Simotics GP SD DP Engineering Manual en 2019 V2 1

Engineering Manual
SIMOTICS GP/SD/DP
– 1LE1/5 and 1PC1/5
SIMOTICS GP/SD/DP / Version 2.1 / Engineering Siemens

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Table of contents
Table of contents
Legal information ..................................................................................................... 2
1 Converter operation ....................................................................................... 5
1.1 Fundamental principles and system description ................................. 5
1.1.1 General information ........................................................................... 5
1.1.2 Low-voltage converters ...................................................................... 6
1.1.3 Low-voltage motors ........................................................................... 7
1.2 Bearing currents ................................................................................ 8
1.2.1 General information ........................................................................... 8
1.2.2 Graphics showing rolling bearing damage .......................................... 8
1.2.3 Bearing current types in the drive system ........................................... 9
1.2.4 Measures to reduce bearing currents ............................................... 15
1.3 Motor noise when operated with a converter .................................... 17
1.3.1 Noise sources of an electric motor ................................................... 17
1.3.2 Magnetic noise due to converter operation ....................................... 17
1.4 Motor insulation stress ..................................................................... 21
1.4.1 Voltage peaks when operated with a converter ................................ 21
1.4.2 Insulation areas of a motor and their associated stress .................... 21
1.4.3 Counter measures ........................................................................... 23
1.4.4 Insulation systems and limit values .................................................. 24
1.5 Summary ......................................................................................... 28
1.6 References ...................................................................................... 29
2 Appendix....................................................................................................... 30
2.1 Service and Support ........................................................................ 30
2.2 Related literature ............................................................................. 31
2.3 Change documentation .................................................................... 31
Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

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1 Converter operation
1.1 Fundamental principles and system description
1.1.1 General information
The number of converter-fed electric motors is continually increasing. The

advantages of variable speed operation with the associated benefits relating to
process control and energy efficiency are becoming increasingly important. This is
complemented by the fact that the capital investment costs for installing such a
drive system when compared to conventional solutions is, as a minimum,
comparable, and in many instances even lower. In the meantime, not only drive
systems in the lower power range are equipped with converter-fed three-phase
motors, but also drives in the medium up to high power range, extending up to
several megawatts are leveraging the benefits of this technology.
In addition to the advantages of converter operation, other secondary effects
crystallize out in the plant system, particularly regarding the electric motor.
Especially in conjunction with voltage-source DC link converters, which are
predominantly used, these effects are based on the basic principle of operation of
these converters.
The principle structure of a drive configuration according to [1] is shown in Fig. 1-1.
The "converter" system component comprises the infeed converter, the DC link
and the inverter. A typical converter structure with a diode rectifier bridge as infeed
unit, the capacitors of the voltage DC link and IGBT inverter are shown in Fig. 1-1.
The converter turns the line supply voltage, which in a first approximation has a
constant amplitude and frequency, into an output voltage with variable frequency
and amplitude. For this purpose, on the line side (a) a DC link is fed-in via the
connected rectifier unit; the DC link capacitors are used to smooth the voltage and
store energy (b). The following inverter converts the DC link voltage into a variable
AC voltage (c) using the pulse width modulation technique. This allows the speed
and torque of the electric motor to be controlled. Depending on the infeed unit
used, energy can also be fed back into the line supply.
Fig. 1-1: Schematic representation of a voltage-source DC link converter according to [1]
The variable frequency voltage is generated at the motor phases by switching the
converter DC link voltage with the appropriate modulation. Two situations come to
the foreground, which can result in the subsequent undesirable parasitic reactions
in the drive system: One of these is the steep voltage edges required to minimize
losses within the converter semiconductor elements. The other is the inherent

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common mode voltage generated by the converter itself. In addition to placing

stress on the motor insulation system, the high voltage rate-of-change results in
high frequency currents being injected in the complete drive system - comprising
converter, motor and plant/system grounding. The modulated converter switching
principle is manifested at the motor in the form of airborne noise. This additional
noise lies in an especially critical frequency range for the human ear and can be
perceived as disturbing.
1.1.2 Low-voltage converters
An overview of the SINAMICS LV converter portfolio is shown in Fig. 1-2. A

distinction is made between the three performance ranges - "Basic", "General" and
"High" - in a power range extending from 0.12 kW up to 6600 kW.
Fig. 1-2: SINAMICS LV converter portfolio


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1.1.3 Low-voltage motors
An overview of the SIMOTICS LV motor portfolio is shown in Fig. 1-3. A distinction

is made between low-voltage motors for line and converter operation and those
used in motion control applications. While the latter are special motors to address
motion control applications, and are solely used in conjunction with a converter, for
the first two motor types, a distinction is made between direct operation on the
three-phase line supply (DOL operation) and converter operation (VSD operation).
In this case, a differentiation should be made between two motor groups:
1. Motors suitable for converter operation.
2. Motors optimized for converter operation.
While the second group has been specifically designed for converter operation, for
the first group, several important general conditions must be considered to ensure
disturbance-free operation. Selecting the correct bearing and motor insulation
system is of crucial importance here, as the motor configuration process has
changed decisively when compared to previous motor series: a DOL motor that is
in principle capable of converter operation is not suitable per se for converter
operation; in fact, additional protective measures must be optionally provided. This
document is intended to provide a good understanding of the issues and support
the selection process.
Fig. 1-3: SIMOTICS LV motor portfolio


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1.2 Bearing currents

1.2.1 General information
As described in Section 1.1.1, the inherent common mode voltage and the high
voltage rate of change of the converter results in the injection of high-frequency
currents into the complete drive system, comprising converter, motor and
plant/system grounding. As a result, insulating elements and air gaps can act as
parasitic capacitances, thus establishing a network in which leakage currents can
appropriately propagate. Depending on the conditions in the overall system,
voltages occur at the rolling bearings of motors. When these voltages exceed the
breakdown field strength (disruptive field strength) in the lubrication gap, then these
voltages seek to equalize the potential difference in the form of arcing discharges.
As a consequence, currents can flow at and through the rolling bearings of the
electric motor and the driven machine. These discharges in the lubricating film of
the bearings involved result in changes to the material of the bearing raceways.
These can manifest themselves in the form of crosswise ripple formation and result
in a premature non-scheduled drive standstill. In the complete drive system, the
objective is to apply measures which significantly reduce these parasitic currents,
therefore reducing electrical stress on the bearings.
1.2.2 Graphics showing rolling bearing damage
The arcing occurring in the bearing lubrication gap and the subsequent flow of
current has the following effects:
1. The energy which is unleashed by the arc flash, results in material melt-out or
vaporization in the load zone of the roller bearing. Depending on the run time,
these changes can propagate over the complete circumference.
2. The lubricant changes its composition and the lubricity will decrease.
The melting effects specified under 1. above (size of the melting points,
approximately 1…5 µm) mainly cause a crater-like structure to be formed, which
manifests the typical matting profile of bearing raceways that have been exposed
to a flow of current. The surfaces are macroscopically and microscopically shown
in the form of an SEM (scanning electron microscope) image in Fig. 1-4 (b).
Generally, a matted bearing raceway does not influence the bearing service life.
However, what is far more problematical is the formation of corrugations (also
called washboarding), which is manifested by different colored gray lines that run
crosswise to the bearing raceway (Fig. 1-4 (c)). These lines are formed with, what
is essentially, a periodic mountain and valley structure of the raceway surface. This
washboard corrugation dynamically excites the rolling bearing elements to
oscillate, which in turn significantly increases bearing component wear. This
phenomenon can result in fatigue fracture with subsequent bearing failure [2, 3].
As mentioned under 2., the lubricant changes its consistency and loses lubricity.
The basic oil with the associated additives is bound within what is called a soap
structure. These substances react as a result of the high temperatures: The soap
structure and the basic oil burn or carbonize, and the additives often decompose
quickly. Finally, the lubricant becomes black and hardens (Fig. 1-4 (a)). This
disintegration of the lubricant is typical damage when bearing currents occur.
Especially for permanently lubricated rolling bearing arrangements without
relubrication device, this effect can have important consequences.

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Fig. 1-4: Graphics showing typical changes to rolling bearings
1.2.3 Bearing current types in the drive system
A significant side effect in the operation of voltage-source DC link converters is the

occurrence of a common mode voltage that occurs as a result of the inherent
principle of operation. With a voltage-source DC link converter, only discrete
voltages and switching states are available. This means that the sum of the
generated phase voltages is generally not equal to zero - which is different to the
classical three-phase AC system. This is complemented by the fact that the
modulation technique to generate the required output voltage means that it is
necessary to switch what are known as zero states. These involve states where the
positive or negative DC link voltage is switched to the three motor terminals.
Fig. 1-5: To calculate the common mode voltage (a), typical common mode voltage
characteristic (b) [3]
The common mode voltage represents the input voltage of the parasitic network
described in Section 1.2.1, and as a source is also the influencing variable for the
undesirable parasitic bearing current. From a measurement-related perspective,
the common mode voltage represents a third of the sum of the three line to ground-
voltages (Fig. 1-5 (a)). The typical step-like common mode voltage characteristic
with respect to time of a two-level converter is shown as example in Fig. 1-5 (b).
The steps with components of the DC link voltage ±UD/6 and ±UD/2 and the
corresponding high voltage rate of change du/dt can be clearly seen [2].
Practically, the common mode voltage is the input variable for the parasitic network
which is established by the subsequent drive system. For the high-frequency
equivalent circuit of the motor the components of this network have to be explicitly
considered as interface areas, air gaps and insulation inside the drive system. The

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corresponding HF equivalent circuit diagram is shown as example in Fig. 1-6. The

applied common mode voltage u CM generates the current iCM, to flow mainly
through the parasitic capacity component CWS. This capacity component is formed
between the winding system of a motor and its stator. Additional capacitances exist
between the winding and the rotor (CWR), between the rotor and the stator (CRS)
and in the rolling bearings (CB). While the first three components are solely defined
by the geometrical dimensions, the latter depends very heavily on the operating
conditions. Speed, temperature, bearing load and oscillation excitation significantly
influence the magnitude of the bearing capacitance. The current that flows into the
following drive unit is defined by the parasitic capacitances of the coupled load
equipment, as well as the impedance relationships of the plant/system grounding
system that exist.
Fig. 1-6: HF equivalent circuit diagram and bearing current types within a drive system
A distinction is made between three types of bearing currents (Fig. 1-6): high-
frequency circular currents inside the motor as well as high-frequency currents
from rotor to ground (current related bearing currents) and the EDM currents with
flash-overs in the lubrication film of the bearing (voltage related bearing currents).
These three bearing current types are schematically shown in Fig. 1-6. These will
be explained in detail in the following sections.
EDM currents
The name of this bearing current type is derived from a production technique
known as electrostatic discharge machining (EDM). The basis is the application of
the common mode voltage to the lubricating gap of the rolling bearing through the
parasitic motor capacitances. The capacitances between the winding and rotor and
rotor and stator form a voltage divider. This results in a potential difference
between the rotor and stator of the motor, and therefore a bearing voltage u B. The
ratio of the voltages is defined by what is known as the bearing voltage ratio (BVR)
according to the following equation
𝑢𝐿 𝐶𝑊𝑅
= 𝐵𝑉𝑅 =
𝑢𝐶𝑀 𝐶𝑊𝑅 + 𝐶𝑅𝑆 + 2 ∙ 𝐶𝐵
If the bearing voltage exceeds the breakdown voltage in the lubricating film of the
bearing, then an arc discharge occurs, which either melts or vaporizes the bearing
raceway material. The characteristic of the common mode voltage with respect to
time, the bearing voltage at the DE bearing as well as the bearing current
generated are shown in Fig. 1-7 as example.

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Fig. 1-7: Typical characteristic of measured EDM currents
It can be seen that the bearing voltage can only partially follow the step-like
characteristic of the common mode voltage. This means that when the voltage
collapses, a corresponding bearing current can be measured. The magnitude of
the EDM bearing currents depends on the common mode voltage amplitude of the
converter, the parasitic motor capacitances, and especially the lubrication
conditions in the rolling bearings of the motor, which depend on the load and
operating points. In comparison to the subsequently described circulating and rotor
ground currents, the energy content of the arc discharges caused by these EDM
currents are significantly lower. However, over time, it can also lead to the
formation of corrugations in the bearings.
There is no effective measure to prevent this type of bearing current or at least to
minimize it. The only conceivable way is to use grounding brushes. These short-
circuit the bearing, therefore preventing a bearing voltage. As a result of the
contact properties of brush systems that depend on the environmental conditions
and the maintenance activities due to the associated wear, this measure only
represents an inadequate solution. Using brushes can in some instances
significantly increase the proportion of other types of bearing current; as a
consequence, it should be classified more as counterproductive. According to [2],
especially when preventing critical operating states by appropriately calculating
breakdown activities in advance, there is a possibility of at least avoiding EDM
bearing currents to some extent. Additional details on this topic can be found in [2].
Circulating currents
Contrary to EDM bearing currents, for circulating currents, the left-hand part of the
equivalent circuit diagram shown in Fig. 1-6 – as a result of the parasitic
capacitance between the winding and laminated stator core C WS - has a decisive
influence. The high-frequency common mode current flowing through the slot
insulation leads to a circular magnetic flux encompassing the motor shaft. The
voltage induced in the motor shaft by this flux results in a high-frequency circulating
current, which flows through a circuit made up of the laminated core, bearing end
shields, motor bearings and the shaft itself. The various relationships are
schematically shown in Fig. 1-8 (a). A magnification of the current measured at
both motor bearing locations is shown on the right-hand side (b). With the same
amplitude, both current characteristics have a phase offset of 180° with respect to
one another, and therefore represent a circulating current.

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Fig. 1-8: How circulating bearing currents are generated
An effective measure to reduce these circulating bearing currents is to insulate at

least one bearing. Additional details on possibilities of implementing this are listed
in Section 1.2.4.
Rotor ground currents

The current flowing from the winding through the capacitance CWS – illustrated in
Fig. 1-6 - to the stator core lamination is routed back via the surrounding grounding
system to the source – the DC link of the converter. In case, the grounding
conditions at the motor are designed in such a way, that a path of low impedance is
leading to the shaft of the motor, currents of considerable amplitude can flow via
the connection motor shaft → coupling → load. In this way, they can potentially
damage electrically passive plant component that are connected to the motor.
Thus, the amplitude of the current from rotor to ground is strongly dependent on
the quality of the enclosing grounding system. The relationships, including possible
influencing factors, are shown based on additions in the HF equivalent circuit
diagram in Fig. 1-9. The capacitances of the motor, the load, the impedances of the
surrounding grounding system as well as the changes to possible disturbing
current paths (identified by numbers) can be seen.
Fig. 1-9: Diagram showing the possibility of changing rotor-ground current paths

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With reference to the possible rotor-ground current paths and their magnitude, a
distinction should be made between the four scenarios shown in Fig. 1-9 and
Fig. 1-10:
1. Inadequate HF motor grounding (high impedance) and good HF connection of
the load equipment (low impedance)
→ rotor ground current ↑↑, bearing current DE bearing ↑↑, current via the load
equipment ↑↑
2. The same as 1., however, with an additional grounding brush at the DE
→ rotor ground current ↑↑, bearing current DE bearing ↓, current via the load
equipment ↑↑
3. The same as 1., however, with additional potential equalization between the
motor and load equipment
→ rotor ground current ↓, bearing current DE bearing ↓, current via the load
equipment ↓
4. Good HF motor grounding (low impedance) and good HF connection of the
load equipment (low impedance)
→ rotor ground current ↓↓, bearing current DE bearings ↓↓, current via the load
equipment ↓↓
Improving the impedance relationships represents an important measure to reduce

rotor-ground currents. Summarizing, these are:
•
Optimum connection between the drive components from an HF-related

perspective 4.
• Use of shielded three-phase cables with concentrically arranged shield 4.
• Potential equalization (equipotential bonding) between the drive components 3.
• Optimum HF contact between the cable shield and the motor terminal box and
in the converter using EMC glands and EMC shield clamps 4.
Fig. 1-10: Various scenarios relating to different rotor-ground current paths

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Besides the improvement of the impedance conditions, another alternative would

be, to install additional common mode inductivities (chokes), in order to reduce the
excitation, i.e. the common mode current. The attachment of nanocrystalline iron
cores at the output of the inverter has proven to be a viable solution. For that, the
iron cores have to be installed in all three phases (without ground), as shown in
Fig. 1-11- at the left. The effectiveness of these additional inductivities is
exemplified in the form of measured curves of bearing currents and voltages in
Fig. 1-11- on the right side. One can see that the bearing currents are significantly
reduced with increasing number of iron cores. The optimum number of iron cores is
depending on the selected type of cable, the cable length and the motor power.
The effectiveness of the iron cores is limited to high frequencies, i.e. low-frequency
components in the common mode current will result in a magnetic saturation of the
iron cores. These low-frequency components can arise e.g. from unsymmetrical
motor cables or single conductor arrangements. Magnetic saturation can result in
an almost complete neutralization of the effectiveness in the high-frequency range.
With respect to the previously described EDM currents, the iron cores are not
effective at all.
Fig. 1-11: Showing the arrangement of nano-crystalline iron cores at the converter output
(a), example of the effectiveness with reference to electrical bearing stress (b)

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1.2.4 Measures to reduce bearing currents
The measures described in the previous sections to reduce bearing currents are
summarized in an overview in Fig. 1-12.
Fig. 1-12: Graphic summarizing the various measures to reduce bearing currents
When considering the type of rotor-ground currents, as described in the previous

section, it is necessary to take into account the grounding relationships on the

plant/system side. When it comes to the use and the arrangement of insulated
bearings, shaft grounding and insulated coupling, the associated measures are
shown in the overview in Fig. 1-13 [1].
Fig. 1-13: Product-related measures to reduce bearing currents [1]

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With reference to the range of low-voltage motors listed in Section 1.1.3, the
product-related versions, measures and options can be summarized as follows:
motors optimized for converter operation

SIMOTICS FD, VSD10, VSD4000, HT-direct, 1LA8 motor
• Insulated NDE bearing as standard from SH280 and higher
Motors suitable for converter operation
1LE1/1LE5/1PC1/1MB1/1FP1
insulated NDE bearings (option L51)
• Standard measures1 for converter operation
• Required from SH315
• Recommended from SH 225 - and optionally available
• From SH100 on request (option being prepared)
insulated DE bearings (option L50)
• Required, depending on the plant/system and application
• Only in combination with an insulated coupling or belt drive output
• Optionally available from SH225
• From SH100 on request
Shaft grounding brush (option L52)
• Required for insulated bearings at both ends (NDE and DE)

• Optionally available from SH225
Note When using rotary encoders/encoders, it must be ensured that these do not
bypass the bearing insulation. This is ensured for encoders as listed in Catalog D
81.1 (not for 1XP8)
1
The position of the bearing insulation at the motor NDE allows the use of a non-insulated
coupling. With the DE position, an insulated coupling is specified in order to prevent the driven
load from jumpering the bearing insulation.

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1.3 Motor noise when operated with a converter

1.3.1 Noise sources of an electric motor
There are many reasons why electric motors generate noise. In addition to
mechanical and aerodynamic aspects, electromagnetic influences also play a
decisive role here. On one hand, it involves the noise components that come from
the slot number ratio between stator and rotor, and on the other hand the noise
components originating as a result of converter operation. The pulsed voltage of
the voltage-source DC link converter is directly impressed in the motor winding.
The resulting harmonic fields in the motor air gap result in magnetically generated
noise. Force waves deform the laminated motor core in the radial axis and excite
oscillations. The risk of associated excitation of the surrounding mechanical parts
and components, for example, the motor enclosure, is latently present for
converter-fed motors [4]. The various relationships are schematically shown in
Fig. 1-14.
Fig. 1-14: Schematic representation of the possible noise sources of a converter-fed electric
motor
1.3.2 Magnetic noise due to converter operation
As a result of the harmonic components of the non-sinusoidal voltages that are

generated by the converter, the electromagnetic noise for converter-fed and
therefore variable-speed electric motors are becoming increasingly important.
These harmonics, whose amplitude and frequency depend on the converter
modulation technique, generate radial force waves. The latter causes the laminated
core to oscillate. These oscillations can also be transferred to other components,
for example, the fan cover, cooling ducts, terminal box etc. If the frequency of the
radial force waves caused by the current harmonics lies close to the natural
frequency of motor components or even the complete motor, then this noise
development is significantly amplified [4, 5].
The measured phase-to-phase voltage characteristic with respect to time at the
converter output is shown as example on the right-hand side of Fig. 1-15. The
frequency analysis of this pulse width modulated voltage signal is shown at the
bottom right of Fig. 1-15. Significant frequency components can be identified; they
are arranged in groups, with multiples of the converter switching frequency along
with the associated side bands. As described above, these spectral components
are radiated by the motor, which acts in this case as a type of "loudspeaker".

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Fig. 1-15: Diagram showing the phase-to-phase voltage at the output of a voltage-source
DC link converter [6]
The power semiconductors of the IGBT inverter connect the motor connections
with the positive and negative DC link voltage rails. Six different active switching
states are available for this purpose. These can change the basic frequency of the
generated pulse width modulated signal. The amplitude of the resulting voltage can
be influenced using what are known as zero states. With zero states, all motor
phases are simultaneously connected with the positive or negative arm of the DC
link voltage. The frequency of the switch-on and switch-off operations is known as
the pulse or switching frequency of the inverter.
Different modulation techniques can be used to form the voltage. More details are
listed in [1]. With regard to the noise behavior of the electric motor, three methods
should be selected here:
• Space vector modulation
With this technique, the switching instants are calculated "online". The
switching frequency is constant.
• Randomized space vector modulation
Comparable with the space vector modulation described above; however, with
stochastically modulated carrier frequency, and therefore a variable switching
frequency within certain limits.
• Optimized pulse pattern/pulse-edge modulation
In this case, the switching instants (switching angle) for different modulation
indices and converter output frequencies are calculated in advance and saved
as "pulse pattern" in value tables. The closed-loop control reads out the table
and generates the corresponding control signals for the semiconductors of the
inverter.
Examples of frequency analyses of the measured motor voltage (top diagram) for a
speed of 1500 rpm as well as the associated sound pressure level as 3-D
Campbell diagram (diagram below) for various modulation techniques are shown
for comparison purposes in
Fig. 1-16. Significant differences in the spectral distribution can be identified. In the
case of space vector modulation, as explained at the beginning, multiples of the
switching frequency can be identified (left); for the modulated carrier frequency
(randomized space vector modulation) these are smeared (center) and in the case
of the optimized pulse pattern, a distribution is obtained without identifiable
groupings (right).

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Fig. 1-16: Spectrogram of the sound pressure level and the measured output voltage with
the influence of the various modulation techniques [6]
In addition to the amplitude of the sound pressure level, auditory sensitivity is an

important criterion when it comes to evaluating radiated noise. Especially the space
vector modulation technique, with the corresponding distinct spectral components,
can lead to critical auditory perceptions in the sense of psychoacoustics. The
anatomy of the human ear, with the tunnel-shaped outer auditory canal, amplify the
spectral components in a frequency range 1…5 kHz as a result of resonance
effects (Helmholtz effect). This important property for understanding speech
causes in this case an undesirable effect, so that especially the distinct switching-
frequency components can be very clearly heard. This is shown as example using
the measured sound pressure level characteristics in Fig. 1-17. While there are
four pulse frequency groupings in the critical auditory range for a pulse frequency
of 1.25 kHz, for twice the pulse frequency, there are only two.
Fig. 1-17: Spectrogram of the measured sound pressure level for various pulse frequencies
The relationships when a motor accelerates are shown qualitatively in Fig. 1-18.
According to [1], when the pulse frequency is increased, drastic differences are
obtained in reference to the characteristics of the additional noise as a result of
converter operation.
However, reducing the noise level for increasing pulse frequencies results in
increased switching losses in the inverter. In this case, the power unit overload can
only be compensated by reducing the conducting losses. This is achieved by
reducing the output current (current derating). The appropriate details are listed in
[1].

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Fig. 1-18: Converter-related increased motor noise for various pulse frequencies [1]
In the case of a square-law load characteristic, as shown in Fig. 1-19, it is possible

to avoid any current derating. In this case, at approximately 92% of the rated
frequency (corresponds to approximately 83% of the rated current) the system
switches over from space vector modulation to pulse-edge modulation. Up to the
83% point, it is therefore possible to operate the inverter with a pulse frequency
that is increased with respect to the standard pulse frequency [1].
Fig. 1-19: Avoiding a pulse frequency-dependent current derating by utilizing edge

modulation for square-law load characteristics

Entry-ID: 109759451, V 2.1, 03/2019 20
1.4 Motor insulation stress

1.4.1 Voltage peaks when operated with a converter
As described in Section 1.1.1, with voltage-source DC link converters, the voltages

are switched very fast to minimize losses. The resulting steep voltage edges result
in phenomena that are known from the area of high-frequency wave propagation.
The IGBTs of the inverter switch the DC link voltage to the inverter output with a
rise time Ta ≥ 100 ns. The resulting steps with rates of rise of dv/dt ≤ 10 kV/µs, are
propagated with a speed of approximately 150 m/µs along the motor cable. They
are reflected at the motor terminals as a result of the characteristic impedance
(wave impedance) of the motor, which when compared to the motor cable, is
significantly higher [1].
Fig. 1-20: Conductor-conductor voltage characteristics at the inverter output and at the
motor winding for a long motor feeder cable [1]
The brief voltage peaks that then occur between the motor phases, the increased
voltages with respect to the grounding system and the associated high rates of rise
result in additional stress in the various areas of the motor insulation system.
1.4.2 Insulation areas of a motor and their associated stress
The insulation area of a motor encompasses three sub-areas, which are

additionally stressed as a result of the pulsed voltage at the motor terminals. The
various insulation areas and the associated voltage stress components are shown
in Fig. 1-21.

Entry-ID: 109759451, V 2.1, 03/2019 21
Fig. 1-21: The various insulation areas and the associated voltage stress components
The voltages that occur within a motor winding system are entered in a principle
equivalent circuit diagram of a motor winding connected in a star configuration,
shown to the right in Fig. 1-22. ÛLE is the peak voltage of a motor phase with
respect to the grounding system, ÛLL is the peak voltage between the motor
phases and ÛWdg is the peak voltage between the windings within a phase. To
provide a better understanding, the relationships are illustrated in an overview
diagram to the left in Fig. 1-22.
Fig. 1-22: Insulation areas and voltages that occur within a motor winding system [7]
The additional electrical stress can be characterized based on the peak value, the
rate of rise (gradient) and the frequency of the voltage pulses. Depending on the
specific insulation area, these parameters have different effects. While the peak
value and the switching frequency mainly have an impact in the phase-phase and
phase-ground insulation areas, the rate of rise (gradient) has an impact, especially
in the wire-wire insulation. The motor winding inductance results in a non-linear
voltage distribution between the phase input and output. This can result in a
significant potential difference between the wires of the input windings, which in
some instances then significantly exceeds the limit values of the enamel -insulated
wires for voltage rise times < 100 ns.
The effects of the voltage parameters that represent stress factors for the motor
insulation areas are summarized in Fig. 1-23.

Entry-ID: 109759451, V 2.1, 03/2019 22
Fig. 1-23: The effects of the voltage parameters that represent stress factors for the various
areas of the motor insulation system
1.4.3 Counter measures
The insulation system of SIMOTICS motors is optimally harmonized for operation

with SINAMICS converters. For the motor series optimized for converter operation
(see Section 1.1.3) all of the appropriate measures are included as standard.
Additional measures must be taken for motors capable of converter operation. For
example, star-delta switchover is possible for line motors without any additional
measures (400V/690V); for converter operation, a reinforced insulation system is
required that is suitable for 690V.
Special plant/system configurations can mean that additional measures are

required. In these critical cases, it is possible to reduce the additional electrical
stress on the motor winding by using filters at the inverter output. Different stress
parameters can be influenced depending on the filter topology. A motor reactor
mainly reduces the rate of rise of the voltage step, but it does not limit the voltage
peaks; a du/dt filter with VPL (voltage peak limiter) and a sine-wave filter also
influence the amplitude of the voltage that occurs. The various filter topologies and
their effectiveness are summarized in Fig. 1-24.
Fig. 1-24: Summary of the various filter topologies and their effectiveness

Entry-ID: 109759451, V 2.1, 03/2019 23
1.4.4 Insulation systems and limit values
1.4.4.1 General information
Standard SIMOTICS 1LE1/5 and 1PC1/1PC5 motors are optimized for line
operation and are also suitable for converter operation ("converter capable").
All of these SIMOTICS motors have insulation systems proven in industrial
environments. They comprise high-quality enamel wires and insulating sheet
materials in conjunction with an impregnation resistant to high temperatures.
The motors are suitable for converter operation up to a line voltage of 480 V in 4Q
operation. The permissible voltages stress levels listed in Table 1-2 and Table 1-3
must be carefully observed.
For converter operation and when connected to line voltages 480 V to 690 V, it is
recommended that SIMOTICS converter motors or SIMOTICS motors with the
appropriately dimensioned premium insulation system are used (e.g. SIMOTICS
VSD10, SIMOTICS SD Pro, SIMOTICS DP 1PC13 crane motors or SIMOTICS
FD).
The winding design and insulation system of SIMOTICS motors correspond or
significantly surpass the requirements laid down in IEC 60034-18-41: 2019
according to Class IVIC C ("Stress category C (high stress)") for converter
operation see the comparison provided in Table 1-2 and Table 1-3.
The permissible voltage rise time up to V pk at the motor terminals should not
exceed a voltage gradient of 9 kV/µs (see also Table 1-1).
Table 1-1: Maximum permissible voltage rise time at the motor terminals
Step height [V] Minimum rise time [ns]

900 100
1.050 200
1.260 400
In operation, longer utilization of the line voltage tolerances "> +5…+10%" and
"< -5 … -10%“ (acc. to IEC60034-1 2011 Chapter 7.3) is not recommended.
Preferred line supply system configurations are TT line systems and TN line
systems with neutral-point grounding; however, IT line systems are also
permissible. On an IT line system, in the case of a ground fault, the insulation
would be subject to higher stress levels. In a situation such as this, the process
should be brought to an end as soon as possible and the fault resolved.
When motors are operated with converters, additional losses occur, which,
depending on the permissible winding temperature, can make it necessary to
reduce the torque. Minimum pulse frequencies for which a thermal overload can
typically be prevented are listed in Table 1-5.
The permissible torques can be taken from the SIZER for Siemens Drives
engineering tool. The lowest operating frequency for steady-state operation
specified there is 5 Hz.
When SIMOTICS motors are operated with a converter, there is a risk that the
maximum permissible voltage stress levels - also depending on the cable type and
cable length, can be exceeded as a result of reflection. For operation with
SINAMICS S blocksize and booksize devices equipped with Active Line Modules
(ALM, AIM), notes are provided regarding cable lengths in Chapter 1.4.4.2. When
carefully observing this information - while considering the specified supplementary
conditions - then it can be assumed that the system will operate within the
permissible product specification.

Entry-ID: 109759451, V 2.1, 03/2019 24
Note: Chapter 1.4.4.3 of this document is applicable for SINAMICS G/S/V devices
up to 1000 kW together with an uncontrolled infeed.
Maximum permissible voltage stress levels of the motor insulation system:

Table 1-2: Maximum permissible peak-peak voltages at the DIN EN 60034-18-41 motor
terminal compared with the SIMOTICS values for SH63-160 motors (standard
insulation system BASIC)
Line voltage UN 400 V 480 V 500 V
BASIC IVIC C SIMOTICS IVIC C SIMOTICS IVIC C SIMOTICS
U phase-ground 1680 2200 2016 2200 2100 2200
Vpk/pk Vpk/pk Vpk/pk Vpk/pk Vpk/pk Vpk/pk
U phase-phase 2360 3000 2832 3000 2950 3000
Table 1-3: Maximum permissible peak-peak voltages at the motor terminals according to
DIN EN 60034-18-41 compared with the values for SIMOTICS motors,
SH180-450 (standard insulation system ADVANCED)
Line voltage UN 400 V 480 V 500 V
ADVANCED IVIC C SIMOTICS IVIC C SIMOTICS IVIC C SIMOTICS
U phase-ground 1680 2800 2016 2800 2100 2800
U phase-phase 2360 3200 2832 3200 2950 3200
Table 1-4 Maximum permissible peak-peak voltages at the motor terminals according to DIN
EN 60034-18-41 compared with the values for SIMOTICS motors with the
PREMIUM insulation system (option, available dependent on the motor type,
standard for SIMOTICS SD Pro)
Line voltage UN 500 V 690 V
PREMIUM IVIC C SIMOTICS IVIC C SIMOTICS
U phase-ground 2100 Vpk/pk 3000 Vpk/pk 2898 Vpk/pk 3000 Vpk/pk
U phase-phase 2950 Vpk/pk 4400 Vpk/pk 4070 Vpk/pk 4400 Vpk/pk
Note:
• Specification of peak-peak values in conformance with the standard instead of
amplitude (a factor of 2 higher)
• DOL motors with 400 V ∆ / 690 V Y with a standard insulation system are not
suitable for direct converter operation on 690 V.
Minimum-pulse frequency for rated power without derating and thermal utilization,
thermal class F according to F
Table 1-5 Minimum pulse frequency in operation without derating
Shaft height Minimum converter pulse frequency
63 - 280 ≥ 4 kHz
315 - 355 ≥ 2 kHz
400 - 450 ≥ 1.25 kHz

Entry-ID: 109759451, V 2.1, 03/2019 25
1.4.4.2 SINAMICS S devices with controlled infeed (ALM, AIM) up to 1000 kW
Provided the following cable lengths and supplementary conditions are observed,
the operation of the system within the product specification can be assumed.
Line system types: TN / IT / TT
Max. converter input voltage: 480 V+5% 3AC 50/60 Hz
Minimum pulse frequency: factory setting.
Motor insulation system: BASIC or ADVANCED
Operation is possible, carefully taking into consideration the maximum permissible
cable lengths and the cable type used, both motoring as well as generating.
Cable type A: Standard NYCWY power cable or comparable cable
Cable type B: Symmetrical shielded cable with low capacitance per unit length
(e.g. PROTOFLEX or comparable)
General conditions:
Single-motor operation: AC/AC devices with one motor.
Multi-motor operation: several motor modules connected to the DC link (DC/AC).
One motor for each Motor Module is permissible
Limit the DC link voltage to 720 V per parameter (for ALM and line voltage 3AC
480 V)
Table 1-6 Operation on 3-phase 400 V AC line supplies – maximum permissible cable
length (m)
ULine = 400V +10% VDC = 640 VDC
Motor
Single-motor operation Multi-motor operation
PN/kW
Cable type A Cable type B Cable type A Cable type B
<= 4 50* 50* 50* 50*
5.5 - 7.5 70* 70* 70* 70*
11 - 18.5
22 - 45 100* 100* 100* 100*
55 - 90
110 - 500 300* 300* 300* 300*
>500 - 1000 300* 300* 300* 300*
* Cable length limited by the SINAMICS Motor Module (see SINAMICS
Engineering Manual)

Entry-ID: 109759451, V 2.1, 03/2019 26
Table 1-7 Operation on 3-phase 480 V AC line supplies – maximum permissible cable
length (m)
ULine = 400V +5% V DC = 720 VDC
Motor
PN/kW
<= 0.55
0.75 - 1.1
50* 50* 50* 50*
1.5 - 2.2
3-4
5.5 - 7.5 70* 70* 70* 70*
11
15
18.5
22
30
100* 100* 100* 100*
37
45
55
75
90
110 - 500
300* 300* 300* 300*
> 500 - 1000
Engineering Manual)
1.4.4.3 SINAMICS G/S/V devices with uncontrolled infeed (BLM, SLM) up to 1000
kW
Provided the following cable lengths and supplementary conditions are observed,
the operation of the system within the product specification can be assumed.
Line system types TN / IT / TT
Max. converter input voltage: 480 V+10% 3AC 50/60Hz
Minimum pulse frequency: acc. to factory setting
Motor insulation system: BASIC or ADVANCED
Operation is possible, carefully taking into consideration the maximum permissible
cable lengths and the cable type used, both motoring as well as generating (4Q).
Cable type A: Standard NYCWY power cable or comparable cable
Cable type B: Symmetrical shielded cable with low capacitance per unit length
(e.g. PROTOFLEX or comparable)
General conditions:
a) Single motor operation: AC/AC devices with one motor.
b) Multi-motor operation: several Motor Modules connected to the DC link
(DC/AC).
One motor for each Motor Module is permissible
c) For braking operation
+ max. 5% chopper switch on duration* permissible

Entry-ID: 109759451, V 2.1, 03/2019 27
+ max. 5% braking duration* at the voltage limit with U DC controller permissible

*12 sec on duration for a 240 sec load cycle
Table 1-8 Operation on 3-phase 400 V ... 480 V AC line supplies – maximum permissible
cable length (m)
Uline= 400V…480 V V DC = 540…675 VDC
Motor
PN/kW
0.55 - 1000 * * * *
Engineering Manual)
1.5 Summary
This document focused on describing three parasitic side effects, which occur
when operating electric motors with drive converters. A brief description of the
underlying mechanisms that create these secondary effects, followed by product-
related measures that prevent the effects of these parasitic effects, or at least
minimize them.
In the overview:
• Motor bearing currents in converter operation
– System topic: Converter – motor – system.

– Three bearing current types with the relevant counter measures.
• Motor noise when operated with a converter
– Motor acts as "loudspeaker" for electromagnetic noise.
– The human ear is very sensitive in the range from 1 kHz to 5 kHz.
– Modulation techniques have a significant influence on the level of noise
that is radiated.
• Motor insulation stress for converter operation
– The motor insulation system is subdivided into three sub-areas
– The voltage parameters act differently in the various insulation areas.
The scope of the topic will be expanded step-by-step, and a harmonization with
already existing descriptions and engineering guidelines will be implemented in
subsequent versions.

Entry-ID: 109759451, V 2.1, 03/2019 28
1.6 References
[1] V. Netzold, SINAMICS - Low Voltage Engineering Manual.
[2] H. Tischmacher, Systemanalysen zur elektrischen Belastung von Wälzlagern
bei umrichtergespeisten Elektromotoren. Univ., Diss., Hannover 2017, 2017.
[3] H. Tischmacher and S. Gattermann, “Bearing currents in converter operation,”
in Electrical Machines (ICEM), 2010 XIX International Conference on, 2010, pp. 1–
8.
[4] H. Tischmacher and B. Eichinger, “Sound optimization of a converter‐fed drive
system using an acoustic camera in combination with modal analysis,” COMPEL,
vol. 29, no. 4, pp. 1106–1115, 2010.
[5] H. Tischmacher, I. P. Tsoumas, B. Eichinger, and U. Werner, “Case Studies of
Acoustic Noise Emission from Inverter-Fed Asynchronous Machines,” IEEE Trans.
on Ind. Application., vol. 47, no. 5, pp. 2013–2022, 2011.
[6] I. P. Tsoumas and H. Tischmacher, “Influence of the Inverter's Modulation
Technique on the Audible Noise of Electric Motors,” IEEE Trans. on Ind.
Application., vol. 50, no. 1, pp. 269–278, 2014.
[7] M. Kaufhold, K. Schafer, K. Bauer, A. Bethge, and J. Risse, “Interface
phenomena in stator winding insulation - challenges in design, diagnosis, and
service experience,” IEEE Electr. Insul. Mag., vol. 18, no. 2, pp. 27–36, 2002.

Entry-ID: 109759451, V 2.1, 03/2019 29
2 Appendix
2 Appendix
2.1 Service and Support
Industry Online Support
Do you have any questions or need assistance?
Siemens Industry Online Support offers round the clock access to our entire
service and support know-how and portfolio.
The Industry Online Support is the central address for information about our
products, solutions and services.
Product information, manuals, downloads, FAQs, application examples and videos
– all information is accessible with just a few mouse clicks at:
https://support.industry.siemens.com
Technical Support
The Technical Support of Siemens Industry provides you fast and competent
support regarding all technical queries with numerous tailor-made offers
– ranging from basic support to individual support contracts. You send queries to
Technical Support via Web form:
www.siemens.com/industry/supportrequest
Service offer
Our range of services includes, inter alia, the following:

• Product trainings
• Plant data services
• Spare parts services
• Repair services
• On-site and maintenance services
• Retrofitting and modernization services
• Service programs and contracts
You can find detailed information on our range of services in the service catalog:
https://support.industry.siemens.com/cs/sc
Industry Online Support app

You will receive optimum support wherever you are with the "Siemens Industry
Online Support" app. The app is available for Apple iOS, Android and Windows
Phone:
https://support.industry.siemens.com/cs/ww/en/sc/2067

Entry-ID: 109759451, V 2.1, 03/2019 30
2 Appendix
2.2 Related literature

Table 2-1
Topic
\1\ Siemens Industry Online Support
https://support.industry.siemens.com
\2\ Download page of this entry
https://support.industry.siemens.com/cs/ww/en/view/109759451
\3\
2.3 Change documentation

Table 2-2
Version Date Modifications
V1.0 06/2018 First version
V2.1 03/2019 Extended edition

Entry-ID: 109759451, V 2.1, 03/2019 31

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SIMOTICS GP/SD/DP / Version 2.1 / Engineering Siemens

indicates that death or severe personal injury will result if proper

indicates that death or severe personal injury may result if proper

Proper use of Siemens products

cannot guarantee full consistency. However, the information in this publication is

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

The number of converter-fed electric motors is continually increasing. The

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

common mode voltage generated by the converter itself. In addition to placing

1.1.2 Low-voltage converters

An overview of the SINAMICS LV converter portfolio is shown in Fig. 1-2. A

Fig. 1-2: SINAMICS LV converter portfolio

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

1.1.3 Low-voltage motors

An overview of the SIMOTICS LV motor portfolio is shown in Fig. 1-3. A distinction

Fig. 1-3: SIMOTICS LV motor portfolio

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

1.2 Bearing currents

1.2.2 Graphics showing rolling bearing damage

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

Fig. 1-4: Graphics showing typical changes to rolling bearings

1.2.3 Bearing current types in the drive system

A significant side effect in the operation of voltage-source DC link converters is the

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

corresponding HF equivalent circuit diagram is shown as example in Fig. 1-6. The

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

Fig. 1-7: Typical characteristic of measured EDM currents

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

Fig. 1-8: How circulating bearing currents are generated

An effective measure to reduce these circulating bearing currents is to insulate at

Rotor ground currents

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

Improving the impedance relationships represents an important measure to reduce

Optimum connection between the drive components from an HF-related

Fig. 1-10: Various scenarios relating to different rotor-ground current paths

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

Besides the improvement of the impedance conditions, another alternative would

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

1.2.4 Measures to reduce bearing currents

When considering the type of rotor-ground currents, as described in the previous

section, it is necessary to take into account the grounding relationships on the

Fig. 1-13: Product-related measures to reduce bearing currents [1]

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

motors optimized for converter operation

• Required for insulated bearings at both ends (NDE and DE)

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

1.3 Motor noise when operated with a converter

1.3.2 Magnetic noise due to converter operation

As a result of the harmonic components of the non-sinusoidal voltages that are

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

In addition to the amplitude of the sound pressure level, auditory sensitivity is an

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

In the case of a square-law load characteristic, as shown in Fig. 1-19, it is possible

Fig. 1-19: Avoiding a pulse frequency-dependent current derating by utilizing edge

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

1.4 Motor insulation stress

As described in Section 1.1.1, with voltage-source DC link converters, the voltages

1.4.2 Insulation areas of a motor and their associated stress

The insulation area of a motor encompasses three sub-areas, which are

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5

Engineering Manual - SIMOTICS GP/SD/DP - 1LE1/5 and 1PC1/5