Transient Motor Starting Lab Sheet

FACULTY OF ELECTRICAL ENGINEERING
POWER LAB
TRANSIENT MOTOR STARTING
EXPERIMENT 1
Analysis on Test System 1
EXPERIMENT 2
Analysis on Test System 2
EXPERIMENT 3
Analysis on IEEE Recommended Power System Analysis network

EXPERIMENTAL THEORY
1. INTRODUCTION
Basically, these experiments deals with simulation and analysis of three phase
induction motor in power system network. Load (induction motor) is one of the factors
contribute to unstable power systems. This is because, starting large induction motor will
produce voltage drop, draw high current and create high loss in active power. “SKM Power
Tools for Windows” is a simulation software package use for design and analysis of
electrical power systems. Manual calculation analysis is very tedious process for getting the
result, which open up into calculation error especially for complex system. This software is
suitable for analyze complex system which helps in time reduction and occurrence of
calculation error if compare to analysis by manual.
1.1 Objective
(i) Recognize the normal problems that always happen in industrial power system
when three phase induction motors are used;
(ii) To understand the behavior, characteristics and performance of three phase
induction motor in power system; and
(iii) To understand the effect of starting large three phase induction motors to the local
power system
1.2 Scope
(i) Analysis of transient motor starting base on manual calculation and software.
(ii) Simulation via “SKM Power Tools for Windows” software package.
(iii) Analysis of IEEE Industrial Power Systems.
1.3 Need for Motor Starting Study
Starting large three phase induction motor, especially across-the-line can cause
several disturbances to the motor and any locally connected load, and also to buses
electrically remote from the point of motor starting. A brief discussion of major problems
associated with starting large motors, and therefore of significant in power system design
and evaluation.
1.3.1 Voltage Dips
Probably the most widely recognize and studied effect of motor starting is the
voltage dip experienced throughout an industrial power system as a direct result of
starting large induction motors. Available accelerating torque drops appreciably at the
motor bus as voltage dips to a lower value, extending the starting interval and affecting,
some times adversely, overall motor starting performance. During motor starting, voltage
level at the motor terminals should be maintained at approximately 80 % of rated voltage.
This value result from examination of speed-torque characteristic of this type motor (150
% starting torque at full voltage) and the desire to successfully accelerate a fully loaded
motor at reduced voltage (that is, torque varies with the square of the voltage).
When other motors or lower shaft loading are involve, the speed torque
characteristic of both the motor and its load should be examined to specially determine
minimum acceptable voltage. Assuming reduced voltage permits adequate accelerating
torque, it should also be verified that the longer starting interval required at reduced
torque cause by a voltage dip does not result in the I 2t damage limit of the motor being
exceed.
1.3.2 Weak Source Generation
Smaller power systems are usually served by limited capacity sources, which
generally magnify voltage drop problems on motor starting, especially when large
induction motors are involve.
Small systems also often have limited on-site generation, which further
complicates normal problem since additional voltage drops occur in transient impedance
of local generators during the motor starting interval the type of voltage regulator system
applied with the generators can dramatically influence motor starting.
A motor starting study can be useful, even for analyzing the performance of small
system. SKM power tools can accurately model regulator response under motor starting
conditions necessary for meaningful result and conclusion.
1.3.3 Special Torque Requirement
Sometimes special load must be accelerated under carefully controlled condition

without exceeding specified torque limitation of the equipment. An example of this is
starting a motor connected to a load trough gearing. This application requires a special
period of low torque cushioned acceleration to allow slack the gear and coupling to be
picked up without damage to the equipment.
High inertia loads increase motor starting time, and heating in the motor due to
high current drawn during starting can be intolerable. In TMS study, allows accurate
values of motor acceleration current and time. This makes it possible to determine if
thermal limits of standard motor will be exceed for longer starting time intervals. Other
loads have special starting torque requirements or accelerating time limits that require
special high starting torque (and inrush) motors.
Additionally, the starting torque of the load or process may not permit low inrush
motors in situation where these motors might reduce the voltage dips cause by starting a
motor having standard inrush characteristics. A simple inspection of the motor and load
speed-torque curves is not sufficient to determine whether such problems exist. This is
another area where the motor torque and accelerating time study can be useful.
1.3.4 Analyzing Starting Requirement
A speed-torque and accelerating time study often in conjunction with the

previously discussed voltage dips study permits a means of exploring a variety of
possible motor speed torque characteristic.
This type of motor starting study confirms that starting time are within acceptable
limits. The accelerating study assists in establishing the necessary thermal damage
characteristic of motors or verifies that machines with locked rotor protection supervised
by speed switches will not experience nuisance tripping on starting. Speed-torque /
accelerating time motor starting study is also used to verify special torque or inrush
characteristics, specified to actually produce desire result.
Mechanical equipment requirement and special ratings necessary for motor

starting auxiliary equipments are bases on information developed from motor starting
study.
1.4 Type of Motor Starting Study
From the above discussion, it is clearly that depending on the factors of concern
in any specific motor starting situation, more type of motor starting study can be required.
1.4.1 The Voltage Drop Snapshot
One method of examining the effect of voltage dip during starting is to ensure the
maximum instantaneous drop that occurs, leaves bus voltage at acceptable levels
throughout the system. This is done by examining the power system that corresponds to
the worst case voltage. Through appropriate system modeling, this study can be
performed by various calculating methods using the digital computer. The snapshot
voltage drop study is useful only for finding system voltage. Except for the recognition of
generator transient impedances when appropriate, machine inertias, load characteristics
and other transient effect are usually ignored. This type of study, while certainly an
approximation is often sufficient for many applications.
1.4.2 The Motor Torque and Acceleration Time Analysis
Perhaps the most exciting analysis for motor starting for motor starting conditions
is the detailed speed-torque analysis. Similar to the transient stability study ( some can
also be used to accurately investigate motor starting ), speed-torque analysis provides
electrical and accelerating torque calculation for specified time intervals during the motor
starting period.
Motor slip, load and motor torque, terminal voltage magnitude and angle, and the
complex value of motor current drawn are values to be examined at time zero at the end
of each time interval. Under certain circumstances, even across-the line starting, the
motor may not be able to break away from standstill or it may stall at some speed before
acceleration is complete. A speed-torque analysis, especially when performed using a
computer program, and possibly in combination with one or more previously discuss
studies, can predict these problem areas and allow corrections to be made before
difficulties arise. When special starting techniques are necessary, such as auto-
transformer reduced voltage starting, speed-torque analysis can account for the auto-
transformer magnetizing current and it can determine the optimum time to switch the
transformer out of the circuit.
The starting performance of wound rotor motors is examined through this type. A
particular adaptation can require a slight modification of any of the above studies to be of
greatest usefulness. Often combinations of several types of studies described are required
to adequately evaluate system motor starting problems.
EXPERIMENT 1: TEST SYSTEM 1
Figure 1
Input data
ALL PU VALUES ARE EXPRESSED ON A 100 MVA BASE.
FEEDER INPUT DATA
NAME FROM TO QTY Kv LENGTH SIZE TYPE
CBL-0001 BUS-0002 BUS-0003 1 3300 1000.0m 25 Copper
Duct Material: Non-Magnetic Insulation Type: PLC Insulation Class:
+/- Impedance: 0.8989 + J 0.0781 Ohms/1000 m 8.25 + J 0.7170 PU
Z0 Impedance: 1.43 + J 0.1985 Ohms/1000 m 13.12 + J 1.82 PU
TRANSFORMER INPUT DATA

NAME NO NAME L-L (kV) NO NAME L-L (kV) KVA
XF2-0001 BUS-0001 D 69000.0 BUS-0002 YG 3300.00 10000.0
Pos. Seq. Z%: 0.710 + J 8.97 0.071 + j 0.897 PU
Zero Seq. Z%: 0.710 + J 8.97 0.071 + j 0.897 PU
Taps Pri. 0.000 % Sec. 0.000 % Phase Shift (Pri. Leading Sec.): 30.00 Deg.
NAME NO NAME L-L (kV) NO NAME L-L (kV) KVA KVA
XF2-0002 BUS-0001 D 69000.0 BUS-0003 YG 3300.00 10000.0 10000.0
Pos. Seq. Z%: 0.710 + J 8.97 0.071 + j 0.897 PU
Zero Seq. Z%: 0.710 + J 8.97 0.071 + j 0.897 PU
GENERATION DATA
BUS NAME GENERATION VOLT SIZE InitKW MaxKVAR TYPE
BUS-0001 GEN-0003 1 pu 100 MVA 0.00000 0.00000 SB
ENERGY AUDIT LOADS

BUS LOAD NAME VOLTS SIZE LOADTYPE PF LAG/LEAD
BUS-0002 LOAD-0001 3300 0.8*1.00MVA KVA 0.80 LAG
BUS-0003 LOAD-0002 3300 0.4*1.00MVA KVA 0.80 LAG
MOTOR LOAD DATA

BUS LOAD NAME VOLT SIZE # TYPE EFF PF
BUS-0002 MTRI-0001 3300 500.0* 1 HP KVA 0.80 0.80 LAG
Method
1. Draw Figure 1 using “SKM Power Tools for Windows” software.
2. Simulate Figure 1 and determine the voltage drop at each busbar.
3. Any problems to draw and simulate, please refer to the manual in appendix.
4. By manual calculation, determine the voltage drop at each busbar. Use Gauss
Siedel Method.
5. Compare the result obtained from step 2 and step 4.
6. For motor starting result, display each motor starting curves from the TMS
(Transient Motor Starting) module.
Load Flow Solution (Gauss-Siedel Method)
Impedance between buses;
Z12 = 0.075 + j 0.15 = 0.1677 ∠63 .44 °
Z 24 = 0.071 + j 0.8972 = 0.9∠85 .48 °

Z 23 = 0.071 + j 0.8972 = 0.9∠85 .48 °
Z 34 = 8.2548 + j 0.7170 = 8.286 ∠4.97 °
For admittance between buses;

1
Y12 = = 5.963 ∠ − 63 .44 ° = 2.6663 − j 5.334
Z12
1
Y24 = = 1.1111 ∠ − 85 .48 ° = 0.0876 − j1.1076
Z 24
1
Y23 = = 1.1111 ∠ − 85 .48 ° = 0.0876 − j1.1076
Z 23
1
Y34 = = 0.1207 ∠ − 4.97 ° = 0.1202 − j 0.0104
Z 34
Y11 = Y12
Y22 = Y21 +Y23 +Y24
= 2.6663 − j 5.3340 + 0.0876 − j1.1076 + 0.0876 − j1.1076
= 0.2078 − j1.118 =1.1137 ∠−79 .47 °
Y33 = Y32 +Y34
= 0.0876 + j1.1076 + 0.1202 − j 0.0104
= 0.2078 − j1.1180 =1.1137 ∠−79 .47 °
Y44 = Y42 +Y43
= 0.0876 + j1.1076 + 0.1202 − j 0.0104
= 0.2078 − j1.1180 =1.1137 ∠−79 .47 °
The admittance (Y) matrix of the system;

Y=
 5.963 ∠− 63 .44 ° −5.963 ∠− 63 .44 ° 0 0 
−5.963 ∠− 63 .44 ° 8.0663 ∠− 69 .37 ° −1.1111 ∠−85 .48 ° −1.1111 ∠−85 .48 °
 
 0 −1.1111 ∠−85 .48 1.1370 ∠− 79 .47 − 0.1207 ∠− 4.964 
 
 0 −1.1111 ∠−85 .48 ° − 0.1207 ∠− 4.96 ° 1.1370 ∠− 79 .47 ° 
Iteration for V2 ;
 − 0.0 1 7 8 2+7 j70.0 9 0 0 8 2 2

V = 0.1 2 ∠4 6 9.3 7° 
2
1
 − ( − 5.9 6 ∠3 − 6 3.4 4° )( 1.0∠ 0° )
 1 .0 ∠ 0 ° 
 − 0.0 1 7 8 2+7 j70.0 9 0 0 8+222.6 6 6 −3 j5.3 3 4 +4 0.0 8 7 −6 j1.1 0 7 6
= 0.1 2 ∠4 6 9.3 7°  
+ 0.0 8 7 −6 j1.1 0 7 6 
= 0.1 2 ∠4 6 9.3 7° [ 2.8 2 3 −7 j 7.4 5 9] 1
= 0.1 2 ∠4 6 9.3 7[ 7.9 7 5∠7 − 6 9.2 7° ]
= 0.9 8 9∠00.1 0 °4
V22 = 0.9888 ∠0.104 °
V23 = 0.9881 ∠0.107 °
Iteration for V3 ;
 − 0.0 0 9 4+ 8j 05.0 3 5 6 5 4 
 + ( 0 .0 8 7− 6j1 . 1 0 )(
7 0
6 . 9 8 ∠
8 0
1 . 1 0 ) 7
V3 = 0.8 7 9∠ 47 9.4 7°
1
1.0∠ 0°
 
 + 0.1 2 0 −2 3j 0.0 1 0 4 
= 0.8 7 9∠ 47 9.4 7° [ − 0.0 0 9 4+ 8j 05.0 3 5 6+ 50.40 8 8 −7 5j1.0 9 4+ 20.1 2 0− 2j0.0 1 0] 4
= 0.8 7 9∠ 47 9.4 7° [ 0.1 9 9 4− 9j15.0 6 8 9] 4 6
= 0.8 7 9∠ 47 9.4 7° [ 1.0 8 7∠ 0− 7 9.4 5° ]
= 0.9 5 6∠ 03.0 2°
V32 = 0.9555 ∠0.01 °
V33 = 0.9545 ∠0.01 °
V34 = 0.9545 ∠0.04 °
Iteration for V4 ;
 − 0.008003 + j 0.050433 
V41 = 0.8794 ∠79 .47 ° + 0.08875 − j1.0942 + 0.1148 − j 0.6699 
 1.0∠0° 
= 0.8794 ∠79 .47 [0.195087 − j1.05367 ]
= 0.8794 ∠79 .47 °[1.0716 ∠79 .51 °]
0.9423 ∠− 0.04 °
V42 = 0.9396 ∠ − 0.03 °
V43 = 0.9396 ∠ − 0.02 °
Power generates;
I1 = (V1 −V2 )Y12

= (1.0 − ( 0.9881 + J 0.001795 )( 5.963 ∠ − 63 .44 °) )
= 0.0680 ∠73 .0°
S1 =V1 I1∗
=1.0∠0°[0.0680 ∠73 .0°]
= 0.01988 + J 0.06502
Summary of manual calculation

P Q |V| δ
Slack Bus 0.01988 0.06502 1.0 0
Bus 2 -0.01783 -0.09008 0.9881 0.104
Bus 3 -0.00948 -0.03566 0.9545 0.04
Bus 4 -0.00800 -0.05043 0.9396 -0.03
Comparison of manual calculation and skm result

|V|
Bus Pu sim Pu cal ∆Pu %Vd sim %Vd cal
Slack Bus 1.0 1.0 - 0 0
Bus 0002 0.9862 0.9881 0.0019 1.4 1.19
Bus 0003 0.9510 0.9545 0.0035 4.9 4.55
Bus 0004 0.9381 0.9396 0.0015 6.2 6.04
Example of motor starting result

EXPERIMENT 2: TEST SYSTEM 2
Figure 2
Input data
ALL PU VALUES ARE EXPRESSED ON A 100 MVA BASE.
FEEDER INPUT DATA

NAME FROM TO QTY Kv LENGTH SIZE TYPE
CBL-0001 BUS-0001 BUS-0002 1 69000 1000.0 m 120 Copper
Duct Material: Non-Magnetic Insulation Type: XLPE Insulation Class:
+/- Impedance: 0.1951 + J 0.1539 Ohms/1000 m 0.0041 + J 0.0032 PU
Z0 Impedance: 0.3101 + J 0.3917 Ohms/1000 m 0.0065 + J 0.0082 PU

NAME NO NAME L-L (kV) NO NAME L-L (kV) KVA
XF2-0001 BUS-0002 D 69000.0 BUS-0003 YG 3300.00 20000.0
Pos. Seq. Z%: 0.575 + J 9.48 0.028 + j 0.474 PU
Zero Seq. Z%: 0.575 + J 9.48 0.028 + j 0.474 PU
GENERATION DATA
BUS-0001 GEN-0001 69000.0 100.0 MVA 0 0 SB
KG: 1.03 xdsat: 1.60 Excitation Limit: 1.30 Ik - ON
Pos Sequence Impedance (100 MVA Base) 0.0100 + J 0.1500 PU
Neg Sequence Impedance (100 MVA Base) 0.0103 + J 0.1549 PU
Zero Sequence Impedance (100 MVA Base) 0.0103 + J 0.1549 PU
MOTOR CONTRIBUTION DATA

BUS CONTRIBUTION VOLTAGE BASE Motor
NAME NAME L-L kVA X"d X/R Number
BUS-0003 MTRI-0001 3300 932.5 0.17 10.0 1.00
Pos Sequence Impedance (100 MVA Base) 1.82 + j 18.23 PU
BUS-0003 MTRI-0002 3300 233.1 0.17 10.0 1.00

Pos Sequence Impedance (100 MVA Base) 7.29 + j 72.93 PU
Method
4. By manual calculation, determine the voltage drop at each busbar. Use Gauss
Siedel Method.
5. Compare the result obtained from step 2 and step 4.
6. For motor starting result, display each motor starting curve from the TMS
Load flow solution – Gauss Siedel Method

Impedance between buses;
Z12 = 0.0075 + j 0.15 = 0.1502 ∠87 .14 °
Z 23 = 0.0041 + j 0.032 = 0.0322 ∠82 .7°
Z 34 = 0.0288 + j 0.4741 = 0.475 ∠86 .52 °
Admittance between buses;

Y12 = 6.6578 ∠ − 87 .14 ° = 0.3322 − j 6.65
Y23 = 30 .9981 ∠− 82 .7° = 3.9389 − j 30 .747
Y34 = 2.1053 ∠ − 86 .52 ° = 0.1276 − j 2.1014
Y11 = Y12
Y33 = Y32 +Y34 = 0.3322 − j 6.65 +3.9389 − j 30 .747
= 4.2711 − j 37 .397 = 37 .64 ∠−83 .49 °
Y44 = Y34
Admittance matrix (Y) of the systems;
 6.6578 ∠−87 .14 ° − 6.6578 ∠−87 .14 ° 0 0 

− 6.6578 ∠−87 .14 ° 37 .64 ∠−83 .49 ° − 30 .9981 ∠−82 .67 ° 0 
Y = 
 0 − 30 .9981 ∠−82 .67 ° 33 .0991 ∠−82 .92 ° 2.1053 ∠−86 .52 °
 
 0 0 − 2.1053 ∠−86 .52 ° 2.1053 ∠−86 .52 °
Iteration for V2 ;
− 0.012795 + J 0.0695 
V21 = 0.02657 ∠83 .46  − ( − 6.6578 ∠− 87 .14 °) − ( − 30 .9981 ∠− 82 .67 ) 
 1.0∠0° 
= 0.02657 ∠83 .49 °[ − 0.012795 + J 0.0700 + 0.3322 − J 6.600 + 3.9389 − J 30 .7000 ]
= 0.02657 ∠83 .49 °[ 43 .000 − J 37 .0000 ]
= 0.02657 ∠83 .49 °[37 .25 ∠− 83 .37 °]
= 0.9897 ∠0.12 °
V22 = 0.9897 ∠0.12 °
Iteration for V3 ;
 − 0.0 1 2+ J70.07 64 9 4 9 2 
− ( − 3 . 9
0 9 ∠ −
8 81 .62 ) (70 . 9 8 ∠ 9
0 . 17 ) −
2
V31 = 0.0 3 ∠08 2.92 1° 2 1.0∠ 0° 
 
 ( − 2.1 0 ∠ 5− 83 .56 ) 2 
= 0.0 3 ∠08 2.92 1° 2[ − 0.0 1 2+ J70.07 64 9− (4− 39.602 7 ∠ 8− 88 .62 ) 8+ 0.1 2 − 7J 26.1 0 ] 1 4
= 0.0 3 ∠08 2.92 1° 2[ 4.0 2 4− 8j3 2.42 66 ] 0 9 1
= 0.0 3 ∠08 2.92 1° 2[ 3 .72 1 ∠ 5− 85 .92 ° 3]
= 0.9 8∠ 8− 01.0 ° 1
V32 = 0.9880 ∠ − 0.01 °
Iteration for V4 ;
− 0.012677 + j 0.067073 
V41 = 0.475 ∠86 .52 ° − ( 2.1053 ∠−86 .52 °)( 0.9880 ∠− 0.01 °) 
 1.0∠0° 
= 0.475 ∠86 .52 °[ − 0.012677 + j 0.067073 + ( 2.0800 ∠−86 .53 °) ]
= 0.475 ∠86 .52 °[ 0.113073 − j 2.008927 ]
= 0.475 ∠86 .52 °[ 2.0121 ∠−86 .78 °]
= 0.9558 ∠− 0.254 °
V42 = 0.9556 ∠ − 0.167 °
Power generates;
I 1 = (1∠0° − 0.9897 ∠0.12 °)( 6.6578 ∠ − 87 .14 °)

= 0.07117 ∠ − 79 .72
S1 = V1I1 *
= 0.07117 ∠79 .72
= 0.0130 + J 0.0700
Summary of manual calculation
P Q V δ
Slack bus 0.01300 0.070039 1.0 0
Bus 0002 0.012795 0.069500 0.9897 0.12
Bus 0003 0.012774 0.069492 0.9880 -0.01
Bus 0004 0.012677 0.067073 0.9556 -0.17
Comparison of manual calculation and skm result
|V| Psim Pcalc ∆Pu %Vd sim %Vd calc

Bus
Slack Bus 1.0 1.0 - 0 0
Bus 0001 0.9893 0.9897 0.0004 1.1 1.03
Bus 0002 0.9891 0.9886 0.0005 1.1 1.1
Bus 0003 0.9554 0.9556 0.0002 4.5 4.4
Example of motor starting result

EXPERIMENT 3 : IEEE RECOMMENDED POWER SYSTEM ANALYSIS
NETWORK
Method
4. For motor starting result, display each motor starting curve from the TMS
5. Compare result in experiment 1,2 and 3
6. Make your assumption regarding experiment 1, 2 and 3.
Input data
ALL PU VALUES ARE EXPRESSED ON A 100 MVA BASE
FEEDER INPUT DATA
NAME NAME NAME /PH L-L SIZE TYPE
CBL-0001 BUS-0001 BUS-0002 1 69000 10000 FEET 120 Copper
+/- Impedance: 0.0595 + J 0.0563 Ohms/1000 ft 0.0125 + J 0.0118 PU
Z0 Impedance: 0.0945 + J 0.1433 Ohms/1000 ft 0.0199 + J 0.0301 PU
CBL-0002 BUS-0001 BUS-0003 1 69000 10000. FEET 120 Copper


Duct Material: Non-Magnetic Insulation Type: PILS Insulation Class:

CBL-0005 BUS-0006 BUS-0007 1 11000 650.0 FEET 50 Copper


Duct Material: Non-Magnetic Insulation Type: Insulation Class:
THWN


Duct Material: Non-Magnetic Insulation Type: Insulation Class:THWN


Duct Material: Non-Magnetic Insulation Type: Insulation Class: THWN













CBL-0038 BUS-0002 BUS-0051 1 69000 10000. FEET 120 Copper

NAME NO NAME L-L NO NAME L-L KVA
XF2-0001 BUS-0002 D 69000.0 BUS-0006 Y 11000.0 20000.0
Pos. Seq. Z%: 0.575 + J 9.48 0.028 + j 0.474 PU
Zero Seq. Z%: 0.575 + J 9.48 0.028 + j 0.474 PU
XF2-0002 BUS-0003 D 69000.0 BUS-0014 Y 11000.0 20000.0

Pos. Seq. Z%: 0.575 + J 9.48 0.028 + j 0.474 PU
Zero Seq. Z%: 0.575 + J 9.48 0.028 + j 0.474 PU
XF2-0003 BUS-0004 D 11000 BUS-0005 Y 3300.00 1600.00

Pos. Seq. Z%: 1.13 + J 5.89 0.707 + j 3.68 PU
Zero Seq. Z%: 1.13 + J 5.89 0.707 + j 3.68 PU
XF2-0004 BUS-0008 D 11000.0 BUS-0009 Y 480.00 2000.00

Pos. Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
Zero Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
XF2-0005 BUS-0011 D 11000.0 BUS-0013 Y 3300.00 5000.00

Pos. Seq. Z%: 0.828 + J 8.96 0.165 + j 1.79 PU
Zero Seq. Z%: 0.828 + J 8.96 0.165 + j 1.79 PU
XF2-0006 BUS-0016 D 11000.0 BUS-0017 YG 480.00 2000.00
Pos. Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
Zero Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
XF2-0007 BUS-0019 D 11000.0 BUS-0020 Y 3300.00 2500.00
2000.00
Pos. Seq. Z%: 1.31 + J 5.89 0.656 + j 2.95 PU
Zero Seq. Z%: 1.31 + J 5.89 0.656 + j 2.95 PU
XF2-0008 BUS-0019 D 11000.0 BUS-0021 Y 3300.00 2500.00

Pos. Seq. Z%: 1.31 + J 5.89 0.656 + j 2.95 PU
Zero Seq. Z%: 1.31 + J 5.89 0.656 + j 2.95 PU
XF2-0009 BUS-0022 D 11000.0 BUS-0023 Y 480.00 2000.00

Pos. Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
Zero Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
XF2-0010 BUS-0026 D 11000.0 BUS-0027 Y 3300.00 2000.00

Pos. Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
Zero Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
XF2-0011 BUS-0026 D 11000.0 BUS-0028 Y 3300.00 4000.00

Pos. Seq. Z%: 1.000 + J 7.08 0.250 + j 1.77 PU
Zero Seq. Z%: 1.000 + J 7.08 0.250 + j 1.77 PU
XF2-0012 BUS-0029 D 11000.0 BUS-0030 YG 3300.00 5000.00
Pos. Seq. Z%: 1.000 + J 7.08 0.250 + j 1.77 PU
Zero Seq. Z%: 1.000 + J 7.08 0.250 + j 1.77 PU
XF2-0013 BUS-0032 D 11000.0 BUS-0033 YG 480.00 2000.00
Pos. Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
Zero Seq. Z%: 1.31 + J 5.89 0.820 + j 3.68 PU
XF2-0014 BUS-0035 D 11000.0 BUS-0036 YG 480.00 800.00

Pos. Seq. Z%: 1.27 + J 4.32 1.59 + j 5.39 PU
Zero Seq. Z%: 1.27 + J 4.32 1.59 + j 5.39 PU
XF2-0015 BUS-0038 D 11000.0 BUS-0039 YG 600.00 2500.00

Pos. Seq. Z%: 0.980 + J 6.43 0.392 + j 2.57 PU
Zero Seq. Z%: 0.980 + J 6.43 0.392 + j 2.57 PU
XF2-0016 BUS-0040 D 11000.0 BUS-0041 YG 600.00 1000.00

Pos. Seq. Z%: 1.21 + J 4.85 1.21 + j 4.85 PU
Zero Seq. Z%: 1.21 + J 4.85 1.21 + j 4.85 PU
GENERATION DATA
BUS-0001 UTIL-0001 1 pu SB
Three Phase Contribution: 1000.30 MVA X/R : 2.20
Line to Earth Contribution: 75.00 MVA X/R : 9.90
Pos sequence impedance (100 MVA base) 0.1515 + J 0.3330 PU
Zero sequence impedance (100 MVA base) 0.1874 + J 4.19 PU

BUS-0004 GEN-0001 1 pu 15.60 MVA 14062.5 6810.30 PV
BUS-0014 GEN-0002 1 pu 15.60 MVA 14040.2 6799.40 PV
ENERGY AUDIT LOADS

BUS-0025 LOAD-0002 480 100.0*1.00kVA KVA 0.91 LAG
MOTOR LOAD DATA

BUS NAME LOAD NAME VOLT SIZE # TYPE EFF PF
BUS-0009 MTRI-0003 480 100.0* 1 HP Z 0.80 0.80 LAG
BUS-0009 MTRI-0004 480 110.0* 1 KW KVA 0.80 0.80 LAG

Transient Motor Starting Lab Sheet

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Transient Motor Starting Lab Sheet

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FACULTY OF ELECTRICAL ENGINEERING

TRANSIENT MOTOR STARTING

Analysis on Test System 1

Analysis on Test System 2

Analysis on IEEE Recommended Power System Analysis network

1.3 Need for Motor Starting Study

1.3.1 Voltage Dips

1.3.2 Weak Source Generation

1.3.3 Special Torque Requirement

Sometimes special load must be accelerated under carefully controlled condition

A speed-torque and accelerating time study often in conjunction with the

Mechanical equipment requirement and special ratings necessary for motor

1.4 Type of Motor Starting Study

1.4.1 The Voltage Drop Snapshot

1.4.2 The Motor Torque and Acceleration Time Analysis

TRANSFORMER INPUT DATA

ENERGY AUDIT LOADS

MOTOR LOAD DATA

Z 24 = 0.071 + j 0.8972 = 0.9∠85 .48 °

Z 34 = 8.2548 + j 0.7170 = 8.286 ∠4.97 °

For admittance between buses;

Y22 = Y21 +Y23 +Y24

= 2.6663 − j 5.3340 + 0.0876 − j1.1076 + 0.0876 − j1.1076

= 0.2078 − j1.118 =1.1137 ∠−79 .47 °

Y33 = Y32 +Y34

= 0.0876 + j1.1076 + 0.1202 − j 0.0104

= 0.2078 − j1.1180 =1.1137 ∠−79 .47 °

Y44 = Y42 +Y43

= 0.0876 + j1.1076 + 0.1202 − j 0.0104

= 0.2078 − j1.1180 =1.1137 ∠−79 .47 °

The admittance (Y) matrix of the system;

 − 0.0 1 7 8 2+7 j70.0 9 0 0 8 2 2

V23 = 0.9881 ∠0.107 °

V32 = 0.9555 ∠0.01 °

V33 = 0.9545 ∠0.01 °

V34 = 0.9545 ∠0.04 °

V42 = 0.9396 ∠ − 0.03 °

V43 = 0.9396 ∠ − 0.02 °

I1 = (V1 −V2 )Y12

Summary of manual calculation

Comparison of manual calculation and skm result

Example of motor starting result

FEEDER INPUT DATA

TRANSFORMER INPUT DATA

MOTOR CONTRIBUTION DATA

BUS-0003 MTRI-0002 3300 233.1 0.17 10.0 1.00

Load flow solution – Gauss Siedel Method

Z 34 = 0.0288 + j 0.4741 = 0.475 ∠86 .52 °

Admittance between buses;

Y34 = 2.1053 ∠ − 86 .52 ° = 0.1276 − j 2.1014

Admittance matrix (Y) of the systems;

 6.6578 ∠−87 .14 ° − 6.6578 ∠−87 .14 ° 0 0 

V42 = 0.9556 ∠ − 0.167 °

I 1 = (1∠0° − 0.9897 ∠0.12 °)( 6.6578 ∠ − 87 .14 °)

Summary of manual calculation

Comparison of manual calculation and skm result

|V| Psim Pcalc ∆Pu %Vd sim %Vd calc

Example of motor starting result

CBL-0002 BUS-0001 BUS-0003 1 69000 10000. FEET 120 Copper

CBL-0003 BUS-0004 BUS-0006 1 11000 2000 FEET 70 Copper

NAME NAME NAME /PH L-L SIZE TYPE

CBL-0006 BUS-0007 BUS-0008 1 11000 1833.0 FEET 70 Copper

CBL-0007 BUS-0009 BUS-0010 1 480 20.0 FEET 25 Copper

CBL-0010 BUS-0013 BUS-0015 1 3300 10.0 FEET 95 Copper