2021 14th IEEE International Conference on Industry Applications Tu4Track B.

Voltage Harmonic Impacts on Line Start permanent

Magnet Motor
Jonathan Muñoz Tabora Wellington da Silva Fonseca
Bendict Katukula Tshoombe
2021 14th IEEE International Conference on Industry Applications (INDUSCON) | 978-1-6654-4118-6/21/$31.00 ©2021 IEEE | DOI: 10.1109/INDUSCON51756.2021.9529539

Faculty of Electrical and Biomedical Mechanical Engineering Graduate

Faculty of Electrical and Biomedical Engineering Program
Engineering Federal University of Pará Federal University of Rio de Janeiro
Federal University of Pará Belém, Pará, Brazil Belém, Pará, Brazil
Belém, Pará, Brazil jonathan_mt24@hotmail.com fonseca@ufpa.br
bendict.tshoombe@itec.ufpa.com

Edson Ortiz de Matos

Maria Emília Lima Tostes Faculty of Electrical and Biomedical
Faculty of Electrical and Biomedical Engineering
Engineering Federal University of Pará
Federal University of Pará Belém, Pará, Brazil
Belém, Pará, Brazil ortiz@ufpa.br
tostes@ufpa.br

Abstract— Permanent magnet motors are a strong candidate
to replace the conventional induction motor in many industrial
applications. The presence of permanent magnets inside the
rotor results in considerable improvements in relation to
consumption, operational temperatures, and noise. However, it
is currently a still immature technology with great challenges in
relation to power quality, and applications with frequent
starts/stops. This work presents a study on the performance of
the line-start permanent magnet motor (LSPMM) in the
presence of voltage harmonics, through experimental tests, as
well as through computational simulations. The results show
how the presence of harmonics results in considerable increases
in consumption and therefore in general efficiency, according to
the present harmonic and its degree of distortion.
Keywords—Line-start permanent magnet motor, power
quality, voltage harmonics, Simulations
I. INTRODUCTION
Electric motors have undergone a rapid evolution in the
last 20 years, mainly driven by the global interest towards
lower CO2 emissions as well as the economic and ecological
impact that can be obtained with the replacement of old / non-
efficient motors with more efficient electric motors.
The energy classification for electric motors takes as a
reference the efficiency of the electric motor for a given
power, frequency and number of poles. In this way,
manufacturers and researchers have perfected the materials
and construction characteristics, as well as the manufacturing
processes of electric motors, aiming to reduce variable and
constant losses and consequently increase their efficiency.
In addition, over the years, some technologies have
become economically viable for their implementation in
electric motors such as permanent magnets, and with which
greater savings can be obtained in electric motors at
economically competitive costs, due to which many
manufacturers and researchers see it as a strong candidate to
replace the conventional induction motor for higher
efficiencies.
However, despite the greater efficiencies that can be
obtained with the LSPMM, the presence of permanent
magnets introduces new parameters and considerations to be
made for the operation and performance of this technology,
mainly in industrial environments with non-ideal power
conditions.
Despite the LSPMM being a recent technology, studies
on the performance of permanent magnet motors have been
presented since the 1980s, and they have increased
considerably in view of the recent availability and
accessibility of this technology. Its performance has been
analysed from both computational and experimental
simulation, Table I summarizes the work from both methods.
TABLE I. REVIEW OF LITERATURE REGARDING INDUCTION MOTORS
AND HARMONICS
Paper Main Subject Relevant Literature
Induction motors comparison [1]–[5]
Computational Simulation in
[6]–[11]
LSPMM
Harmonics impacts on induction
[1], [2], [2], [5], [12]–[21]
motors
Line start permanent magnet motor
[5], [22]–[32]
(LSPMM)
Temperature increase due to
[1], [12], [13], [33]–[35]
harmonics
Despite the existence of studies analysing the permanent
magnet motor, very few analyse this technology considering
computational simulation as well as experimental validation,
and in the presence of disturbances such as voltage harmonics,
present in electrical systems.
This work presents an analysis of the performance of the
LSPMM through computer simulation and experimental tests
in the presence of voltage harmonics with a focus on motor
temperature. The results obtained will allow obtaining key
information on the modelling of this new technology, under
ideal conditions such as the presence of voltage harmonics
with the respective validation, which will allow to conclude
on the effect of permanent magnets on the performance and
operation of this new technology.

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 II. ENERGY EFFICIENCY TRANSITION IN ELECTRIC MOTORS
A. Minimum Energy Performance Standards/
Governments and industry represent key elements to
obtain economic and ecological targets. The number of
countries that have adopted minimum energy performance
standards (MEPS) it is growing continuously, and there is
currently a global consensus with the IE3 class as the
maximum efficiency level for electric motors. Figure 1
presents the countries with MEPS around the world. The next
edition of the IEC 60034-30-1 standard is expected to define
the IE5 efficiency class, while the IE4 class will be the
minimum efficiency level in subsequent years. With the
LSPMM as a promising technology to achieve high
efficiencies due to which its response and performance should
be widely analysed aiming its operation in global industries.

Fig. 1. Countries with MEPS for electric motors

Given the existing and globally accepted energy observed, the main difference lies in the rotor, due to the
classification for electric motors, the governments from presence of permanent magnets. The magnets can be inserted
emerging countries must develop and implement Minimum both inside the rotor and on the surface, which brings some
Energy Performance Standards (MEPS), in accordance with operational differences [4]. In addition, inside the rotor, the
the specific conditions of each region, as well as the constant magnets can take different configurations with impacts on the
updating of the standards, in accordance with technological efficiencies obtained in the electric motor [5].
advances over the years.
The introduction of new technologies also brings with it
new challenges and analyses to be carried out for their
implementation on large scales in industries. The next section
will present details on the construction and operation of the
LSPMM.
B. Line-start Permanent Magnet Motor
The permanent magnet motor is the new proposal by
manufacturers and researchers to achieve the minimum
efficiencies levels of IEC 60034-30-1 standard. The presence
of permanent magnets in electric motors has been studied
since the 1980s [1], however, it was not until the last few years Fig. 2. Line-start permanent magnet motor configuration [11].
that technological advances allowed the perfection of
permanent magnets in relation to their operating Operationally, permanent magnets contribute to the
temperature[2], as well as their market initial cost [3], with creation of magnetic fields within the rotor, which contributes
which line start permanent magnet motors are actually to the reduction of the magnetizing current within the motor,
economically viable in relation to initial cost and electrical which in many cases can be up to 50% of the total current.
consumption. Figure 3 shows the magnetic fields generated by (a) only the
The presence of permanent magnets results in both stator windings, (b) only the permanent magnets and (c) both
constructive (Figure 2) and operational differences. As permanent magnets and stator windings magnetic fields.

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 a) (b) (c)
Fig. 3. Magnetic fields generated by (a) Stator Windings; (b) Permanent Magnets and (c) Permanent magnets and stator windings together

The contribution of permanent magnets results in ∂𝐀 Vtz

𝐉𝐞 = − σ + σ (7)
reductions of between 5% and 20% in the consumption of the ∂t l
IE4 class motor in relation to the IE3 and IE2 efficiency The current density in equation (7) includes two parts: one is
classes respectively, as well as lower operating temperatures. induced quantity produced by electromagnetic induction in
[6,7]. squirrel cage bars and the other one is caused by the effect of
C. Finite Element formulation for Time-Harmonic charge build up at the conductor end. Observe that we
Magnetic Problems considered the moving frame as reference frame.
Finite Element Method (FEM) is a computational For permanent magnets which are represented by (5) can yield
technique used to obtain approximate solutions of boundary the following field equation:
value problems in engineering. For convenience, the FEM
procedure permits the domain to be discretized into a finite
number of parts (or elements) and emphasizes that the ∇ × 𝐇 = ∇ × (v ∇ × 𝐀) − ∇ × (v𝜇0 𝐌r ) (8)
characteristics of the continuous domain may be estimated by 1
Where v = is the reluctivity.
assembling the similar properties of discretized elements per 𝜇
node [8]. Combining (1), (7) and (8) yields the governing equation for
Before the global system of equations can be solved for permanent magnet,
the unknown vector, boundary conditions need to be imposed
on the solution domain. The two most important boundary ∇ × (v∇ × 𝐀) = 𝐉0 + 𝐉𝐞 + ∇ × (v𝜇0 𝐌r ) (9)
conditions in finite element analysis are the Dirichlet and
periodical boundary conditions.
Equation (9) is the fundamental governing equation for the
The governing field and motion equations are are listed
modelling of various field problems. In the analysis of electric
below:
machines, it is common to evaluate the field solution in two
The field equation is derived from Maxwell’s equations as dimensions considering the current density J and magnetic
follows: vector potential A having only z-directed invariant
components. Below is the differential form of equation (9).
∇ × 𝐇 = 𝐉0 + 𝐉𝒆 (1)
∂𝐁 ∂ ∂𝐀 ∂ ∂𝐀 ∂𝐀 Vts
∇×𝐄= − ( ) (2) (v ) + (v ) = σ − σ(𝐯 × 𝐁) − σ − ∇ × (vμ0 𝐌r )
∂t ∂x ∂x ∂y ∂y ∂y l
∇ .𝐁 = 0 (3) (10)
With the constitutive relationship: Where:
𝐉 = σ𝐄 (4) Vtz is electric scalar potential .l is the conductor length.
And, Stator phase equation,
𝐁 = μ𝐇 + μ0 𝐌r (5) dIs l ∂𝐀 ∂𝐀
Vs = R s Is + Le + (∬ dxdy − ∬ dxdy
Where Mr is the remanent magnetization of the permanent dt ms Ω+ ∂t Ω− ∂t
magnets, J is the current density, E is the electric field
intensity,H is the magnetic field and σ is the conductivity. (11)

Combining equations (2), (4) and the magnetic vector
potential A, to yield the following current density vector
equation (Je):
𝐁= ∇×𝐀
Vs is applied stator phase voltage, Is is stator phase current, Rs
is total equivalent resistance per phase Le is total equivalent
inductance of end winding, l the length of stator windings in
Z−direction, usually it uses the same value as the axial length
(6)
of stator iron core, m is number of stator winding branches in

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 parallel connection, s is equivalent cross section area of one
turn of stator windings
Equations for Squirrel cage bars,
Ibk ∂A
Vbk = R bk Ibk + ∬ dxdy
sbk sbk ∂t
Where lbk is the length of kth bar in Z−direction and sbk is the
cross section area of the bar.
Equations for mechanical motion
dωm
Jr = Tem − Tf − Bf ωm
dt
dθm
= ωm
dt
where:
Jr = the moment of inertia of the rotor,𝜃𝑚 = the rotor
position, 𝜔𝑚 = the mechanical motor speed, Tem = the
electromagnetic torque, Tf = the applied load torque, Bf = the
coefficient of friction
III. METHODOLOGY
In order to compare the performance and temperature of
the IE4 Class LSPMM in the presence of harmonic voltage
distortion of 5th order, experimental measurements were
performed on a bench composed of a delta connected LSPMM
and an electromagnetic brake as electrical load. Tests were
performed in the Amazon Energy Efficiency Excellence
Centre (CEAMAZON) in the Federal University of Pará
(UFPA). Figure 4 shows the general test setup.
At first, the LSPMM was subjected to a perfect three-
phase sine voltage of 220 V for 1 hour and 10 minutes so that
it reached their thermal equilibrium. In a second moment, the
value of each harmonic voltage distortion of 5th order was
increased by 2% every 10 min until it reached 25%.
Fig. 4. General test setup [41]
The voltage harmonics were generated using a three
phase AC source (1), capable of generating a pure sine wave
as well as harmonics (up to the 50th order) with different
distortion magnitudes. For the study, the magnitudes of each
harmonic voltage analysed were increased every 10 min until
reaching 25%. To measure the induction motor input
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parameters, class “A” HIOKITM power quality analyzer (2)
model PW3198-90 was used, which recorded the input
parameters during all the experiments at 1 s intervals.
The electric load used in this experiment consists of an
electromagnetic brake or Foucault brake (3), which includes
(12)
two load cells that are connected to the ends of the brake with
which it is possible to measure the adjustable opposite force
produced by eddy currents. When multiplied by the distance
to the axis, it is possible to find the torque demanded by the
load. For the test, a torque of 3.8 Nm was applied to the
Foucault brake, which represents 92–95% of the nominal
(13) torque of the motor (4). The nominal data of each motor are
presented in Table II.
(14)
To measure the frame temperature, the FLIRTM infrared
camera model T620 was used with a calculated emissivity of
0.94. In order to analyse the temperature variation in the
LSPMM, the motor thermographic images were captured at
two angles every 2 min, from the thermal equilibrium until the
end of the experiment for each harmonic analysed. Figure 5a,b
shows the angles photographed during the experiments. For
the temperature analysis, mean temperature values of the lines
and cursor presented in the Figure below were analyzed.
TABLE II. LINE-START PERMANENT MAGNET MOTOR PARAMETERS
IM Class IE4
Technology LSPMM
Power 1 Hp
Voltage 220/380 V
Speed (rpm) 1800
Torque (Nm) 3.96
Current (A) 3.08/1.78
Efficiency (%) 87.4
Power Factor 0.73
(a) (b)
Fig. 5. (a) Thermographic image of LSPMM with 255 of 5th harmonic
voltage distortion; (b) Thermographic image of LSPMM with 10% of 5 th
harmonic voltage distortion.
Regarding the methodology used for the treatment of
measurement data and obtaining the results, Figure 6 presents
the steps performed in the present work. At first, the tests were
performed on the test bench presented in Figure 4, for the
analyzed motor presented in Table 1, then the motor input
measurements were made using the Power Quality analyzer
equipment as well as the thermographic images taken with the
infrared camera, considering the measuring points of Figure
5a,b. The next step was to transfer the measurement data from
the equipment’s to the analyzer (PQA–HiVIEW PRO) and
camera (FLIR ResearchIR) softwares. After data processing,
they were converted to CSV format files, compatible for
reading in Minitab [55] statistical software. In Minitab, the
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 data processed for plotting the results and the statistical
analysis made on the study were analysed.
Fig. 6. Methodology Flowchart
IV. RESULTS
A. Experimental Tests
Aiming to analyse the response of the permanent magnet
motor in the presence of voltage harmonics. Figure 7 shows
the variation of the current, current total harmonic distortion
(THDI), power factor and temperature in the presence of
voltage harmonics. It can be seen how each harmonic results
in different impacts on the LSPMM, the most damaging being
the 2nd order harmonic, the combination of all, 5th, 7th and 3rd
voltage harmonics respectively. It was also observed how the
negative sequence harmonics (2nd and 5th) result in the greatest
negative impacts when compared to the positive sequence
harmonics (7th) and zero (3rd) for all the measured parameters.
The harmonic content of the LSPMM presents large
increases in the presence of voltage harmonics, it can be
observed how with the fifth and seventh order harmonics
presented percentages of up to 50% distortion, while the
second and the combination of all harmonics results in
percentages higher than 150% , the third harmonic does not
result in increments due to the connection used, as observed
in Figure 1 (b).
(a) (b)
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(c) (d)
Fig. 7. LSPMM variations for 5th order voltage harmonic in (a) Line
current; (b)Total harmonic distortion; (c) Power Factor and (d) Temperature.
The impact of harmonics not only results in higher
consumption, but also in considerable impacts on the power
factor (Figure 7c), which can result in reactive punishments in
large-scale uses. It is observed how the PF values decrease to
0.65 and 0.45 with the negative and positive sequence
harmonics.
Finally, the harmonic components result in additional
currents and voltage that end up adding to the fundamental
voltages and currents and therefore increasing the losses in
core and windings respectively, which is observed through the
temperature increases observed in Figure 7 (d) .
The objective of using the finite element analysis is to
make a thorough diagnosis of the electromagnetic behaviour
of the motor using a method that is non-invasive and has no
interference with the operation of the motor being analysed.
Using this method, we are able to extract the resistive losses
in the stator armature as well as the torque via the Weighted
Stress Tensor method [9]. This simulation consists of
simulating the current as shown in fig. 7(a) considering the
increase in the harmonic distortion.
Within FEMM, two simulations are done. Taking into
account the magnetic simulation, firstly is the simulation of
the fundamental current and then that of the 5th harmonic.
Posterior to that, the resistive losses are extracted from the
stator and rotor, where these results are coupled with a
thermal simulation in which these losses are inserted as inputs
to the simulation. These simulations are done, considering the
motor is operating at no-load, with only the fault-brakes
which in this case are neglected.
To perform the thermal analysis, FEMM solves the
problem around the temperature model, using (7). From that,
it is possible to obtain the temperature and gradient values of
the temperature model according to [16]
 −∇ ⋅ (𝑘∇𝑇) = 𝑞 
where k is the thermal conductivity, T temperature and q the
volume heat generation.
The temperature distribution in the motor At normal
operation without any harmonics is presented in Fig. 9. In this
Figure, one notices that the copper strands are the points with
highest temperature in both coils, as expected. An average
temperature of 36.65°C in the motor is observed, which is
 within the motor specification that has a maximum
temperature of 40°C.
Fig. 9. Temperature distribution (in Kelvin) in the motor
Analogous to the experiment results, the harmonic analysis
was carried out for the simulation. Fig. 10 shows the
temperature as simulated in FEMM. It should however be
noted that, there is a big discrepancy due the number of
elements in the mesh, as well as not having considered the
influence of the permanent magnets-magnetization being
affected. The program has an 83% accuracy in determining
the temperature of the motor.
Fig. 10. LSPMM variations for 5th order voltage harmonic in Line current
V. CONCLUSIONS
Considering the high efficiency motors as strong
candidates for replacing old motors, this study analysed the
impact that different orders harmonic voltages have on the IE4
Class Line-start Permanent Magnet Motor. A summary of the
results is listed below:
In relation to the second harmonic, high correlation
coefficients were obtained, both from the temperature and
from the other variables, confirming the high collinearity that
exists between them. It was commented that the third
harmonic voltage did not produce any considerable impact on
the electric motor. This was confirmed with the regression
graphs that show how the values do not exhibit a growth
pattern as for the second harmonic analyzed.
For further analysis of the operational state of the motor, the
measurements are inserted into software FEMM where finite
element analysis is made. This numerical method allows a
better understanding of the thermo-magnetic behaviour of the
motor as well as to be able to predict possible faults that may
occur. This is more beneficial to the industry as the motor is
only stopped when necessary for maintenance.
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