May 2012

Technological Developments in the Design of Electric Motors for Hazardous Areas

Alex Settimi Sohler, WEG Australia Pty Ltd
Eribert Augusto Neves, WEG Motors Engineering Department
Samir Grifante, WEG Motors Engineering Department

ABSTRACT
Developing an electric motor range is a vexed and
challenging
task. IEC60034 and IEC60072 series
standards establish clear requirements for torque,
temperature, speed, vibration, noise level, dimensions
among others. Hazardous area standards, such as
IEC60079 series, add a greater level of complexity with
various specific and mandatory
design criteria. In
addition, with the push for high efficiency motors,
spearheaded by IEC60034-30 and AS1359.5, the challenge
for manufacturers is to reconcile all the stipulations
without compromising safety. This paper reviews the main
constraints, technological breakthroughs and design
developments for a state-of-the-art range of low and high
voltage Ex-d motors.
INTRODUCTION
The design of an electric motor range is a complex, time
consuming endeavor requiring the collaboration of a
multidisciplinary team of engineers and specialists. On a
macro level it will necessarily involve the following
disciplines whose main areas of concern are listed below:

Marketers: define the market and market segments the

products will be sold at, benchmark current offerings
and conduct gap analyses, determine the value
proposition of new products, define range and
features, determine certifications needed, produce
marketing material, prices and train the sales force.

Electrical
Engineering:
winding
design,
electromagnetic flux and torque range, efficiency,
power factor, electromagnetic noise, insulation grade,
voltage and frequency, surge withstandability, VSD
compatibility and surge level, temperature rise

Mechanical Engineering: frame design and robustness

level, endshield, flanges, bearing cap, bearing housing
tolerances and L10 life, fans, fan cowls, accessories
such as brakes and encoders, mounting configuration,
axial and radial thrust design range, shaft and rotor
suitable for the torque range in electrical design.

Industrial Engineering: responsible for ensuring

choice of design, electrical and mechanical, can be
physically implemented at the factory, ordering and
supervising the make of tools needed to manufacture
parts, factory lay-out and product flow design.

Certifications Engineering: liaise with relevant

certifying bodies to certify range and quality control
process.
All these tasks, marketers, engineering disciplines, minds
and personalities need to collaborate throughout 18 to 24
months to develop a full range of electric motors.
The starting point is a market study, from which a clear
value proposition and target markets will be established.
Once the strategic marketing brief is handed over to the
engineering team, the design task commences. The basis of
any design are the standards pertinent to the target
markets, for instance, IEC or NEMA, Australia or Europe,
mining or petrochemical. By and large from an Australian
perspective the relevant standards will be:

IEC/AS 60034 series

IEC 60072 series
IEC/AS 60079 series
AS 1359.5

This paper provides an insight into the design and

technological developments of a state-of-the-art Ex-d
electric motor range. It correlates the standards to
practical design and application requirements, and expands
on topics yet unaddressed by current standards.

Figure 1: Ex-d motor cut-away picture (courtesy of WEG)

Quality Control Engineering: quality manuals,

manufacturing instructions, check points, quality
control tests, procedures.

Technological Developments in the Design of Electric Motors for Hazardous Areas

A flameproof enclosure is defined as per IEC 60079-1

(2003: p. 15) as an enclosure in which the parts which
can ignite an explosive atmosphere are placed and which
can withstand the pressure developed during an internal
explosion of an explosive mixture, and which prevents the

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May 2012
transmission of the explosion to the explosive atmosphere
surrounding the enclosure.

ELECTRICAL DESIGN
The electrical design for Ex-d type motors is largely
similar to safe area motors. In the interest of keeping this
paper within a manageable length, attention is focused on
the special challenges arising out of the new efficiency
standards and the use of VSD, in particular the impact
these have on the motor electrical design for hazardous
areas.
Efficiency & Torque
The requirements of AS 1359.5-2004 and IEC 60034-30,
which mandate minimum efficiency levels for standard
and high efficiency electric motors cannot go unnoticed.
The increase in motor efficiency is generally achieved by
using larger copper gauge wires and low loss lamination
steel. This is the easier route for manufacturers, which
preserves the geometry of their laminations and therefore
the usability of existing stamping tools. However, such a
design philosophy has dire consequences to motor
breakdown and especially locked rotor torques. In fact the
introduction and evolution of these standards have resulted
in flatter torque speed curves as shown in Figure 2.

Figure 2: Torque speed curves of AS1359.4 motors from

first edition in 2001 (MEPS1) to second edition in 2004
(MEPS2 and MEPS 2 high efficiency) M is torque and n
speed

This is explained by looking at the equations that

determine the breakdown torque (Tbd) and locked rotor
torque (Tlr).

V2
Tbd=3
2 n
r 2'
Tlr=3
2 n r 1
High efficiency motors signify:
2
Lower r1 andV
values
(r22+
Xcc 2+ r 1 )
Higher X1r+2X' 2 2 2
2
(r 1+
) + Xcc
1
s
Note: Xcc >> r1 and r2

(1)
(2)

By virtue of reducing the electrical resistances (r1 and r2) to

achieve higher efficiencies without regulating the
reactances (X1 and X2), e.g. keeping lamination design

Technological Developments in the Design of Electric Motors for Hazardous Areas

unchanged, the higher efficiency is achieved with a

detrimental impact to motor locked rotor and breakdown
torque, which can decrease quite significantly. This is
especially prominent in larger motors (45kW and above)
due to their already low electrical resistances as shown in
Figures 3 and 4.

Figure 3: Locked rotor torque of MEPS2 and MEPS2 High

Efficiency range for an Australian supplier.

Figure 4: Breakdown torque of MEPS2 and MEPS2 High

Efficiency range for an Australian supplier.

Limitations of Low Torque Motors

An electric motor is defined as a machine which converts
electrical energy into mechanical energy. The latter is
provide in the form of torque at a certain speed. Its primary
purpose is therefore to provide torque. A motor with low
locked rotor and breakdown torque has the following
disadvantages:

Decreased ability to start high inertia loads

Decreased ability to cope with voltage sags
Decreased ability to cope with momentary overloads
Motor is more prone to stalling

Efficiency & Inrush Current

A lower X/r ratio motor will have a higher locked rotor
current and, by extension, inrush current. The inrush
current can be calculated by analysing the motors voltage
and flux immediately after energising it. The voltage
applied to the motor is:
v(t) = Vm sin ( + )

(2)

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May 2012
The maximum flux amplitude reached on the first halfcycle of the applied voltage depends on the phase of the
voltage at the time it is applied. If the initial voltage is
v(t) = Vm sin ( + 90) = Vm cost

(4)

Supposing the initial flux in the core is zero, the maximum

flux during the first half-cycle will equal the flux at steady
state (5).

max

Vm
Np

(5)

If the voltage displacement angle is 0 then the maximum

flux at the first half-cycle is given by equation 6 as

max

Partial Discharges (PD)

The deterioration of the motor insulating system due to
voltage overshoots occurs by means of PD, a complex
phenomenon resulting from Corona (Kaufhold, M.;
Brner, G.; Eberhardt, 1996). Between adjacent charged
conductors there is a relative voltage, which gives rise to
an electric field. If the established electric field is high
enough (but below the breakdown voltage of the insulating
material), the dielectric strength of the air is disrupted. For
this to happen though the voltage on the conductors must
exceed a threshold value, the so called Corona Inception
Voltage. That is, the local breakdown strength in air
(within the void). The CIV depends on the windings
design, insulation type, temperature, superficial
characteristics and moisture (Pires, W. D. L, 2009). The
ensuing insulating damage is depicted in Figure 6.

1
Vm
=(6)
Vm sint dt =2 Np
Np 0

Equation 6 shows that the maximum flux can be twice as

high as the steady state flux. By examining a motors
magnetisation curve (see Figure 5) it can be seen that a
small increase in flux results in an enormous increase in
the magnetization current. In fact, the inrush current can
reach a peak value of approximately 3 times the motors
locked rotor current (the latter is measured in r.m.s.). As it
lasts only a few cycles (some milliseconds), it is not
normally detected by conventional meters, but it is sensed
by the instantaneous trip elements of circuit breakers, fuses
or overcurrent relays, which may result in nuisance
tripping during motor starting.

Partial discharge effect on the motor insulation system

Damaged insulation due

to PD activity

Figure 6: PD damage on random wound insulation

How Quickly A Motor Can Fail
Premature failures of inverterrated motors depend on the
adverse combination of properties of the inverter used, the
length of cable, motor characteristics and PD level in the
air gaps of the motor insulation system.
These types of failures, when they occur, tend to be slow
onsetting over the course of a few years. In severe cases,
e.g. in high ambient temperatures such as Kilns (90 0 to
1100C), a winding failure may occur within a few months.
Short-term failures have also been observed in applications
with long-cable runs or with high dV/dt drive topologies.

Preserving Motor Life

From a systems engineer viewpoint a solution is needed to
render the inverter-driven motor a similar life span
obtained in a mains supply installation. There are
basically two approaches:
Figure 5: Electric motor magnetization curve

A higher locked rotor current also has a limiting effect on

the maximum number of starts a motor can perform per
hour, as it results in higher motor heating during start.

Use with VSDs

VSDs or frequency converters generate voltage impulses
and fast transients (dV/dt) that stress the electric motor
insulation.

Technological Developments in the Design of Electric Motors for Hazardous Areas

a) Improve motor insulation endurance

b) Decrease the magnitude, frequency and speed of
voltage stresses
Motor insulation endurance is impacted by choice of:
wire insulation (enamel type and thickness)
phase and ground insulation
impregnation system and material
operating temperature
cleanliness and dryness

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May 2012
Special enamelled wire, commonly termed spike-resistant,
is the most significant of all technological improvements.
Resin-based impregnation methods which increase the
percentage of retained solids improve the insulations
overall partial discharge inception voltage (PDIV).
Keeping temperature low, the insulation clean and dry will
also maintain a high PDIV level. Although various
techniques exist, a common theme is that a special
insulation system is required to produce a true inverter-rate
electric motor.

The mechanical design entails the many aspects of the

motor construction. For Ex-d type protection it
encompasses flamepaths mandated by standards to
eliminate flame propagation risk, as well as the explosion
containment ability of the frame, endshields and terminal
boxes. These are discussed in turn.

The Implications For Hazardous Areas

Standards such as AS /NZS 60079.20 quantify the ignition
energy of the gases comprising groups I and II. These
energy levels, herein reproduced in Table 3, can be quite
low.
Table 1: Ignition Energy for Groups I and II Gases
GROUP
Ignition
Minimum
Energy
Igniting Current
I
525 J
85mA
IIA
320J
70mA
IIB
160J
40mA
IIC
40J
21mA
The phenomenon leading to a premature winding failure
in an inverter-driven electric motor is of a partial discharge
(PD) nature. Whereas PD is an acceptable inherent
characteristic of medium and high voltage motors, above
4kV, there is generally not much consideration given to PD
activity in low voltage electric motors. The literature has
documented explosions with high voltage Ex-n motors
attributed to partial discharges as the ignition source
(Jones, N., 1994: p. 20). The question whether the PD
energy in an inverter-driven motor may exceed the
ignition energy of the surrounding flammable gas, remains.

Figure 7: Ex-d motor (W22EX range courtesy of WEG)

Frame
The frame design must meet the following key criteria:

It must be robust enough to contain an explosion and

be used in various mounting configurations (IEC
60079-1 item 12)
It must be ample enough to house the stator, rotor and
terminal box
It must provide enough surface area for efficient heat
exchange (IEC 60079-0 item 5)

Based on Equipment Protection Levels (EPL) introduced

by AS/NZS 60079:26, would for instance an Ex-e inverterdriven motor be classed as EPL Gb or Gc? In order to meet
Gb level it should not be a source of ignition in normal
operation or when subject to faults that may be expected,
though not necessarily on a regular basis (2007: p. 12).
Does the fact that partial discharges are expected to occur
in inverter-rated motors make it a source of ignition?
These are pointed questions yet to be answered by the
appropriate experimental research. Whereas the testing
regime to certify an Ex motor for use with inverter hones
in the temperature effects of harmonics and speed
variation, they do not make reference to discharge energy.
It appears that certification alone may fall short of
addressing all safety concerns of using hazardous area
motors with inverters.

MECHANICAL DESIGN

Technological Developments in the Design of Electric Motors for Hazardous Areas

Figure 8: Ex-d motor frames 280 to 355 (W22EXEx range

courtesy of WEG)

The frame design starts by determining the reference

pressure of an internal explosion. This is the basis of all
component designs, which are selected to provide a safety
factor over the forces created by an internal explosion.
Choice of route for the winding and accessories leads to
the terminal boxes is also determined at this point. An
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May 2012
innovative approach is a recessed route into the frame as
shown in Figure 9. This minimizes the risk of lead damage
during assembly of motor.
An integral, full length feet design has been shown to
reduce vibration and ameliorate soft foot problems (Figure
10). It also facilitates alignment with easier use of shims.

Figure 11: Fin optimization

Cooling System
The cooling system comprises of motor surface area (fins),
fan and fan cowl. The fan cowl shape and overall design
has a significant impact in the power absorbed by the
cooling system and therefore on motor efficiency. An
innovative design, substituting the industry standard steel
mesh by an integral and profiled cast design has decreased
passage frequencies yielding noise reductions between 3 to
11dBA.

Figure 9: Ex-d motor frame (W22Ex range courtesy of

WEG)
Figure 12: Fan cowl optimization: left industry design with
mesh, right W22EX profiled design with integral cast
mesh

Figure 10: Simulation of mechanical stresses in integral,

full length feet design.
Finite element analysis tools such as CFD are used in fin
size optimization in order to maximize thermal exchange
and distance between fins, which decreases clogging by
solid contaminants on site

Technological Developments in the Design of Electric Motors for Hazardous Areas

Figure 13: W22Ex fan cowl

This innovative design was a combination of computer

simulation using CFD software and aerodynamics
engineering expertise (Figure 14). The end result is a
significantly more efficient cooling, with a reduction of
air dispersion over the frame (by 30%), noise level (3 to
11dBA) and heat (up to 100C) . Most importantly, hot spots
have been eliminated (Figure 15). These are a major
concern for hazardous areas, as they can constitute ignition
hazards. The temperature of hot spots can have a severe
impact in the maximum power rating of a given frame, its
T rating class or even the motor overall efficiency.

Page 5

May 2012

Fitting of special Ex-d rated porous drain plugs

(Figure 16C) as per IEC60079-1 item 10.

Figure 14: W22Ex cooling system (green shows air flow)

Figure 16A: W22Ex DE endshield outboard view

Figure 15: W22Ex thermography showing hottest spot at

55.50C
Endshield
The endshields support the weight of the rotor and shaft, as
well as house the bearings supporting all the thrusts
applied onto the motor by the driven equipment. In an Exd type enclosure they also provide a barrier between the
internal and external environment. IEC 60079-1 item 12
prescribes the structural strength required. Together with
the fixing bolts they must withstand an internal explosion
preventing flame propagation to the external environment
(IEC 60079-1 item 5).
A detailed study of endshield and bearing retainers,
including deformation during assembly and site vibration,
as well as flame propagation analysis have prompted the
following developments in their design:

Resized and repositioned fins with a concave bearing

housing to reduce bearing temperature (Figure 16A).
2700 cast shroud to protect fixing bolts and prevent
water accumulation (IEC 60079-1 item 11).
Casting of integral, flat vibration measuring points
Internal triangular bracing (Figure 16B).
Flush through grease lubrication (above frame 200).

Figure 16B: W22Ex DE endshield inboard view

Figure 16C: W22Ex DE endshield sintered drain plug

Fitting of sintered drain plug is based on a threaded joint,
as this was found to be safer than clamping or press-fitting
(Item 10.7 of IEC 60079-1). The plug does withstand the
pressure created by an internal explosion and prevents the
propagation of same to the surrounding environment,
withstanding also the dynamic effects of explosion without
permanent distortion or damage as mandated by IEC
60079-1 item 10.
Whereas the drive end (DE) endshield has fins which help
with heat transfer decreasing the bearing temperature, a

Technological Developments in the Design of Electric Motors for Hazardous Areas

Page 6

May 2012
detailed study showed the use of a flat surface on the non
drive end endshield (NDE) yielded a significant reduction
in noise level. A smooth surface without abrupt changes in
geometric shape eliminates pressure gradients, which then
reduces noise. This is illustrated in Figures 17A and 17B.

Figure 18: W22Ex boss design angle study

In aggregate, these technological developments have also

reduced the bearing temperature around 100C to 150C. A
reduction of that magnitude permits doubling the
lubrication interval, which in the W22 range is 4 to 10
fold times longer than other designs in the market place
(Table 1).
Figure 17A: W22Ex flat surface NDE endshield

Table 1: Lubrication Interval W22 vs. Other Designs

Frame
160

Figure 17B: W22Ex NDE endshield simulation showing

pressure gradient created by the introduction of geometric
changes (circled area)

Both the DE and NDE endshields have an integral cast

shroud spanning 2700 around the fixing bolts. This is a
requirement of IEC 60079-1 (item 11) for Group I, which
mandates that fixing bolts holding flamepath parts must be
protected against drop of foreign objects. In addition, a
detailed analysis was conducted in the number of fixing
bolts and the shape and dimension of the cast boss. The
larger the boss surface area the larger the bolt one can use
to affix the endshield to the frame, and therefore the less
number of bolts are required. On the other hand, the larger
the boss frontal area, the more airflow it blocks having a
significant impact on motor temperature. The boss design
entails finding the optimum point between its surface and
frontal area, which will determine the maximum bolt size,
with number of bosses and its area of contact with the
frame. Computer simulation using finite element analysis
(Ansys) has shown the angle with the frame has little
influence on the maximum pressure the boss can
withstand, but it assists in improving air flow.

Technological Developments in the Design of Electric Motors for Hazardous Areas

180

200

225
&
250
280

315

355

Pole
s
2
4
6
8
2
4
6
8
2
4
6
8
2
4
6

Interval (hours) #
20,000
22,000
22,000
22,000
15,000
22,000
22,000
22,000
13,000
22,000
22,000
22,000
4,000
11,000
17,000

Interval (hours) %
1000%
733%
733%
733%
750%
733%
733%
733%
650%
733%
733%
733%
400%
367%
567%

21,000

700%

2
4
6
8
2
4
6
8
2
4
6
8

3,280
11,000
15,000
17,000
3,280
9,000
13,000
17,000
9,000
7,500
10,000
16,000

456%
550%
500%
567%
456%
450%
433%
567%
450%
500%
333%
533%

Page 7

May 2012
Bearing Retainer
In a flameproof motor the flamepaths are a critical design
consideration as they affect directly the safety of the
product. With that in mind, frames 71 to 200 have been
redesigned with an integral internal bearing retainer
(Figure 19B) as opposed to being a separate component
(Figure 19A). This reduced the number of inspection
points and product vulnerability, decreasing the number of
flamepaths between 25 and 38%, and leading to a more
robust and safer design.

bearing retainer, on the other hand, houses the mechanical

seal and can be replaced without interfering with
flamepaths. It can also be removed to check bearing wear
or grease condition. This provides significant safety
improvements over existing designs, not only from a
product supply viewpoint, but also throughout the life of
the motor.

Figure 20: Outer bearing retainer houses the IP type seal

Figure 19A: Industry standard bearing retainer design as

separate part

Terminal Box, Blocks and Cable Fittings

The terminal box is considered a separate enclosure and
must therefore comply with all the pressure and nontransmission requirements of the frame. In addition, it
must be ample enough to house all incoming power and
accessories cables, provide an earthing point and proper
and safe connections (Figure 21).

Figure 21: W22Ex terminal box (low voltage range)

Figure 19B: W22Ex bearing retainer design integral to the
endshield (frames 71 to 200)
Another innovation was on the housing of the mechanical
seal. Often motors are upgraded to a different IP grade,
say from IP55 to IP56 of IP65, to meet customer or
application requirements. Seals also wear and need to be
serviced from time to time. With standard endshield and
bearing retainer design, these components need to be
replaced by a different endshield with a different
mechanical seal, say from V-ring to oil seal, when an IP
grade upgrade is called for (Figure 20). The W22Ex outer

Technological Developments in the Design of Electric Motors for Hazardous Areas

The development starts by defining the gas groups the

motor should be suitable for, in this case Group IIC. This
then dictates the type of joint (cylindrical) and gap
dimensions. Once the reference pressure is estimated, a
topological analysis using finite element analysis identifies
the critical points (parts numbered 1 and 2 in Figure 22). A
detailed analysis of these critical points is conducted
(Figure 23). This is a critical step to determine the
appropriate safety factors in the design, which will prevent
the risk of an internal explosion igniting the surrounding
environment.

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May 2012
Auxiliary terminal boxes, for heaters and thermal sensors,
must follow the same design steps (Figure 25).

Figure 22: W22Ex terminal box lid tension vector analysis

Figure 25: W22Ex main and auxiliary terminal boxes

(frames 225 to 355 low voltage)
Routing of the winding and accessories cables to the
terminal box is also an important design consideration
(Figure 26). This must be done in such a manner to avoid
risk of damage to cable insulation during assembly and
operation. Choice of bushings (Figure 27) and an
intermediary base allow the motor to be serviced without
messy and vexed resin manipulation.

Figure 23: W22Ex terminal box lid detailed tension vector

analysis
Should there be an internal explosion, its forces will
traction the terminal box bolts exerting a high mechanical
stress onto the bolts and bolt holding points. This is shown
in orange in Figure 24.

Figure 26: W22Ex routing of winding cables via safety

bushings

Figure 27: W22Ex bushings (low voltage range)

Figure 24: W22Ex terminal box tension vector analysis
Accurate modelling and choice of appropriate safety
factors (usually 4 to 5) are crucial points in ensuring
product safety at manufacturing and throughout its life.

Technological Developments in the Design of Electric Motors for Hazardous Areas

For high voltage motors, the terminal box (Figure 28A)

must meet additional requirements, which are generally
called for by international consulting firms and Oil & Gas
companies (Figure 28B). The most common are:

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May 2012

Fault rating of 40kA 0.2s

Phase segregated box
Ability to have surge capacitors or PD couplers
installed.

Figure 28A: W22Exd HV terminal box fault rated to 45kA

0.25s

Figure 29: W22Ex frames 225-355 re-greasing facilities

Figure 28B: W22Exd HV terminal box for surge

capacitors, surge arresters or PD couplers

RE-GREASING
As for safe area motors, the ability to re-grease an electric
motor on the run has proven to save thousands on on-going
maintenance and downtime costs. Naturally the design
choice must comply with prevailing standards. Using the
outer bearing retainer as the grease inlet and grease outlet
(Figures 29 and 30) as opposed to the endshield has
allowed for a more robust endshield design, as well as for
the ease and full inspection of greasing facilities in situ.
This is an important improvement from a maintenance
viewpoint.

Figure 30: W22Ex frames 160-200 re-greasing facilities

Sleeve bearings (Figure 31) have an inspection point

which permits the periodic check of oil level. Lubrication
intervals are generally much longer than grease filled antifriction bearings. Oil is added as needed via a side entry.
Figure 31: W22Ex HV motor with sleeve bearing

TESTING
Technological Developments in the Design of Electric Motors for Hazardous Areas

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May 2012
There are a plethora of tests mandated by the relevant
sections of IEC 60079 series of standards. The most
critical are the determination of explosion pressure,
overpressure, non-transmission and thermal tests, which
are conducted by the certifying bodies. This section
focuses instead on the impact and hydrostatic tests used as
design and quality control tests.
Impact Test
The fan cowl in particular must withstand 20J of impact
energy without deformation that can create a spark hazard
by rubbing of the fan. This is even more critical for Gas
Group I. The first step is a computer simulation (Figure
32), generally using finite element analysis, and a
subsequent practical test with sensors to measure the
impact forces (IEC 62262) by dropping a 1kg probe from
2m height.

Figure 34: WEG hydrostatic testing machine used as part

of production line

Figure 32: Fan cowl impact test simulation

Hydrostatic Test
This test aims at verifying the mechanical strength of
frames, endshields and terminal boxes. It is conducted at
design stage, as well as an on-going quality control test to
verify the quality of the castings. The motor is fitted with
various strain gauges to measure the forces applied and
any deformation (Figure 33). Then it is sealed and
pressurised with water (Figure 34).

Figure 33: Hydrostatic testing

Technological Developments in the Design of Electric Motors for Hazardous Areas

CERTIFICATION
Choice of certification schemes and certifying bodies is
generally made before commencement of design. The
IECEx scheme offers many advantages. But certification is
only the beginning. A global supplier must also carefully
analyse the additional requirements of major Oil & Gas
companies or associations such as the American Petroleum
Institute (API). WEG, for instance, offers products in
compliance with the following companys specifications:

Shell
Chevron Texaco
Exxon Mobil
Total
Aramco
Petrobras
Santos
Woodside
Caltex
Bechtel
Worley Parsons
Technip
API 541 & 547

Having defined all specifications a product range will

meet, finalised the design, tested and certified the range,
the product range is now ready for launch.

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May 2012

Figure 35: W22X Ex-d IEC560 frame design

CONCLUSIONS
The design of an Ex range of motors has become a more
vexed and challenging task given the requirements of
modern hazardous area standards and the superposition of
general standards, such as IEC 60034-30 or AS1359.5.
Combined, these define a new realm of constraints which
impact both the design and the use of Ex-rated motors.
High efficiency motors have invariably higher locked and
inrush currents. This affects their permissible number of
starts per hour, as well as requires higher instantaneous
current rating of motor protective circuit breakers. Such
motors generally have lower locked rotor and breakdown
torques, which diminishes their ability to cope with
voltage fluctuations, momentary load increases and high
inertia loads. The use of inverters or VSDs in hazardous
areas continues to be clouded with uncertainty. The
requirements of the current IEC Technical Specifications
60034-17 and 60034-25 are not normative, but rather
technical guidelines. Australia Standards Limited has
neither published standards, nor technical guidelines, to
address specific requirements for motors suited for use
with inverters.
Mechanically, frames, endshields, bearing retainers,
terminal boxes and blocks, cable fittings and cooling
system can benefit greatly from modern computational
tools such as Ansys and CFD. Engineering expertise in the
design of W22X range of low and high voltage motors,

Technological Developments in the Design of Electric Motors for Hazardous Areas

which range to 4,500kW and 11,000V, have resulted in

countless practical benefits such as reduction of bearing
temperature by about 100C; noise level abatement of 3 to
11dBA; safer winding and accessories cables routing to
main and auxiliary terminal boxes, which are carefully
reinforced around their stress points; optimised fin
dimensions to minimise chances of clogging; bearing
selection and temperature to increase lubrication interval to
5 to 10 fold that of other brands; flat feet to decrease
vibration, soft foot and facilitate on-site alignment;
quantity, shape and dimensions of bolt fixing points to
increase safety and reduce cooling loss; altogether
resulting in a cooler, quieter, high torque, high efficiency,
ease to use and maintain, safer Ex-d electric motor range.
In conclusion, experience and know-how, as well as
manufacturers approach to safety, are essential in
capturing engineering advancements into tangible benefits
to users and the community at large. At all points
throughout the design process the manufacturer is
presented with a plethora of choices, which invariable
impact design time and cost, as well as product user
friendliness, efficiency, reliability and safety.

ACKNOWLEDGEMENTS
The authors acknowledge the assistance of our colleagues
Mr. Rafael Beck and Mr. Cassiano A. Cezario for their
useful comments in revising this paper.

Page 12

May 2012
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