Aditya Korde

3.2- 1/13

ACCEPTANCE CRITERIA FOR CONDITION EVALUATION TESTS TO BE PERFORMED ON HT & LT MOTORS

By: Aditya Korde, B. E. (Elec.) Diagnostic Technologies India Pvt. Ltd.

1.0 SCOPE: To perform various tests on HT & LT motors; in order to assess their condition at the time of taking delivery & prior to commissioning.

2.0 ABSTRACT: The performance of any motor as well as its reliability over the years depends on the quality of its manufacture. Organizations such as IEEE, NETA (International Electrical Testing Association, USA) & ISO have come out with standards & guidelines for assessment of motor quality. The basic standards that all motors should conform to are noted below (the 3rd, 5th & 6th are for HT motors only): 1. IEEE Std 4TM-1995 & ANSI C50.10-1990, Standard Techniques for High Voltage Testing 2. IEEE Std 43TM-2000, Recommended Practice for Testing Insulation Resistance of Rotating Machinery 3. IEEE Std 95TM-2002, Recommended Practice for Insulation Testing of AC Electric Machinery (2300 V & above) with High Direct Voltage 4. IEEE Std 112TM-2004, Standard Test Procedure for Polyphase Induction Motors & Generators 5. IEEE Std 286TM-2000 & VDE 0530 Part 1, Recommended Practice for the Measurement of Power Factor Tip-Up of Electrical Machinery Stator Coil Insulation 6. IEEE Std 522TM-1992 (Reaff 1998) Guide for Testing Turn-to-Turn Insulation on Form-Wound Stator Coils for Alternating-Current Rotating Electric Machines 7. NETA Acceptance Testing Specications ATS 2003, Section 7.15.1 8. ISO 10816/BS 7854, Mechanical Vibration Evaluation of Machine Vibration by Measurements on NonRotating Parts Our objective in this case is to provide additional tests which will assess the manufacture quality (over & above

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the pass/fail tests). Some of the key areas that need to be addressed & not covered by standards are: Rotor bar health Air-gap eccentricity Stator core health Mechanical health, etc.

In order to assess these areas, as well as to reafrm other quality aspects, we recommend that the following additional tests be performed: 1. 2. 3. 4. Electrical Signature Analysis Vibration Analysis Acoustic Emission Analysis Motor Circuit Analysis

While international standards do not exist for these tests, there are prevalent industry norms. Also, the instrument manufacturers have been issuing guidelines on these technologies for many years. We will thus establish acceptance criteria using these norms & guidelines.

3.0

BRIEF DESCRIPTIONS OF THE IEEE TEST STANDARDS:

3.1 IEEE Std 4TM-1995 & ANSI C50.10-1990: This is done as an acceptance test on new windings. It is performed only after conrming that the insulation resistance & polarization index values are in accordance with IEEE Std 43TM-2000. An AC voltage is applied to each phase at twice the rated voltage plus 1 kV. The winding has to withstand this voltage for a period of 1 minute without breakdown. Care has to be taken to avoid ramping up the voltage too slowly or fast. The test is purely pass/fail without any qualitative analysis. 3.2 IEEE Std 43TM-2000: This involves measurement of the Insulation Resistance, Absorption Co-efcient & Polarization Index of the winding, by the application of DC high voltage. Typically test voltages range from 500 V to 10,000 V; for machine ratings under 1,000 V to those above 12,000 V. Minimum acceptable IR is 5 M for LT motors & 100 M for all ranges of HT motors. Minimum acceptable PI is 2.0 for all Class B, F & H motors. Care has to be taken to adjust for the temperature while doing these measurements & to discharge the winding at the end of the test. 3.3 IEEE Std 95TM- 2002: This is done for both acceptance testing as well as to establish a baseline for future condition assessment. The test procedure is similar to the AC HV test mentioned above, except that a DC voltage is applied. The applied voltage is 1.7 times the AC HV test voltage. Secondly, the DC voltage is increased in steps & the leakage current recorded for each step. This can give signicant information about the condition of the insulation w.r.t. aging, contamination, improper curing of insulation, localized weak spots, etc. Care should be taken to discharge the winding at the end of the test.

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3.4 IEEE Std 112TM-2004: This is the single most comprehensive standard for motor testing, incorporating on-line (idle & under load), offline & locked rotor measurements. Primary measurements include resistance, temperature, voltage, current, speed, etc. to determine power factor; direction of rotation; core, windage, frictional & electrical losses; efciency, etc. Heat run tests for performance assessment too are included, as well as locked rotor test. 3.5 IEEE Std 286TM-2000 & VDE 0530 Part 1: Power factor &/or dissipation factor measurement of the individual coils of the motor This is done to assess proper curing of the insulation and to identify problems such as voids in the insulation & partial discharges. The measurements are done by applying AC voltage in steps upto the rated voltage & measuring the power factor/ dissipation factor at each step. Analysis involves absolute values as well as the change with rise of the applied voltage. Typically permissible values would be 4.0 % at 20 % of the rated voltage & the tip-up would be 0.5 %. These do vary depending on the resin being used & the baselines values are essential at a later point to assess the insulation degradation. 3.6 IEEE STD 522TM-1992: This test is performed to assess the condition of the inter-turn insulation. It can be done on individual cols or the complete assembled winding, the former is much more sensitive. Test is to be performed only if IR & PI meet IEEE Std 43TM-2000 criteria. The idea is to inject pulses in the coils with a very fast rise time, enabling the buildup of potential difference across these turns. The test voltage should be 3.5 x rated voltage for voltage rise times upto 0.1 secs & 5.0 x rated voltage for rise time of 1.2 secs. The surge waveforms (envelopes) for all similar coils or phases shoud be identical.

4.0 ADDITIONAL TESTING PROCEDURES: We will here describe the technology concepts, instruments to be used for data acquisition, as well as the correct methods for signal acquisition & analysis. We will also specify the acceptance criteria for each test, along with references. 4.1 ELECTRICAL SIGNATURE ANALYSIS: This is the procedure of capturing a motors current & voltage signals & analyzing these to identify motor faults & deterioration. The test is performed when the motor is running at over 50 % of its rated load. The loading should be by mechanical load (dynamometer, pump, another motor, etc.) and not by a mixed-frequency electrical load (viz. operating as a motor & a generator). The current signal is acquired by placing three clamp-on tong meters around the supply cables. The signal may be acquired either directly from the power cable or from a CT secondary (if available). The voltage signal is acquired by using crocodile clips or banana plugs hooked onto the supply terminals. 415 V signals can be acquired directly, whereas 3.3 KV or higher voltages have to be tapped from the Potential Transformer (PT) secondary. Thus, for HT motors, a PT should be available at the test point. The data does not have to be necessarily acquired at the motor terminals & can be done at the motor panel or test bench also. The 3-phase currents and voltages are acquired by sampling at low & high frequencies, as well as for long & short time durations. The standard modes acquire data upto 150 Hz & 5000 Hz at 6400 lines of resolution or more. The acquired signals are then amplied, ltered & demodulated as required. At the end of this process, the software

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does a discrete Fourier transform of the signal to provide us with the required frequency spectra. These spectra can be analyzed to identify the following motor faults: Rotor bar health Air-gap static eccentricity Air-gap dynamic eccentricity Stator core health Inter-turn insulation degradation

Some of the instruments capable of this are Areva NPs EMPATH 2000, BJM Corps All-Test Pro OL-II, PdMAs Emax, Bakers MPM Explorer II, etc. For the purposes of this project, we will be using the EMPATH 2000. The reference documents would be as under: EMPATH 2000 Analysis Manual All-Test Analysis Manual

The faults (and deterioration) are detected by comparing the current & voltage spectra of the motor. Generally, these faults affect the current draw but not the voltage. Thus, the presence of unique harmonics in current is indicative of faults. Each fault has its own characteristic pattern, thus studying the distribution of these patterns can identify the nature of the fault. The severity of the fault is determined by difference in amplitudes of the fault peaks & the background level.

4.1.1 ROTOR BAR HEALTH GOOD ROTOR BAD ROTOR

This is determined by comparing the amplitude of the line frequency current with that of the pole pass frequency current. The difference should ideally be more than 60 dB.

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4.1.2

AIR-GAP STATIC ECCENTRICITY

EVEN AIR-GAP

UNEVEN AIR-GAP

This is determined by looking at the amplitude of the rotor bar pass frequency currents. These should ideally not be discernable at all & denitely less than 20 dB above the background level. The peaks are dened as (RB x RS nFL),, where RB = rotor bars, RS = running speed, n = odd integers & FL = line frequency.

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4.1.3 GAP DYNAMIC ECCENTRICITY UNEVEN AIR-GAP VARYING AIR-GAP

AIR-

This is determined by looking at the amplitude of the running speed sidebands around the rotor bar pass frequency currents. These should ideally not be discernable at all & denitely less than 15 dB above the background level. The peaks are dened as (RB x RS nFL, RS), where RB = rotor bars, RS = running speed, n = odd integers & FL = line frequency.

4.1.4 STATOR CORE HEALTH

HEALTHY CORE

CORE WITH HOT SPOTS

This is determined by looking at the amplitude of the stator slot pass frequency currents. These should ideally not be discernable at all & denitely less than 15 dB above the background level. The peaks are dened as (SS x RS FL),, where SS = stator slots, RS = running speed & FL = line frequency.

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4 . 1 . 5 STATOR INTER TURN INSULATION HEALTH: GOOD INSULATION DEGRADED INTER-TURN INSULATION

This is determined by looking at the amplitude of the running speed sidebands around the stator slot pass frequency currents. These should ideally not be discernable at all & denitely less than 15 dB above the background level. Also accompanied with current unbalance of more than 5%, going up to 10 % in case of a dead short. The peaks are dened as (SS x RS FL RS), where SS = stator slots, RS = running speed & FL = line frequency. 4.2 VIBRATION ANALYSIS: This is the procedure of mounting accelerometers on the motor frame in running condition and analyzing the vibration patterns. Vibration analysis is a standard technology for fault detection. Some of the faults that can be detected include unbalance, misalignment between bearings, bent shafts, bad bearings, loose components, structural problems, etc. An ISO standard is already in place dening the permissible levels of vibration. These can be taken as a baseline, however; our experience shows that these limits are too tolerant, especially for new machines. Also, the standard makes no reference to the frequencies at which the vibration is occurring. We will hence develop our own criteria for assessing fault conditions. The criteria will be based on three key areas: 1. The vibration levels at different frequencies 2. The presence of bearing defect frequencies in the demodulated spectrum 3. The presence of any natural frequency close to forcing frequencies Some of the instruments capable of this are analyzers from CSI, SKF, Rockwell, Commtest, Pruftechnik, etc. For this project, we will be using the VB-3000 from Commtest Instruments, New Zealand. The reference documents would be as under: Technical Associates (USA) Vibration Analysis II & III Handbooks James Taylors Vibration Analysis Handbook

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Vibration Institutes (USA) Category II & III Course Notes

4.2.1 VIBRATION STEADY-STATE SPECTRAL ANALYSIS Vibration data will be captured from motor at its normal running speed. The motor should have run for at least 1 hour, so that any thermal effects will be evident. Analysis will be done on the RMS velocity spectrum, as measured on the bearing housing in all 3 directions, viz. Horizontal, Vertical & Axial. All data will be captured at 6400 lines of resolution, taken with a Fmin of 4 Hz and a Fmax greater than two times the rotor bar pass frequency. Data about the no. of rotor bars as well as fan blades will have to be provided by the manufacturer in advance. We will take the overall acceptable vibration from the ISO 10816-3 standard for Industrial Machines above 15 kW and RPM between 120 & 15000.

For each type of motor tested, at least 90 % of the samples should be in Condition A & the balance not exceed Condition B. Subsequently, The Proven MethodTM band alarm criteria will be applied to the vibration spectra of each machine. Here, the vibration spectrum is broken upto into several zones to identify fault zones for unbalance, misalignment, looseness, bearing defects, etc. Two categories are provided: Case A motors with anti-friction bearings Case B motors with plain bearings Descriptions & specications of the band alarms are given in the table overleaf for both categories. Note that client has the option of using overall acceptable values from either ISO 10816-3 or from The Proven MethodTM.

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Frequency Band

Overall (OA)

4 Hz to 1.2X

1.2X to 2.2X

2.2X to 3.2X

3.2X to 12.2X

12.2X to 50% of Fmax (excluding RBPF band) lower harmonic bearing frequencies

50% Fmax to 100% Fmax (excluding 2xRBPF band ) higher harmonic bearing frequencies

RBPF 4FL

2xRBPF 4FL

Taken from ISO 10816-3 OR Proven MethodTM

loose rotor bars & eccentricity

loose rotor bars & eccentricity

fundamental bearing defect frequencies

misalignment

unbalance

looseness

Description

Case A

90% of OA

30% of OA

25% of OA

20% of OA

15% of OA

10% of OA 10.2X to 100% Fmax (excluding RBPF & 2xRBPF bands) severe rotational looseness

1.52 mm/ sec

1.52 mm/ sec

Frequency Band

Overall (OA)

4 Hz to 0.8X

0.8X to 1.8X

1.8X to 2.8X

2.8X to 3.8X

3.8X to 10.2X

RBPF 4FL

2xRBPF 4FL

Taken from ISO 10816-3 OR Proven MethodTM

rotational looseness

misalignment or structural looseness

loose rotor bars & eccentricity

loose rotor bars & eccentricity

misalignment

oil whirl, etc.

unbalance

Description

Case B

20% of OA

90% of OA

30% of OA

25% of OA

20% of OA

15% of OA

1.52 mm/ sec

1.52 mm/ sec

X = motor nominal running speed RBPF = rotor bar pass frequency = rotor bars x running speed FL = line frequency

4.2.2 DEMODULATED SPECTRUM ANALYSIS Standard vibration analysis does not detect anti-friction bearing problems at an early stage. The reason for this is that the high amplitude, low frequency signals drown out the lower amplitude bearing signals. The demodulation technique overcomes this limitation by ltering out the low frequency data. The reference documents explain this is much greater depth. For the purpose of our exercise, we will take demodulated spectral data on each bearing in the Horizontal direction while the motor is running, typically using 2-10 kHz or 4-10 kHz bandwidths. Manufacturer has to specify the bearing number & make for each motor in advance. The maximum amplitude for the any of the bearing defect frequencies (BPFI, BPFO, BSF & FTF) or their harmonics should not be more than 20 dB (100 X) above the noise oor.

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4.2.3 NATURAL FREQUENCY TESTING For stable motor operation, it is imperative that the motors natural frequencies should be more than 20 % away from the forcing frequencies. The main forcing frequencies for any rotating machine are 1X (running speed) and 2X (running speed harmonic). The absence of natural frequencies close to these forcing frequencies will be conrmed by two methods: Bode Plot Bump Test

Bode Plot The motor will be brought up to full speed and then supply turned off. Vibration amplitude & phase will be measured as the motor is coasting down; and a plot of these vs. the running speed will be plotted (Bode Plot), The presence of natural frequencies will be detected by a 900 phase change at that speed and by a 1800 phase change as the motor passes through this speed. Bump Test The motor will be kept on a at surface at standstill & the motor body bumped using a wooden log (or mallet). Simultaneously, vibrations will measured on the bearing housing (once for each direction). The presence of natural frequencies will be identied by signicant peaks in the spectrum.

4.3 ACOUSTIC EMISSION ANALYSIS: This is the procedure of analysis of the high frequency component of structure-borne sound waves. The idea is to again eliminate low frequency (audible) sound by using a high frequency tuned acoustic sensor. The biggest advantage in this technology is that as sound waves are transmitted far better through a solid as compared to vibration, a much better signal to noise ratio can be achieved. Thus, acoustic emission can pick up bearing problems well in advance of vibration analysis. For this project, we will be using the MHC-Memo Pro from Holroyd Instruments, UK. The MHC categorizes the bearing condition in terms of a patented parameter, the DISTRESSTM. DISTRESSTM has been proven to be independent of both the speed of the motor and the bearing type. Holroyds recommendations regarding DISTRESSTM are as under: < 5..Excellent <10.Acceptable <15, >10.Suspect <20, >15.Signicant fault, trend closely >20..Replace bearing For each type of motor tested, at least 90 % of the samples should have DISTRESSTM less than ve (5), the balance not exceed DISTRESSTM of ten (10). The MHC also measures the high frequency sounds dB level from each bearing. This number varies for different types of machines & can hence only be used as a trending tool.

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4.4 MOTOR CIRCUIT ANALYSIS: This is the procedure of measuring the following parameters at the motor terminals & analysis of the results: Resistance Inductance Impedance Insulation Resistance Phase Angle Current Frequency Response

For this project, we will be using the All-Test IV PRO 2000 from BJM Corporation, USA. The interpretation of the results is explained below. 3.4.1 RESISTANCE - Measurements are phase to phase. Variations beyond 5 % are indicative of loose internal connections. 3.4.2 INDUCTANCE & IMPEDANCE - Measurements are phase to phase. Generally, these are proportional to each other. However, wherever winding overheating or contamination have occurred, these will no longer be proportional for all three phases. Permissible variation is 5 % in impedance and 15 % in inductance. 3.4.3 IMPEDANCE WAVEFORMS - Measurements are phase to phase, as the rotor is turned manually through 3600. At least 24 readings are noted during one rotation. Rotor bar degradation is detected by non-periodic variations in these readings. The EMCAT PROTM software is capable of quantifying this deterioration. 3.4.4 INSULATION RESISTANCE - Measurements are made by applying DC voltage between the winding and ground. 500 V will be applied for motors rated below 1 kV; and 2500 V will be applied for motors rated between 5 kV to 12 kV. Minimum acceptable values are 100 M for motors rated above 1 kV and 5 M for motors rated below 1 kV. Low values are indicative of moisture contamination and/or weak insulation. 3.4.5 PHASE ANGLE - Measurement will be made by applying an AC voltage between the phases and measuring the phase angle () between the applied voltage & the drawn current. Permissible variation across the three phases is 10. Excessive variations are indicative if inter-turn insulation degradation. 3.4.6 CURRENT FREQUENCY RESPONSE - A low AC voltage is applied between phases at 200 Hz and the current drawn is measured. The same is repeated at 400 Hz. The ratio of the two currents gives us the frequency response of the winding. Permissible variation across the three phases is 2 digits. Excessive variations are indicative if inter-turn insulation degradation. PERMISSIBLE VARIATIONS Impedance Inductance Phase Angle 5% 15 % 1

Resistance 5%

Current Frequency 2

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5.0 EXCEPTIONS: The measurements & analyses mentioned so far are all per the respective mentioned reference documents. However, over the years we have noted that certain motors have their own unique characteristics. These would be interpreted as faulty by standard rules, they hence have to be interpreted differently. Four major exceptions are as under: 4.1 SLIP-RING ROTORS IN ELECTRICAL SIGNATURE ANALYSIS: Motors with slip-ring rotors typically show strong peaks at the pole pass frequency sidebands in the current spectrum. Thus, a low dB difference between the line frequency & pole pass frequency does not indicate rotor winding degradation. Instead, rotor winding deterioration is identied by the presence of pole pass frequency sidebands around the running speed peak in the demodulated current spectrum. Sufcient data has not yet been collected to quantify these levels. 4.2 STATIC ECCENTRICITY IN ELECTRICAL SIGNATURE ANALYSIS: Certain motors, especially LT motors & two-pole motors have inherently higher levels of eccentricity. Thus, if a group of identical motors show the same level of static eccentricity, this would be considered a part of the design & not a aw. 4.3 TWO-POLE MOTORS IN VIBRATION ANALYSIS: Due to the relatively large length-to-diameter ratios in two pole motors, some level of eccentricity is inherent. This results in twice line frequency vibration (often confused with vibration). The permissible limit for the amplitude of this vibration is dened by the American Petroleum Institute (API) and is higher than that permitted as per The Proven MethodTM. 4.4 PLAIN BEARINGS IN ACOUSTIC EMISSION ANALYSIS: Plain bearings are inherently more rugged than anti-friction bearings and are capable of handling more misuse. We have often seen plain bearings with DISTRESSTM readings of 15 and above. Hence, for plain bearings, we consider a DISTRESSTM value upto 10 as excellent and upto 15 as acceptable. 4.5 LT/DELTA CONNECTED MOTORS IN MOTOR CIRCUIT ANALYSIS: We have seen higher levels of unbalance in phase angle and current frequency response results for these motors. This unbalance has been observed in motors that are running smoothly too. We hence consider a 20 variation in phase angle and a 3 digit variation in current frequency response as acceptable.

6.0 CONCLUSION: The various tests mentioned above go a long way in assuring motor reliability & life. While the tests themselves have no effect on the motor, the manufacturing processes & quality required to conform to these tests denitely have an extremely positive effect. Acceptance testing using the above criteria also ensures that motors with manufacturing defects are weeded out prior to reaching the site. This is highly benecial to both the manufacturer and the end user. .. About the Author: Aditya Korde, B. E. (Elec.), is the Executive Director of Diagnostic Technologies India Pvt. Ltd., a premier condition monitoring consultancy. He has 15 years of experience in motor and generator rewinding & repairs upto 250 MW, He has been involved in condition monitoring since 1997 and has received training on electrical

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signature analysis, vibration analysis, acoustic emission analysis and motor circuit analysis from the US, UK, New Zealand & Australia. He is a certied ASNT Level III & ISO Category III Vibration Analyst, as well as an Instructor for the SKF Reliability Maintenance Institute. He is a member of IEEE, International Electrical Testing Association (NETA) and the Institution of Diagnostic Engineers (UK). For additional information on motor testing & reliability, contact Diagnostic Technologies India Pvt. Ltd. on +91250-2392146 or diatech@vsnl.com.
Disclaimer While every effort has been to taken to ensure that the published information is authentic & reliable; and has been used by the author very successfully, the author or the company undertake no liability for any damage, accidents, nancial losses or expenses arising from the operation of the motors. Nor do these tests construe a guarantee towards the life of any motor.