IMAC XXII Conf s09p08 Modal Based Predictive Design Analysis Electric Motors

Modal Based Predictive Design and Analysis of Electric Motors
M. A. NASSER
Visiting Researcher, Mechanical Engineering Department, University of Dundee, Dundee, DD1 4HN,
Scotland, UK, mnasser2@hotmail.com.
(Associate Professor, Production Engineering & Mechanical Design Department, Faculty of
Engineering, Menoufia University, Shebin El Kom, Egypt)
ABSTRACT:
Electric motors are critical elements in all or most energy applications. A good design of electric motors is that it
should be light, small and stable. Moreover, the product should be low maintenance, have less scrap rates and
have lower vibration levels and acoustic noise. To achieve these goals, a predictive engineering design and
analysis process was proposed and applied to an electric motor. The predictive engineering process steps
were; defining the concept of design, modelling, simulation, analysis and a results review. Both a finite element
and an experimental modal analyses were used in re-rating a simple structure electric motor to validate the
proposed process. The finite element was used in modelling, simulation, analysis and the result review, while
the experimental modal analysis was used in model validation and verification. The component re-modelling
was done first and then the model validation and design modification were achieved. Soon after this the full
motor structure was assembled based on a component mode synthesis and then analysed to review its
dynamic behaviour in both modal and frequency domains. The results revealed that the components
imperfections and an unbalanced magnetic pull could produce serious rotor/stator interference as well as
downward the mode frequencies. Results also indicated that the added radial and axial ribs on the motor
casing as well as the radial ribs to both the front and rear end shields were efficient techniques to stiffen the
structure and improve the mode shapes and consequently reduce the vibration and radiated noise from them.
Moreover, components and full motor structure modifications can be carried out quickly and easily. In addition,
rotor/stator interference can be defined at any mode of vibration. The predictive engineering process is an
efficient global design and analysis technique.
NOMENCLATURE:
M , K : Analytical mass and stiffness matrices.
I : unit matrix.
x :vector of position.
Bo :influence matrix.
u (t ) :vector of applied forces.
:mode shape.
[M ] , [K ] : modal mass and stiffness matrices.
:mass normalized mode shape.
q :generalized coordinate.
: natural frequency.
T : transformation.
e : rotor stator eccentricity.
m : ideal air gap.

: real air gap.
: angle.
C : magnetic flux.
F :force.
B : magnetic flux density.
1. INTRODUCTION:
Manufacturers of equipment in most industries are increasingly urged to reduce the mechanical vibrations and
acoustic noise produced by their products. This development is now increasingly required by the market and by
governmental regulations. The objective of this study is to provide the designers and vibration and noise
engineers with tools that enable them to efficiently predict the influence of machine components and
substructures on the dynamic behaviour of the associated machine. With the help of these tools engineers can
find solutions to several design, manufacturing and maintenance related topics such as the perception of
vibrations and acoustic noise at the periphery of the electric motors. As experienced and noted the faults of the
motor cause mechanical vibrations and an Unbalanced Magnetic Pull (UMP). The electromagnetic forces are
centripetal forces that cause vibration in the motor and transmit it to the load and the mountings. Vibrations also
increase noise levels. Vibration of the motor can causes rotor/stator interaction instigating collapse or rubbing
of the rotor and/or stator. Moreover, vibrations loosen screws, increase bearing loads, and cause fatigue
cracking in structural members, bearings and unsupported wires. In addition, they cause springs to disengage,
attention to the resonant frequencies and reduce the bearings from working smoothly.
Electric motors and their components receive attention in literature. Timar et. Al. [1], Ozturk et. al. [2], Eis [3],
Costello [4] and Finley [5], Finley et. al. [6], handled noise and vibrations in electrical machines with causes,
results and diagnosis. Cameron [7], used vibration and current monitoring for detecting air gap eccentricity in
induction motors, whereas Dorrell et. al. [8], used these parameters and flux for the same purpose. Utecht [9],
used finite elements to predict the eigenvalues of large-scale electric motors. Rotor and stator as the main parts
of electric motors play an important part in their dynamic behavior. Rotordynamics phenomena, modeling and
analysis have also been studied. Childs [10], Wang and Williams [11], Girgis and Verma [12], Verma and Balan
[13], Verma et. al. [14,15] and Singal et. al. [16], studied analytically and experimentally the vibrations of
induction motors stators and concluded that the modes shapes at lower frequencies are not very different from
sinusoidal shapes. The dynamic behavior of a ball bearing as the critical path of vibrations between the rotor
and stator has a significant effect on the dynamics of the rotating machines. Different aspects like geometrical
imperfections, the effect of lubrication, the cage, the flexibility of the application and the flexibility of the outer
ring are accounted for theoretically and experimentally by Su et. al. [17], Hendrikx et. al. [18], Wensing [19] and
Meeks et. al. [20], while the rotor/stator assembly was studied by Glasgow and Nelson [21]. The housing of the
motor is a hollow cylinder with radial reinforcement. The structural dynamics of the hollow cylinders were
investigated extensively by Leissa and So [22], So and Leissa [23], Liew et. al. [24], Smith and Haft [25],
Takahashi and Hirano [26], Yuan and Dickinson [27], Cheng and Nicolas [28], Girgis and Verma [29], and Tzou
[30]. The front and rear endshields of the motor are circular plates with a bearing housing hub or short
cylinder. Dynamics of circular plates were investigated by Tseng and Wickert [31], and Parker and Mote [32].
From the literature review, there seems to be no global engineering procedure that covers the majority of both
design and analysis aspects and concepts. A global design concept is required to challenge the new market
needs at a lower investment risk, in which vibration, acoustic noise and shock are not only considered as
environment parameters but also as important design parameters. To achieve these goals, a predictive
engineering design and analysis process was proposed and applied to an electric motor at both component
and full motor structure levels.
The predictive engineering process steps are as follows; defining the concept of design, modelling, simulation,
analysis and a results review. This procedure gives engineers and designers the power to quickly improve
products by identifying design flaws early in the process. It can analyze the stress, vibration, dynamics,
nonlinear characteristics of mechanical components, machines and structures. For an efficient design process,
mechanical structures are often subdivided into substructures or components. The components are usually
connected to each other with well-defined interfaces. Component mode synthesis approach enables designers
to conduct the dynamic performance of individual components accurately, quickly, easily, and cheaply as well
as conducting the design modifications more efficiently. Regardless of the complexity of the structure the
modeling and analyses at the component mode level can be modeled once and left to subcontractors.
Experimental testing of a complete structure can be very complicated and expensive and even impossible in
structural modification. Consequently, testing at the component level is the only logical option. Testing at the
component level can be used for either design verification or to define the dynamic properties of components
which are difficult to model. Component mode methods are either based on constraint modes and fixedinterface modes Hurty [33], Craig and Bampton [34], Craig and Hale [35], Bennighof et. al. [36], or attachment
modes and free-interface modes MacNeal Method [37], Rubin Method [38], Hintz [39], Craig and Chang
[40,41].
In this paper a 250 watt, 4-pole, single-phase alternating current (AC) 220 V., 50Hz. induction motor that
operates at 1450 rpm (24.167 Hz) of very simple geometrical structure was selected and used. Simple
geometry makes finite element and experimental modal analyses easier. The motor consists of the rotor, rotor
shaft, bearings, stator, housing, rear endshield and front endshield. The motor components, substructures and
full motor structure were all modelled in Ansys. The motor was disassembled and experimental modal
analyses, Ewins [42], were carried out on components, substructures and at full motor structure levels for
validation and verification. The predictive engineering process was first applied to the component level.
Modification scenarios of stiffening the casing and front and rear endshields were carried out and their best
designs were defined. Moreover, the loose fits between the bearing fixed on the rotor and bearing housing
were studied. A component mode synthesis (CMS), which was carried out by using Matlab was used to study
the full motor structure based on the models of its components and substructures. The results indicated the
efficiency of predictive engineering process.
2. ANALYSIS
The predictive engineering process steps are; the defining of the concept of design, modelling, simulation,
analysis and a results review. A component mode synthesis technique was used to analyze the full motor
structure. The analysis started with a normal mode analysis of the system components. Figure (1) presents the
conceptual procedure of the design process. This procedure was applied on an electric motor shown in Figure
(2). For an undamped multi-degree-of-freedom system, the governing equations of motion can be expressed
as:
M&x& + Kx = B0 u (t )
(1)
In order to determine the free vibration solution, the applied force can be set to zero. The
homogenous solution for Equation (1) can be assumed as
x(t ) = e jt
(2)
Substituting Equation (2) into Equation (1) yield the undamped eigenproblem,
(K M )e
2
jt
(3)
for which the non-trivial solution is defined by
det K 2 M = 0
(4)
The most important property of mode shapes is the orthogonality property. It can be expressed as
T M = [M ] and T K = [K ]
(5)
The mass normalized mode shape have the following particular properties
[ ]
T M = [I ] and T K = 2
(6)
The relationship between the mass normalized mode shape for mode r , r and its more general form is
th
r =
1
r
mr
(7)
Using the mass normalized property, the following transformation can be achieved
x(t ) = q(t )
(8)
Applying the transformation in Equation (8) to Equation (1), the modal equations of motion can be written as
q&&i + i2 qi = Ti f (t ) where i = 1,2,...., n
(9)
Equation (9) represents a set of single DOF equations and can be easily solved.
The physical displacement of the nodal points can be estimated from the modal results and the exiting force
from the relationship:
{x} = {q}
(10)
The general procedure of component mode synthesis mainly consists of two major steps. The first step defines
for each substructure the transformation that will reduce the original physical degrees of freedom into a reduced
set of generalized coordinates.
Model reduction was performed by partitioning the mass, damping, and stiffness matrices
into an a -set (analysis) and an o -set (omitted) as
[]
M
M = aa
M oa
M ao
K ao
K
(11)
, K = aa
M oo
K oa K oo
Typically, the a -set partition corresponds to DOFs that are measured on the test structure. The reduction
transformation can be expressed as
xa I
= xa
xo Tr
(12)
Applying the above transformation to each of the property matrices, the results are
M r = M aa + M aoTr + TrT (M oa + M ooTr ) and K r = K aa + K aoTr + TrT (K oa + K ooTr )
Guyan model reduction technique was used.

To determine the Guyan transformation TG . The static problem can be written as
(13)
K aa
K
oa
K ao xa f a
=
K oo xo 0
(14)
Through matrix manipulation, the transformation that relates xa to xo can be determined as
xo = K oo1 K oa xa = TG xa
(15)
Applying the Guyan transformation, the reduced stiffness and mass matrices can be written as
K r = K aa + K aoTG and M r = M aa + M aoTG + TGT M oa + M oo TG
(16)
The Craig-Bampton reduction technique produced a hybrid reduced model using the following transformation
I
TCb =
TG
0
C
(17)
where C are modes computed with the interface points constrained.

The second step component mode synthesis CMS was built together all these component reduced models into
one assembly. This assembly was then solved and the solution was back-transformed to the reduced physical
degrees of freedom of interest.
The principle of component mode synthesis CMS is to transform the physical degrees of freedom {x}of each
substructure into a reduced number of the generalized coordinates {q}:
{x} = [T ]T {q}
(18)
Imperfections caused by improper tolerances of dimensions at the component level lead to loose fits between
those parts which lowers the substructures and full motor structure mode frequencies and dissymmetric the air
gap between the rotor and stator. The dissymmetrical air gap increases the possibility of rotor/stator interaction.
An unbalanced magnetic pull is initiated and continued from the displacements of different parts of the rotor and
stator.
Unbalanced magnetic pull results in the case of eccentric air gap between the rotor and stator.
( ) = m (1 + e cos )
(19)
Neglecting the magnetic saturation, the magnetic energy flux density can be:
B( ) =
C
( )
(20)
The force, which is proportional to the square of the energy flux density:
F ( ) =
C
(1 + e cos ) 2
(21)
If the rotor and stator are concentric, i.e. e = 0 , then the magnetic forces are in equilibrium, while for eccentric
air gap e 0 , the magnetic forces are
Fmagn = F ( ).d ( ) = C.
cos .d
(1 + e cos ) 2
(22)
At the same time an unbalanced magnetic force is generated in the air gap. In the narrowed zone the magnetic
forces increase and in the widened gap they decrease, instigating an unsteady equilibrium.
The magnetic stiffness can be defined on the basis of equation
k magn =
Fmagn
e
(23)
The stability problem can be achieved in electrical machines by:
k mech k magn
(24)
where k mech is the mechanical stiffness of the system (rotor/stator).

As a first approximation the rotor can be considered rigid, then:
Fmech = k stator u
(25)
If the stator is treated in other cases as a rigid structure the mechanical force of the motor takes the form:
Fmech = k rotor u
(26)
The dynamic deformation and/or dimensional tolerances, cause eccentricity in the air gap and thereby generate
a resulting magnetic force with the stiffness. The stability measure in this case can be expressed as:
S=
k mech
k magn
(27)
If S < 1, then the stator collapses and adheres to the rotor. This case would result in complete destruction of
the equipment with huge economic damages. Hence the evaluation of the stability constitutes an important
criterion for the design of large electrical machines.
Design Concept
Geometrical Model
Experimental Modal
Tests
Simulation Model
Analysis
System Identification
Test/Analysis
Correlation
Design Result Review
Figure (1) Predictive design process.

25
25
18
15
14
75
15
50
20
30
70
50
32
43
Dimensions in (mm.)
215
max
(b) rotor
min
(a) eccentric air gap

172
Front
endshield
Front
bearing
Motor casing
Rear
endshield
Rotor
75.4
40
75.4
40
132.2
128.2
Rotor
shaft
1.5
43
50
37
Fan
42
Dimensions in (mm.)
(c) stator/casing substructure

(d) photo
Figure (2) Electric Motor eccentric air gap (a), rotor (b), stator/casing substructure (c) and photo (d).
The eigensolution, displacement and interference diagrams of the full motor structure were also obtained and
can be used in the design and operation stages of relevant application. Finite element and experimental modal
analyses of the motor structure were obtained. A combined matrix of the substructures matrices was
assembled and used in the component mode synthesis process.
3. EXPERIMENTAL WORK
An impact (impact hammer PCB086CO2) excitation is commonly used in modal analysis to provide a transient
excitation of structures. A piezoelectric force transducer in the hammer tip measures the transient force applied
by the hammer when it strikes an object. This impulse in the time domain corresponds to broad band excitation
in the frequency domain, and can therefore excite many modes simultaneously. Shorter impulses in the time
domain excite a broader range of frequencies. Impact location and direction are moved from one measurement
point to another measurement point during the data collection process. An accelerometer (B&K 4393) was used
to measure the vibratory response of each measurement point on the measured components, substructures
and full motor structure, to the applied excitation. An accelerometer oriented in the radial direction to rotor,
stator and motor structures, while it was axial in the case of front and rear end shields. The accelerometer was
fixed into the test object during the modal test. Wax held the accelerometers firmly in place during data
collection. Figure (3) shows a schematic and photo of one of the modal tests. The test objects were meshed as
shown in Figure (4). The best suspension and excitation points for hammer excitation were selected. Then the
best accelerometer points were selected. The excitation was done and the vibration signals were collected. The
excitation and measurements were made in local coordinates. The transformation, which was needed to obtain
the results in a global coordinate system, had been done. The principal response function and reciprocal modal
vector were obtained. The first indicates how many measurements were effective and how many were near the
signal noise floor, while the second gives the number of modes in a given range. Excitation and response
signals from the test were processed using a Dual Channel Dynamic Signal Analyser (HP 35760A) to compute
a Frequency Response Function (FRF) for each measurement point. The measured signals were periodic
within the sampling (data collection) interval to prevent errors in the Fast Fourier Transformation (FFT) that
formed the basis for this calculation. Weighting windows were used to control FFT errors by reducing the signal
amplitude to zero at the beginning and end of the sampling interval. Modal test data from the impact test was
reduced on a personal computer with modal analysis software (MeScope modal plus VT 520) to conduct the
experimental modal analysis. Peaks in the acquired frequency response functions indicated the measured
component, substructure or full motor structure natural frequencies. The mode shape and modal damping ratio
associated with each peak or natural frequency was identified by curve fitting one or more peaks at a time. A
polynomial equation for the FRFs were fit in a least-squared-error sense to specified frequency bands of the
measurement data. This information was used to build a table containing normalized mode shape amplitude
and phase data for each measurement point and direction, and at each mode frequency. Post-processing was
done by animating the mode shapes for better understanding the modes.
Computer
Computer
Test object
Accelerometer
FFT
ANALYZER
Fixed
frame
Soft spring
Dynamic
analyzer
Test
object
Impact
Hammer
Accelerometer
(a) schematic
Impact
hammer
(b) photo of stator/casing substructure tests
Figure (3) Experimental Set-up schematic (a) and photo of stator/casing substructure tests (b).
(a) rotor/bearing substructure
(b) stator/casing substructure
(c) motor
Figure (4) The meshes of the rotor/bearing substructure (a), stator/casing substructure (b) and motor (c).
4. RESULTS and DISCUSSION

In component mode synthesis, the natural frequencies and the normal modes were first calculated at the
component level. For an efficient design process, the mechanical structure of the motor was subdivided into
components or substructures. The components were connected to each other with well-defined interface
couplings. The rotating rotor, fan, stationary stator, casing, front and rear endshields and rotating/stationary
bearings parts were disassembled, re-modeled, analyzed and modified.
Two steel (elastic modulus=2.068e11N/m, density=7830kg/m, poission ratio=0.3) cooling fans were riveted to
the rotor front and rear faces as shown in Figure (2). The fan is a hollow cylinder of 0.7 cm depth, and 2.5 and
3.75 cm inner and outer diameters respectively with eight solid blades of 0.35x1.25x2.5 cm. The fan was
modelled in Ansys using a solid solid element-92 10 nodes used in meshing process model method.
Simulations of the unconstrained and constrained fans were obtained. The results indicated that the fans
natural frequencies were very high and most mode shapes are concerned with the blades, which are of local
effect as can be seen from Table (1) and Figure (3). From the obtained results of cooling fans, fan blades can
be neglected in the modeling process because of their higher frequencies and local modes. This assumption
results in simplicity in modelling, a smaller model size, computing memory and time.
A finite element model of the rotor integrated with the front and rear cooling fans was also built with solid
elements. Blades of the cooling fans were neglected because of their local effects. The rotor was an
axisymmetric structure, in which a doublet mode, having repeated natural frequencies, is denoted (n), where n
is the number of nodal points. As periodic features would be gradually added, axisymmetry is lost, and the
doublets are classified as being either repeated or split in frequency. Because of symmetry, there are ten
natural frequencies of the rotor that are accompanied by five sets of two similar normal modes, which can only
be distinguished by a phase shift in the spatial domain. As a result, the natural vibrations of the rotor can be
described by any linear combination of the two modes. Table (2) presents the undamped natural frequencies
and modes description of the rotor. Figure (4) shows some normal modes and natural frequencies of the
unconstrained rotor.
Freq.
(Hz.)
6493.0(8x)
15670(8x)
21073(8x)
36420. (8x)
Normal mode
blade 1st bending mode
global blade bending
blade twisting
2nd bending mode of blades
Table (1) Undamped natural frequencies (Hz) and mode shapes of the fan.
Freq.
(Hz.)
0 (6x)
2012 (2x)
2997 (2x)
8643 (2x)
10972
Normal mode
rigid body mode
bending mode, n=0
bending mode n=1
bending mode n=2
rotation of rear shaft about y-axis
Freq.
(Hz.)
11049
12548 (2x)
15241
16475
20662(2x)
Normal mode
rotation of front shaft about y-axis
bending mode n=3
1st axial mode
2nd axial mode as rigid
bending mode n=4
Table (2) undamped natural frequencies (Hz) and mode shapes of the rotor.
Freq.
(Hz.)
0 (60x)
6858.2 (2x)
11941 (2x )
19052 (2x)
23180(2x)
28885 (2x)
31722(2x)
35514(2x)
Freq.
(Hz.)
54(0x)
12040
12349
19579
19626
32524
Unconstrained bearings
Normal mode
rigid body mode
outer race bending symmetric mode, n=1
outer race Bending antisynnetric mode n=2
outer race bending symmetric mode n=3
inner race bending symmetric n=2
inner race bending antisymmetric n=2
outer race bending antisymmetric mode n=3
outer race bending symmetric mode n=4
Fixed inner race
Normal mode
rigid body mode
symmetric outer race, n=2
antisymmetric outer race, n=1
axisymmetric outer race, n=1
Table (3) Undamped natural frequencies (Hz) and mode shapes of

the unconstrained and fixed inner race bearings.
A finite element model of the ball bearing (SKF 6202) is built with solid brick elements. As seen in Table (3)
there are 60 rigid body modes for the unconstrained undamped ball bearings, 10 elements x 6 degrees of
freedom/element. The modes are denoted by (n), where n is the number of nodal diameters. Because of
symmetry, the fourteen natural frequencies of the bearing are accompanied by seven sets of two similar normal
modes, which can only be distinguished by a phase shift in the spatial domain. Again as a result, the natural
vibrations of the bearing can be described by any linear combination of the two modes. Figure (5) shows some
normal modes and natural frequencies of the unconstrained ball bearings.
The bearing together with the rotor is treated as a single substructure. The interface between them was
considered as rigid coupling. Three scenarios were modelled to this substructure. In the first scenario, the outer
rings of the front and rear ball bearings were fixed, whereas the outer ring of the front and rear ball bearings
were fixed in the second and third scenarios simulating the loose fit between the bearings and bearing
housings in the front and rear sides respectively. Figures (6-7) show some finite element and experimental
mode shapes of the rotor/bearing substructure respectively. The finite element and experimental mode
frequencies and shapes are consistent. In addition, finite element could offer more accurate modes and nodal
details than experimental modal analysis. Tables (4-6) represent the mode frequencies and description, while
some finite element mode shapes are shown in Figures (6, 8, 9) in the case of the three scenarios.
#5 6493 Hz.
#10 15670 Hz.
#22 21073 Hz.
Figure (3) Normal modes and natural frequencies (Hz) of the constrained fan.
#2 2012 Hz.
#4 2997 Hz.
#6 8643 Hz.
Figure (4) Normal modes and natural frequencies (Hz) of the unconstrained rotor.
#1 12040 Hz.
#2 12349 Hz.
#3 19579 Hz.
Figure (5) Normal modes and natural frequencies (Hz) of the constrained bearing.
The loose fit at the front or rear ends significantly reduce the mode frequencies and completely changed the
mode shapes compared with those of the first scenario, shrinking fit. In addition, the loose fit between the
bearing and bearing housing in the front and rear directions can cause an eccentric rotor/stator relationship air
gap, which means that the rotor axial is not concentric with the stator, creating an area of minimum air gap
which will rotate with the rotor orbitally at one times rotational frequency. The eccentricity in the air gap causes
an unbalanced magnetic pull, which increases the motor vibration and vice versa. In other words, the loose fits
make rotors act as cantilevers rather than fixed-fixed beams instigating non-symmetric air gaps, which
increases the possibility of rotor/stator interactions as stated earlier. This reduction in mode frequencies
ensures their presence in the critical effective frequency range of the human ear (4K Hz). As can be seen in
Table (7) the loose fits between the bearing and bearing housing in the front and rear bearings lower the
natural frequencies of the rotor/bearing substructure. The reduction in mode frequencies in the first twenty
modes varies from 80% (at mode number two) to 9% (at mode number sixteen) of the front endshield. Similar
reductions in mode frequencies were achieved by the loose fit between the bearing and bearing housing in the
rear end shield (82% at mode number two to 6% at mode number twenty). Moreover, the total number of mode
shapes in the frequency range 0-20 kHz, was increased with the loose fits. Repeated impacts between the
outer ring of the ball bearing assembled under loose fits and its associated bearing housing in both radial and
axial directions in the front or rear sides can take place. The impact location and intensity are dependent on the
associated mode. The experimental modal analysis verifies the finite element mode frequencies and shapes.
There is a good agreement between both.
#
1
2
3
4
5
6
7
8
9
10
Freq. (Hz.)
Exp,
FE
1098
1124
1389
1415
1486
1451
3053
3362
3120
3406
4187
3951
5465
5910
5682
5935
13459
13801
Normal mode
y - axial rotor
x -bending n=0
z - bending n=0
x -bending n=1
z - bending n=1
y 1st axial rotor
x - bending n=2
z - bending n=2
y - extensional rear shaft
z - bending n=3
11
12
13
14
15
16
17
18
19
20
Freq.
(Hz.)
21255
22824
25089
25116
25275
26710
28422
29102
29611
30320
Normal mode
y 2nd axial front shaft
y 3rd axial rotor
z -bending n=4
x -bending n=4
free end twisting
twisting rear shaft
rotor twisting
rotor twist about z-axis
z -bending n=5
x -bending n=5
Table (4) Experimental and undamped natural frequencies (Hz) and mode shapes of the assembled rotor and
bearings.
#
Freq.
(Hz.)
283.574
284.059
755.648
2068
2083
2734
3729
3754
5911
5934
1
2
3
4
5
6
7
8
9
10
Normal mode
z -bending n=0
x -Bending n=0
rotation about y-axis
x -bending n=1
z -bending n=1
y 1st axial rotor
x -bending n=2
z -bending n=2
x -bending n=3
z -bending n=3
#
11
12
13
14
15
16
17
18
19
20
Freq.
(Hz.)
8900
12708
12777
13225
21311
24315
24395
25077
25107
25275
Normal mode
rotation about x-axis
z -bending n=4
x -bending n=4
y - 2nd axial rotor
3rd axial rotor
z -bending n=5
x -bending n=5
z -bending n=6
x -bending n=6
rotor twisting
Table (5) Undamped natural frequencies (Hz) and mode shapes of the assembled rotor and bearings with the loose
front endshield.
#
1
2
3
4
5
6
7
8
9
10
Freq.
(Hz.)
234.661
249.424
823.083
1836
1871
2647
3226
3265
8679
9150
Normal mode
z - bending n=0
x -bending n=0
rotation about y-axis
x -bending n=1
z -bending n=2
y 1st axial rotor
x -bending n=2
z -bending n=2
rotation about x-axis
x -bending n=3
11
12
13
14
15
16
17
18
19
20
Freq.
(Hz.)
9220
13460
13800
14711
19460
19516
22788
26710
27157
28438
Normal mode
z -bending n=3
z -bending n=4
x -bending n=4
y - 2nd axial rotor
z -bending n=5
z -bending n=5
3rd Axially rotor
shaft twisting
free end twisting
rotor love mode
Table (6) Undamped natural frequencies (Hz) and mode shapes of the assembled rotor and bearings with the loose
rear endshield.
#3 1451 Hz.
#5 3406 Hz.
#10 13801 Hz.
Figure (6) Normal modes and natural frequencies of the assembled rotor and bearings.
Front (+Z) ROTOR.SHP- (Mode#1 1098 Hz) (x,y,z)
3Dview ROTOR.SHP- (Mode#1 1098 Hz) (x,y,z)
Right(+X) ROTOR.SHP- (Mode#1 1098 Hz) (x,y,z)
Top (+y) ROTOR.SHP- (Mode#1 1098 Hz) (x,y,z)
#1 1098 Hz
Figure (7) Experimental mode shape#1 of the rotor/bearing substructure.
#6 2647 Hz.
#2 249.424 Hz.
#16 19516 Hz.
Figure (8) Normal modes and natural frequencies (Hz) of the assembled rotor and bearings with loose bearing from
housing of the front endshield.
#1 283.574 Hz.
#12 12708 Hz.
#7 3729 Hz.
Figure (9) Normal modes and natural frequencies (Hz) of the assembled rotor and bearings with loose bearing from
housing of the rear endshield.
#
1
2
3
4
5
6
7
8
9
10
Front
loose
(%)
75
80
48
38
39
31
37
37
56
57
Rear
loose
(%)
79
82
43
45
45
33
45
45
36
34
#
11
12
13
14
15
16
17
18
19
20
Front
loose
(%)
58
44
49
47
16
9
14
14
15
17
Rear
loose
(%)
57
41
45
41
23
27
20
8
8
6
Table (7) Deterioration in the natural frequencies (%)

of the front and rear loose end rotors.
The stator of the selected motor is an octagonal block of 12.82 cm outer diameter, 5 cm length, with hollow
cylinder of 3.77 cm radius. It has 32 teeth to fix the stator coils. It is also attached to the housing through a
press fit. This fit is accomplished by rounding the eight corners of the stator to a slightly larger radius than the
inner radius of the housing. The stator plays an important part in the rotor/stator relationship. This part vibrates
as a ring or thick short cylinder when excited. Depending on the exciting frequency and exciting force
distribution, the stator vibrates in its modal regime. The stator was first modelled and the mode frequencies and
mode shapes were obtained. The undamped natural frequencies of the unconstrained stator are given in Table
(8), while those for the constrained stator are given in Table (9). Modes of the stator are denoted by (n), where
n is the number of nodal diameters. All mode shapes of the stator will affect on the symmetry of the air gap of
the motor, regardless of whether they are symmetric, antisymmetric or axisymmetric. These effects may cause
rotor/stator interaction with a rub between them, generating acoustic noise, and causing poor motor
performance and/or completely damaging the motor.
Freq.
(Hz.)
0 (6x)
1154.3 (2x)
2713.8 (2x)
3081 (2x)
5076.2
Normal mode
rigid body mode
symmetric bending mode n=2
antisymmetric bending mode n=2
symmetric bending n=3
Freq.
(Hz.)
6058 (2x)
6171.2
8422 (2x)
8481
8569
Normal mode
rotation about x, n=1
Table (8) Undamped natural frequencies (Hz) and mode shapes

of the unconstrained stator.
#
1
2
3
4
5
6
7
8
9
10
Freq.
(Hz.)
6407.5
7091.5
7239.5
8706
9228
10359
10759
10995
11334
12066
Normal mode
antisymmetric bending n=4
#
11
12
13
14
15
16
17
18
19
20
Freq.
(Hz.)
12240
12965
13451
13547
13879
14030
14893
16009
16154
16304
Normal mode

of the constrained stator only.
Figure (10) presents some normal modes and natural frequencies of the unconstained and constrained stator.
As can be seen from Tables (8, 9) and Figure (10), the octagonal shape of a stator significantly contributes to
their dynamic behavior by increasing their mode frequencies and modal rank.
#1 1154
(a) unconstrained.
#4 2714
#6 3081
#1 6407
(b) constrained.
#2 7091
#6 10359
Figure (10) Some normal modes and natural frequencies (Hz) of the unconstrained and constrained stator.
A tubular steel thin cylinder of 131.2 mm outer diameter, 1.5 mm thickness and 171 mm length was used as a
the motor casing. The casing part is a path of vibrations between rotor and stator. Also, it is a noise radiator.
To reduce the mechanical vibrations and acoustic noise of systems, it is essential to avoid coincidence
between excitation and the natural behavior of the structure (frequencies and shapes). Therefore, it is
necessary to determine its natural frequencies and mode shapes and avoid their coincidence with exciting
frequencies or load distribution. Normal modes of this cylindrical tubular part can be described by the node
number spatial rank, and its frequency time rank. Where n=0 is a purely extensional mode in which the
deformation is principally due to extension, n=1 is a rigid body motion, without deformation, and n=2 flexion,
and for n>2 flexural modes. Table (10) and Figure (11) show some mode shapes of the cylindrical casing only
without any reinforcement.
A steel annular plate of 12.82 cm outer diameter, 40 mm inner diameter and 0.15 cm thickness was added to
the casing cylinder at 43 mm from its rear end as a reinforcement rib. The mode natural frequencies have been
increased by values varing from 17% at the first and second modes reaching its maximum increase of 107% at
the third and forth modes in comparison with the original casing, without radial reinforcement. Moreover, axial
ribs (1.41x3.5x0.15 cm) were proposed to be added at the rear end of the casing reinforced with the annular
plate. Table (10) gives the undamped natural frequencies and mode shapes of the constrained annular rib. The
annular rib is an axisymmetric structure, in which a doublet mode, having repeated natural frequencies, is
denoted (m,n), where m is the number of nodal circles and n is the number of nodal diameters.
Frequency
(Hz.)
1041.4
1743.3 (2x)
2917.5(2x)
4401.1(2x)
4778.4
5452.8 (2x)
Normal mode
shape
axial mode (0,1)
bending (1,1)
bending (2,1)
bending (3,1)
axial (0,2)
bending (1,2)
Frequency
(Hz.)
6178 (2x)
7147(2x)
8180.4 (2x)
9418.3 (2x)
10396 (2)
Normal
mode shape
bending (4,1)
bending (2,2)
bending (5,1)
bending (3,2)
bending (6,1)

of the constrained annular rib.
#1 240.501 Hz.
#4 294.59 Hz.
# 6 689.289 Hz.
Figure (11) Some mode shapes of the casing cylinder.
As periodic features would be gradually added, axisymmetry is lost, and the doublets are classified as being
either repeated or split in frequency. The added annular rib increased the mass of the casing by 16.6%, while
the adding of three, four, six and eight ribs increased the mass by 2.1%, 2.8%, 4.3% and 5.7% respectively.
The added axial ribs beside the annular rib improved the natural frequencies of this element. This
improvement varies with the number of the added ribs. Adding three, four, six and eight ribs beside the annular
rib improved the natural frequencies with values varing from 20%, 19%, 22% and 22% at the first mode to
186%, 194%, 195% and 202% at mode number eight, respectively as can be seen in Tables (11-14) and
Figure (12). The added ribs significantly improved the mode shapes of the casing, which are responsible for
acoustic noise radiation from the vibrating casing. Fortunately, the addition of the three ribs gives the most
significant increase in mode frequencies and the best mode shape modification at a minimum added mass to
this element. Figure (13) shows some mode shapes and frequencies of the casing cylinder and the proposed
modification. The stator/casing substructure mode frequencies and shapes were obtained in both finite element
and experimental modal analyses. The results showed that the substructure mode shapes became more
complicated, and therefore the dominant moving part motion is used to describe the mode shapes. As can be
seen in Table (15) and Figures (14), the shrinking fit between the octagonal stator and radial reinforced casing
has improved the mode frequencies and shapes of the substructure. A trial was made to use experimental
results in the analysis of the internal, inner surface of the stator, parts by focusing the animation of the
stator/casing substructure only on this surface. Data from the trial was not reliable enough to have clear picture
on the stator behavior when it is a part of stator/casing substructure as can be seen in Figure (15). From the
obtained results and as can be seen also in Figures (14, 15) that, unlike the experimental modal analysis the
finite element analysis gives more details of the dynamic behavior of the complicated and internal parts of
structures. This means that experimental modal analysis could offer very limited information about rotor/stator
relationship, air gap.
Freq.
(Hz.)
0 (6x)
241.5
242.07
294.06
294.59
685.92
689.3
769.08
769.73
1330.3
1333.2
1426.8
1427.5
2170.5
2190.9
Casing without reinforcement

Normal mode
rigid body mode
symmetric bending mode, n=4
symmetric bending mode, n=4
antisymmetric bending mode, n=4
antisymmetric bending mode, n=4
antisymmetric breathing mode, n=1
antisymmetric breathing mode, n=1
Casing with annular reinforcement

Freq.
Normal mode with annular rib
(Hz.)
0 (6x)
rigid body mode
284.72
284.90
752.31
754.8
1106.2
annular plate bending (0,1)
1412.2
1418.2
1912.7
1935.1
2273.1
2289.9
2846.6
2849
3191.5
Table (11) Undamped natural frequencies (Hz) and mode shapes of the motor casing only
and with one annular rib.
Casing with annular and three axial ribs reinforcement

Freq.
Normal mode
(Hz.)
0(6x)
rigid body mode
289.315 antsymmetric bending mode n=2
754.916 antisymmetric bending n=3
758.61
1415
1419
antisymmetric bending n=4& annular plate bending (0,1)
1420
2205
2233
2276
2296
2823
symmetric n=4
2834
symmetric n=4
3160
symmetric n=5
Casing with annular and four axial ribs reinforcement Casing

Freq.
Normal mode
(Hz.)
0(6x)
rigid body mode
1397
1412
1526
2264
2279
2346
annular plate bending (1,1) & antisymmetric bending n=5
2374
annular plate bending (1,1) & antisymmetric bending n=5
2823
symmetric n=4
2839
symmetric n=4
3180
symmetric n=5
Table (12) Undamped natural frequencies (Hz) and mode shapes of the motor casing with
one annular and three axial ribs & and four axial ribs.
Casing with annular and six axial ribs reinforcement
Freq.
(Hz.)
0 (6x)
294.71
295.04
761.49
764.45
1416.8
1421.8
1670.1
2270.5
2286.1
2488.3
2503.5
2775.7
2782.9
3235.6
Normal mode
rigid body mode
antsymmetric bending mode n=2
annular plate (0,1)
symmetric bending n=4 & annular plate (1,1)
Casing with annular and eight axial ribs

reinforcement
Freq.
Normal mode
(Hz.)
0 (6x)
rigid body mode
294.701
295.459
766.579
768.378
1431
1446
1652
2326
2339
2457
annular plate (1,1)
2467
annular plate (1,1)
2818
2834
3124
Table (13) Undamped natural frequencies (Hz) and mode shapes of the motor casing with
one annular and six axial ribs & and eight axial ribs.
#
1
2
3
4
5
6
7
0 axial 3 axial 4 axial

ribs
ribs
ribs
%
%
%
18
20
19
18
20
21
156
157
157
156
158
157
61
106
104
105
106
105
84
85
98
6 axial 8 axial
ribs
ribs
%
%
22
22
22
22
159
161
159
161
107
109
106
110
117
115
0 axial 3 axial 4 axial

ribs
ribs
ribs
%
%
%
148
186
194
45
68
71
70
71
76
60
61
66
99
98
98
31
31
31
46
44
45
#
8
9
10
11
12
13
14
6 axial 8 axial
ribs
ribs
%
%
195
202
72
76
87
84
75
73
94
97
28
31
48
43
Table (14) Improvement (%) in the undamped natural frequencies of the unconstrained
motor casing reinforced with one annular plate under axial added ribs.
0 radial 0 axial
1radial 0 axial
1radial 3 axial
1radial 4 axial
1radial 6 axial
1radial 8 axial
3500
Mode frequency (Hz.)
3000
2500
2000
1500
1000
500
0
1
10
11
12
13
14
M ode#
Figure (12) Undamped mode frequencies (Hz) of the original casing and the
proposed modification by adding axial ribs.
#4 754.8 Hz. (0 axial rib)
#4 843.045 Hz. (3 axial rib)
#4 764.449 Hz. (6 axial rib)
Figure (13) The forth normal modes and natural frequencies of the
casing with one annular and three and six axial ribs.
Experimental
Freq.
(Hz.)
1138
1871
2150
2451
2778
2990
3054
3103
3192
unconstrained stator/casing substructure

FE
Freq.
Normal mode
(Hz.)
0(6x)
rigid body modes
1078.1(x2)
radial plate bending (0,1)
1930.5
2348.2(x2)
stator bending n=2
2657.3
casing front part bending n=4
3032.6(x2)
3138.2(x2)
casing antisymmetric bending n= 4
3197.8(x2)
casing rear part of casing bending n= 4
3229.6(x2)
3393.2(x2)
3462.9(x2)
casing rear part bending n=5
3566.9(x2)
antisymmetric casing and stator bending n=2
3721.7(x2)
casing symmetric bending n=3
4070.6(x2)
constrained stator/casing substructure

FE
Freq.
Normal mode
(Hz.)
1065.8
1908.8(x2) radial plate bending (1,1)
2383.1(x2) casing bending n=0 & stator n=1
2660.2(x2) stator n=2
4003.3
casing twisting
6262.5(x2) stator n=3
6264.9
stator n=3
Table (15) Experimental and Finite element results of unconstrained stator/casing substructure
and finite element results of the constrained stator/casing substructure.
#5 2350Hz
#6 2657Hz
#19 3574Hz
(a) unconstrained
#5 2398 Hz.
(b) constrained
#6 2660 Hz.
#18 6265 Hz.
Figure (14) Some finite elements mode shapes of the unconstrained and constrained stator/casing substructure.
3D View STATOR.SHP-(Mode#2 1871Hz) (x,y,z)
Figure (15) Experimental mode shape of the stator/casing substructure.
The front endshield is one of the two paths of rotor vibrations to the stator and surrounding environment
through the motor casing. The study of the dynamic behavior of this part is important because it affects the
rotor, stator and bearings vibrations and vise-versa. The front endshield, especially the throat part, bearing
housing, modes of vibration directly affect the rotor/stator interaction as well as the bearings. The bending
modes of the throat part will induce a non-symmetric air gap between the rotor and stator, while its axial modes
will generate a variable air gap length. The front endshield plate is partially a noise radiator, so the control of
effective mode shapes in noise generation and radiation is important. An annular steel plate of 131.2 mm outer
diameter, and 16 mm inner diameter and 5.5 mm thickness, with a throat of 44 mm outer diameter, 35 mm
inner diameter and 11 mm height was used as a front endshield of the electric motor. Different scenarios of
structural dynamic behavior were proposed and carried out to achieve the best design of the motor front
endshieled, which is responsible for the housing of the front bearing and consequently the rotor/stator
assembly. A solid model and finite element were built to define their dynamic characteristics. The front and rear
endshields were of axisymmetric structure, in which a doublet mode, having repeated natural frequencies, is
denoted (m,n), where m is the number of nodal circles and n is the number of nodal diameters. As periodic
features would be gradually added, axisymmetry is lost, and the doublets are classified as being either
repeated or split in frequency. Criteria for frequency splitting in slightly asymmetric or periodic structures have
been developed through a variety of analytical and experimental means. Modification scenarios including plate
thickness and the number and direction of added ribs were done. Plates of 3.5, 4.5 and 5.5 mm with three, four,
six and eight radial and circumferential ribs were investigated. Radial ribs 0.4 cm thickness, triangular shape
1.1x3.8 cm, were added to the front and rear endshields symmetrically around the throat. The addition of
three, four, six and eight ribs increases the mass by 3.2%, 5.2%, 7.7% and 8.6% respectively. Tables (16-20)
present the mode frequencies and description of the original front endshield with and without the proposed
modifications. From the results it is clear that the mode shapes are positively changed. Moreover the added
radial ribs improved the natural frequencies of this element. This improvement varies with the number of the
added ribs. Adding three, four, six and eight radial ribs to the plate thickness of 5.5 mm improved the natural
frequencies with values varies from 1%, 1%, 2% and 2% at mode number ten to 12%, 22%, 34% and 41% of
that part without ribs at mode number three respectively as can be seen in Table (20). The added ribs
significantly improved the mode shapes of the casing, which are responsible for the rotor/stator relationship as
well as the acoustic noise radiation from the motor through this part. The eight ribs reinforcement gives a
significant increase in mode frequencies and the best mode shape modification. Figure (16) shows some mode
shapes of the unmodified and modified front endshield. As can be seen from the figure, the moving areas and
amplitudes in each mode of the modified structures is less than those of the unmodified structures. The higher
number of added ribs the lower moving areas and amplitudes.
Freq.
(Hz.)
0 (6x)
1491.6
1492.3
2441.7
3144.6
3144.7
4861.9
4862.8
Front endshield 5.5 mm (0 ribs)

Normal mode
Freq.
Normal mode
(Hz.)
rigid body mode
5371.3
bending mode (4,0), no throat motion
bending mode (2,0), throat bending n=2
5372.8
8138.1
8138.3
9070.7
bending (2,1), throat bending n=2
9073.5
bending (1,1), throat shank bending n=0
10634
bending (1,1), throat shank bending n=0
Table (16) Undamped natural frequencies (Hz) and mode shapes of the unconstrained front endshield.
#
1
2
3
4
5
6
7
8
9
10
Freq.
(Hz.)
2770
5378.4
5384.4
10274
10283
12777
14854
14888
15840
15847
Normal mode
y - bending (0,1), throat n=0

z -bending (1,1), throat shank bending (n=0, axial), n=1 radial
x -Bending (1,1), throat shank bending (n=0, axial), n=1 radial
x -bending (2,1), throat bending n=2
z-bending (2,1) , throat bending n=2
y - bending (0,2), throat bending n=0
bending(1,2), throat bending n=3
bending(1,2), throat bending n=3
x -bending (1,2), throat shank bending (n=0, axial), n=1 radial
z-bending (1,2), throat shank bending (n=0, axial), n=1 radial
11
12
13
14
15
16
17
18
19
20
Freq.
(Hz.)
19319
19376
21345
21363
21401
21451
24586
24766
25035
27266
Normal mode
z Throat bending(2,2), throat bending n=4
x Throat bending (2,2), throat bending n=4
z -bending (0,3), throat bending n=2
z -throat bending (0,3), throat bending n=2
throat bending (1,3), throat bending n=2
bending (1,3), n=2
bending (2,3), n=0, y- twisting
bending (2,3), throat bending n=2, y- twisting
Table (17) Undamped natural frequencies (Hz) and mode shapes of the constrained front endshield.
Freq.
(Hz.)
0 (6x)
1574.4(2x)
2723
3206.1
3401.3
5238.5
5239.1
5640.1(2x)
8180.6(2x)
9515.9(2x)
11207

Normal mode
rigid body mode
bending mode (0,1), throat love mode n=0
bending mode (3,0),no throat motion
bending mode (4,1) , throat bending n=1
bending (0,2), no throat motion
Freq.
(Hz.)
0 (6x)
1599.5(2x)
2970.7
3255.4
3255.6
5431.3
5568
5727.9(2x)
8236(2x)
9325
9752
11418
Front endshield 5.5mm (4 ribs)

Normal mode
rigid body mode
bending mode (0,1), throat love mode n=0
bending mode (4,0), no motion
bending (1,1), bending throat n=1
Table (18) Undamped natural frequencies (Hz) and mode shapes of the
unconstrained front endshield with three and four radial ribs.
Freq.
(Hz.)
0 (6x)
1658.9(2x)
3267
3279
3425
5497 (2x)
6084 (2x)
8297 (2x)
9838 (2x)
11432

Normal mode
Freq.
(Hz.)
rigid body mode
0 (6x)
1718 (2x)
bending mode (3,0) , no throat motion
3443(2x)
bending mode (3,0), n=0 l throat love mode 3466
5490
5706
6387(2x)
8285(2x)
9943(2x)
11540
Front endshield 5.5 mm (8ribs)

Normal mode
rigid body mode
bending mode (0,1), n=0 love throat mode
Table (19) Undamped natural frequencies (Hz) and mode shapes of the
unconstrained front endshield with six and eight radial ribs.
#4 3145 Hz. (0 radial rib)
#5 3425 Hz. (6 radial ribs)
#4 3443 Hz. (8 radial ribs)
Figure (16) Some normal modes and natural frequencies of the unconstrained
front endshield without and with six and eight radial ribs.
The rear endshield is the second path of vibration between the rotor and stator, which also is partially
responsible for vibration transmission and noise radiation. Its modes frequencies and shapes follow the same
trend of those of the front endshield for both original design and proposed modifications. The improvement of
mode shapes of both rear and front endshields is very important to keep the rotor/stator relationship air gap,
in the minimal changes by keeping a stagnant rotor end conditions. As can be seen from Table (21), the
reinforcement of the rear end shield improved the natural frequencies from 1%, 2%, 3% & 3% at mode number
ten to 12%, 23%, 34% & 42% at the third mode in the case of adding 3, 4, 6 and 8 ribs respectively.
#
1
2
3
4
5
6
7
3 ribs
%
6
6
12
2
8
8
8
4 ribs
%
7
7
22
4
4
12
15
6 ribs
%
11
11
34
4
9
13
13
8 ribs
%
15
15
41
9
10
13
17
3 ribs 4 ribs
%
%
5
7
5
7
1
1
1
1
5
3
5
7
5
7
#
8
9
10
11
12
13
14
6 ribs
%
13
13
2
2
8
8
8
8 ribs
%
19
19
2
2
10
10
9
Table (20) Improvement (%) in the undamped natural frequencies of the

unconstrained front endshield with added radial ribs.
#
1
2
3
4
5
6
7
3 ribs
%
6
6
12
3
10
8
8
4 ribs
%
6
8
23
4
4
13
17
6 ribs
%
12
11
34
9
10
15
15
8 ribs
%
15
15
42
12
16
15
20
3 ribs
%
6
6
1
1
9
9
4
#
8
9
10
11
12
13
14
4 ribs
%
9
9
2
2
3
13
6
6 ribs
%
17
17
3
3
15
15
5
8 ribs
%
25
25
3
3
15
15
8
Table (21) Improvement (%) in the undamped natural frequencies of the

unconstrained rear endshield with added radial ribs.
The eigensolution, displacements and interference diagrams of the full motor structure were obtained and can
be used in the design and operation stages of the relevant application. Experimental modal analyses, finite
element and component mode synthesis of the full motor structure were obtained. Experimental modal data of
the motor was obtained from the modal test, while finite element and component mode synthesis were obtained
as outputs of Ansys and Matlab softwares. The stiffness matrices of the components and substructures were
obtained through substructuring analysis on the Ansys, while the assembly process based on component mode
synthesis was carried out using Matlab. Figure (17) presents the total combined matrix of the substructures
matrices, which was used in component mode synthesis process. Both methods gave almost the same result.
Table (22) presents the predictive values of mode frequencies and their corresponding experimental values.
The error in these modes is less than 12%. This means that the predictive process can be used as a quality
control test of the components, substructures and full motor structure model to ensure the application of total
quality assurance in both the design and production stages.
Rotor/bearing
substructure
Front and Rear
endshield
elements
Stator/casing
substructure
Figure (17) The total combined matrix of the substructures.
Figures (18, 19) show a frequency response function (FRF) and an experimental mode shape of the electric
motor full structure. Both finite element and experimental modal analysis gave the similar figures of mode
shapes and closely spaced mode frequencies. Unlike experimental modal analysis, the finite element can
provide more precise data of the full motor structure of both internal and external components.
#
1
2
3
4
5
6
7
Predictive
FE
CMS
Freq.
Freq.
(Hz)
(Hz)
214.39
239.542
396.75
530.7
538.343
602.69
560.098
695.72
780.271
730
982.12
1060.8
Experimental
%
12
1
-7
12
8
Freq.
(Hz)
231.908
370.795
580.062
619
770.692
804.889
917.871
%
8
-7
9
3
11
10
-7
#
8
9
10
11
12
13
14
Predictive
FE
CMS
Freq.
Freq.
(Hz)
(Hz)
1065.7 1195.53
1220
1333.75 1332.59
1394
1426.5 1489.02
1479.9
1520
1641.03
Experimental
%
12
0
4
8
Freq.
(Hz)
1017
1179
1246
1299
1333
1383
1407
Table (22) Predictive and experimental mode frequencies (Hz) of

the full motor structure.
%
-5
-3
-7
-7
-7
-7
-7
Figure (18) FRF of the full motor structure.

3D View MOTOR.SHP [Mode#1 231.908 Hz] [x,y,z] [mag]
#1 231.908 Hz.
Figure (19) Experimental mode shape#1 of the full motor structure.
Experimental and predicted mode shapes of the outer motor casing and rotor shaft give the same results. The
mode frequencies and modal shapes are in a good agreement. Moreover, the finite element mode shapes of
the internal parts of the motor were obtained and can be used to clarify what is going on inside the electric
motor. Mode shapes are important because they give an early indication of the gyroscopic bifurcation of modes
for the particular rotor/stator assembly.
The designer then has a good insight into whether inertial effects are important in the design, and which modes
are more effective in the chosen air gap range. Mode shapes of rotor and stator provide a convenient
environment to obtain a detailed understanding of the rotor/stator assemblys lateral dynamics properties. The
unbalanced magnetic pulls were treated as a magnetic-structural coupling in Ansys. Alternatively, it could be
treated as the introduction of distributed load of the same value and distribution. This can be accomplished by
introducing negative pressure between the rotor and stator on one side and positive at 180, because the
magnetic pull is of a negative stiffness which increases when the air gap is reduced and becomes smaller or
positive when the air gap is increased. Since the rotor and stator as well as the unbalanced magnetic pull can
be represented with the help of linear-elastic structural elements, the stability analysis can be refined to be a
modal analysis problem. Unfortunately, the external force distribution is in the same shape of the first vibration
mode in both shrinking and loose fits between the bearings and their relevant housings.
As described previously, one of the purposes of the predictive design analysis procedure in this paper was to
determine the displacement of the system when subjected to harmonic force inputs characteristic of
unbalanced magnetic pulls. The location, magnitude, and frequency of these functions were described in the
analysis and Figure (20). In a post processing of magnetic-structural coupling the displacement of the nodes at
these locations were obtained, inspected and analyzed. It was decided to examine specific nodes on the outer
rotor surface and inner stator surface with respect to displacement. These nodes were located at 0, 90, 180
and 270 at five circles along the air gap for both the rotor and stator of the electric motor, as seen in Figure
(20-a, b). The harmonic force inputs to the system were applied at the 0 location perpendicular to the shaft
axis as shown in Figure (20-a). The nodes at these locations were defined along the entire length of the rotor
and stator surfaces by zooming process and their displacements were acquired and analyzed. From the
obtained results of 100N harmonic force at the 0 location perpendicular to the shaft axis, it can be deduced
that due to the application of the 24.166 Hz forcing functions the rotor remains cylindrical and thus rigid. Its
displacement is essentially two-dimensional in the XZ-plane. Thus the rotor shaft behaves as a fixed-fixed
beam. In addition, the stator displacement due to the 24.166 Hz force inputs is essentially a two-dimensional
problem in the XZ-plane. The rotor and stator displacements due to the 24.166 Hz harmonic force, 100n, input
on the rotor and stator are shown in Figures (21) for the 0 and 180 locations. Similarly, the double line
frequency 100 Hz. problems can be analyzed. However, the obtained results of relatively large unbalanced
magnetic pull are between two an three orders of magnitude less than the respective X-axis displacement and
therefore may be neglected and the motor is safe from rotor/stator interactions under this range of applied
force.
z
x
Rotor
Stator
0 o circle#1
90 o
180o
270
FStator
circle#2
Stator
0o
FRotor
Casing
180 o
circle#3
Stator
circle#4
circle#5
Rotor
(b) section at 0-180.
(a) forces in the air gap.
Figure (20) Schematic of radial forces unbalanced magnetic pull and section view along
the motor axis in the air gap length.
Stato r 0?x
Stato r 0?y
Stato r 0?z
Ro to r 0?x
Ro to r 0?y
Ro to r 0?z
Ro to r 180?x
Ro to r 180?y
Ro to r 180?z
Stato r 180?x
Stato r 180?y
Stato r 180?z
3.00E-06
2.00E-06
Displacement (m.)
1.00E-06
0.00E+00
-1.00E-06
-2.00E-06
-3.00E-06
-4.00E-06
-5.00E-06
-6.00E-06
-7.00E-06
-8.00E-06
Circle#
Figure (21) Rotor and stator displacement at 0 and 180 due to

100 N unbalanced magnetic pull at 24.166 Hz.
In electric motors the minimization of the dynamic stresses produced by fluctuating forces is a primary
mechanical design consideration for rotors and stators. Rotors experience fluctuating forces when they pass
through a non-uniform air gap from stationary stators and vice versa. The basic criteria that determine the
dynamic response levels by the rotors are; proximity to resonance, excitability of the mode and force and
damping levels. Evaluation of the interference diagram is the most important step in a rotating machinery
vibration analysis. The interference diagram (frequency versus modal number) is used to determine any
potentially excitable natural frequencies of the stator and/or rotor. Most motor builders and/or designers take a
vibration analysis only far enough to produce a Campbell diagram that covers the first dynamic response
criterion. Unlike the Campbell diagram the interference diagram goes further by investigating the mode shapes
as the second dynamic response criterion, by determining whether the shape of the exciting force pattern
matches the mode shape of the rotor or stator. The interference diagram shows the modal behavior that
enables the analyst to avoid rotor/stator combinations that have the possibility of exciting a stator natural
frequency. The interference diagram consists of; (a) stator mode shapes, (b) rotor mode shapes and (c) mode
frequencies of rotor/ stator and exciting harmonics as can be seen in Figure (22). It also shows the primary and
secondary sources of excitation, drawn as straight lines. The primary excitation line is governed by the running
speed. The secondary excitation sources include the so-called difference mode one of the least expected, but
one of the strongest excitation sources and are determined from the running speed, the number of rotating
blades, and the number of stator slots. The diagram is valid for both constant and variable speed motors. In
constant speed motors, beside the common excitation sources, any substructure vibrate in its natural
frequencies can excite other substructures with its vibrating frequency. The intersection of substructures modes
is a problem in such conditions. On the other hand in the variable speed motors the rotational speed (rpm)
should be added to the chart and its intersections with the rotor and or stator modes is the most dangerous
condition. The intersection of an excitation line with an excitation frequency shows points of potential rotor or
stator excitation. By combining the stator and rotor mode frequencies, the interference diagram confirms
whether a mode number is likely to cause a problem. From the results of octagonal stator, the user of the
interference diagram should start with the first mode shape, which takes the rank n=2. Similarly, the
Interference diagram can also be used to establish the mode frequencies that should be avoided for a particular
stage design. Depending on the actual configuration, vibration response from dynamic interaction with other
motor components must also be considered.
...
i=0
i=1
i=2
i=3
i=4
stator natural frequency

motor r.p.m
line frequency
8Xr.p.m
...
j=0
j=1
j=2
7000
6000
...
i=0
i=2
Rotor axial nodal pattern
Mode frequency (Hz.)
(a) Stator circumferential and axial nodal pattern.
i=1
rotor natural frequency

2xr.p.m
2x(line frequency)
5000
4000
3000
2000
1000
0
1
Mode#
Orbital motion of rotor mode#1
(b) Rotor circumferential and axial nodal pattern.
(c) Mode frequencies of constrained rotor

and stator/casing substructure.
Figure (22) The interference diagram.
In summary, the design requirements for electric motors are stability, strength and the dynamic behavior in
operation stage, which can be achieved by providing an electric motor with a high stiffness, by keeping
dimensional tolerances small, and by minimizing the vibration loading in the operation stage. The dynamic
forces exerted between the rotors and stators of electric motors are a result of some faults and/or dynamic
behavior resulting in more deformation rubbing and possibly interferences. Consequently, rigorous
requirements should be placed on the design of electric motors. This applies particularly for the circular form
and centering of the rotor and stator, since there are high magnetic tensile forces in the small air gaps. Small
deviations in the concentricity generate a high magnetic force, which further increases the magnitude of the
deviations. In the case of a higher mechanical stiffness of both rotor and stator, the rotor/stator is able to
minimize their deflections and makes the motor work in a stable condition. Moreover, the static or simple
estimates are not sufficient to perform a reliable and precise evaluation of the stability of the electric motor.
Modal testing can provide valuable information about the dynamic response characteristics of electric motors.
This information typically includes the natural frequencies and mode shapes of the simple and outer geometry
shapes at room temperature in the absence of unbalanced magnetic pull centrifugal loading. While the
dynamic response characteristics of electric motors during operation are likely to differ significantly from those
measured under the modal test condition. The experimental zero speed, room temperature natural
frequencies can serve as a valuable quality control test. The most effective methods for identifying potentially
resonant conditions and dynamic behavior of electric motors should utilize a combination of modal test and
finite element analysis to accurately predict the dynamic response characteristics of the structure under
operating conditions. On the other hand, as the accuracy of finite element steady stress predictions has
improved in recent years, steady stress and the low cycle fatigue of rotating parts have become more clearly
understood. At the same time, vibration-related failures have become more frequent because a parallel
development in understanding dynamic responses has not been made. This means that a modal based design
and analysis could be used to identify regimes of operation: rigid and flexible rotor and stator modes as well as
their assembly in the motor. Moreover it can be used to define the susceptibility of different mode shapes to
sources of excitation and to determine the required air gap range to achieve a desired operating condition.
5. CONCLUSIONS
1. A predictive engineering process with access to various analysis and diagnosis tools is a creative and
decision-based process. This is best accomplished through an iterative environment that allows designers to
obtain results quickly and efficiently.
2. Predictive design and analysis based on validated finite element and modal testing can provide valuable
information about the dynamic response characteristics of electric motors. This information would typically
includes the natural frequencies and mode shapes of the rotor, stator, rotor/stator relationship and full motor
structure.
3. An accurate prediction of the dynamic response characteristics of the structure under operating conditions
can be achieved by utilising a combination of modal test results and finite element analyses as the most
effective method for identifying potentially resonant conditions in rotating machines.
4. The dynamic response characteristics of rotating machines from finite elements are likely to differ
significantly from those measured under the modal controlled test conditions, and can serve as a valuable
quality control test.
5. Mechanical vibration problems can vary from a mere nuisance to the indication of imminent motor failure.
With a solid knowledge of predictive design and vibration analysis, it is possible to identify the root cause of
the problem, and more significantly eliminate or reduce most problems in the design stage in addition,
correction, or ascertaining the impact of increased vibrations and noise on motor reliability in the operation
stage.
6. ACKNOWLEDGEMENTS
The author would like to thank the support of the Mechanical Engineering Department, University of Dundee, in
particular to Prof. J. R. Hewit the Professor of Mechanical Engineering for the facilities they offered me to in
order to conduct this paper.
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Modal Based Predictive Design and Analysis of Electric Motors

m : ideal air gap.

for which the non-trivial solution is defined by

q&&i + i2 qi = Ti f (t ) where i = 1,2,...., n

M r = M aa + M aoTr + TrT (M oa + M ooTr ) and K r = K aa + K aoTr + TrT (K oa + K ooTr )

Guyan model reduction technique was used.

Through matrix manipulation, the transformation that relates xa to xo can be determined as

K r = K aa + K aoTG and M r = M aa + M aoTG + TGT M oa + M oo TG

where C are modes computed with the interface points constrained.

substructure into a reduced number of the generalized coordinates {q}:

The stability problem can be achieved in electrical machines by:

where k mech is the mechanical stiffness of the system (rotor/stator).

Design Result Review

Figure (1) Predictive design process.

(a) eccentric air gap

(c) stator/casing substructure

(b) photo of stator/casing substructure tests

(a) rotor/bearing substructure

(b) stator/casing substructure

4. RESULTS and DISCUSSION

Table (3) Undamped natural frequencies (Hz) and mode shapes of

#10 15670 Hz.

#22 21073 Hz.

#10 13801 Hz.

3Dview ROTOR.SHP- (Mode#1 1098 Hz) (x,y,z)

Right(+X) ROTOR.SHP- (Mode#1 1098 Hz) (x,y,z)

Top (+y) ROTOR.SHP- (Mode#1 1098 Hz) (x,y,z)

Figure (7) Experimental mode shape#1 of the rotor/bearing substructure.

#16 19516 Hz.

#12 12708 Hz.

Table (7) Deterioration in the natural frequencies (%)

Table (8) Undamped natural frequencies (Hz) and mode shapes

Table (9) Undamped natural frequencies (Hz) and mode shapes

Table (10) Undamped natural frequencies (Hz) and mode shapes

Figure (11) Some mode shapes of the casing cylinder.

Casing without reinforcement

Casing with annular reinforcement

Casing with annular and three axial ribs reinforcement

Casing with annular and four axial ribs reinforcement Casing

Casing with annular and eight axial ribs

0 axial 3 axial 4 axial

0 axial 3 axial 4 axial

Mode frequency (Hz.)

#4 754.8 Hz. (0 axial rib)

#4 843.045 Hz. (3 axial rib)

#4 764.449 Hz. (6 axial rib)

unconstrained stator/casing substructure

constrained stator/casing substructure

#18 6265 Hz.

3D View STATOR.SHP-(Mode#2 1871Hz) (x,y,z)

Figure (15) Experimental mode shape of the stator/casing substructure.

Front endshield 5.5 mm (0 ribs)

y - bending (0,1), throat n=0

Front endshield 5.5 mm (3 ribs)

Front endshield 5.5mm (4 ribs)

Front endshield 5.5 mm (6 ribs)

Front endshield 5.5 mm (8ribs)

#4 3145 Hz. (0 radial rib)

#5 3425 Hz. (6 radial ribs)

#4 3443 Hz. (8 radial ribs)

Table (20) Improvement (%) in the undamped natural frequencies of the

Table (21) Improvement (%) in the undamped natural frequencies of the

Figure (17) The total combined matrix of the substructures.