure 10). It also facilitates alignment with easier use of shims. Cooling System The cooling system comprises of motor surface area (fins), fan and fan cowl. The fan cowl shape and overall design has a significant impact in the power absorbed by the cooling system and therefore on motor efficiency. An innovative design, substituting the industry standard steel mesh by an integral and profiled cast design has decreased passage frequencies yielding noise reductions between 3 to 11dBA.

Figure 9: Ex-d motor frame (W22Ex range courtesy of WEG)

Figure 12: Fan cowl optimization: left industry design with mesh, right W22EX profiled design with integral cast mesh

Figure 10: Simulation of mechanical stresses in integral, full length feet design. Finite element analysis tools such as CFD are used in fin size optimization in order to maximize thermal exchange and distance between fins, which decreases clogging by solid contaminants on site Figure 13: W22Ex fan cowl

This innovative design was a combination of computer simulation using CFD software and aerodynamics engineering expertise (Figure 14). The end result is a significantly more efficient cooling, with a reduction of air dispersion over the frame (by 30%), noise level (3 to 11dBA) and heat (up to 100C) . Most importantly, hot spots have been eliminated (Figure 15). These are a major concern for hazardous areas, as they can constitute ignition hazards. The temperature of hot spots can have a severe impact in the maximum power rating of a given frame, its T rating class or even the motor overall efficiency.

Figure 11: Fin optimization

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Fitting of special Ex-d rated porous drain plugs (Figure 16C) as per IEC60079-1 item 10.

Figure 14: W22Ex cooling system (green shows air flow) Figure 16A: W22Ex DE endshield outboard view

Figure 15: W22Ex thermography showing hottest spot at 55.50C Endshield The endshields support the weight of the rotor and shaft, as well as house the bearings supporting all the thrusts applied onto the motor by the driven equipment. In an Exd type enclosure they also provide a barrier between the internal and external environment. IEC 60079-1 item 12 prescribes the structural strength required. Together with the fixing bolts they must withstand an internal explosion preventing flame propagation to the external environment (IEC 60079-1 item 5). A detailed study of endshield and bearing retainers, including deformation during assembly and site vibration, as well as flame propagation analysis have prompted the following developments in their design: Resized and repositioned fins with a concave bearing housing to reduce bearing temperature (Figure 16A). 2700 cast shroud to protect fixing bolts and prevent water accumulation (IEC 60079-1 item 11). Casting of integral, flat vibration measuring points Internal triangular bracing (Figure 16B). Flush through grease lubrication (above frame 200).

Figure 16B: W22Ex DE endshield inboard view

Figure 16C: W22Ex DE endshield sintered drain plug Fitting of sintered drain plug is based on a threaded joint, as this was found to be safer than clamping or press-fitting (Item 10.7 of IEC 60079-1). The plug does withstand the pressure created by an internal explosion and prevents the propagation of same to the surrounding environment, withstanding also the dynamic effects of explosion without permanent distortion or damage as mandated by IEC 60079-1 item 10.

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Whereas the drive end (DE) endshield has fins which help with heat transfer decreasing the bearing temperature, a detailed study showed the use of a flat surface on the non drive end endshield (NDE) yielded a significant reduction in noise level. A smooth surface without abrupt changes in geometric shape eliminates pressure gradients, which then reduces noise. This is illustrated in Figures 17A and 17B. Figure 18: W22Ex boss design angle study

In aggregate, these technological developments have also reduced the bearing temperature around 10 0C to 150C. A reduction of that magnitude permits doubling the lubrication interval, which in the W22 range is 4 to 10 fold times longer than other designs in the market place (Table 1). Table 1: Lubrication Interval W22 vs. Other Designs Figure 17A: W22Ex flat surface NDE endshield Frame 160 Poles 2 4 6 8 180 Figure 17B: W22Ex NDE endshield simulation showing pressure gradient created by the introduction of geometric changes (circled area) 200 Both the DE and NDE endshields have an integral cast shroud spanning 2700 around the fixing bolts. This is a requirement of IEC 60079-1 (item 11) for Group I, which mandates that fixing bolts holding flamepath parts must be protected against drop of foreign objects. In addition, a detailed analysis was conducted in the number of fixing bolts and the shape and dimension of the cast boss. The larger the boss surface area the larger the bolt one can use to affix the endshield to the frame, and therefore the less number of bolts are required. On the other hand, the larger the boss frontal area, the more airflow it blocks having a significant impact on motor temperature. The boss design entails finding the optimum point between its surface and frontal area, which will determine the maximum bolt size, with number of bosses and its area of contact with the frame. Computer simulation using finite element analysis (Ansys) has shown the angle with the frame has little influence on the maximum pressure the boss can withstand, but it assists in improving air flow. 2 4 6 8 2 4 6 8 225 & 250 280 2 4 6 Interval (hours) # 20,000 22,000 22,000 22,000 15,000 22,000 22,000 22,000 13,000 22,000 22,000 22,000 4,000 11,000 17,000 Interval (hours) % 1000% 733% 733% 733% 750% 733% 733% 733% 650% 733% 733% 733% 400% 367% 567%

8
2 4 6 8 315 2 4 6 8 355 2 4 6 8

21,000
3,280 11,000 15,000 17,000 3,280 9,000 13,000 17,000 9,000 7,500 10,000 16,000

700%
456% 550% 500% 567% 456% 450% 433% 567% 450% 500% 333% 533%

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Bearing Retainer In a flameproof motor the flamepaths are a critical design consideration as they affect directly the safety of the product. With that in mind, frames 71 to 200 have been redesigned with an integral internal bearing retainer (Figure 19B) as opposed to being a separate component (Figure 19A). This reduced the number of inspection points and product vulnerability, decreasing the number of flamepaths between 25 and 38%, and leading to a more robust and safer design. bearing retainer, on the other hand, houses the mechanical seal and can be replaced without interfering with flamepaths. It can also be removed to check bearing wear or grease condition. This provides significant safety improvements over existing designs, not only from a product supply viewpoint, but also throughout the life of the motor.

Figure 20: Outer bearing retainer houses the IP type seal

Figure 19A: Industry standard bearing retainer design as separate part

Terminal Box, Blocks and Cable Fittings The terminal box is considered a separate enclosure and must therefore comply with all the pressure and nontransmission requirements of the frame. In addition, it must be ample enough to house all incoming power and accessories cables, provide an earthing point and proper and safe connections (Figure 21).

Figure 21: W22Ex terminal box (low voltage range) Figure 19B: W22Ex bearing retainer design integral to the endshield (frames 71 to 200) Another innovation was on the housing of the mechanical seal. Often motors are upgraded to a different IP grade, say from IP55 to IP56 of IP65, to meet customer or application requirements. Seals also wear and need to be serviced from time to time. With standard endshield and bearing retainer design, these components need to be replaced by a different endshield with a different mechanical seal, say from V-ring to oil seal, when an IP grade upgrade is called for (Figure 20). The W22Ex outer The development starts by defining the gas groups the motor should be suitable for, in this case Group IIC. This then dictates the type of joint (cylindrical) and gap dimensions. Once the reference pressure is estimated, a topological analysis using finite element analysis identifies the critical points (parts numbered 1 and 2 in Figure 22). A detailed analysis of these critical points is conducted (Figure 23). This is a critical step to determine the appropriate safety factors in the design, which will prevent the risk of an internal explosion igniting the surrounding environment.

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Auxiliary terminal boxes, for heaters and thermal sensors, must follow the same design steps (Figure 25).

Figure 22: W22Ex terminal box lid tension vector analysis

Figure 25: W22Ex main and auxiliary terminal boxes (frames 225 to 355 low voltage) Routing of the winding and accessories cables to the terminal box is also an important design consideration (Figure 26). This must be done in such a manner to avoid risk of damage to cable insulation during assembly and operation. Choice of bushings (Figure 27) and an intermediary base allow the motor to be serviced without messy and vexed resin manipulation.

Figure 23: W22Ex terminal box lid detailed tension vector analysis Should there be an internal explosion, its forces will traction the terminal box bolts exerting a high mechanical stress onto the bolts and bolt holding points. This is shown in orange in Figure 24.

Figure 26: W22Ex routing of winding cables via safety bushings

Figure 27: W22Ex bushings (low voltage range) Figure 24: W22Ex terminal box tension vector analysis Accurate modelling and choice of appropriate safety factors (usually 4 to 5) are crucial points in ensuring product safety at manufacturing and throughout its life.
Technological Developments in the Design of Electric Motors for Hazardous Areas

For high voltage motors, the terminal box (Figure 28A) must meet additional requirements, which are generally called for by international consulting firms and Oil & Gas companies (Figure 28B). The most common are:
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Fault rating of 40kA 0.2s Phase segregated box Ability to have surge capacitors or PD couplers installed.

Figure 29: W22Ex frames 225-355 re-greasing facilities Figure 28A: W22Exd HV terminal box fault rated to 45kA 0.25s

Figure 28B: W22Exd HV terminal box for surge capacitors, surge arresters or PD couplers

RE-GREASING As for safe area motors, the ability to re-grease an electric motor on the run has proven to save thousands on on-going maintenance and downtime costs. Naturally the design choice must comply with prevailing standards. Using the outer bearing retainer as the grease inlet and grease outlet (Figures 29 and 30) as opposed to the endshield has allowed for a more robust endshield design, as well as for the ease and full inspection of greasing facilities in situ. This is an important improvement from a maintenance viewpoint. Sleeve bearings (Figure 31) have an inspection point which permits the periodic check of oil level. Lubrication intervals are generally much longer than grease filled antifriction bearings. Oil is added as needed via a side entry.

Figure 30: W22Ex frames 160-200 re-greasing facilities

Figure 31: W22Ex HV motor with sleeve bearing

TESTING
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There are a plethora of tests mandated by the relevant sections of IEC 60079 series of standards. The most critical are the determination of explosion pressure, overpressure, non-transmission and thermal tests, which are conducted by the certifying bodies. This section focuses instead on the impact and hydrostatic tests used as design and quality control tests. Impact Test The fan cowl in particular must withstand 20J of impact energy without deformation that can create a spark hazard by rubbing of the fan. This is even more critical for Gas Group I. The first step is a computer simulation (Figure 32), generally using finite element analysis, and a subsequent practical test with sensors to measure the impact forces (IEC 62262) by dropping a 1kg probe from 2m height.

Figure 34: WEG hydrostatic testing machine used as part of production line CERTIFICATION Choice of certification schemes and certifying bodies is generally made before commencement of design. The IECEx scheme offers many advantages. But certification is only the beginning. A global supplier must also carefully analyse the additional requirements of major Oil & Gas companies or associations such as the American Petroleum Institute (API). WEG, for instance, offers products in compliance with the following companys specifications: Shell Chevron Texaco Exxon Mobil Total Aramco Petrobras Santos Woodside Caltex Bechtel Worley Parsons Technip API 541 & 547

Figure 32: Fan cowl impact test simulation

Hydrostatic Test This test aims at verifying the mechanical strength of frames, endshields and terminal boxes. It is conducted at design stage, as well as an on-going quality control test to verify the quality of the castings. The motor is fitted with various strain gauges to measure the forces applied and any deformation (Figure 33). Then it is sealed and pressurised with water (Figure 34).

Figure 33: Hydrostatic testing

Having defined all specifications a product range will meet, finalised the design, tested and certified the range, the product range is now ready for launch.

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Figure 35: W22X Ex-d IEC560 frame design

CONCLUSIONS The design of an Ex range of motors has become a more vexed and challenging task given the requirements of modern hazardous area standards and the superposition of general standards, such as IEC 60034-30 or AS1359.5. Combined, these define a new realm of constraints which impact both the design and the use of Ex-rated motors. High efficiency motors have invariably higher locked and inrush currents. This affects their permissible number of starts per hour, as well as requires higher instantaneous current rating of motor protective circuit breakers. Such motors generally have lower locked rotor and breakdown torques, which diminishes their ability to cope with voltage fluctuations, momentary load increases and high inertia loads. The use of inverters or VSDs in hazardous areas continues to be clouded with uncertainty. The requirements of the current IEC Technical Specifications 60034-17 and 60034-25 are not normative, but rather technical guidelines. Australia Standards Limited has neither published standards, nor technical guidelines, to address specific requirements for motors suited for use with inverters. Mechanically, frames, endshields, bearing retainers, terminal boxes and blocks, cable fittings and cooling system can benefit greatly from modern computational tools such as Ansys and CFD. Engineering expertise in the design of W22X range of low and high voltage motors,

which range to 4,500kW and 11,000V, have resulted in countless practical benefits such as reduction of bearing temperature by about 100C; noise level abatement of 3 to 11dBA; safer winding and accessories cables routing to main and auxiliary terminal boxes, which are carefully reinforced around their stress points; optimised fin dimensions to minimise chances of clogging; bearing selection and temperature to increase lubrication interval to 5 to 10 fold that of other brands; flat feet to decrease vibration, soft foot and facilitate on-site alignment; quantity, shape and dimensions of bolt fixing points to increase safety and reduce cooling loss; altogether resulting in a cooler, quieter, high torque, high efficiency, ease to use and maintain, safer Ex-d electric motor range. In conclusion, experience and know-how, as well as manufacturers approach to safety, are essential in capturing engineering advancements into tangible benefits to users and the community at large. At all points throughout the design process the manufacturer is presented with a plethora of choices, which invariable impact design time and cost, as well as product user friendliness, efficiency, reliability and safety.

ACKNOWLEDGEMENTS The authors acknowledge the assistance of our colleagues Mr. Rafael Beck and Mr. Cassiano A. Cezario for their useful comments in revising this paper. REFERENCES

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AS/NZS 60079:0, Explosive Atmospheres General Requirements , Sydney, 2007 AS/NZS 60079:1, Explosive Atmospheres Flameproof Enclosures, Sydney, 2003 AS/NZS 60079:20, Data for Flammable Gases and Vapours, relating to the use of Electrical Apparatus , Sydney, 2000 AS/NZS 60079:26, Equipment with Equipment Protection Level (EPL) Ga, Sydney, 2007 Contin, M. C.; Mello, H. G. G.; Estudo das Correntes Dieltricas em Sistemas Isolantes de Motores, Revista Eletricidade Moderna, Maro 1999, Brasil. IEC 60034-1, Rotating Electrical Machines Rating and Performance, IEC, Geneva, 2004 IEC TS 60034-17, Cage Inductions Motors When Fed From Converters Application Guide, IEC, Geneva, 2006 IEC TS 60034-18-41, Qualification and Type Tests for Type I Electrical Insulation Systems Used in Rotating Electrical Machines Fed From Voltage Converters, IEC, Geneva, 2006 IEC TS 60034-25, Guidance For the Design and Performance of A.C. Motors Specifically Designed for Converter Supply, IEC, Geneva, 2007 Jones, N., Electrical Safety in Hazardous Environments, 19-21 April 1994, Conference Publication N0. 390 Kaufhold, M.; Brner, G.; Eberhardt; Failure Mechanism of Interturn Insulation of Low Voltage Electric machines Fed by Pulse-Controlled Inverters, DEIS Feature Article, Sep/Oct 1996, Vol.12, N05. Langhorst, P. and Hancock,C., The Simple Truth About Motor-Drive Compatibility, MagneTek Inc. Mello, H.,G.G., Pires, W. L., Minimization Of Losses In Converter-Fed Induction Motors Optimal Flux Solution, WEG, 2006 Pires, W. D. L., Technical Guide - Induction Motors Fed by PWM Frequency Converters, WEG, Brazil, 2009 WEG Technical Note 7, Practical Guide for Using CFW09 Inverters and WEG Motors With Long Motor Cables, WEG, Brazil, 2005 Yin, W; Bultemeier, K; Barta, D; and Floryan, D. Dielectric Integrity of magnet wire insulations under multi-stresses. Electrical Eletronics Insulation Conference and Electrical manufacturing & Coil Winding Conference. Proceedings, Pages:257-261, Sep. 1995.

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