MOTOR STARTING STUDY BASICS PART 1

OBJECTIVE:

Motors when started would initially draw a large current that would decay as the motor accelerates into
its full load or normal operating current. This Part 1 aims to provide basic understanding on the dynamic
current development of a motor being started for general and basic understanding.

DYNAMIC CURRENTS DURING MOTOR STARTING (LRA asymmetrical):

INRUSH CURRENT - When voltage is applied to an inductor, it develops an initial inrush current which is
transient in nature (decays immediately). This inrush current is ASYMMETRICAL due to the presence of
DC component similar to the DC component of an asymmetrical short circuit. A motor is highly inductive
(with resistive component) in which when the motor stator is energized, it would create the same
transient inrush current that would approximately decay within 0.1 second. This inrush current can be
estimated to be 1.7 x Motor Starting Current (LRA asymmetrical)

MOTOR ACCELERATION (STARTING) CURRENT (LRA symmetrical) - This current is SYMMETRICAL and will
decay exponentially as the motor accelerates or the speed up (slip decreases). The rate of decay of the
motor starting current would depend on motor and driven load mechanical inertia and the net torque
between the motor and the driven load. Hence, a motor that is mechanically unloaded will have this
starting current decay faster than a mechanically loaded one. This current dynamically decays as the
motor is in the process acceleration torque up to breakdown (peak) torque and sharply decays as the
motor crosses over breakdown torque. (Torques will be discussed at later parts). For normal centifugal
pumps with properly sized motor and good power system voltage, the acceleration time would normally
be in the range of 3-5 seconds.

MOTOR FULL LOAD CURRENT (FLA) - This is the motor's maximum continuous running current that
would keep the motor within its temperature rating limits at its full load speed at full load torque

Common and general estimates (in the absence of datasheets or performance curves:

Motor Starting Current (LRA sym) = 6 x FLA continuous (for general efficiency, NEMA design B motors)
for 5 ~ 6 seconds

Motor Inrush Current = 1.7 x LRA sym at 0.1 second

FLA = (100 x 746) / [(SQRT(3) * 460 * 0.90 * 0.85] = 122.4 A

Motor Starting Current LRA sym = 6 x 122.4 = 734.4 A for 5 seconds

Motor Inrush Current LRA asym = 1.7 x 734.4 = 1,248.5 A at 0.1 second

NEXT PART (PART 2), "UNDERSTANDING VOLTAGE, CURRENT, TORQUE AND SPEED RELATIONSHIPS
DURING MOTOR STARTING

OBJECTIVE:

This Part 2 aims to provide basic understanding on the Voltage, Current, Torque and Speed relationships
during motor starting. This topic developed is limited to induction motor applications as majority of
industrial motor applications are induction motor types. This topic is also limited to motors supplied
from nominal voltages at a constant frequency (i.e. 60 Hz). Engineering motor theories during our
university are sound and it requires the electrical engineer to understand these theories into motor
application and practical understanding to create generalizations. Do not under estimate what you
learned as theories.

VOLTAGE AND TORQUE

Induction motors are designed with different torque stages in the total acceleration period from
standstill to running speed. These torque stages are a) Locked rotor torque, b) acceleration torque, c)
breakdown (peak) torque and d) full load torque. These torques, by motor design, are required to
accelerate the motor from 0 speed to its rated speed at rated slip.

Since developed torque is directly proportional to the square of terminal voltage (T = V^2), sufficient
starting voltage at the motor terminals is required to allow the motor to develop these torques required
for acceleration and to overcome motor and driven load inertias. Example, an 90% rated voltage at the
motor terminals during starting will result to 81% of rated torques and 80% rated voltage would result
to 64% rated torques (do the Math...proportionality 101).
When the motor is mechanically coupled to the driven mechanical load, the motor should develop
sufficient torques to overcome the driven load inertia and the motor's shaft inertia and accelerate to
running speed. On the same note, there should be an adequate torque difference between the motor
torque curve and the driven equipment torque curve on the entire speed duration. This is called the
"net torque" or "differential torque" between the motor and driven equipment.

Therefore, sufficient voltage applied to the motor terminals during starting is required to develop the
necessary torques to overcome inertia and develop the necessary net torque requirements to accelerate
the motor (and driven equipment ) from standstill to running speed.

VOLTAGE AND STARTING CURRENT (LRAsym)

Motor starting current (locked rotor current symmetrical) is dependent on the applied voltage and the
locked rotor input impedance. Expressing and factoring leakage reactance in terms of frequency, a
proportionality equation is developed in terms of motor voltage and locked rotor current:

LRAsym is directly proportional to Input Voltage (with constant frequency)

Locked rotor current at rated voltage applied at constant rated frequency will intially develop as an
asymmetrical inrush that dissipates instantly (due to very low time constant) and will cross-over into a
decaying symmetrical LRA as the motor accelerates because the motor impedance will increase as the
motor speed increases.

Therefore, when the motor terminal voltage applied to motor during starting is reduced, the starting
current is also reduced in the same proportion. Having said this, motors behave as an "constant
impedance" DURING STARTING (voltage varies directly with current).

SUMMARIZING ON A MOTOR STARTING PERSPECTIVE

Let's summarize the above simplified explanations shall we?

Assuming motor is designed and sized to have adequate torque to accelerate the driven load, when
rated motor voltage is applied to the motor terminals, it will draw rated torques sufficient to turn the
driven load and accelerate to running speed. However, by doing so it will also draw currents larger than
full load current that will decay as the motor accelerates (speed increases, accelerating torque) and will
sharply decays to running current once the breakdown torque is surpassed.
When there is insuficient voltage (undervoltage) at the motor terminals during starting, the starting
current is also reduced in the same proportion. However, the torque is reduced by the square of the
voltage reduction. This will result to decreased net torques between the motor and driven equipment
further resulting to a slow motor acceleration. If the acceleration is not able cross breakdown torque,
the motor will stall due to subsequent voltage reduction as a result of the starting current not able to
decay fast enough. Furthmore, the acceleration time can be too slow that the starting current decay is
slow and may reach overload tripping point.

The same voltage-torque-current-speed relation applies when trying to reduce starting current by
reducing starting voltage by the use of reduced voltage starter (not VFD) like wye-delta, auto-
transformer and reduced voltage soft starter. The voltage reduction is carefully selected such that
sufficient net torques are developed to accelerate the motor (and load) within an acceptable time
period that will not cause an overload trip and unacceptable undervoltage in other parts of the system
and other motors already running. The acceleration time determined either from dynamic starting
calculations or by testing is used to set the timers for transition or bypass towards full nominal voltage
at the motor terminals.

Please find diagram for reference. The above are rationalization of the motor theories vs. power system
dynamics. It is not my intention to teach detailed motor design and dynamics...reading books and
attending or paying attention in motor classes will do that.

INTRODUCTION:

Part 3 will present in simplified context the effects of motor starting in an electrical distribution network
and the compound effects on nominal system voltage. I would personally recommend everyone who
would read this part 3 to read and understand Parts 1 and 2 prior as the previous parts are also related
to this part.

A STARTING MOTOR (from standstill) behaves as a “Constant Impedance” which means that when a
motor is started with rated voltage applied to its terminals, it will draw rated locked rotor currents
(inrush and starting). Reducing the voltage at the terminals can help reduce the locked rotor currents
but it will also reduce the rated developed torques required to overcome inertia and accelerate the
motor and consequently, the driven mechanical load. In this case, there is limitations as to how much
voltage can be reduced. The simplified examples and representations are based on "static" evaluation
and not dynamic and are based on ideal assumptions for purpose of understanding. Part 4 will explain
both computational methods in simple manner.
THE RUNNING MOTOR:

On the other hand, a RUNNING MOTOR behaves as a “Constant kVA” which means that when nominal
system voltage is reduced at the motor terminals, the current increases with constant motor kVA.

Assuming a 3 phase 10 HP, rated 460 V at FLA = 14 A supplied from a supply nominal voltage = 480 V. If
motor is 100% mechanically loaded and assuming negligible power factor and efficiency variations,
when the motor nominal voltage at its terminals is 460 V (100% rated), the FLA = 14 A. For all conditions
the same except that the motor supply nominal voltage is reduced to 80% nominal or 0.80*480 = 384 V.
the motor FLA will increase inversely as:

kVA1 = kVA2; where kVA1 = V1*FLA1 and kVA2 = V2*FLA2

V1*FLA1 = V2*FLA2; if V2 = 0.80*V1, then

V1*FLA1 = (0.80*V1) FLA2, then

FLA2 = FLA1 / 0.80 = 14/0.80 = 17.5 A which a 125% current increase

THE VOLTAGE DIP SCENARIO (COMBINING BOTH STARTING MOTOR AND RUNNING MOTOR CASES)

Having the above knowledge and Parts 1 and 2 understanding, the Voltage Dip and Voltage Instability
can be represented as the combined effects of both motor starting and motor running combinations.

Assuming an MCC where 5 motors are connected. Assuming Motor 1 is the largest motor and Motors 2-
5 are all smaller and identical in HP rating. For purpose of simplicity, let us assume that motors 2-5 are
mechanically loaded to their HP rating and the supply voltage applied to their terminals are the same as
their rated voltages. Let’s take motor 1 to be started while the other motors 2-5 are currently running.

As motors 2-5 are running and behave as a “constant impedance load”, each will be drawing 100% FLA
from the system creating voltage drop across their branch circuit conductors. Let’s assume that the total
voltage drops from the source transformer secondary up to each of the motors 2-5 terminals are each
5%. Hence, the voltage at the running motors 2-5 terminals are each 0.95*480 V = 456 which is 99.1% of
motor rated voltage (460 V). Prior to starting motor 1, the voltage available at the contactor line side
would be 98% nominal voltage (assuming 3% conductor voltage drop and upstream voltage to the MCC
VD = 2% which results to the same running VD = 2 + 3 = 5% expected at the motor terminals).

NOW, when we start Motor 1 while the other motors 2-5 are running at FLA = 100%. The starting motor
will draw locked rotor current that will start as an inrush current and then decays gradually to FLA
assuming there is sufficient increasing voltage that would develop the required net torques as the motor
speeds up or accelerate. What happens is that because of the locked rotor current drawn initially which
will add up to the MCC main cable voltage drop, the MCC voltage will be depressed and the voltage at
the MCC may say, result to 90% nominal (10% voltage drop) which will further increase the voltage drop
up to the running motors 2-5 terminals (10% + 3% = 13%) resulting to 87% nominal at running motor
terminals. This will equate to 0.87*480 = 417.6 V which is 90.8% motor rated voltage (460 V). As the
running motors 2-5 behave as “constant kVA”, the FLA will increase by FLA/0.908 = 110% FLA. The total
running current will then increase and if the starting motor does not accelerate and maintain the locked
rotor current, this total running current will FURTHER ADD UP TO THE MCC TOTAL INPUT CURRENT,
resulting to further decreasing the voltage further and increasing the running motor current depressing
voltage further until either the running motor overload relays trip and stop all the motors 2-5.

At the same time while this scenario happens at the running motors 2-5, if the starting motor is not able
to accelerate fast enough to DECREASE THE STARTING CURRENT to FLA and IMPROVE THE VOLTAGE and
prevent the DIP to go further, rate of voltage depression will be faster than the acceleration such that
the starting motor will not pass breakdown torque and STALL. IT can also happen that the acceleration
will be too slow that the starting current will pick up the starting motor’s overload relay and trip the
motor before the other running motor’s overload trips or their contactors drop out due to excessive
under-voltage.

THEREFORE, the motor starting time should be fast enough to stabilize the voltage after a starting
voltage dip occurs and the magnitude of voltage dip during initial starting should be at a value that will
a) allow the starting motor to develop sufficient net torque to overcome inertias, b) support fast
acceleration and c) prevent overload tripping or contactor drop-out at the running motors.

EFEFCTS OF MOTOR STARTING

High starting current drawn by the starting motor cause voltage dips on other parts of the system

Contactor “chattering” or dropout

Running motors slow down due to voltage dip which results to higher current drawn if voltage fails to

Sensitive electronic devices malfunction

Starting motor may fail to start (Stall)

Generator overloading. May exceed generator engine ekW, dip may exceed exciter/voltage regulator
capability generator voltage regulation

The next series PART 4 will discuss about ” Types of Motor Starting Calculations or Simulations and their
methodology and Differences”

430.24 Several Motors or a Motor(s) and Other Load(s).

The minimum ampacity of feeders supplying several motors is calculated from Section 430.24.

Click to Enlarge; Mouse Over to Zoom

The minimum ampacity of feeders supplying several motors is calculated from Section 430.24.

Conductors supplying several motors or a motor(s) and other loads cannot be less than the sum of the
following:

1. 125% of the full-load current rating of the highest rated motor.

2. The sum of the full-load current ratings of all other motors in the group.

3. 100% of the noncontinuous non-motor load.

4. 125% of the continuous non-motor load.

The NEC requires the full-load current (FLC) from the tables in Article 430 to be used rather than the
motor's nameplate FLC. The values in the tables are permitted for nominal system voltages of 110, 120,
220, 240, 440, 480, 550, and 600 volts. For example, the FLC for a 3-phase squirrel-cage induction motor
with a name plate voltage rating of 460 volts is given in the 460 volt column even though the actual
system voltage may be either 440 volts or 480 volts.
Feeder ampacity calculation example: Calculate the minimum ampacity of a feeder that supplies three,
460 volt, 3-phase, squirrel cage induction motors: a 20-HP, a 7½-HP, & a 5-HP motor.

Step 1. Use table 430.250 to find full-load current (FLC) for all 3 motors:

FLC of three motors: 20-HP = 27 amps; 7 ½ -HP = 11 amps; 5-HP = 7.6 amps.

Step 2. Multiply largest motor's FLC X 1.25 : 27 amps X 1.25 = 33.75 amps.

Step 3. Add 125% of the largest motor's FLC to the FLC of the other motors: 33.75 amps + 11 amps +
7.6 amps = 52.35 amps.

Step 4. The minimum ampacity of the feeder supplying the three motors is 52.35 amps.

Summary: a feeder supplying several motors must have an ampacity not less than 125% of the largest
motor's full load current (FLC) plus the FLC of the other motors in the group, plus the total of other loads
operated at the same time.

we can calculate these Reactances by using the following formulas :

- Sub-Transient Reactance : X"d = Un^2 . x"d / 100 . S

- Transient Reactance : X'd = Un^2 . x'd / 100 . S

- Synchronous Reactance : Xo = Un^2 . xo / 100 . S

Where :

- S : Apparent Power

- Un : Voltage between 2 phases

- x"d : Percentage " % " of Sub-Transient Reactance ( typically 20% )

- x'd : Percentage " % " of Transient Reactance ( typically 30% )

- xo : Percentage " % " of Synchronous Reactance ( typically 6% )

Noting that these percentages should be defined by the manufactures.

Feb 1, 2008 12:00 PM, By Larry A. Bey, Cummins Onan Corp.

Remember, an on-site engine-generator set is a limited source of power, both in horsepower available
from the engine, and kVA available from the generator. As such, it must be large enough to start as well
as run connected motor loads.

You've lost normal power. Your engine-generator set (gen-set) starts up and reaches speed. Now, you
want to start some large motors key to your operation. Suddenly, starter holding coils drop out, starter
contacts chatter, and a few motors stall due to insufficient torque for acceleration. Can this happen to
you? It sure can, if you haven't sized your gen-set properly.

We all know that motors draw a high inrush current during starting:typically six times full load current.
But, inrush currents for the high-efficient motors specified today are almost double that amount.
Motors with high inertia loads can also require up to three times rated power during starting.

Yes, it's common for motor starting kVA requirements to determine the size of the set. However, the
following factors also play a key role in sizing gen-sets:

Harmonics caused by variable frequency drives.

Use of high-efficiency motors.

Sequential starting of motors.

What's involved. When starting motors, large voltage and frequency dips may occur if the generator set
isn't sized properly. Other loads connected to the generator output may be more sensitive to voltage
and frequency dips than the motor or motor starter, and this may cause problems. For example, a rate
of change greater than 1 Hz/sec in generator frequency may cause some static UPS units to malfunction.

If the load on the generator set is a single large motor, particularly one requiring high starting torque, a
number of problems can occur. They include: sustained low-voltage operation that can cause
overheating; extended load acceleration times; opening of circuit breakers or motor protective devices;
engine-generator protection shutdowns; and more.
Your gen-set's ability to start large motors without excessive voltage and frequency dip is a function of
the complete system. This includes:

The engine power available;

The generator's capacity;

The response of the generator excitation system;

The energy stored in the rotating inertia of the gen-set; and

The acceleration of the motor and its load.

You must consider all these factors for proper gen-set sizing. Here's a simple rule for estimating the size
of an engine-generator set for motor starting: 1kW of generator set rating per each 3/4 to 1 hp of motor
nameplate.

Let's look more closely at a motor start. Induction motors have typical starting characteristics. The curve
of motor current versus speed shows that during starting, the motor draws approximately six times its
full load current; this current remains high until the motor reaches about 80% of speed. This high inrush
current causes a dip in generator voltage. The electric power initially required by the motor (with the
motor at standstill) is about 150% of rated power. The power required by the motor peaks at about
300% of rated power and 80% of speed with full voltage applied. But, the generator set supplies less
than 300% power because starting voltage is lower than full voltage during acceleration, and because
the generator set's rotating inertia transfers energy to the motor.

The motor must develop greater torque than required by the load. The motor's torque curve at full
voltage is above the load's torque curve. The difference between the torque developed by motor and
the torque required by the load determines the rate of acceleration. Since torque is proportional to
voltage, any reduction in voltage means a proportional reduction in torque.

A properly sized generator set will support the high starting kVA requirements of the motor, and
maintain sufficient output voltage for the motor, so it can develop adequate torque to accelerate the
load to rated speed.

All standby gen-sets use synchronous generators with exciters. Many are available with permanent
magnet generator (PMG) excitation systems. The PMG provides excitation power independent of the
generator terminal voltage. As such, it can maintain full excitation:even during transient loading, such as
motor starting. Full excitation power results in a less extensive voltage dip and improved recovery times.
Using reduced-voltage starting. Though a voltage dip often causes various problems, a controlled
reduction in voltage at motor terminals can be beneficial, but only when reduction in motor torque is
acceptable. Reducing motor starting kVA can reduce the required size of the gen-set, reduce the voltage
dip, and provide a softer start for the motor loads. When sizing gen-sets, you must first determine the
acceptable level of motor torque required during starting, or the loads will accelerate slowly, or even fail
to reach full speed:ultimately causing motor damage.

Using solid-state starters. Solid-state starters can adjust the starting torque, acceleration ramp time, and
current limit for controlled acceleration of a motor when it starts. For the purpose of sizing a gen-set,
the current limit adjustment reduces the inrush current and may be used to reduce the starting kW and
kVA requirement on the generator. The range of available current limit settings is typically from 150% to
600% of full-load current. A 600% current limit setting on the solid-state starter results in a gen-set
sizing that's the same as an across-the-line starting. A 300% current limit setting reduces starting kVA by
50%.

Use of the current limit setting also reduces motor torque available to the load. From a gen-set sizing
perspective, an extended acceleration ramp time and low current limit setting (if appropriate for the
motor and the mechanical load) would result in the least voltage and frequency excursions.

One downside to using solid-state motor starters is their integral SCRs (silicon-controlled rectifiers) will
cause voltage distortion. To compensate, you'll have to oversize the generator. The recommendation:
two times the running kW load, except where you're using an automatic bypass. If the solid-state starter
does have an automatic bypass, the SCRs are only in the circuit during starting. Once the motor is
running, the bypass contactor closes and shunts the SCRs. In this case, you can ignore the voltage
distortion during starting, and you don't have to add generator capacity.

VFDs require larger generators. All versions of variable frequency drives (VFDs) are current limiting and
reduce starting kW and kVA. The current drawn by these drives is nonlinear (having harmonics), which
causes a distorted voltage drop across the reactance of the generator. Since VFDs are nonlinear, you
must include an additional generator capacity sizing factor to keep voltage distortion to a reasonable
level of approximately 15% total harmonic distortion (THD) or less. The larger the generator, the greater
the reduction in impedance of the power source (generator), which in turn, reduces the effects caused
by harmonic current distortion.

For six-pulse VFDs, a typical generator sizing factor would be twice the running kW of the drive. This
offsets any reduction in starting kW and kVA. If it is the pulse width modulated (PWM) type (or includes
an input filter to limit current distortion to less than 10%), then you can reduce the sizing factor down to
1.4 times the running kW of the drive.
Using a step starting sequence. The starting sequence of loads can have a significant effect on the size of
a gen-set. One commonly used approach is to assume all connected loads will start in a single step. This
results in the largest gen-set selection. Unless you do something to add load incrementally (such as
multiple transfer switches with staggered time delays, or a step load controller), then you should use a
single-step load for sizing purposes.

In multiple step applications, you start the largest motor first, to minimize the gen-set size. Once placing
all loads on line with the gen-set, you can stop and start load equipment with automatic controls. Here,
you'll have to size the gen-set by assuming the largest motor starts last, with all other connected loads
already on line.

Examples of sizing gen-sets. You can size a gen-set with manual calculations (using a worksheet) or with
PC software available from most major gen-set manufacturers. The basic process is the same. It's always
best to use actual data (if known).

If this information isn't available, using PC software is the best option, since much of the required
information on typical load characteristics is available as default information. If you use the manual
sizing procedure, it should result in a recovery voltage of at least 90% of rated voltage and a starting
instantaneous voltage dip of approximately 20% to 40%.

The instantaneous voltage dip and frequency dip will likely vary from manufacturer to manufacturer,
based on equal ratings of gen-sets. For a closer estimation of transient (starting instantaneous voltage)
performance, use the manufacturer's sizing software.

Using the manual sizing procedure.

Step 1: Gather information. You'll need to know the following for each motor load:

Nameplate hp,

Running kilowatts (RkW),

Running kilovolt-amperes (RkVA),

Running motor power factor (PF),

Starting motor PF, and

Locked rotor kVA/hp.

RkVA = RkW / Running motor PF (eq. 2)

To calculate starting kilovolt-amperes (SkVA) and starting kilowatts (SkW) for motors, use these
equations:

SkVA = (Nameplate hp) x (Locked rotor kVA/hp) (eq. 3)

SkW = (SkVA) x (Starting motor PF) (eq. 4)

Step 2: Total the RkW, RkVA, SkW, and SkVA numbers for all the loads.

Step 3: Select the gen-set by comparing the RkW, RkVA, SkW, and SkVA to the ratings on the
manufacturer's specification sheets (after appropriate derating for ambient temperature and altitude).

Example One calculation. Determine gen-set size for three loads started across-the-line in a single step.
Here's pertinent information:

Two 200 hp motors, Code G, 92% running efficiency, 0.25 starting PF, 0.91 running PF.

Total 100kVA of fluorescent lighting, starting PF of 0.95, and running PF of 0.95 (Note: We're using the
terms starting and running PF for the lighting load here for clarification when adding the motor loads.
Actually, the ballast for the lighting load has a constant PF of 0.95.)

Step 1: Information gathering and calculations. 200 HP motor:

RkW = (200 hp x 0.746 kW/hp) / 0.92 = 162.2kW

RkVA = 162.2kW / 0.91 PF = 178.2kVA

SkVA = 200 hp x 5.9 kVA/hp41180kVA

Florescent Lighting:

RkW = 100kVA x 0.95 PF = 95kW

RkVA = 100kVA

SkVA = 100kVA

SkW = 100kVA x 0.95 PF = 95kW

Step 2: Totals.

Load.......... | RkW | RkVA | SkW | SkVA

200hp Motor | 162.2 | 178.2 | 295 | 1180

200hp Motor | 162.2 | 178.2 | 295 | 1180

Lighting....... | 95.... | 100... | 95. | 100

Totals (kVA). | 420... | 457.. | 685 | 2460

Step 3: Selection. At a minimum, you'll have to size the gen-set to supply the maximum starting (surge)
demands and the steady-state running loads of the connected load equipment. In this example (using
one manufacturer's published data), you would select a 750kW generator set with 2944 SkVA available
at 90% recovery voltage to supply the total load SkVA of 2460. The load totals for RkW, RkVA, and SkW
are well within the rating of the 750kW (938kVA) gen-set you selected. The running kilowatt load of
420kW is 56% of the 750kW gen-set standby rating.
Example Two calculation. Assume you have the same three loads as in Example One, but now you're
using an autotransformer type reduced voltage starter that is set at the 65% starting voltage to start the
two motors. This tap setting will reduce the starting kVA by the square of the voltage (0.65)squared, or
0.42 times the starting kVA.

Step 1: Calculations

200 HP motor:

RkW = (200 hp x 0.746 kW/hp) / 0.92 = 162.2kW

RkVA = 162.2kW / 0.91 PF = 178.2kVA

SkVA = 200 hp x 5.9 kVA/hp = 1180 x (0.65)squared = 495kVA

SkW = 495kVA x 0.25 PF = 124kW

Florescent Lighting:

RkW = 100kVA x 0.95 PF = 95kW

RkVA = 100kVA

SkVA = 100kVA

SkW = 100kVA x 0.95 PF = 95kW

Step 2: Totals

Load.......... | RkW.. | RkVA | SkW | SkVA

200hp Motor | 162.2 | 178.2. | 124. | 495

Lighting...... | 95..... | 100... | 95... | 100

Totals (kVA) | 420... | 457... | 343. | 1090

Step 3: Selection. Using one manufacturer's published data, you would select a 450kW gen-set to supply
the required starting kVA. The running kilowatt load of 420kW is 93% of the gen-set's standby rating. So,
if you want a margin for future load additions, you would select a 500kW gen-set running at 84% of
rated standby power.

Sidebar: Here's What Causes Dip in Starting Voltage

When you start a motor across-the-line with a gen-set, the motor represents a low impedance load
while at locked rotor or stalled condition. This causes a high inrush current. The high motor inrush
current (I ms) flows through the generator armature windings and is affected by the reactance. This
causes a drop in generator voltage. Impedance controls the flow of current in AC circuits. But, the
generator armature reactance is such a large part of its total impedance that resistance is ignored.

The generator terminal voltage drops instantaneously when the motor starter contacts close at time
t40, as a function of the subtransient reactance (X"d). Generally, the larger the generator, the lower its
reactance. So, one way to minimize the instantaneous voltage dip is to increase the generator size.

The generator terminal voltage may drop further, depending on response of the generator's automatic
voltage regulator and the power capability of the excitation system. (Most gen-set automatic voltage
regulators include underfrequency protection.)

During momentary overloads, the engine speed may also dip. If it does, the automatic voltage regulator
reduces excitation power to the main field, which lowers the generator terminal voltage. This, in turn,
reduces the load on the engine, allowing it to recover to rated speed. Typically, a maximum generator
terminal voltage dip of 30% will not cause coils to drop out. (This allows for approximately 5% additional
voltage drop in the conductors between the generator and the motor).
Although the voltage dip, due to under frequency protection, may extend the voltage recovery time, it
also allows the engine to be sized closer to the steady-state running load rather than starting load. This
is particularly important with diesel engines, which should not run for an extended duration at less than
30% of rated load. (Extended light-load operation of a diesel engine can result in the accumulation of
unburned fuel in the exhaust system, due to incomplete combustion from low combustion
temperatures, called wet stacking. Light load operation can also result in engine damage from fuel and
water contaminating lubricating oil.)

After the initial voltage dip, it's important the generator restore voltage to a minimum of 90%-rated
value while supplying the motor starting kVA. At least 90% recovery voltage is necessary for the motor
to develop adequate torque to accelerate its load to rated speed.

A motor starting a high starting torque load, such as a loaded compressor, requires higher recovery
voltage than one starting an unloaded compressor. As the motor comes up to speed, the voltage will
rise, as the starting kVA input decreases. Once the motor is up to speed, the voltage should return to
rated value, if the gen-set is sized properly.

Sidebar: How Inertia Affects Gen-Set Sizing

The moment of inertia of a rotating mass offers resistance to acceleration. The load connected to the
motor shaft has its moment of inertia, and in practical situations for specific equipment, this may or may
not be available information.

Fortunately, for the purpose of sizing a gen-set, or more specifically to determine the engine power
needed to start and accelerate a rotating motor load, the motor load's moment of inertia need only be
broadly categorized as low or high inertia.

High inertia loads are characterized by high breakaway torque requiring prolonged acceleration. Low
inertia loads are characterized by low starting torque at standstill, with increasing torque as motor
speed increases resulting in rapid acceleration to rated speed.

Starting low inertia loads will reduce the normal starting kW needed. Look for more information on this
is in the sample calculations within this article.

Sidebar: Examples of High and Low Inertia

High inertia loads include:

Single -and multi-cylinder compressors without unloading valves

Crushers

Hydraulic elevators without unloading valves

Low inertia loads include:

Fans, centrifugal and blower

Compressors starting unloaded

Centrifugal pumps

Motor-generator elevators

Note: Pumps starting into high head pressure and large diameter fans or fans starting into high
restriction areas should be classified as high inertia loads.