International

INTERNATIONAL Journal of Mechanical

JOURNAL Engineering and Technology (IJMET),
OF MECHANICAL ISSN 0976 –
ENGINEERING
6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 6, November - December (2013) © IAEME
AND TECHNOLOGY (IJMET)

ISSN 0976 – 6340 (Print)

ISSN 0976 – 6359 (Online) IJMET
Volume 4, Issue 6, November - December (2013), pp. 19-30
© IAEME: www.iaeme.com/ijmet.asp
Journal Impact Factor (2013): 5.7731 (Calculated by GISI) ©IAEME
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ANALYSIS OF SELF-EXCITED VIBRATIONS IN A LARGE

SYNCHRONOUS ELECTRIC MOTOR – AN INVESTIGATION

Lokesh N Rai1, Avatar Narain Mathur2

1
(Research Scholar, Dept. of Mechanical Engg, Mewar University, Chittorgarh, Rajasthan, India)
2
(Director, Shrinathji Institute of Technology & Engineering, Nathdwara, Rajasthan, India)

ABSTRACT

The most common vibration problem in electric motors is that of having unbalance mass.
The other problems may relate to mechanical looseness, misalignment, inadequate foundation
strength and resonance etc. The 4-pole synchronous motor under present investigation was found to
be free from all these problems. Still, the vibration levels which were quite low on starting the
machine were found to be rising to alarm and then trip level within 8 to 10 hours of operation. This
behavior was exhibited after 500 hours of successful operation of the machine. The vibration levels
increasing with time suggested the presence of self excited vibrations. Thus thorough investigations
were made to establish the cause of this typical behavior and it was established that condition of
negative damping leading to self excited vibrations has resulted due to thermal effects causing
sliding and breakage or loosening of the Bakelite linings used in tightening the salient poles of the
rotor. This paper presents the description of the entire diagnosis process and test results obtained at
each stage of analysis with major findings. The analysis can be used for diagnosis of the causes
responsible for the vibration problems of any large synchronous motor.

Keywords: Cold and Hot start of machine, Negative damping, once per revolution component, Self-
excited vibrations, Unbalance.

1. INTRODUCTION

A trouble free and smoothly running motor will have low vibration amplitude but can exhibit
increased vibrations during some part of its operation. In case, higher amplitudes are observed
during the commissioning trials, the cause has to be identified and rectified so as to resolve the
problem. Sometimes, it can so happen that the motor is commissioned with low and acceptable
levels but during the course of its operation, it may develop high vibrations. In that case,

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
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investigations have to be made to resolve the problem. The present case is from a large electric
synchronous motor of 12 MW rating, driving a compressor. The machine was commissioned and run
for 500 hours satisfactorily. The vibration level at rated speed of 1500 RPM was within 30 microns
peak to peak (p-p). Then during one run of the motor, it so happened that even when the vibration
level was well below 7 microns (p-p) during cold start, it crossed 75 microns (p-p) after about 8 to
10 hours of operation. As 75 microns (p-p) was the trip level, the machine had to be stopped for
further investigations. The routine analysis indicated that there was no problem related to
installation, assembly, coupling and alignment etc. However, vibrations were still increasing with
time.
Single plane and two plane dynamic balancing was carried-out, but no improvement in
vibration behavior was observed. The initial vibration levels of as low as 7 microns increased to as
high as 65 microns in a span of about 10 hours on both the drive end (DE) and non-drive end (NDE)
bearings. However, the temperature rise of bearings was well within the permissible limit of 70o C
maximum.
This paper brings out the detailed analysis that went into the identification of the cause of the
time bound increase in self excited vibrations of the motor.

2. BASIC DESIGN FEATURES OF THE SYNCHRONOUS MOTOR UNDER

INVESTIGATION

The pedestal type of bearings with size 254 x 384 mm and flood lubrication (external LP
system) formed a part of the synchronous motor under investigation. IOC servo prime 57 grade of
oil was used. The capacity of pedestal reservoir was 129.6 liters and the flow rate of oil was 45 liters
per minute for each of the bearings.
The synchronous motor is used to drive a centrifugal compressor, and is of revolving field type
having solid salient poles, with closed ventilation circuit. It is air-cooled by water. The coolers are
mounted on two sides of the motor frame. The rotor is supported on two flood lubricated pedestal
sleeve type of bearings. The entire machine is enclosed in housing and is air-sealed.
SALIENT POLE

BAKELITE
ROTOR
LINING

FIG.1: Original salient pole assembly with Bakelite lining on the rotor of the synchronous motor
under investigation

The shaft, spider and pole body is an integral steel forging. The pole tip is a high strength
steel forging screwed onto the pole body by steel screws. The pole tip keeps the field coil tightly
pressed onto spider and prevents any movement during running. Bakelite linings are used on the
field coils to ensure proper tightening and insulation. Fig. 1 shows the pole assembly arrangement.

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Fans are provided, at each of the two ends to circulate sufficient quality of air or cooling of the
machine.
The bearing liner is made of steel shell in two halves; each half is lined with tin-based babbit
metal. The bearing pedestal has an oil reservoir at its bottom. Both the bearings are insulated. The
pedestal at the drive end is earthed to prevent circulating shaft currents.
The bearing has a low-pressure flood lubrication supplied from an external lubrication
system. Two brass rings rotating on the shaft provide oil to the bearings to prevent it from oil
starvation in case of failure of the external lubrication system. Each bearing is provided with
platinum resistance type of temperature detector and a suitable pad for mounting the vibration
transducer.

3. COMMON CAUSES OF VIBRATIONS

In large synchronous motors, vibrations may result from mechanical, electrical or

aerodynamic forces. The mechanical forces may come up due to mechanical unbalance, loose
rotating or static components, bent shaft, misalignment between bearings or inadequate shaft
rigidity. The excitation forces due to these causes become predominant under high temperature and
load.
Excessive bearing clearance may cause oil leakage and vibrations. Excessive bearing
clearance may be originated by the wear & tear of the bearing liner and also by wrong selection of
the liner when the type and viscosity of oil is not matched with the liner. Unmatched oil grade and
bearing clearance may cause excessive vibrations and temperature rise. Poor bearing mounting will
also result into enhanced vibrations and would shorten the life of bearing liner.
In case the shaft bend is beyond an acceptable limit, high vibrations would result and
balancing would become impossible. In case of a welded spider, the welding stresses, unequal heat
transfer from the laminated rotor, to the spider may cause the shaft to bend. In this case the vibration
pattern is normally a function of the rotor temperatures.
In case the motors with heavy rotors are operated periodically after long gaps, they are
subjected to sticksation of the oil film and can damage the bearing liner and activate large vibrations.
This happens when, during long periods of motor standstill, the rotor shaft squeezes out the
lubricating oil film. This results in tearing of the liner at the points of high load. Moreover, the
number of starts and stops of the large motors with heavy rotors affects the shear strength and
fatigue life of the bearing liner, and may increase the non-bonding area of the liner with the bearing
shell.
Damping characteristics of the bearing will be inadequate if the bearing liner has excessive
porosity. Also the damping will be insufficient if the bearing is lightly loaded. This may originate the
self-excited vibration of the hydrodynamic journal bearings of an electric motor.
To summarize, a 4-pole synchronous motor can have vibration problems due to following
causes:
a) Mechanical unbalance of the rotor.
b) Electrical unbalance in the form of unbalance magnetic pull.
c) The critical speed approaching the rotational speed.
d) Abnormal bearing clearance and improper bearing mounting and / or lubrication.
e) Misalignment between the bearings.
f) Rotor bends.
g) Sticksation of the oil film: Phenomenon of squeezing of the lubricating oil film, causing tearing of
the babbit liner at the high points contact under the long period of standstill condition of the heavy
rotor of a large motor.

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6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 6, November - December (2013) © IAEME

h) Mechanical looseness of structures or rotor itself.

i) Presence of resonant frequencies.
j) Insufficient or negative damping.

4. INVESTIGATION OF THE PROBLEM

4.1 Vibration Behavior during Balancing Trials

Before taking the first observation run, the motor alignment, bearing clearances and magnetic
centering were checked and found to be satisfactory. Also the motor mounting, assembly, erection,
foundation, coupling and lubrication system were found to be in order. The machine was then run
and observations were made. The frequency analysis revealed the presence of once per revolution (1
x RPM) component predominantly under load, as well as no load conditions. Although, vibrations
were quite low during cold running condition, balancing was carried out with a view that if vibration
at the start of a run can be brought down further, then the vibration after long running may also stay
within the permissible limits.
Initially, single plane balancing was carried-out by placing weights in DE (Drive End) side.
The vibration levels reduced but again increased to alarm levels during a ten- hour run.
Similar behavior was observed even after two plane couple balancing trials. During all
balancing trials, when different weights were put at different locations on both the planes, the phase
angle was not changed. The behavior of both the DE and NDE bearings was identical under different
balancing runs after about 8 to 10 hours of operation. However, the pattern and rate of increase of
vibration levels with time was different. These data are presented in Table 1. The trials were also
made by adjusting the clearances in the bearings, but the behavior & vibration pattern of the motor
remained unchanged under different balancing trials. Also, no significant change in the bearing
temperatures was noticed by adjusting radial clearance and clearance of spherical seating of the
bearings.

4.2 Bearing Inspection

Since the phenomenon of vibrations increasing with time has to do something with the rotor-
bearing system, it was decided to first examine the bearings thoroughly. Since, there was no
improvement by adjusting the bearing clearances, the bearings were dismantled and examined. No
significant defects were visually noticed on the surfaces of both DE and NDE bearings. However,
non-uniformity on the surfaces was noticed. The ultrasonic test revealed non-bonded area on the
lower and upper half surfaces of both the bearings. The dye-penetration test was also conducted and
cracks were observed on the lower half surfaces of DE and NDE bearings originating from the
lateral surfaces. Furthermore, a number of scattered and concentrated pin-holes were detected on the
cylindrical load-carrying surfaces of the bearings, the diameters of the holes varying from 0.5 to 1
mm. The bearing surfaces were full of pin holes, which were found to be particularly concentrated at
a few locations. The existing bearings were therefore replaced by new bearings after thorough
examination by ultrasonic and dye-penetration tests.

4.3 Vibration Behavior after Replacing the Bearings

Both the bearings were replaced. Even after the fine adjustment of radial clearance and
clearance of spherical seating as per the plant standard, no change in the motor behavior was
observed. Vibration levels still had the same tendency to rise with time. However the rise of
temperature of the bearings was less as compared to the earlier data (< 65° C). The frequency
analysis indicated the predominant presence of 1x RPM component with minor presence of 2xRPM
and 0.5xRPM components. All these frequency components were inconsistent and were increasing
with time. The phase angle was not steady. Under these conditions once again the in-situ balancing

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 6, November - December (2013) © IAEME

was carried-out but no improvements were observed. As earlier, the vibration level was rising to trip
limit of 75 microns (p-p) in about 9 to 10 hours. Also, in a hot start (within 30 minutes after the stop)
the motor picked-up the vibration levels from more or less same levels at which it was stopped. On
the other hand, in a cold start, irrespective of any balancing weights, the motor started with low
vibration levels (as low as 7 microns) and picked up the vibrations gradually with time.

4.4 Further Analysis

After doing all the exercise related to bearings it was evident that the problem was not linked
with the bearings but was related to rotor instability. This was also corroborated because of the
presence of 1xRPM component predominantly along with 2xRPM and 0.5xRPM components, and
the system not responding to balancing attempts.
This was further confirmed practically by removing the stator of the motor and examining the
salient poles of the rotor. Fig. 2 indicates the condition of the salient pole assembly along the length
and circumference of the rotor. It is evident from the figure that the bakelite lining of the pole
assembly was bulged out non-uniformly and heterogeneously in different sections due to sliding and
shearing under thermal effects.
BULGED OUT BAKELITE LINING
ROTOR

Fig.2: Salient pole assembly with non-uniformly bulged out & sheared Bakelite lining on rotor of
the synchronous motor after a few hours of operation

This was further confirmed practically by removing the stator of the motor and examining the
salient poles of the rotor. Fig. 2 indicates the condition of the salient pole assembly along the length
and circumference of the rotor. It is evident from the figure that the bakelite lining of the pole
assembly was bulged out non-uniformly and heterogeneously in different sections due to sliding and
shearing under thermal effects.

5. RESULTS AND DISCUSSIONS

5.1 Non-Bonding of bearing liners

Non-bonded area was observed on the lower and upper half surfaces of both the bearings.
This may be attributed to heavy weight of the rotor (18 tons), which during starting and stopping of
the motor, exerts very high shearing force at the bonded surface. Due to repeated number of starts
and stops of the motor the bonding strength at the bonded surface reduces, and the non-bonded area
gradually increases. Once the non-bonded area is formed, it increases in the subsequent starts and
during operation of the motor due to thermal effects.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 6, November - December (2013) © IAEME

A motor kept standstill for a long time and not operated, can also be a reason for the initiation of
non-bonded area. This happens due to the fact that under such condition, the rotor shaft squeezes out
the lubricating oil film, which results in a tearing of the lining at the “high points” contact. In case
such a motor is started without first slow rolling, damage of the bearing liner may get started and can
also lead to very high vibrations.

Adding 185 gm at Adding Further

Without Balancing
Location 13-14 in 200gm at Location 3-4
Duration Weight
Plane – 1 in Plane-2
after Start Remarks
(In Hours) DE NDE DE NDE DE NDE
micron/ micron/ micron/ micron/ micron/ micron/
θ θ θ θ θ θ
0 48/16 33/17 30/9 12/6 35/11 7/11 (i) 360 Divided in 20
1 41/17 31/17 6/8 7/1 16/12 2/11 equal locations (θ)
2 39/17 28/18 8/6 12/1 12/12 4/11 (ii) (θ) corresponds to
3 45/16 30/17 16/20 15/1 17/14 12/15 location of phase
4 50/16 35/17 18/20 16/1 20/18 20/19 (iii)Vibrations levels
5 42/16 36/17 23/20 19/1 28/19 22/20 are at full load

6 54/16 36/17 38/20 29/20 37/19 30/20 (i) 0/A

Corresponds to
7 49/16 35/17 45/19 35/20 42/19 38/20 overall vibration
levels after 10th hour
8 52/17 40/18 55/17 40/18 56/19 49/18 of operation.
9 60/17 48/17 60/17 48/17 62/18 52/17
10 54/17 50/17 65/17 50/17 66/17 52/17
O/A
Vibration 73 57 75 60 75 58
Level

The formation of the non-bonded area in the motor bearings in this particular case is
attributed to above reasons, which might have damaged the bearing liners in a span of operation after
commissioning of the motor, besides the initial quality of the liners.

5.2 Once per Revolution (1XRPM) Component

1xRPM component has shown a peculiar behavior as can be observed from Table 1. It is
clear that this component of vibration spectrum is not due to existing mass unbalance as it could not
be reduced by different trials. On the other hand, the effect of correction weights proved to be
ineffective after a few hours of run. Due to correction weights, initially during 1 to 2 hours, the
vibration amplitude had reduced to as low as 2 microns on NDE bearing, but gradually in the
continuous run, the same had increased to 52 microns. Also, there was variation in the phase angle (6
to 20 divisions, i.e. 252 degrees) during operation of both NDE and DE bearings.
The variation of 1xRPM component and phase angle reinforces the inference that the initial
existing mass unbalance is not the cause of this type of self-excited vibrations. However, the
variation of rotor stiffness and unbalanced rotor forging under thermal effects in the magnetic field is
not ruled out. The unusual behavior of variation of vibration amplitude and phase with respect to
time has been proved to be associated with the bearing liner characteristics when all other checks
including misalignment, lubrication, vibration of foundation or pedestals, coupling and its mounting,
and bearing clearances etc are within acceptable range. However, in this case, the problem persisted
even after replacing the old liner with a new one. This led to investigation on rotor instability.
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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
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5.3 Investigation on rotor instability

5.3.1 Effect of Negative Damping

In case of self-excited vibrations, the rotor instability is caused due to presence of negative
damping. External stationary damping normally reduces the lateral vibrations of a rotor. The internal
damping of rotor due to internal friction occurs in rotor itself as either material damping or structural
friction on surfaces between the rotor and other elements attached to rotor, when a relative micro
motion takes place at these surfaces. Internal friction force is not stationary but rotates at the speed
as that of the rotor. Internal friction under some specific conditions can lead to rotor instability.
Another type of damping related force acting on the rotor is generated by rotation of the rotor
surrounding fluid. Due to friction, a rotor forces the fluid contained in the rotor-to-stator clearances
to rotate in circumferential fashion. The fluid involved in circumferential motion generates
tangential force acting in feedback on the rotor. When the running speed increases, a part of this
force has a direction opposite to that of the external stabilizing damping force. In “effective
damping” the sum of damping originating from different sources, is therefore, reduced or even
nullified by the fluid interaction effects. This nullification surfaces as a rotor instability threshold
and subsequent development of unwelcome rotor self-excited vibrations. Usually, the damping itself
does not become negative. Due to rotational motion of the rotor (source of energy) a new force is
generated. This force acts in opposite direction to the damping and its magnitude can exceed that of
stabilizing damping force. The result of summation appears as “negative damping.”

5.3.2 Effect of Energy Balance on Vibration Amplitude

Apart from the potential and the kinetic energies, appropriate to the explanation of the free
oscillations, the energy ED dissipated by damping forces and the energy Ez supplied from external
sources also play a part. When the system is lightly damped the energy alternates, exactly as in the
case of free vibrations, between the potential and the kinetic forms. The total energy swinging to and
fro is also dependent upon ED and Ez. Assume that ∆ED is the energy lost by damping over a
complete cycle and ∆Ez is the external energy supplied during the same complete cycle.
If (∆ED - ∆Ez) < O, then the energy content of the system increases and the oscillation is
amplified.
Both ∆ED and ∆Ez are, in general functions of the amplitude.
If damping force is proportional to the velocity (FD = d ) and the oscillation can be
represented by x = A cos ω t, we can write:

… … …
(1)

In this case, ∆ED increases as the square of A, and the ∆ED (A) – curve is a parabola.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 6, November - December (2013) © IAEME

Fig.3: Energy diagram of self excited system

In Fig. 3, ∆Ez is independent of A. The ∆ED and ∆Ez curves intersect at A = A1. For A < A1
more energy is supplied than is destroyed and the amplitude therefore increases. On the other hand
the amplitudes of the oscillations decrease in the region where A > A1, since ∆ED > ∆Ez. In our
specific case, Ez > ED and the vibration amplitude even after 9 to 10 hours of operation is in the
range of A < A1. Just like ED (A) curve, in our case also, the vibration amplitude with time A(t)
curve is also a parabola which can be seen in fig. 4.

70

60
MICRONS (P-P)

50

40

30

20

10

0
0 2 4 6 8 10 12
HOURS OF RUNNING

Fig. 4: Amplitude versus time curve for 10 hours running

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
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5.3.3 Stability of Vibrating Systems

Consider a damped spring - mass system driven by a force which is proportional to velocity
and has the same direction as the velocity. The differential equation of motion of this system is:

m +c +k =F … … … … (2)
Rearranging,


+
  +  = o
 
… … … … (3)

From above equation, it is apparent that a velocity proportional force is equivalent to negative
viscous damping, since energy is added in proportion to velocity.
Let us assume the solution of equation (3) as:
x (t) = ce st
And obtain the auxiliary equation:

 
s2 + . s+ = o
 
… … … (4)

Case 1 : If F < c, the solution will be of the same form as that for a damped free system, and the
motion will be either a periodic movement that diminishes with time or a decaying oscillation, both
of which are stable.
Case 2: If F = c, then the coefficient of vanishes in the differential equation and the solution is
that for a free undamped system which is also stable. Thus, condition of dynamic stability is that
F≤ c … … … … … … (5)
Case 3: Consider now, the case for which F > c. This represents a condition of negative damping.
Two cases can be considered:


When [ ] < [( F-c) / 2m]2

a)

The solution can be written as:

       



 
 . 

 
 .
  .  + !. 
     
… … (6)

Both roots for s are real and positive and both parts of the solution are exponential that
increase with time. This represents a diverging non oscillating motion, which is unstable.

When [ ] > [( F-c) / 2m]2

b)
The roots can be written as:


s1,2 = " # ± i $  % " ! # 2
 
!
… … … (7)

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
6340(Print), ISSN 0976 – 6359(Online) Volume 4, Issue 6, November - December (2013) © IAEME

Fig. 5.1: Statically unstable

Fig. 5.2: Statically stable but dynamically unstable

Fig. 5.3: Statically & Dynamically Stable system

Fig. 5: Various States of Stability

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 –
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The solution can be written as:

sin &$
 
%" # 2.t + φ]
 !
[( F-c) / 2m]t
x =X.e … (8)

Since the exponent is positive, this represents a diverging oscillatory motion, i.e. a vibration
having amplitude which increases exponentially with time. Thus the system is dynamically unstable.
Different types of systems are presented in fig. 5.

6) CONCLUSIONS AND RECOMMENDATIONS:

Investigations into the self-excited vibration of large synchronous motor led to an inference
which was in line with the observations made after close examination of the rotor. It was observed
that rotor is having non-uniform slippage, accompanied by sliding and breakage of bakelite lining
used in tightening the silent poles of the motor due to thermal effects, causing both, the unbalance of
the rotor and condition of negative damping.
The following conclusion and recommendations are drawn as a result of investigations
made:-

6.1 In case the condition related to alignment, coupling, lubrication, foundation and mounting are
satisfactory and 1 x RPM component persists after all possible balancing trials, the problem is
attributed to rotor instability caused by thermal effects giving rise to condition of negative damping.

6.2 Thermal effects are responsible for vibration problem in a salient motor due to sliding and
shearing of bakelite linings on the pole strip. The effect is seen in vibration amplitudes at 1 x RPM
and 2 x RPM increasing with time and registering a change in phase angle with time.

6.3 When the problem is linked with bakelite lining, initial vibration levels of the balanced motor are
generally normal and within the permissible limits. However, vibration level increases up to 75
microns after 9 to 10 hours of operation. The location of balancing weights during different
balancing trials makes no difference. The rate of increase of vibration levels and intermittent
vibration characteristics during balancing trials differ from each other.

6.4 In case of a problem of rotor instability due to bakelite lining of salient poles, whenever the
motor is started under cold condition, it would start with different minimum vibration levels. On the
other hand, during hot start, the motor will pick up the vibration levels from more or less the same
levels at which the motor was stopped.

6.5 It is essential to examine the bearing liners of a large electric motor ultrasonically during major
shut-downs and the non-bonded area and cracks in the liners should also be monitored.

6.6 Poles of the large electric motors should be adequately tightened. It has to be ensured that the
quality of bakelite lining is up to the mark.

6.7 While testing the motor, the test run should be taken for at-least 10 hours in order to ascertain the
stability of the rotor.
The investigation and analysis given in this paper can be applied to diagnose the problems
associated with a large salient pole synchronous motor, and to tackle problems associated with the
rotor instability.
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7) REFERENCES

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