Thesis CH 12345

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE
A STUDY ON MOTOR EFFICIENCY AND WAYS TO REDUCE THE

KILOWATT HOUR USAGE: BASIS FOR RECOMMENDATION
Presented To:
College of Engineering, Computer Studies and Architecture
Lyceum of the Philippines University Cavite
In Partial Fulfillment of the requirements for:

Bachelor of Science in Mechanical & Electrical Engineering
DIDULO, JOHN PATRICK

FABRIGA, RHENDEL C.
GARCIA,
PELIGRINO, JOHN KENNETH G.
COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE
CHAPTER 1
INTRODUCTION
An electrical motor is one of the most important machines that an industry used to
provide electric energy to run huge equipment through its running state.. Whether the
appliance is huge or small, guaranteed that there is a motor equip or attached to it. As the
time goes by, the used of motors in the industry is very high, it can support the load of the
whole infrastructure depends on its rated power.
Efficiency and speed of the motor is very important, it will affect its operation and
the power that produces to supply the load.
Background of the Study

Now a days motor efficiency is the most important factor that an industry really
needs especially when it comes to operating an electrical system. Efficiency of the motor
depends on the load that a motor can supply.
Motor efficiency is the ratio between the amount of mechanical work the motor
performs and the electrical power it consumes to do the work, represented by a
percentage. A higher percentage represents a more efficient motor. Electric motor
efficiency is dependent on (but not limited to) design, materials, construction, rating,
load, power quality, and operating conditions.
Efficiency of the motor is measured in Watts or Horsepower. There is a certain

factor that affects the motors efficiency when it comes to providing a power; these are
the Conductor Content, Magnetic steel, Thermal design, Aerodynamics, and Manufacture
and quality control.
Reducing KWH usage of a motor can be done by doing some alternative process
that makes the motor runs less than its rated KWH.
Like Power Factor correction. Low PF can contribute to low efficiency, higher
losses, and unnecessary electric utility charges and vice-versa. The Power Factor of a
motor is lower when the motor is under-loaded and is significantly reduced when the
motor load is less than 70%. Closely matching the motor to the load is the best way to
keep the PF close to the motor design rating, which is typically 80% to 85% PF.
OBJECTIVE OF THE STUDY

1. The main objective of this study and research is to increase the efficiency of
motors by reducing the Kilowatt Hour usage of the motors and it aims to have a study
about ways to lessen the losses in the motor to improve its efficiency.
2. To find a right components or materials to replace motor parts to reduce its
losses.

3. To share information about our study and research to others especially
industries, motor operator, users and its researcher.
4. To have a study and research on how to improve the motor system especially
AC motors and how its parts affects its operation.
THEORETICAL FRAMEWORK
A motor is considered under loaded when it is in the range where efficiency drops
significantly with decreasing load. The NEMA definition of energy efficiency is the ratio
of its useful power output to its total power input and is usually expressed in percentage.
By definition, a motor of a given rated horsepower is expected to deliver that quantity of
power in a mechanical form at the motor shaft. It is more difficult to determine the
efficiency of a motor that has been in service a long time.
It is not uncommon for the nameplate on the motor to be lost or painted over. In
that case, it is almost impossible to locate efficiency information. Also, if the motor has
been rewound, there is a probability that the motor efficiency has been reduced.
When nameplate efficiency is missing or unreadable, you must determine the
efficiency value at the operating load point for the motor. If available, record significant
nameplate data and contact the motor manufacturer. With the style, type, and serial
number, the manufacturer can identify approximately when the motor was manufactured.
Often the manufacturer will have historical records and can supply nominal efficiency
values as a function of load for a family of motors.
Overloaded motors can overheat and lose efficiency. Many motors are designed
with a service factor that allows occasional overloading. Service factor is a multiplier
that indicates how much a motor can be overloaded under ideal ambient conditions.
When the manufacturer cannot provide motor efficiency values, you may use estimates
from Attachment C (see Tables below). Attachment C contains nominal efficiency values
at full, 75%, 50%, and 25% load for typical standard efficiency motors of various sizes
and with synchronous speeds of 900, 1200, 1800, and 3600 rpm. Attachment C indicates
industry average full- and part-load performance for all standard efficiency motors
currently on the market.
Three steps are used to estimate efficiency and load. First, use power, amperage,
or slip measurements to identify the load imposed on the operating motor. Second, obtain
a motor part-load efficiency value consistent with the approximated load either from the
manufacturer or by interpolating from the data supplied in Attachment C. Finally, if
direct-read power measurements are available, derive a revised load estimate using both
the power measurement at the motor terminals and the part-load efficiency value.

TABLE 1.1
Source: http://www.mrb78.info/?page_id=14044
SCOPE AND LIMITATIONS

The general purpose of this study is to make us aware about specifications and
factors of the motors on how to remain its efficiency and help to reduce KWh usage
especially AC motors for large scale industry, Factory Not applicable for residential and
small commercial users.
SIGNIFICANCE OF THE STUDY

This research will only conduct studies about on how to prove the efficiency of
motors and help to reduce KWH usage of the motors. But we also aim for the further
information about on how its operation affects the efficiency and rated power
consumption.
Operator or User:
To have an additional knowledge why the KWH usage of the motor affects
its efficiency.
Industry or companies
Higher efficiency of motor means more production and reducing of KWH
usage to lessen the amount of consumption.
Researcher

As an engineering student this kind of research and study will help us to
fully understand the operation, losses, system of a motor, and have an additional
knowledge in reducing its KWH usage.
DEFINITON OF TERMS
Electrical Motor is the fundamental electro-mechanical energy converter that uses the
forces of electricity, magnetism, angular momentum, and inertia, as well as electromagnetic theory, Faradays theories of electric current, and Tesla's theories of alternating
current.
Motor efficiency is the ratio between the amount of mechanical work the motor performs
and the electrical power it consumes to do the work, represented by a percentage.
NEMA (abbrv) National Electrical Manufacturers Association is the association of
electrical equipment manufacturers in the United States.
Power Factor is the ratio of the real power that is used to do work and the apparent
power that is supplied to the circuit.
Power Factor Correction is the term given to a technology that has been used since the
turn of the 20th century to restore the power factor to as close to unity as is economically
viable.

Watt(s) the SI unit of power, equivalent to one joule per second, corresponding to the
power in an electric circuit in which the potential difference is one volt and the current
one ampere.
CHAPTER 2
REVIEW OF RELATED LITERATURE AND STUDIES
This chapter includes the review of related literature and studies which the
researchers have scrutinized to give reputation on the topic under the study.
RELATED LITERATURE
The first electrical motor is known to have been a simple electrostatic motor
fathered by Andrew Gordon in 1740s. Later in 1820, Andre Marie Ampere discovered the
Amperes force law the principle that explained mechanical force production by
interactions of magnetic field and electric current. This idea was further shaped into a
reality by British chemist and physic, Michael Faraday. The man has been known for his
electromagnetic induction discoveries and this certainly was one of the major
breakthroughs in the field of electrical science.
Though such a primitive motor was unfit for the practical use and could be merely
used for demonstration in the physics classes by substituting mercury with brine, this laid
foundation for this great invention. A curious mind and inspiration lead this man to build
the basis of a great invention.
In 1827, Anyos Jedlik experimented with the electromagnetic coils and also solved
many technical problems associated with the repeated rotation by introducing
commutator. He called his device electromagnetic self-rotator.
A year after this, Anyos showcased his first machine that he claimed had three
major components; rotor, commutator and a stator.
In 1834 Thomas Davenport of Vermont developed the first real electric motor ('real'
meaning powerful enough to do a task) although Joseph Henry and Michael Faraday
created early motion devices using electromagnetic fields. The early "motors" created
spinning disks or levers that rocked back and forth. These devices could not do any work
for humankind but were important for leading the way to better motors in the future.
Davenport's various motors were able to run a model trolley on a circular track and other
tasks. The trolley later turned out to be the first important application of electric power.
Rudimentary full sized electric trolleys were finally built 30 years after Davenport's death
in the 1850s.
Trolleys and the connected power systems were very expensive to build but
transported millions of people to work in the 1880s. Until the growth of the power grid in
the 1890s most people even in cities did not have the electric light in the home.
It wasn't until 1873 that the electric motor finally achieved commercial success.
Since the 1830s thousands of pioneering engineers have improved motors and created
many variations. After weak electric motors were developed by Faraday and Henry,
another early pioneer named Hippolyte Pixii figured out that by running the motor
backwards he could create pulses of electricity.
By the 1860s powerful generators were being developed. The electrical industry
could not begin until generators were developed because batteries were not an
economical way to power society's needs.
Electric motors can be powered by alternating (AC) current or direct current (DC).
DC motors were developed first and have certain advantages and disadvantages. Each
type of motor works differently but they all use the power of the electromagnetic field.
AC electric motors use a secondary and primary winding (magnet), the primary is
attached to AC grid power and is energized. The secondary receives energy from the
primary without directly touching it. This is done using the complex phenomena known
as induction.
There are many kinds of electric motors but in general they have some similar parts.
Each motor has a stator, which may be a permanent magnet or wound insulted wires. The
rotor sits the middle, and is subject to the magnetic field created by the stator. The rotor
rotates as its poles are attracted and repelled by the poles in the stator.
The strength of the motor (torque) is determined by voltage and the length of the
wire in an electromagnet in the stator, the longer the wire the stronger the magnetic field.
This means more power to turn the rotor.
Rotor is the moving part which turns the shaft to deliver the mechanical power.
The rotor usually has conductors laid into it which carry currents that interact with the
magnetic field of the stator to generate the forces that turn the shaft. However, some
rotors carry permanent magnets, and the stator holds the conductors.
Stator is the stationary part of the motors electromagnetic circuit and usually
consists of either windings or permanent magnets. The stator core is made up of many
thin metal sheets, called laminations. Laminations are used to reduce energy losses that
would result if a solid core were used.
Windings are wires that are laid in coils, usually wrapped around a laminated soft
iron magnetic core so as to form magnetic poles when energized with current.
A commutator is a mechanism used to switch the input of most DC machines and
certain AC machines consisting of slip ring segments insulated from each other and from
the electric motor's shaft. The motor's armature current is supplied through the stationary
brushes in contact with the revolving commutator, which causes required current reversal
and applies power to the machine in an optimal manner as the rotor rotates from pole to
pole. In absence of such current reversal, the motor would brake to a stop. In light of
significant advances in the past few decades due to improved technologies in electronic
controller, sensor less control, induction motor, and permanent magnet motor fields,
electromechanically commutated motors are increasingly being displaced by externally
commutated induction and permanent-magnet motors.
Copper is the most common material for windings. Aluminum is also used but
must be thicker to carry the same electrical load safely. Copper windings allow for a
smaller sized motor.
An AC motor is an electric motor driven by an alternating current (AC). The AC
motor commonly consists of two basic parts, an outside stationary stator having coils
supplied with alternating current to produce a rotating magnetic field, and an inside rotor
attached to the output shaft producing a second rotating magnetic field. The rotor
magnetic field may be produced by permanent magnets, reluctance saliency, or DC or AC
electrical windings.
Less commonly, linear AC motors operate on similar principles as rotating motors but
have their stationary and moving parts arranged in a straight line configuration,
producing linear motion instead of rotation.
A DC motor is any of a class of electrical machines that converts direct current
electrical power into mechanical power. The most common types rely on the forces
produced by magnetic fields. Nearly all types of DC motors have some internal
mechanism, either electromechanical or electronic; to periodically change the direction of
current flow in part of the motor. Most types produce rotary motion; a linear motor
directly produces force and motion in a straight line.
DC motors were the first type widely used, since they could be powered from
existing direct-current lighting power distribution systems. A DC motor's speed can be
controlled over a wide range, using either a variable supply voltage or by changing the
strength of current in its field windings. Small DC motors are used in tools, toys, and
appliances. The universal motor can operate on direct current but is a lightweight motor
used for portable power tools and appliances. Larger DC motors are used in propulsion of
electric vehicles, elevator and hoists, or in drives for steel rolling mills. The advent of
power electronics has made replacement of DC motors with AC motors possible in many
applications.
Motor efficiency
The Energy Policy Act (EPAct) became effective in 1997. EPAct requires 1-hp to
200-hp general-purpose motors sold in the United States to meet minimum efficiency
levels, referred to as EPAct levels.
The U.S. Energy Independence and Security Act (EISA), effective December
2010, updated EPAct efficiency levels for 1-hp to 200-hp motors and established
minimum efficiency levels for most 201-hp to 500-hp motors.
Motor efficiency is the ratio between the amount of mechanical work the motor
performs and the electrical power it consumes to do the work, represented by a
percentage. A higher percentage represents a more efficient motor.
Electric motor efficiency is dependent on (but not limited to) design, materials,
construction, rating, load, power quality, and operating conditions.

PF, often discussed as an energy cost reduction measure, is not a true energy savings
measure. Improving PF can reduce energy costs if the end-user is subject to utility PF
charges. Users with electric utility rates based on energy use only, no demand charges
(such as residential and small commercial users), will typically not benefit from PF
correction measures.
End-user PF correction is primarily applied to avoid electric utility charges for
low PF and to reduce demand on end-user transformers and generators to free up
capacity. Electric utilities, in order to reduce their system losses, encourage energy users
to consume energy efficiently by defining their charges based on certain parameters. A
common electric utility charge is for low PF.
Many commercial and industrial facility loads are motors, inductive loads requiring
inductive reactive power. Capacitors provide reactive power electrically in the opposite
direction of the inductive reactive power. Inductive KVAR can be reduced or canceled by
adding capacitive KVAR. Unity PF, or 100% PF, is when KVA = kW. A lagging PF is any
PF that is less than 100%, inductive KVAR, and is typical in commercial and industrial
facilities. Leading PF, capacitive KVAR, is any PF that is greater than 100%.
Leading PF is typically an undesirable electric condition for a variety of reasons.
The variation in the reactive power component has no effect on the real power required
by the load. Reactive power does have an effect on the kVA supplying the load and can
make the load on the generator larger than necessary. Fixed capacitors on the main
electric service are a common method to correct lagging PF. Facilities with large motors

may also locate capacitors at motors, helping reduce conductor and transformer current
load up to the motor.
Since reactive power does not perform any work, PF indicates the percentage of
useful energy from the total energy and is best when its as close to unity as possible.
Low PF can contribute to low efficiency, higher losses, and unnecessary electric utility
charges.
Induction motors require both real and reactive power to operate. The real power
(kW) produces work and heat. The reactive power (KVAR) establishes the magnetic field
in the motor that enables it to operate.
KWH Usage
The kilowatt hour (symbol kWh, kW-h, or kW h) is a derived unit of energy equal
to 3.6 mega joules. If the energy is being transmitted or used at a constant rate (power)
over a period of time, the total energy in kilowatt-hours is the product of the power in
kilowatts and the time in hours. The kilowatt-hour is commonly used as a billing unit for
energy delivered to consumers by electric utilities.
One watt is equal to 1 J/s. One kilowatt-hour is 3.6 mega joules, which is the
amount of energy converted if work is done at an average rate of one thousand watts for
one hour.
The terms power and energy are frequently confused. Power is defined as work
per unit time, measured in units joules per second or watts. To produce power over any

period of time requires energy. Either higher levels of power for a given period or longer
periods of run time at a given power level require more energy.
CONCEPTUAL LITERATURE
Electric motors function as energy converts changing electrical to mechanical
energy and are one of the most efficient means of energy conversion known.
During the period from 1960 to 1975, electric motors, particularly those in the 1hp to 250-hp range, were designed for minimum first cost. Table 2.1 is an indication of
the range of the nominal electric motor efficiencies at rated horsepower. The data are
based on information published by the major electric motor manufacturers.
In 1977, NEMA recommended a procedure for making the three-phase motor with
a NEMA nominal efficiency. This efficiency represents the average efficiency for a large
population of motors of the same design. In addition, a minimum efficiency was
established for each level of nominal efficiency.
The minimum efficiency is the lowest level of efficiency to be expected when a
motor is marked with the nominal efficiency in accordance with the NEMA standard. The
nominal efficiency represents a value that should be used to compute the energy
consumption of a motor or group of motors. Table 2.1 shows a wide range in efficiency
for individual motors and, consequently, a range in the electric motor losses and electric
power input.
Motor efficiency can be improved in some cases by retrofit (modification, better

lubrication, improved cooling, heat recovery), but generally requires purchasing of more
efficient units. Particularly for small motors, manufacturers today supply a wide range of
efficiency. Greater efficiency in a motor requires improves design, costlier materials, and
generally greater first cost. The amount of active material such as lamination steel, copper
or aluminum or magnet wire, and rotor aluminum was selected as the minimum levels
required to meet the performance requirements of the motor. Efficiency was maintained
at levels high enough to meet the temperature rise requirements of the particular motor.
This method of identifying the motor efficiency takes into account variations in materials,
manufacturing processes, and test results in motor-to-motor efficiency variations for a
given motor design.
The kilowatt-hour (symbolized kWh) is a unit of energy equivalent to one
kilowatt (1 kW) of power expended for one hour (1 h) of time. The kilowatt-hour is not a
standard unit in any formal system, but it is commonly used in electrical applications.
In general, energy (E) is equivalent to power (P) multiplied by time (t). To
determine E in kilowatt-hours, P must be expressed in kilowatts and t must be expressed
in hours.
RELATED STUDIES
Electric motor systems account for about 60 percent of global industrial electricity
consumption and close to 70 percent of industrial electricity demand. Electric motors
drive both, core industrial processes, like presses or rolls, and auxiliary systems like
compressed air generation, ventilation or water pumping.
They are utilized throughout all industrial branches, though their main
applications vary. Studies show a high potential for energy efficiency improvement in
motor systems, in developing as well as in developed countries. Specifically, system
optimization approaches which address the entire motor system demonstrate high
potential.
For most countries the saving potentials for energy efficiency improvements in
motor systems with best available technology lie between 9 and 13 percent of the national
industrial electricity demand. Many of the energy efficiency investments show payback
times of a few years only. Still, market failures and barriers like the lack of capital, higher
initial costs, lack of attention by plant managers and principal agent dilemmas hamper
investment in energy efficient motor systems.
To overcome these barriers, policies were established in several countries.
Examples include minimum energy performance standards (MEPS) which introduced a
minimum efficiency level for electric motors to allow them to enter the national market.
These have been implemented in many countries worldwide.
Although MEPS can be a very effective means to improve the market share of
energy efficient motors, they are not designed to address system optimization aspects of,
for example, entire compressed air or pump systems. Policies based on a system
optimization approach combined with capacity development were, for example,
implemented in many developed countries, but also in newly industrialized countries like
China or Brazil.
These can be auditing schemes or energy management standards. Often, both are
combined with broad capacity building programmes as their success crucially depends on
the skills of the energy manager or auditor.
As a consequence of the enormous heterogeneity of motor systems, production

systems and firms in industry, the options to improve energy efficiency are manifold and
diverse.
However, certain cross-cutting improvement possibilities can be observed among
the majority of motor systems. These options also show the highest saving potential at
industry level, although sys-tem-specific options might provide for higher energy savings
at the level of single firms.
Some of the options that indicate the highest potentials for efficiency
improvement are related to the motor itself, the motor control and the core motor system,
like the use of high efficiency pumps or fans or the correct sizing of these appliances. The
following options are related to the electric motor itself and the core motor system.
Depending on the age and efficiency of the motors in place, the replacement of
less efficient motors by high efficiency ones can capture considerable saving potentials
with payback times of a few years only. For applications that have high annual running
hours mostly in firms with multi-shift operation the replacement can be very
profitable.
Case studies have shown that motors which are older than 20 years are still being
used in many companies in developing as well as in developed countries. Even shorter
payback times are achieved if, following the break-down of a motor, investments in high
efficient motors are chosen rather than standard motors.
The price premium of a high efficient motor of about 20 percent often pays off
after several months. The direct comparison of lifecycle costs of an energy efficient,
permanent magnet motor with a standard asynchronous motor in Figure 6 shows that an
annual running time of above 2000 hours, the investment in the energy efficient motor is
cost effective (Almeida et al., 2008). For motors with very high annual running hours, the
lifecycle cost can be reduced by more than 10 percent.
In case of a motor breakdown, companies often decide to rewind the broken
motor to thus avoid the higher investment in a new motor. The main steps of motor
rewinding are dismantling the motor and checking for damages, removing the old
windings as well as insulation, cleaning the stator core, and finally, rewinding it with new
wire and efficiency testing. According to Meyers et al. (1993), rewinding is even more
common in developing countries due to the relatively low labor cost and the high price of
a new motor.
Some are rewound 5 to 6 times before they are finally scrapped. It is estimated
that more than 50 percent of electric motors are re-wound in some industrial sectors
(UNEP, 2006).
From an efficiency (and a lifecycle cost) point of view, rewinding can be a bad
decision for two reasons. The older less efficient motor will still be used for a decade or
two and, furthermore, rewinding often comes with a loss of motor efficiency of 1 to 3
percent, which is substantial for electric motors. Others argue that rewinding can actually
increase motor efficiency, if, for in-stance, the copper content of the windings is
increased during rewinding by taking copper wire with a greater diameter (EASA,
AEMT, 2003).
Prakesh et al. (2008) determined that a rewound 3.7 kW induction motor with one
less turn per coil, representing a badly rewound motor, showed a reduced efficiency of
about 5 percent in comparison to a new motor with the same design. They also found that
it was possible to correct this defect with professional rewinding and to increase
efficiency to a level comparable with a new motor. Prakesh et al. estimate that if 10
percent of the industrial motors in India are poorly rewound, an energy saving potential
of 650 GWh could be realized through professional re-winding, corresponding to about
USD 45 million in energy cost savings per year.
Still, if motor efficiency is low so that rewinding has the potential to improve it
(through increased copper content), the motor might just be very inefficient and buying a
new one might significantly improve its efficiency. Furthermore,
good
rewinding
requires reliable repair shops that use low temperature bake out ovens, high quality
materials and a quality assurance programme to ensure that the motors efficiency is
tested after rewinding and that it was not damaged during the whole process (EnerWise
Africa, 2005).
Therefore, (high quality) rewinding may be a solution for motors
in applications with low annual running hours (less than 2000 hours per year), where
efficiency motor is not as crucial. Quality assurance and capacity development for proper
motor rewinding is an effective means to improve the efficiency of the motor stock,
particularly in developing countries.
SYNTHESIS
Energy efficiency potentials in industrial motor systems are massive; in particular
if a system optimization approach is pursued. Furthermore, many of the energy efficiency
investments have payback times of a few years only.
Developing countries with high growth rates and a fast growing industry can
benefit from policies for energy efficient motor systems. Using system optimization tools
and high efficiency components for the construction of new production plants is the least
costly and most efficient way to improve energy efficiency.
Many of the components have lifetimes of up to 20 years and not choosing energy
efficient components implies inefficient production for a long period of time and makes
future optimization more costly.
This is an advantage developing countries have in comparison to developed
countries, where a sometimes several decades old and less efficient technological
production structure has been established and energy efficiency improvements often are
more expensive, because they require substantial system changes or are not even possible
to realize because they would require an interruption of the production process.
Policies to improve motor system efficiency are in place in many countries

worldwide and examples have been introduced here. The BRICs countries like China or
Brazil have implemented policies like minimum energy performance standards for
electric motors on the market, as well as audits and energy management standards. The
latter are particularly useful for addressing the huge saving potential that lies in system
optimization. The success of audits and energy management in industrial facilities is
closely bound to the availability of skilled staff and experts.
The needed experts are particularly scarce in developing countries and capacity
development programmes related to motor system optimization are indispensable to
further promote energy efficiency in these countries. Still, in both developed and
developing countries, the policies in place are insufficient to exploit the energy efficiency
potentials of motor system optimization.
Electrical Motor Efficiency when Shaft Output is measured in Watt
If power output is measured in Watt (W), efficiency can be expressed as:
m = Pout / Pin
(1)
where;
m = motor efficiency
Pout = shaft power out (Watt, W)
Pin = electric power in to the motor (Watt, W)

Electrical Motor Efficiency when Shaft Output is measured in Horsepower, if power
output is measured in horsepower (hp), efficiency can be expressed as:
m = Pout 746 / Pin
(2)
Where;
Pout = shaft power out (horsepower, hp)
Pin = electric power in to the motor (Watt, W)
Primary and Secondary Resistance Losses
The electrical power lost in the primary rotor and secondary stator winding
resistances are also called copper losses. The copper loss varies with the load in
proportion to the current squared - and can be expressed as:
Pcl = R I2 (3)
Where:
Pcl = stator winding - copper loss (W, watts)
R = resistance ()

I = current (A, amps)
There are two types of losses occur in induction motor. These losses are:
a.) Constant or fixed losses
b.) Variable losses.
a.) Constant or Fixed Losses

Constant losses are those losses which are considered to remain constant over normal
working range of induction motor. The fixed losses can be easily obtained by performing
no-load test on the three phase induction motor. These losses are further classified as1. Iron or core losses
2. Stray losses
3. Mechanical losses and Brush friction losses
Iron Losses or Core losses
These losses are the result of magnetic energy dissipated when the motors
magnetic field is applied to the stator core.
Stray Losses
Stray losses are the loss that remains after primary copper and secondary losses,
iron losses and mechanical losses. The largest contribution to the stray losses is harmonic
energies generated when the motor operates under load. These energies are dissipated as

currents in the copper winding, harmonic flux components in the iron parts, leakage in
the laminate core.
Mechanical Losses and Brush Friction Losses
These include friction in the bearings and a term called windage. Windage is due
to air turbulence and shear as the rotor and stator move past each other. The losses are
zero at start and with increase in speed these losses increases. In three phase induction
motor the speed usually remains constant. Hence these losses almost remain constant.
b.) Variable losses:
This includes the copper losses in stator and rotor winding due to current flowing in
the winding. As current changes as load changes as load changes, these losses are said to
be variable losses.
Generally stator iron losses are combined with stator copper losses at a particular
load to specify total stator losses at particular load condition. The diagram shown below
for the variable losses.
These losses are also called copper losses. These losses occur due to current
flowing in stator and rotor windings. As the load changes, the current flowing in rotor and
stator winding also changes and hence these losses also changes. Therefore these losses
are called variable losses. The copper losses are obtained by performing blocked rotor
test on three phase induction motor.
CHAPTER III
RESEARCH METHODOLOGY
In this chapter the research methodology used in the study is described. The
websites or area where the data was conducted, the study design and the population and
sample are described. The instrument used to collect the data, including methods
implemented to maintain validity and reliability of the instrument are described.
Research Design
This study used probe to analyze the specifications and ratings of a motor given
by the manufacturers to calculate the differences between the ratings and efficiency of
each motors. This method depends on the data given to test hypothesis of the research. It
is important to know what variable you want to get to test. Experimental and observation
method can be used to modify independent and dependent variable of the efficiency,
losses and cost of the motor that is in kilowatt hour usage.
Data Gathering Procedure

The datas we cited shows the difference between its specifications that a
manufactures given depends on the load that it may supply and where it to be use. the
nameplate data and test Conditions for motor includes the following datas that we can
use to determine its Kilowatt hour usage, efficiency and cost; for load measurement these
are the line current, rated power torque output, power input, speed, line voltage, power
factor, winding temperature and ambient temperature. And for the load measurement
these are the percent of line voltage, rated power, line current, line voltage, and winding
temperature.
System Model Design

a). Typical design of a motor
Ventilation
opening
Housing
Field poles
Core
Commutator
(Brush holder
and spring)
End Bell
End
bell
Bearing
Carbon steel
Shaft
Cooling
fan
Bearing
Terminal
box
The above diagram is a typical component that motors has inside it. This is where
the parts of motors respectively connected to each other. All of them plays an important
role to make the motors work. The Ventilation and cooling fan which prevents the motor
from overheating. End bell used to support bearings or to cover the windings. On small
motors the end bell is a complete cover, with a few openings for cooling. The Housing
provides protection for the moving parts inside (both from receiving damage and causing
damage), and in many cases a grounding source. Also, most if not all motors need to be
mounted to be of any use and housing can prove mounting holes or other methods.
Bearing is to support and locate the rotor, to keep the air gap small and consistent and
transfer the loads from the shaft to the motor. Field poles this is where it creates a
magnetic field to produce/creates e a current. Shaft its looks like a propeller used to
connects other components to run synchronously. Core this is where the slots and
windings located. Commutator opposes the flow of windings that creates a torque.
Terminal Box provides the protection from the dust and moisture.
Project System Development

The rotor and stator of the motor is the main components in order to operate it;
instead of using the typical steel shaft, we replace it with cold-rolled or hot-cold medium
carbon steel that can reduce the losses by replacing the original shaft of the motor. The
study is well-being sited properly in order to get the efficiency rating of the motor and its

kilowatt hour usage for the time it being observed. The researchers must need the
following components. Right amount of time to get the changes in speed and produce
power and the copper brushes that is being attached to it properly in order to get the
datas accurately to attain the maximum efficiency of the motor.

Specification and data of AISI 1045 Medium Carbon Steel
CHAPTER IV
Analyze and interpretation Analyze and interpretation of data
The data that is tabulated below is gathered from the nameplate and
specifications of the motor.
Nameplate Data and Test Conditions for SEA GP100A Motor `
Specifications of the motor:
Rated
Rated
Tested
Tested
HP
10
Current
27-25
Voltage
460
Current
12.5
RPM
Synchronous Frequency
Speed
1800
1770
60
Load Measurements:
Line
Rated
Torque
Power
Speed
Current (A)
Power (%)
Output
Input
(RPM)
15.3
125.5
(Nm)
50.5
10.17
1765
14.2
12.7
10.0
7.9
6.2
115.5
101.7
75.6
51.2
26.3
46.6
40.7
30.1
20.2
10.2
9.33
8.19
6.06
4.12
2.20
1767
1772
1779
1787
1793
Line Voltage
Power Factor
Winding Temp.
Ambient Temp.
(C)
0.83
0.82
0.81
0.76
0.66
0.45
(C)
59.3
63.0
62.9
60.8
57.7
54.2
(V)
460.5
460.7
460.6
460.4
460.5
460.2
22.0
22.2
22.1
22.2
22.0
22.1
No Load Measurements:
% of Line
Rated
Line
Line
Voltage
Power
Current (A)
Voltage (V)
105.1
(KW)
0.22
5.9
483.6
100.2
95.1
40.1
30.1
25
0.21
0.16
0.07
0.06
0.06
5.4
4.9
1.7
1.3
1.1
460.9
437.4
184..4
138.3
115.2
Winding
Temp.
(C)
35.0
35.6
34.6
33.5
32.2
31.0
Result of testing and calculations:

% Rated
Stray Load Stator Loss (KW) Rotor Loss (KW)
Efficiency
of power
Loss
Temp. Corrected
Temp. Corrected
125.5
0.06
0.38
0.19
91.97
115.5
0.07
0.32
0.16
92.29
107.1
0.05
0.26
0.12
92.68
75.6
0.03
0.16
0.07
93.01
51.2
0.01
0.10
0.03
92.51
26.3
0.00
0.06
0.01
89.11
Power Output (KW)
Core loss
temp. Correction
(%)
Windage Friction
Dynamometer
Loss
Correction
9.36
0.122 KW
0.045 KW
0.062 Nm
8.61
7.59
5.64
3.82
1.96
Stray Load Correlation Coefficient: = 0.9784

B-Factor: = 0.0349
Point Deleted: = 115%

Calculating for the Kilowatt hour usage of a motor with load:
1.) In our 10 HP motor
we
measure
460.5,
460.7 and 460.6 volts, giving an average of 460.6 volts.

2.) We measure 15.3,
14.2,
and
12.7
amps,
giving an average of 15.7 amps.

3.) Solving for KVA
kVA = 0.00173 460.6 15.7
kVA = 12.51
4.)
a.) Calculate % Max Amps actual motor current as a percentage of rated

full load current.
So;
b.) kW = kVA PF 0.01
(PF in %)
kW = 12.51 82 0.01 = 10.26

5. KWh = kW hours of operation per month
lets assume that our motor operates 333 hours per month.
KWh = 10.26 333 = 3416. 58 KWh

6. Calculate the cost
If the average cost of a kWh is Php.8.61 then the cost of running this 10 HP motor
would be 3416.58 8.61 or 29,416.7538 pesos a month
Chapter V
SUMMARY, CONCLUSIONS, AND RECOMMENDATION
In this chapter, the researchers presented the summary of findings and conclusions
consequential from the results of data gathered in order to obtain answers to the statement
of the problems and provide recommendations related to this study.
Summary
Conclusion

After the research or study we may conclude that by replacing a component of
the motor which is the shaft, there is a improve in efficiency by ( %) of its motor.
Aslo ung efficiency ng mga materials na binenta ng mga manufacturers ay may
ganitong efficiency lang (%) na hindi sapat na baguhin ung kwh usage ng isang medium.
Recommendation

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LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

A STUDY ON MOTOR EFFICIENCY AND WAYS TO REDUCE THE

In Partial Fulfillment of the requirements for:

DIDULO, JOHN PATRICK

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

Background of the Study

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

Efficiency of the motor is measured in Watts or Horsepower. There is a certain

OBJECTIVE OF THE STUDY

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

SCOPE AND LIMITATIONS

SIGNIFICANCE OF THE STUDY

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

Motor efficiency can be improved in some cases by retrofit (modification, better

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

As a consequence of the enormous heterogeneity of motor systems, production

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

Therefore, (high quality) rewinding may be a solution for motors

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

COLLEGE OF ENGINEERING, COMPUTER STUDIES AND ARCHITECTURE

LYCEUM OF THE PHILIPPINES UNIVERSITY -CAVITE

Policies to improve motor system efficiency are in place in many countries