EJERS, European Journal of Engineering Research and Science

Vol. 2, No. 7, July 2017

Induction Motor Starting Analysis and Start Aided Device

Comparison Using ETAP
Osita Oputa, Patrick I. Obi, and Ifeanyichwukwu K. Onwuka

 Power Grid

Abstract—The starting period of induction motor is

characterized with high starting current and the bus on which
the motor is feeding from experiences voltage dip, this causes Step Down
Transformer
some problems to loads connected to that particular bus.
Different techniques are used to either reduce the motor in-
rush starting current or the bus voltage dip or both. Four
Power
different methods are considered in this paper using ETAP Bus
simulations and the mode of comparison are the starting
current; reductions in bus voltage dip, starting torque, and
energy savings. However, the paper did not state that any
Pump
method is preferred over the other, it only points out the Connected
to Motor LV
characteristics of the various methods, the user is to make his CB
starting aid choice based on what he wants to achieve.
P M
Neigh
Motor
Index Terms—Aid; Comparison; Motor Starting. Under
boring
Loads
Analy
sis
I. INTRODUCTION
When electric motors are switched-on and introduced into
a power system, the starting motor provides a low Fig. 1. Connection of a 50hp, 480V, 3 phase induction motor.
impedance path to the system; thus, a relatively high current
from the power system flows to this low impedance path With Fig. 1 connected in ETAP environment as shown in
(starting motor circuit). This causes a sharp fall in supply Fig. 2 and a total simulation time of 8 seconds was carried
current to other neighboring loads resulting in voltage drop out.
in the system; (noticeable with lighting loads). This high
inrush current is about six times the rated current [1]. This
causes serious problems to these neighboring loads if not
well managed. Many methods have been provided for
reducing either the motor starting current or the voltage dip
noticed during the inrush mode of the motor. This paper
shall investigate the starting behavior of induction motors
and the various methods of reducing the starting current
and/or reducing bus voltage dip; these are the start-aided
devices. A valuable comparison will be drawn between
these devices; however, the comparison shall not include
financial evaluation.
Fig. 2. ETAP test circuit showing of the induction motor and other loads in
II. DIFFERENT START-AIDED DEVICES the same bus
For simplicity, consider a 50hp, 480V, 3 phase induction
motor connected as shown in fig. 1 to a power grid with Fig. 3 (a) to (f) shows the results or behavior of the
neighboring loads; with the line already loaded with the motor.
neighboring load, the induction motor was switched on.

Published on July 4, 2017.

O. Oputa and P. I. Obi are with Department of Electrical/Electronic
Engineering, Michael Okpara University of Agriculture, Umudike, Nigeria.
(e-mail: connectositao@gmail.com, patndyobi@gmail.com)
(a)
I. K. Onwuka is with University of Nigeria Nsukka, Nigeria.
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 EJERS, European Journal of Engineering Research and Science
Vol. 2, No. 7, July 2017

(b)

(f)

(g)
Fig. 3.(a): % rated speed – time, (b): % rated torque – time, (c): reactive
(c) power demand – time, (d): real power demand – time, (e): % of full load
current – time, (f): % nominal voltage – time, (g): % slip – time

Fig. 3 (b) to (e) show abnormally high starting

characteristics of the 3 seconds start up time motor under
analysis. Reduction of these high up values can be archived
in various ways which will be compared in this work. The
methods/starting aided devices that shall be considered
include capacitor banks, variable frequency drives (VFD),
and star-delta starter and auto transformer starting.

III. USING VFDS

VFD is an electronic electric motor starting aid devices
(commonly applied to pumps, air handlers, etc.). It functions
by power electronic principles in varying the frequency of
(d)
the input power to the motor thereby controlling the motor
speed. This gives reduced motor starting current, reduction
in thermal and mechanical stresses on motor and belts
during starting, etc. Consider that the motor shown Fig. 1 is
now fed power through a VFD of 50hp with a control
scheme shown in Fig. 4.

(e)

Fig. 4. Control scheme of VFD

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 EJERS, European Journal of Engineering Research and Science
Vol. 2, No. 7, July 2017
The control scheme is such that the VFD has a voltage
per percentage frequency of 692V/%Hz (𝑓𝑟𝑜𝑚 415 × 100⁄60)
initially has a % frequency of 0%, at the 2nd second, %
frequency gets to 40% (24Hz) by a ramp control
mechanism, at the 3rd second, the VFD attains its 100%
frequency by a ramp control. An 8 seconds simulation time
in ETAP gives the corresponding waveforms as shown in
Fig 5 (a) to (f).

(d)

(a)

(e)

(b)

(f)
Fig. 5. (a): % rated speed – time, (b): % rated torque – time, (c): real power
demand – time, (d): % full load current – time, (e): % nominal bus voltage
– time, (f): % slip – time

When powered with the VFD, the simulation in ETAP

shows that the motor do not consume or demand any
reactive power from the line. This zero reactive power
demand from the line is partly responsible for the bus
voltage to be almost constant from the motor’s starting stage
(c) to its steady stage.

IV. USING CAPACITOR STARTING

The use of capacitors as starting aids to electrical motors
are aimed at reducing the voltage dip experienced by
neighboring loads during the in-rush moment of these
electrical motors by connecting them to either the motor bus
or the motor terminals [2]; this is because these capacitors
generate reactive power. They are known as capacitor banks
or reactive power banks. One major merit of this starting aid
method is its ability to improve power factor of electrical
machines when connected in parallel to the electrical
machines [3].
The rating of the capacitor bank used should at least be
equal to the maximum reactive power that the machine takes
in its in-rush moment. From Fig. 3(c), a reactive power
demand of 190kVAr was demanded by the machine in the
in-rush moment and 20kVAr was demanded in the steady

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Vol. 2, No. 7, July 2017
state. The simulation when the 200kVAr is connected in
parallel to the motor shows identical characteristics of the
motor under study, it only differs in the bus voltage time
characteristic as shown in Fig. 6.

Fig. 7: Control scheme of auto transformer

When the induction motor starting process is aided by an

auto-transformer, its behaviors are as shown in Fig 8.
(a)

(a)
(b)

(b)

(c)
Fig. 6(a): % nominal bus voltage – time, (b): % full load current – time, (c):
% slip – time

A reduction in magnitude of bus voltage dip, an increase

in the line current and a lower rate of decrease of % slip
resulted as compared to the normal case.

V. USING AUTO-TRANSFORMER
The method of using Auto-Transformer to start induction
motor is very common in the industry and it is relatively
cheap and efficient. To achieve this, a changeover switch (c)
and a UPS (interruptible power unit) are required. The
tapings available on the auto-transformer varies from 0 % to
100 % of rated voltage, from which 65% was used; when
speed reaches 95% of rated speed the switch is changed
from the auto-transformer tapings to the mains i.e. to the full
rated voltage [4]; the control scheme of the autotransformer
is shown in Fig. 7.

(d)

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 EJERS, European Journal of Engineering Research and Science
Vol. 2, No. 7, July 2017

(e)
(a)

(f)
(b)

(g)
Fig. 8 (a): % slip – time, (b): % full load line current – time (c): % rated
torque – time, Fig 8(d): reactive power – time, (e): real power – time, (f): %
nominal Bus voltage – time, (g): % rated Speed –time
It is observed that the waveforms of the various quantities
differ from when the motor started without any starting aid.
VI. VI USING STAR-DELTA STARTER
In this method, the motor is fed from a star-delta system
during starting. Using this starting method also requires a
changeover unit and a UPS. This method has an advantage
of being very cheap and easy to use. However, in some
cases, it develops harmonics.
The arrangement reduces the starting line voltage by √3
thereby reducing the bus voltage dip and also gives a
reduction of the starting torque [5], [6].
Running the simulation with a star-delta starter, the
results obtained shows similar characteristics when on
normal starting; the difference is a slightly higher starting
current but a reduction in bus voltage dip.
(c)
Fig. 9. (a): % nominal bus voltage – time, (b): % full load current – time,
(c): Real power demand – time
VII. RESULT AND COMPARISON
The unaided starting case of the motor shows that the
motor has a starting and steady state current of 472% of
FLC (full load current) and 95% of FLC respectively.
Maximum and minimum starting motor and load torques are
84% and 6% respectively and their steady state values are
92%. The minimum bus voltage at (1st second) and steady
values are 89% and 96% of nominal bus voltage
respectively. Total energy consumed is the sum of that
consume during inrush and steady state. Energy demand:
𝐸𝑑 = ∑8𝑖=1[𝑃𝑡𝑖 × 𝑡𝑖 ] (1)
𝐸𝑑 = Energy demand
𝑃𝑡𝑖 = Power consumed at t i second .
𝑡𝑖 = 𝑖 𝑡ℎ 𝑠𝑒𝑐𝑜𝑛𝑑
Ed = 320kWs + 160kWs

The results obtained by using the starting aid are

compared in the Table I.

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Vol. 2, No. 7, July 2017
TABLE I: INDUCTION MOTOR STARTING AID COMPARISON
VFD (with the setting used) RPB Y∆ Auto Transformer
Starting/steady state Motor starts at 1st second with 0% Motor starts at 1st second with The motor starts at the 1st second Motor starts with a starting
current of FLC and rose to 128% at the 5th 528% of FLC and decreases with 179% of FLC and sharply current of 226% of FLC at
seconds of simulation; the current until it attains a steady state rise to 528% at 2nd second, it then the 1st second and
then falls to a steady state value of current of 102% of FLC at the decreases slowly until attaining a decreases until attaining a
th
about 89% of FLC. 4 second. The wave shape of steady state value of 102%. Wave steady state current of
the motor terminal current is form is also similar to the unaided 177%
similar to the unaided case of case of the motor starting.
the motor.
Bus voltage dip Bus voltage at 1st second of Bus voltage at 1st second of the Bus voltage at 1st second of
Bus voltage at 1 second was the motor starting is 97.64% motor starting is 99.02% of NBV, the motor starting is
st

99.72% of NBV (nominal bus of NBV. This corresponds to it further decrease rd

to 98.26% of 98.83% of NBV. This
voltage) corresponding to a 2.36% bus voltage dip. When NBV at the 3 second. This corresponds to 1.17% bus
maximum dip of 0.28% of NBV. A the motor attains steady state, corresponds to a maximum of voltage dip. When the
steady nominal bus voltage of bus voltage was 99.4% of 1.74% bus voltage dip. When the motor attains steady state,
99.61% was attained at the 5th NBV. motor attains steady state, bus bus voltage is about
second. voltage was 99.4% of NBV. 99.02% of NBV.
Torque Motor and load torques of 0% and It has a starting motor and Starting motor and load torques Starting motor and load
10% respectively at the 1st second load torques of 93% and 10% are 32% and 10% respectively at torques are 40% and 10%
of simulation was recorded. The respectively, the load torque 1st second. This increases to respectively. They
motor torque sharply rises to 53% kept increasing until it steady maximum of 102% and 62% decrease and increase
and then decreases to 13% at the state value of 91.47% was respectively before decreasing respectively at different
2.86second mark. From there, attain. The motor torque and attaining a steady torque of rate be attaining a constant
increases again until attaining a decreases from its starting 91.47% for both motor and load. torque of 34%.
steady value of 93%. The load 93% to a minimum of 81.2%
torque decrease from 10% to 3% at at 2nd second, it then increases
the 1.8second mark before rising to a maximum of 160% at
gradually until it attain its steady 3.5second before attaining
value of 93%. steady state torque of 91.47%.
Energy savings A total of 280kWs of energy was A total of 260kWs of energy No remarkable savings was A total of 110kWs of
consumed in the 4 seconds inrush was consumed in the 4 noticed. energy was consumed in
period. Hence, a total of 40kWs seconds inrush. Hence, a total the 4 seconds inrush
was saved. of 60kWs was saved. period. Hence, a total of
210kWs was saved.

Please note that in all starting aided cases, the power

consume in the steady state is the same.
IX. ACKNOWLEDGMENT
VIII. CONCLUSION We would like to thank the laboratory technologist at
Table II shows the summary of the various starting aid Michael Okpara university of Agriculture Umudike
methods. electrical machines laboratory for the technical assistance
they gave to us during the course of preparing this paper.
TABLE II: SUMMARY OF VARIOUS STARTING METHODS
S/N Starting aid Characteristics
1. VDF Highly reduced starting current.
X. REFERENCES
Highly reduced bus voltage dip. [1] A. J. Williams and M. S. Griffith, “Evaluating the effect motor
Reduced starting motor torque. starting on industrial and commercial power systems,” IEEE
Low energy savings Transaction on industry applications, vol 1a – 14, No. 4, pp. 292 –
2 Y-∆ Slight reduction in starting current. 305, July/August 1978.
Reduced bus voltage dip. [2] R. A. Jabbar, M. Al-Dabbagh, M. Akmal and K. Lafit, “Reducing
Slight increase in starting motor torques. Voltage dip on switching of heavy loads on power systems,” IEE
No remarkable energy savings Transaction on energy conversion, vol. 3, No. 3, pp. 147 – 152, 2002.
3 Auto transformer Reduced starting current. [3] W. John, “Power Factor correction and improvement on power
Reduced bus voltage dip. systems,” IEEE Transaction on industrial applications, vol 26, No. 4,
Reduced starting motor torques. pp. 719 – 725, 2006..
High energy savings. [4] F. Blaabjerg, “Can soft starter help save energy,” IEEE Industry
4 Capacitor starting Increased starting current. application magazine, pp. 56 – 66, September/October 1997.
Average reduction in bus voltage dip. [5] P. S. Patil and K. B. Porte, “Starting analysis of induction motors. A
Near unaltered starting torque. computer simulation by ETAP power station,”.
Very high energy savings. [6] R. E. Alvarez and T. A. Ronquilo, “Design and implementation of
autotransformer motor starter for induced fan (IDF) of bantangas
Sugar central Inc,” Journal of energy technologies and policy ISSN
With all things being equal, the type of starting aided 2224 – 3232 (paper) ISSN 2225 – 0573 (online), vol. 3, No. 11, –
device to be use depends on the application or load the special issue for international conference on energy, environment and
motor is to drive. For example, to start a motor capable of sustainability economy (EESE 2013) pp 351 – 363, 2013
being started with a small current, saving energy is targeted,
Osita Oputa was born in Delta State Nigeria and
while the bus voltage is to be kept near constant during the obtained B.Eng and M.Eng degrees in
starting period, and the motor is to drive a load capable of Electrical/Electronic Engineering from the University
been driven by a small torque, it would be recommended of Port Harcourt, Nigeria in 2004 and 2010
respectively. He is currently a PhD student at the
that a VDF starting aid be used. However, if the main target University of Nigeria Nsukka and teaching in
is to start the motor with a high starting torque irrespective Micheal Okpara University of Agriculture Umudike
of other conditions, then the Y-∆ starting aid should be used. . His research interest is in Power system
engineering/machines protection and control. He has

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 EJERS, European Journal of Engineering Research and Science
published a number of academic journals in the past.
Engr. Dr. Obi, Patrick Ifeanyi FNSE, MNIEEE is a
Senior Lecturer in Electrical/Electronic Department,
Michael Okpara University Umudike Abia State,
Nigeria. He is a PhD holder in Electrical Power
Systems/Machines from Chukwuemeka Odumegwu
Ojukwu University, (COOU), Uli Anambra State
(Fmr. ANSU). His research interest is in Power
Systems and Control Devices.
Drives.
DOI: http://dx.doi.org/10.24018/ejers.2017.2.7.348
Vol. 2, No. 7, July 2017
Mr Ifeanyichwukwu Kalu Onwuka Obtained
B.Eng and M.Eng at Federal University of science
and technology owerri and University of Nigeria
Nsukka in 2006 and 2013 resppectively. He is
currently on a Ph.D study in the University of Nigeria
Nsukka. He worked with the Abia State Ministry of
Science and Technology as an Engineer from 2008
till 2013. From 2013 till date, he Lectures in the
Michael Okpara University of Agriculture
UmudikeHis research interest is in Electric Machine
7