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BUSHIPS ltr, 11 Apr 1966

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 -tO'•R.FET, TNCE" COPY NO. /
Ba b ... , .11, t .iN ,.AL LIBRARY

ANALYSIS OF
INDUCTION MOTOR
NOISE AND VIBRATION

BURUAU oF SHMs
CONTRA t0T NObs 77171 .
I•EX- NO. NS-713-230

ALLIS-CHALMERS MFG. COMPANY

NORWOOD DEVELOPMENT LABORATORY
NORWOOD OHIO
 PREFACE

This report is the result of a study conducted by the Norwood Develop-

ment Laboratory of Allis-Chalmers Manufacturing Company, Norwood, Ohio
for the Bureau of Ships under contract NObs 77171. The purpose of this
study was to analyze the factors which produce or amplify vibration and
airborne noise of alternating current induction motors, and to determine how
this noise and vibration may be eliminated or attenuated. This study is
specifically concerned with 60 cycle induction motors and various formulas
throughout the report have incorporated this frequency into the equation
constants. The theory, however, is mora general and may be applied to other
input frequencies. Motor vibration was of greater interest than airborne
noise in this study.
Study performed under this contract falls into three categories: liter-
ature study, theoretical analysis, and test evaluation. Material obtained In
the literature study has been incorporated into this report to make it as
comprehensive as possible. Both the theoretical work performed under this
contract and that reported in the literature was verified by testing of sample
motors.
The results of this study are sunmmarizad in a list of rm•uammen4s4 de-
sign criteria for low noise induction motors.

Jon S. Camp'bell
Project Engineer

Approved:

W.A. Andersen
Supervisory Engineer

V. B. Honsinger
Chief Engineer
Norwood Development Laboratory
j CONTENTS

Preface
Section 1. Introduction ....................................... 1- I
Section 2. Measurement of Motor Noise ......................... 2-1
2.1 Introduction ................................... 2- 1
2.2 Noise and Vibration Units ...................... 2- 1
2.2.1 Sour,.J Pressure Levels ................... 2- 1
2.2.2 Sound Power Levels ................... 2- 1
2.2.3 Vibration Acceleration Levels ............ 2-2
2.3 Frequency Analysis ....................... .... 2-2
2.3.1 Weighting Networks ...................... 2-2
2.3,2 Octave Band Analysis .................. 2-3
2.3.3 Narrow Band Analysis .................... 2-3
2.3.4 O•'.third Octave Band Analysis ............ 2-3
2.4 Instrumentation and Test Conditions .............. 2-4
2.5 Definition ............................... 2-5
Section 3. Magnetic Noise .................................... 3- 1
3.1 Introduction ........ ......... ....... 3-1
3.2 Fundamental Flux and Flux Force Waves .......... 3- 1
3.3 Magnetostriction ............................... 3- 3
3.4 Comparison of Force Wave
and MagnateastjictJve D•iJatJ••ns ............... 3
35
3.5 Efiect of Flux Harmonics ...................... 3-7
3.6 Means of Reducing Magnetic Noise ............... 3-8
2 3.6.1 Air Gap Flux Denrsity ................... 3-9
3.6.2 Rotor-Stator Slot Combination .............. 3- 10
3.6.3 Rotor and Stator Geometry ................. 3- 11
3.6.4 Stator Coil Pitch ......................... 3- 12
3.6.5 Skew of Rotor Bars ....................... 3- 12
3.6.6 Grain Orientation of Core Steel ............. 3- 15
3.6.7 Annealing of Core Steel ................... 3- 16
3.7 Conclusion .................................. 3- 17
Spectrograms ................................... S3- 1
Section 4. Bearing Noise ................................ 4- 1
4.1 Introduction ................................... 4- 1
4.2 Sleeve Bearings ............................... 4- 1
4.3 Ball Bearings ................................. 4-2
4.4 Relative Advantages of Sleeve
and Ball Bearings ............................ 4-3
4.5 Means of Reducing Ball Bearing Noise ............ 4-3
4.5.1 Bearing Preload (a) ....................... 4-3
(b)....................... 4- 4
(c).................... 4-6
4.5.2 Shaft-Bearing interference ................. 4-6
4.5.3 Bearing Locknut ......................... 4-6
4.5.4 BearIng Lubricant ........................ 4-6
4.6 Conclusion ................................. .. 4-8
Spectrograms ...................................... 54- 1
Section S. Fan Noise ........................................ 5- 1
5.1 Introduction ................................... 5- 1
5.2 Turbulence Effect .............................. 5- 1
5.2.1 Dripproof Protected Motors ................ 5-
5.2.2 Tota!ly Enclosed, Fan Cooled M.tnrs ....... 5-3
5.3 Siren Effect ................................... 5- 4
 CONTENTS (Continued)

Section 5. Fan Noise (continued)

5.4 Whistling Effect ........................... 5-4
5.5 Conclusion ................................ 5-4
Spectrograms ...................................... $5- 1

Section 6. Unbalance Noise ................................... 6-1

6.1 Introduction ................................... 6- 1
6.2 Cause of Unbalance Noise ...................... 6-1
6.3 Relative Effect of Unbalance N<:ise .............. 6-1
6.4 Reduction of Unbalance Noise ................... 6-2
6.5 Conclusion .................................... 6- 3
Spectrograms ....................................... S6- 1

Section 7. Effect of Load ..................................... 7- 1

7.1 Introduction ................... ............... 7- 1
7.2 Test Motors ................................... 7- 1
7.3 Magnetic Noise ........................... 7-2
7.4 Bearing Noise ................................. 7-3
7.5 Fan Noise .................................... 7-5
7.6 Unbalance Noise............................... 7-5
7,7 Conclusion .................................... 7- 5
Spectrogrami ...................................... S7- 1

Section 8. Miscellaneous Studies ........................ 8- 1

8.1 Introduction ....................... ............ 8- 1
8.2 Tolerances .................................... 8- 1
R,3 Frame Materills and Rigidity .................. 8-2
8.4 Damping Compounds ........................ 8-3
8.5 Encapsulating Compounds ....................... 8- 4
8.6 Internal Isolation .............................. 8-4
Spectrograms..... ........................... S8-1

Section 9. Prototype Motors ................................... 9-1

9.1 Ratings and Purpose ......... ................. 9-1
9.2 Design Data ....... . ......................... 9- 1
9.3 Additional Studies .................. .......... 9-2
9.3.1 Tolerances .............................. 9-2
9.3.2 External Balance Rings ................... 9-2
9.3.3 Preload Adjustor ......................... 9-3
9.4 Noise Analysis of Prototype Motors .............. 9-3
9.4,1 Unbalance Noise ......................... 9-4
9.4.2 Magnetic Noise .......................... 9-4
9.4.3 Bearing Noise ......................... 9-5
9.4.4 Fan Noise ............................... 9-5
9.4.5 Narrow Band Analysis .............. ...... 9-7
9.4.6 Comparison With MIL-E-22843 ............ 9-7
9.5 General Comments ........................... 9-8
,.Spectrograms ...................................... 59- 1

Section 10. Summary .......................................... 10- 1

10.1 Design Criteria ................................ 10- 1
10.2 General Conclusions ......................... 10-2 "k

Bibliography
 SECTION 1
INTRODUCTION

The study of the sourc.es and elimination of in- Insofar as was po.sible, the rmaterial has been
duction motor noise 's such a broad field that a few classified as to the source of motor noise. Studies
words concerning the organization a.nd format of ma- of magnetic, bearing, fan, and unbalance noise are
terial are In order. treated In Sections 3 through 6 respectively. The term
This study wer ý-onducted over a period of a "fan noise" is used to refer to noise generated by
year and a half. During this time a considerable a- the cooling airstream as well as that directly caused
mount of testdata was obtained. This material has by the motor fan. Because of other scheduled wnrk,
been thoroughly reviewed and duplicate tests have a comprehensive study of unbalance noise was not
been reported only where additional Information is made under this contract. Adiscussian of the causes
thereby derived. The noise and vibration testing was of unbalance noise and certain preliminary studies
7 conducted using one-third octave analysis. This fro- are reported in Section 6.
quency analysis and other facets of the present state The effect of motor load on the noise production,
of the art of motor noise measurement are britflyre- which affects all four sources of motor noise, Is
viewed in Section 2. The test conditions and noise treated separately in Section 7 because of the rol.-
instrumentation utilized in this study are also de- tive scarcity of information concerning this aspect.
scribed In this section. Certain miscellaneous studies, many of a transmis.
The analysis of the test data has been accom- sion or attenuation nature, are treated in Section 8.
plished by the use of tabulations of the one.third oc- Section 9 furnished a description and noise analysis
tave levels. It is realized that these tables are not of four prototype motors supplied under this contract.
easily read but the alternative bar graphs very close- The results of this study, summarized In Sec.
ly duplicate the recorded spectrograms and are only tion 10, are dcl•ided into design criteria and facts of
useful for two condition tests. Important levels are a more general nature.
printed in bold face to facilitate reading oathe tables. Wherever the discussion of motor 9•4eos4ýed
The complw ?tirquiency spectrograms of al; reported on or verifieo by published material, reference is
tests are furnished at the end of the various sections made to the papers or books listed In the biblio-
and often provide a ready visual indication of the graphy. In compiling this bibliography, only the more
change in motor noise. important and authorative sources were selected.

1-1
 SECTION 2

MEASUREMENT OF MOTOR NOISE

2
2.1 INTRODUCTION Pressure ratio In db = 10 log 1'0 p./'P
2
1.-this section, the present state of the art of = 20 log 10 p 1/p 2
teand vibrationsecmeasurement
-- ••riu's•Jnts
noise tos~eifyhe eve ofirbrne
is reviewed. First, where
w i the ratio of two pressures In the some
p I/p2 is
the various nit usedto specifythe level of airborne units
noise and strltctureborne vibration produced by a noise It Is more Convenient to express a suna press-
sourt arIssre
ftoon mor conenen expesstions:prss
source are d'.ocribed in the'foliowing sections: ure as-a pressyre leel with respect to (re) a refer-

2.2.1 Sound Pressure Levels ence

o. pressure.. The standard reference pressure is-
2.2.2 'Sound Power Levels 0.0002 microbar (dyne/em 2 ). The definition of sound
2.2.3 Vibration Acceleration Levels pressure (L.) ils
L .in dbre0.02yn/m:=2 l,
p.. 0.
red0002 dyne/cm 20 log. .
Next, the weighting and fllteting networks employed
in frequency analyals are discussed in sections: The measured pressure must now be express/0

2.3.1-1"Weighting ýt\orks . in microbors (dynes/cm 2). This Is somewhat ofa tech-

2.3.2 Octav'p Band A',tilysi A nicality since sound measuring equipment is almost
2.3.3 Narrow Band Kihalysis always calibrated to read sound pressurelevelsdlrect-
2.3.4 One-third Octave Band Analysis ly in decibels. The reference level of 0.0002 dynes/
The instrumentation used and the test conditions .a Cm 2 is Implied even if It Is not stated.
The decibel is an extremely convenient unit to
maintained in this study are described, Definitions use. Zero db not only represents the threshold of
of the important units and terminology are listed for hearing at 1000 cps, but a difference of one db is ap-
reference ot the end of this section. 'i proximately the srnliest that the average person can
S.- . nofice.
..-
- If one sound pressure is twice qn th r, h9__

2.2.1 Sound Pressure Levels (6.021). If one pressure is 210 times another, the num-
-o un r u of decfbels is-exactly •i if'one pressure .i 100-
Alrba ound i on irpressure times another, the number is 40.
about the atmospheric pressure as a mean. The extent An Idea of the loudness ofvarious common noi ses
of variation in pressure Is measured in terms efa unit i;1 terms of decibels maybe gained from the following
called the microbar, which Is a pressure of one dyne table. (1-,2)
per square centimeter or approximately one-millionth
TABLE 2.1
of-the normal atmospheric prossup.•ActuallytNI s unit-
is not often mentioned in noise measurement, but, as DECIBELS NOISE SOURCE
will be shown, it Is implied when the more common 140o .............. Threshold of Pain
,' term "decibel" Is used. 130. .... ... ...Pneumatic Rock Drill
The loudest sound pressure that a person can 120 ......... ... Loud Automobile Horn .
hear without experiencing pain is approximately 10 110 .... .... . ,' Punch Press
million times the softest sound that Is barely dis. 100 . . . . .... Automatic Lathe
tarnable under ideal conditions. This ratio (107:1) 90 . .... . . Nolsy Factory
,. Auomt
..............
so ;Truck Passing .
makes the use of a linear unit' for sound pressure ex-
-

70. . . ... .NyOff Scee

tremely impractical ?nd suggests a logarithmic unit. Pia BusinessSpeech
CounvrsatIoal
The unit inunlversall use is the decibel (db), A power S50. ........
60... ,.......... ... Private Office
ratio expressed indb is numerically equal to ten times -. 40 ......... •.. Average Residence
the common logarithm of the power ratio. :.............. Broadcast Studio
20 .............. Rustle of leaves
Power ratio in db log~o E-1[10 15 .............. Avrage Threshoild 4f Hearing
P2 0.... "....... Acute Threshold ofIPearing
where P 1 /P 2 is the ratio of two powers measured in
the same unlts.j 2.2.2 Sound Power Levels
Since sound pressure is proportional to the square Although sound pressure levels are very useful
root of souind power in a linear tystem (1), *a press- in specify-;ng the "noise level" of an area, they are
ure ratio expressed in db is twentytimes the common not indicative of the noise prod'uced bya source such
logarithm of the pressure ratio. as motor. The sound pressure at a given point near a
source is dependent on the directivity of the sound
•'Numbers in parentheses refer to references listed in radiation, the distance from the source and the acoust-
the Bibliogrophy. ical characteristics of the environment. Sound power

2-1
 measurement is used to determine thetotal acoustical oration decibels. A vibration acceleration level can
power radiated from a sourcqk. only be stnted for motor vibration along a specified
Since the range of acoustic powers that are of axis. The adb readings along mutually perpendicular
interest is about one billion billion to one(1018 : 1), axes ore often quite dissimilar.
the decibel is used to specify sound power levels. It is worthwhile to notice that sound pressure
Two reference powers are currentlyused: 10- 1 3 watts level, sound power level, and vibration acceleration
and 10-12 watts. Sound power level refered to 10- level include the word "level". Whenever "level"
watts is: is included in the name of a quantity, it'can be ei-
pected that the value of this level will be given in
Lw in db ýe 10- 13 watts = 10 log 1 0 power (watts) decibels and that a reference pressure, acceleration,
10- 13watts or other quantity is either stated or implied.
Sound power levels re 10- 1 watts are 10 db lower 2.3 FREQUENCY ANALYSIS
than equival,qnt levels re 10- 13 watts."
Sound power levels cannot be mieasured directly Defining the level of the sound pressure or ac-
but ore determined from a rwumber of sound pressure celeration, while necessary, is not sufficient. The
measurements in a prescribed environment (3). Sound human ear reacts quite differently to sounds having;
power levels are essentially independent of the en- different frequencies. A certain sound pressure level
vironmental conditions or the distance from the source may be perfectly acceptable at one frequency and un-
and can be used to calculate the sound pressure level bearable at'another.,The frequency of vibration is of
at any point in the noise field of the source under greater importance in this study because of the at.
varying environmental conditions. tenuation (or amplifications) characteristics of motor
components and foundation which vary considerably
2.2,3 Vibration Acceleration Levels with frequency. Several methods are used to indicate
Motor vibration, like any oscillatory motion, may the frequency composition of motor noise and vibration.
be expressed in terms or displacement, velocity or 1) Weighting Networks (Airborne Sound only)

motor moves during vibration is important in design- 3) Narrow Bond Analysis

ing the foundation or substructure- Balance lor un- 4) Ono-thiri•' Cleto, A-.jIy,•-•3
balance) is usually moas. in terms of displace-
ment of the bearing housih., 1.b. Much test data has 2.3.1 Weighting Networks
been taken in terms of velocity or, marc usually, in Perhaps the best known method of frequency on.
terms of velocity decibels (Vdb) defined below. It ise
becoming more standard, however, to measure vibro- alysis is the use of the weighting networks specified
tion in terms of acceleration, because according to by the American Standards Association. (5)These are
Newton's second low (F;ma), the acceleration is pro- applicable only forairborne sound andare an approxi.
portional to the force that the vibratory motion trans- motion of the varying apparent loudness that the hu-
mits to the substructure. man ear attributes to sound pressures of different fre-
The values of acceleration which are of interest quencies. Figure 2-1 furnishe: typical frequency re-
have a range similar to the sound pressure levels do- sponse curves of weightingnetworks that meet the
limits specified in the AMA Curves A, B, and C.
4cribed previously. Therefore thei basic unit of the Curves A and B are the 40 and 70 db equal loudness
decibel has been adapted for vibration measurement, contours, respect!vely. Readings taken with an ASA
Since power is proportional to the square of acceler- A or B network are not sound p'tseure levels due to
ation (1), an acceleration measured in terms of degi- the weighting and are termed 'sound levels". As
bels is 20 times the logarithm of the ratio of the ac-
celeration to a reference acceleration which has been shown infigure2-1,theC iturve disc~rimninates against
only extremely low and .igh frequencies and is flat
standardized as 1/1000 centimeter per recond 2 , rms. between 20 and 35,000 cps. This flat region is so
The term used to describe an acceleration expressed extensive, that theC Curve is not really weightedand
iii decibels is vibration acceleration level. It is cust- is considered to give an overall noise level.
omaryto state these levels in terms of "acceleration FIGURE 2-1
decibels" (odb)to avoid confusion with Sound Press- ASA WEIGHTING NETWORKS
ure levels. Thus - - '
Vibration acceleration level in adb=
20 log1 0 measured acceleration -!. _I
10- 3 cm,"sec I
The measured acceleration must be in terms- of
cm/sec' r.m.s. Vibration measuring instruments are
usually calibrated to read directly in terms of accel-
cps

2-2
 measurement is used t, determine the tota! ucoustical oration decibels, A vibration acceleration level can
power radiated from u source, only be stated for motor vibration along a specified
Since the ronge of acoustic powers that are of oais. The adb readings along mutually perpendicular
in;'erest is about one billion billion to one(10"8 : 1), axes are often quite dissimilar.
the decibel is used to specify sound power levels. It is worthwhile to notice that sound pressure
Two reference powers are currently used: 10-1 3 watts level, sound power level, and vibration acceleration
and 10- 1' watts, Sound power level ruferred to 10- 1 level include the word "level". Whenever "level"
watts is: is included in the name of a quantity, it can be eox.
pected that the value of this level will6b,' given in
I- in db re 10- 1 watts 10 0 powe' \watts) decibels and that a reference pressure, acceleration,
10- 1s watts or other quantity is either stated or implied.
Sound power levels re 10o1 watts are 10 o, lower'< 2.3 FREQUENCY ANALYSIS
than equivalent levels re 10- 13 watts..
Sound power levels cannot be measured directly Defining the level of the sound pressure or ac-
L but are determined from a number of sound pressure celeration, while necessary, is .not sufficient. The
measurements in a prescribed environment (3). Sound human ear reacts quite differently to sounds having
power lev.sls are essentially independent of the en- different frequencies. A certain sound pressure level
vironmental conditions or the distance from the source may be perfectly acceptable at one frequency and un-
and can be used to calculate tk.e sound pressure level bearable at another. The frequency of vibration is of
at any point in the noise field of the sburce under greater importance in this study because of the at-
varying environmental conditions. tenuation (or ampli'ficatikns) characteristics of motor
components and foundation which vary considerably
2.2.3 Vibration Acceleration Levels with frequency. Several methods are used to indicate
the frequency composition of motor noise and vibration.
Motor vibration, like any oscillatory motion, may
be expressed in terms of displacement, velocity or 1) Weighting Networks (A ir5orne. Sound only)

motor moves during vibration is important in design- 3) Narrow Band Analysis

balance) is usually measured in terms of displace-
ment of the beaiing housing hub. Much test data has 2.3.1 Weighting Networks
been taken in terms of velocity or, more usua!ly, In Perhaps the best known method of frequency an-
of velocity (Vdb) defined
decibelshowever', It is
below.vibra- a eyis pstheuse ow n networks scified
terms
becoming more standard, to measure alysis is the use of the weighting networks specified
becomingtemsore standardton,howevuer measureby
aco
to the American Standards Association, (5) These are
te
... t applicable onlyforairborne sound andare an approxi.
Newton's second law (F=ma), the acceleration is pro- motion of the varying apparent loudn•bss that the hu-
portional to the force that the vibratory motion trans-
mits to the man ear attributes to sound pressues s of different fre.
The values of acceleration which are of interest qfen
sponse curves of weighting networks that meet the
have a range similar to thq Wound pressure levels de- limits specified in the ASA Curves A, B, and C.
•cribed previously. Therefore the basic unit of the Curves A and B are the 40, and 70 db equal loudness
decibel has been adapted for vibration measurement. contours, respectively. R~adings token with an ASA
Since power is proportional to the square of acceler Acor B network are not sound pressure levels due to
ation (4), on acceleration measured in terms of deci- the weightingwornd arenotermed "sound levels". As
bels is 20 times the logarithm of the ratio of the ac- thewegin f nguorelterme "soundileves as
has been oonly extremely low and
row hig freencies anst
celeration to aasreference
standardized 1/1000 centimeter pnrwhich
acceleration .secnnndJ;,rmq. and high frequencies and is flat
between 20 and 35,000 cps. This -flat region is so
The term used to describe an acceleration expressed extensive that theC Curve is not really weightedand
in decibels is vibration acceleration level. If is cust- is considered to give an overall noise level.
omery to state these levels in terms of "acceleration FIGURE 2.1
decibels" (adb)to avoid confusion with Sound Press- ASA WEIGHTING .IETWORKS
ure levels. Thus.dbl -- [ .... '
Vibration acceleration level in adb
log 10 measured acceleration
10- 3 cm/sec 2'.
The measured acceleration must be in terms of..'
cm/sec3 r.m.s. Vibration measuring instruments m:e I
usually calibrated to read directly in terms of ac: el- .' ....... j. . .. .
cps

2-2
2.3.2 Octave Band Analysis frequency bands considerably smaller than an ctave
Another inethl~d of. frequency 'nlssdi'vides in width. These may have either a constant band-
width, or more frequently a constant percentage band-
the frequency spectrum into various octave bands, width. In constant percentage bandwith analysis,
A-i octave is the frequency bond betwe~en 6ny two fie- each successive frequency band is largar than the
quencies having a ratio 2:11.There are two sets of prcdnba.Thboshveawth hihs
standard octave bands presently used. The firrst set, prcdn ba.Thbndhveawth hihsa
speifid
specfie Sandrd
itanardZ24.0-1521
in Amricn ), re
mercan24.0-153 6),are
specified percentage (such. as 5% or 8%) of the geo-
metric mrean frequency.of the band. Narrow band an-
designated by their limiting frequencies. These stnnd- alisprtscureidnfiton fthmtr
ard octaves are.75 - .150, 150 - 300, 300 ~-600, 600 noyispesorcets bcurtte iarenumbiatir of the moto
-1200, 1200 - 2400, and 2400 - 4800 cps. Two other lrepthe
maise anourebutoai eodnt mbrot oi i
bands, 20.." 75 cps and 4800 to 10,000 cps. arl? as a spectrogram, physically long., The !Inr
usually included. Octave'analysis using these fro- analysis of test results are quite time cons
quency bands prevails at the present time, repetitive tests.
American Standard SI.6-".1960 (7) lists new pre.
ferred frequencies for acoustical measurements. In 2.4 n-hrOcaoA lyi
this standard, frequency bands are listed by their 23.OeThrOcaeA lyi
center or geometric meqji frequency, i.e. the 1000, A fourth Method of frequency analysis, ci~ming
2,900, and 4000 cps octoes. The geometric mean fre. into -prominence, is a compromise between the rapid-
q64ncy is the, square root of the product of the uppe~r but..Inadequate octave band analysis and the time
-and lower limiting frequencies. The recommended consuming, but precise narrow band analysis. This
octave bands and their limiting frequencies are listed 47 method divides the frequency spectrum into one-third
in Table 2-2. Octave analysis using these bands is octave bands. A one-third octave is a band of fre-
not yet common since most measuring apparatus in quenciesin whichthe ratio ofthe extreme frequencies
use wasdesignedto meet the-previous standard, How- is equal to the cube root of two. Standard bands,
ever, the now standard provides a guide to future dt- which "re esseniffall~y one-third octaves, have been
of noi Se rrM~t~rihgl-paPfro+Ut; - arirializei Toeprovittefor Trapitlyoil Oifboujcdt-
tyii(f-
In the Future, octave analysis using the bands speciý tiples of 10, They are bands having the characteri stic
fictf M;Tabla 242 wMl pruda 1 /'TL U^-10.
TABLE 2-2 TABLE 2-3
STANDARD OCTAVE BANDS STANDARD ONE-THIRD OCTAVIE BANDS
American Standard SI.6.-1960 American Standard S1.6-1960
Lower Frequency .Band Center Upper Frequency Lewer Band upper Lower Bond Upper
1121 24Freq. Centat Freq. Freq. Center Freq.
2. 31514.1 16 17.8 563 630 709
689217.8 20 22.4 709 800 802ý
22.4 25 28.2 892 1,000 1,120
89.2 -125 178 28.2 31.5 35.5 .. 1,120 1;.250 1,410
178 250 355
355 500 709 35.5 40 44.7 1,410 1,600 1,78(.
709 1,000 1,410 44.7 50 56.3 1,780 2,600 2,240
14020028056.3 63 70.9 2,240 2,500 2,820
2,820 4,000 5,630 . 70.9 'y 80 89. 2,820 3,150 .3,550
5,630 8,000 11,200 89.2 100 112. 3,550 4,000 4,470
15,630 16,000 22,200 112 125 141 4,470 5,000 5,630
11201,0 240141 160 178 . 5,630 6,300 7,090
Note: Higher and lower preferred frequencies are obtained 178 200 224 -7,090 8,000 8,920
by successive multilpication and division by 1000. 224 250 . 282 8,2 1000 120
Octave band analysis is applicable to and used 282 3!5 355 11,200 12,500. 14,100
for both airborne and structureborne Inoise testing. 35 40 44 14,100 16,000 17,800
However;' induction motors often have sources pro- 44 ;56ri 563 1
ducing more than one frequency of noise within a par- Notre: Higher and iower preferred frequencies are obtained
ticular octave. This fact makes the identification of by successive multiplication and division by 1000.
the source and thus the elimination of the noisediffi- .. One-third octavos ore designuted. by their gao,-

cult, For such co~nplex noise generators, such as aI metric mean, frequencies: a 63, 80, or 100 cps one-
motor, a narrower frequency band is required, third octave. The standard values for geometric mean
frequencies are those numbers whose mantissa, of
2.3.3 Narrow Band Analysis their common logarithms are multiples of 0.1. (7),.
Various analyzers are built for noise analysis of Rounded-off values of the center frequencies and the

2-3 '
 limiting frequencies of the standard one-third octave These components are electrically coupled to.
bonds ore given In Table 2-3. A comparison o.f Tables form an integrated unit which 'automatically records
2M and 2-3 reveals that the standard one-third oc- the noise or vibration levels for the standard one-
taves corresp&ond to the new standard octaves rather third octaves on preprinted, frequency calibrated pa-
than those in widespread use. The band. width of a per. After recording the frequency spectrum from 14)1ý
one-third octave Is 23% of the center frequency, a to 35,500 cycles per second, the levelIs measured'on
fact which Is useful in correlating data ~with ntbo-w tlie ASA weighted networks A, B, and C are recorde~d.
* bond analysis. .,':The levels for tho ASA.A and 8'hety~arki'(on approx-
mtA one-third octave Is sufficiently norrow`4~o per. ~' imption -to ~the hearing' risponse of the human ear)
4 j ~ ~ itready identification of the source ~ & at~gh auogial
OflIuto eordd, meanlnglest
motor noise. Most sources produce'noise at. some If vibration measurements. The C network 1%6%,a -flat
multiple of, the rotational frequency. Rarely do two ,' 'rsponve to all frequiencies between 20 an1~35 000
promnen so~esprodce
ois fnfhe ame1/3oc- cps, and records the overall level for both o7'liorne
tave. The raphidý'y and ease of measurement more than ' and structureborne noise. measurements. TA~bughout
~ ~ ~ ~ ~ ~ ~ufote>udacucyipipitn
make th ~ 1 "this report the term "overall" rAfera t l~#vels re-
exact frequency productd. Hd~yover, If there is dny carded on the C Scale as shqwn in Figure 2-1.
doubt as to tl~e ý'ource of the noise or %sto whether " The vertical scale of Aso rec-6rding paper has a0
there Is only one nois source, a. narrow bond ý,nail-o /b 0s tnaos ul npteoalzr
$is shouldbe taken.it the scale to be po'sltioned-w*~ereve, desired,
Vi. a."- 1-60 db, 20.ý7O-db. aet.. F4 qirborne noise
2.4 INSTRUMENTATION AND TEST CONDITIONS measurehibrts, the equipment Is calibrated to read in
In this sta~y ot~aye eeete ae db re 0.0002 dyne/sq cm. Vibration acceleration lov-
upon, or verified by noise nmealurements on motors. els"are naoisured in acceleration decibels (adb) re
The conclusions are dependent upon the quality of .10 -3 cm/Sec 2; vibration velocity levels may be
the performed tests. Also, a knowledge of the insty~. eaure-nvlct deibiyvb rip0 ms
mnainused,1a wt-ts fnilst-eonditions, Displacement measurements (made onitl ithe unt-
are prer-equisifelocorroc -inopeici~ont.1 As iniae prvosy irtinaclet
data. For these reasons, a brief description of the Aees,indictedy previously vibratoa celet-11
cspmii.On
instrumentation used In this study is presented here,. ees r~oi ennflfraseiidui.O
The airborne and structureiborne noise metering almost oll ~t~st, readings were token on/threre mu'hj-
equipment used in this study was manufactured by ally perpen~icular axes on the motor feet. TheX-AxIs
Bruel and K aer, Cope nhagen, Denmark. 7the majority Is paraiiiet tvi the ratar shaft; the Y-Axi s is horizontul
of the tests were taken with a i'ýý-'0lrd octave and perpendicular to the shaft, the Z.Axis is vertical.
spectrometer. A block diagram of the o-ý,ipment used. For specific tests, other axes were monitored. Axes
for one-third octave analysis is shown in'ýFigure 2-21. parallel to the shaft and on the bearing housing (Hag)
The airborne sound measuring equipment consists of and bearing housing hub (Hub),were used In the bear-
a calibrated condenser microphone, a one-third oc- Ing study. Readings on vertical axes on both the
tave analyser, and a recorder. An accelerometer and frame and motor core were taken for magnetic noise
a preamplifier were substituted for the condenser studies and for internal isolation tests. These axes
microphone for structureborne vibration measurement, are shown In figure 2-3. C
The preamplifier contains an integrating network per-
Mttnspectrograms oftevibration to be taken FRAME
either in terms of acceleration, velocity, or displace- FIGURE 2-3
Mont.
FIGURE 2 -2 *.(

PECTAOHOUSING

CARTAIOE TYPE rI TYPE211 * LVL

a rYPE CI32~',...R"CP

JACEEROMEYER [PWWTWrtýE '* '/IT a~E LEVLl

T 29 TYPi 1606 ET~~EE E~E

AIRBORNE 8 STRUCTUREBORNE
NOISE METERING EQUIPMENT Tsdaatknpirt27'veer15hsalor
BRUEL & KJAER prof35.5 cpa.
*Tfeqency cutatoffn br159o oe
COPENHAOEN,DENMARK rqecyctf f 55cs

2.4
 Unless otherwise specified, the Following test dyne per square centimeter. (NOTE I dyne per
conditions were nmainitained: square centim.oter is equal to 1 micraobr.) Thus:
1) Motors were mounted on resilient mountsLind
which have a vertical resonant frequency of LPind
approximately 10 cycles per secor I under .. 20 log10 measured pressure (dynes/cm2 r.m,&.)
load conditions. At 60 cps or higher, these 0.0002 dyfles/cm~
isolat,ors were attenuating any tratl rm~tte4ý 5 on oyrlvl on ee s.tes.au
vibration a minimum of 20 db.5. ou ~rlel:Sudevlithson
*2) In 6rder to segregate noise sources, totallyj' "power emitted by a source expressed in decigals
enclosed motors were tested without external relative tooa standard reference power of '10-13
fans and fan bowls for other than wiiedoge wats. Thus:

K
noise studies. Dripproof protected motors power (watts)
were usually tested "Withrotors cost without Lw.in db = 10 log 10 10- 3watsT
rotor fan bladris.
3) In order to further segregate noise sources It Is a quantity that may be c'alculated from sound
(except certain bearing tarts), preloaded pressure level measuremenits In a knoyfn acoustic
bearings meeting the. anderon li.mits of MIL-6 enviV6nmeniý
17931A, Amen'dment. 2, doted 16 September (~6. V~ibration cLerationj'evel: Vibratidn accelarax.
1959, were used to mInIrnIz9 bearing noise. t~ionlevel is~t~is tm.s. vibration a'dolq'~atJbn J~
4) During any one test, exteeme care was ta.ken a oy alogarsyecifled axis, expressed in deci-.
to assure that factors, other than those being bekI relative to(,a star~dard reference acceleration
investigated, did not change. For Instance, of 10- 3 cm/soc 2 . Thus: Vibration acceleration
related tests were token in brief time suc- level in
cession. Often the initial condition was re-
tested to verify that the test conditions hod ad-

to maintain conditions between different 1 msc

tests. T~rr-.4fora, co mpri s=l of twrmuh 7. Vibration velocity level: Vibr-atiop vel[oclty [evel
furnishe , ýt separate tabulations Is not is the r.m.s, vibration velocity ot a body along a
recomm~specified axis, expressed in decibels relative to
2.5 DEFINlTImN a standard reference velocity of 10- 6 cm/sec.
The following definitions are summarized here ,t Thus: Vibration velo'city level In
for reference purposes: . .vdb 20 log,, meaure vooiycm/sec .m~.
1. Al r~oe noise~ Airborne noise Ii undesired10 /s.
sound In air. It Is characterized by fluctuations Vibration acceleration level in adb may becon-
of air pressure about the atmosphoric pressure vte ovlct ee nvba n ie.fe
I ~.. a a man.quency by the equation:
h ~~2. Structuraborne noise; Structureborne noise is un-, I
desired vibration In, or of solid bodies, such as d=(ab+4)-2lof
machinery or ship. structures d ad 4)-20ig.f
3. Decibel: The decibel Is a dimensionless 6rilt. for where If'-frequenciy in cycles pe~rsecond, or by
expressing the ratio of tw vaus fpoe. 'n the use of Figure 2-4.
1A~~ ~ ~~o these vatues may be standard of reference. 8 coeýn-A caobn sabn ffo
The number of decibels is equal to 10 times, the 8 caebn:A caebn sabn ffe
logarithm to the base 10 of the power ratio, i. e., quencies covering a raonge of, 2 to 1, i fe. L
P 2 where fHand fi are the nominal cutoff frequen-
Poerratio in db =10 log, I. cies of the baneL
P2 9. One-third octave band: A one-third octave band
Under commonly acreptod conditions quantities is a band of frequencies in which the ratio of the
proportional to power include the square of rms! extreme fr'equencies is equal to the cub* root of
values o$either the pressure, velocity or accel- two ,i.e' fH/f 1 - 347= 1.2599 where fHand f
eration. F~or quantities whose square is propor- - are th omnlcutoff frequencies- of the bond:
tional to power, the doc ibel is 20 times the log. NOTE: ASA stand ' rd 1/3 octave bands provide
arithm of. the ratio. for repetition -of bands by multiples of 10. They
4. Son rsuelevel:.Sound pressure level is the a.re therefore bands having tho characteristic f
r.m.s. sound pressure expressed in decibels rel. /L= 10 0.1 =1.2589which for oil practicalipur.
ative to a standard reference pressure of 0.0002 poses are 1/3 octaves.

2-5
10. N-qarrow bond: A narrow band is a band whose 11. Band center: Band center refers to the geometric
width is less thon oneY-third octave but not less m-ean -betweenthe extreme frequencies of the
.than one percent of tb,%" center frequency. band, i.e. f = _____

FIGURE 2- 4
CONVERSION CHAqT vdb to adb
110 - -on* thIrd Oc tave bond levels -

100-----------

CL 90-
E

NI_

FIR,
4.
N

00

2-6~
 SECTION 3.
MAGNETIC NOISE
3.1 INTRODUCTION ents. The three component waves rotating in 'One di-
rection are displaced in phase by 120o and therefore
'Magnetic noise of induction motors has two po- add vectorially to zero; the three 'component waves
tential sources:. 1) the radial force waves created-by rotating in the opposite direction are In phase and
the air gap flux density'and 2) the magnetostrictive add algebraically. Thus, the three stationary wind-.
expansion of.the core steel.Whireas the force waves ingscombineto create a rotating magnetic fieldwho'e
are imposed on the air-Iron surface of the air gap, the magnitude is 3/2 that of each stationary field. (8)Y
mag'netastrictive expansion Is an Internally generated This field rotates 360 electrical degrees In space
variation in dimension. Magn¶,ic noise may be cate- during one period of the input frequency (60 cps).
gorized by the frequency produ'ced: 1),Twice line fre- The angular velocity of the wave is 'ii = 2Tf = 1201
quency and 2) Rotor slot frequency noise. Both po- electrical radians per second. -Sinceu P electrical
tetiril, sources of magnetic noise produce twice line radians corresponds to one revolution, the rotational
frequency nolse(120cycle nole for60cycle motors). speed of the wave Is 120/P revolutions per second or
H~mever, it will be shown that, for two pole motors 7200/P, rpm, where P t. the number of poles. This
sere 120 cycle, noise is a problem, the 120 cycle speed is caliedthe synchronoL. speed.'The synchron-
magnetostrictive noise Is small compared to that pro- ous speed of two-pole motors Is 60 rps or 3600 rpm;
duced by the radial force waves. The high frequency that of four-pole motors Is 30 rps, etc. The lower ro-
magnetostrictive effectwill be shown to be negligible. tatlonal frequency of motors with more than 2 poles
An Investigation of the effect of the rotor and stator is exactly compensated by the increase In number of
slot harmonics of theoirgapflux densityreveals that cycles of flux around the air gap periphery. Thus the
the radial force waves produce three frequencies ap fundamental air gap flux of induction motors has a
proximately equal to 120 R and, three proximate!y 60 cycle per second variation regardless of the num-
equal to •4-.nTheses r* termed the primary and sec- bar of poles. This can anso he sen from

After discussing the source of magnetic ncise, wave have 60 cycle variation,
a treatment of the effect of the fallowitj foatt .e
magnetic noise is presented. FIGURE 3-1
1) Air Gap Flux Density .
2) Rotor-Stator Slat Combination
3) Rotor and Stator Geometry WV
4) Stator C6l1 Pitch'
5) Skew of Rotor Bars
6) Grain Orientation of Core Steel
7) Annealing of Core Steel
The methods of reducing magnetic noise Indicated by .. __1__,_

these studies are summarized'in the conclusibn of

this section. ,,

3.2 FUNDAMENTAL FLUX AND FLUX FORCE RAoIA rLU X oFNs•ir ANDFORCE
WAVES . INTENSITY WAVES
In three phase 60 cycle induction motors, each,, Figure 3-1 shows one cycle (two poles) of the
phase winding generates a stationary60cyclepulsat- revolving flux density wave.,In the air gap of an in-. "'
Ing magnetomotlve force -wave (miff). The three wind- duction motor 'develope Jlong a straight line. This
•ings are displaced-by l20eiectridca[ degrees Ih space maybe considered as the entire air gap of a two-pole
from each other. When the windings are excited by motor, or one-half the developedalr gap of a four-pole
balanced three-phase currents, the generated rmf's " motor, etc. The flux density as a function of time Is
will be 1200 phase displaced in tlme.Assuming sym- given by the expression-
metrical magnetic circuits, the mmf's will produce , II
...stationary pulsating magnetic fields of equal magni. "B s t3
tude. Because the three stationary fleldsare both time Bg = Bgm sin t 3.1
and space dependent,, each may be resolved into two B sin 2ft
oppositely rioting component fleldshaving a magni- gm
tude one-half that of the !Itationary fields. The result-
ant field at any point Is the sum of the three station- *Numbers in parentheses refer to references listed In
ary fields and, therefore, of the six rotating compon- the Bibliography.

3-1
 whe4e' Bg = flux density at any point; in lines The number of nodes of vibration is of paramount
/sq. in. importance as the deflection will be shown to be In-
Bgm = maximum flux density, in lines/ versely proportional to the fourth power of m fora
sq. in. iven flux density. This is best illustrated by once
= ag•Jilar velocity in radians/sec. 'gain considering the stator lamination ring developed
f = input frequency = 60 cycles/sec. Into a straight line. Under this idealized condition,
-the deflection may be calculated by considering the
. core as a bqam freely supported at each node. The
The magnetic flux exerts a radial pull across the single amplitude deflection for such a beam under a
air gap which is proportional to the square of the flux.. slnusoida~ly distributed load is given by the expre's-
density. The force intensity (pressure) at-any point sion:
expressed in MKS rationalized units (•ii 4rX-10-. l d =
3
is: 2n El (3) 3.6
pi = B2/2 DO (9) 3.2 where d = maximum deflection in inches
WWtotal
=. load in pounds
In terms of English units, n t s oE • L = distance between
modulus of nodes
elasticity In In inches
2
#/in
8
Pi x 1.388
10- B 2 3.3' .(3 x 10' for steel)
S" = 13 xI bending moment of Inertil In Inches4.

where P = force intensity, in pounds/sq. in. In terms of the stater geometry

B = flux density in lines/sq. In., m.. 12
whei(t D = mean diameter of the stator core in
JlSubslituting the expression for %g(Equation 3.1) into inches
equation 3.3 gives m number of nodes

2 Inches
P1 = 1.388 x 10-e B "sin •t
Igm ax~owl. leaital at oir g9p in.144as
Since sin 2 -t = 1/2 (1 - cot 20t) Substituting these expressions in equation 3.6
pI = 6.94 x 10- 9 Bgm 2 2W D
-6.94x10 Bgm' Cos 2 Wt d a x 10- 7fnches 3'T
m3 h L
The first term of equation 3.4 Is the average Equation 3.7 reveals that the doflection of the

for)e intent ty shown In figure 3.1, which remains stator corels inversely proportional to tRe third pow-
constant andiauses onlya statir, compression Qf the or of the number of nodes for a given load W. The
stator core. Tersecond term is a sinusoidally vary- totfl load however-is inversely proportional to m for
ing component ofx~twlce input frequency or-120 cps. a given maximum flux density. The load may be cal-
Only the periodico~ly varying component will produce culated by taking the average value of the force wave
noise andvibratlon. The single amplitude of theforce over the area of the force'pole
intensity is 2 2 RL
• "W 2; x p .,x
2 3. m
p 6,94 x 101'1Bgm•
! 4p R g L¢
As the above derivation indicates, it is the flux den- m "__

,sity and force intensity waves that are interrelated. N'whereR = radius of the air gap in inches
However,, these are usually termed flux and force g
waves respectively. Substituting the expression for p, given by equation
It should be noted that this 120cycle force wave 3.5, results in the total load being..
has four zero points per cycle of the revolving flux"
*.wave.If the stator core Is also developed into a 2.776 Bgm 2 Rg L. x 10
straightline, the core will deflect into a shape similar W= n poundsL3.
to the farce wave with points of zero deflection,
(nodes), at each zero point of the force wave. The
number of nodes, m, of stator coe deflection is al- Combining equations 3.7 and 3.8 results in the
ways equal to the number of force poles or, twice the express ion for the deflection in terms of a given maxi-
number of flux poles, 2 P. mum flux density

3-.2
 5.55 B 2 R D 'x 10- core of induction motors will be shown to be both in
d= gm 9 s inches 3.9 jýhase opposition and small compared to that produced
m? h 3l. by the flux force ,vayes.
As stated above, this formula has been derived To illustruie the relative effect of magnetostric-
for the idealized condition oftthe stator core ring de- tian it is necessary to compare the radial deflection
veloped into a straight line. The derivation of the produced by the magnetostrictive effect with that
actual formulas for varying number of nodes,; m, re. caused by the flux force waves. The mechanicaol
"veals that equation 3.9 is sufficiently accurate for Ptresses in the steel resulting fron the surface im-
cases where m is equal to or greater than 12 (funda- posed flux force waves is known to affrct the mag-
mental force wave for a 6 pole motor). As the rnum- nitude of the magnetostrictive strain. The effect Is
ber of nodes increases, the core segmerit under study slight, however, and in tkis analysis the twodIflec-
has less and less c'urvature. The number of nodes in tions are considered to be independent, i.e., that the
"'•quaetiaris alway s a muiflple of four, since there are deflections mayTOe-calculated separately and then
foti force godes per flux pole pair. The valve of de. ,s uperimposed to obtain the total deflection.
flection indicated by equation 3.9 must be multiplied The magnetostrictive expansion of the stator
by 1.788 for 4 node.ond 1.188 for 8 nodeforce wa,•s, occurs both in the teeth and in the core. As the teeth
(10) f, ". are freeto move at.the air gap end, they will riot exert
Thus the single amplituoe deflection of the stator any force aonthe stator core. The magnetostrictive
core In terms of te maximum flux density for 4, 8, 12 expansion of the stator teeth does shorten the air gap
or more node faoth waves are . slightly at the magnetic poles, but since the tooth
S1.. flux densityrotates with the airgap flux dinsuity, this
4 nodes 4l==n 9.92
9 moh S' x '10 3.10ca. change In air gap length doet not affect the radial
force wave deflections. The vibration of the'stator
8
8 nodes, -,\ 6.32 m ZRDDnbx 10iE- teeth can produce airborne nolsoebut this is generally
8nn. m h x1 . small compared to that produced by the deflection of
the stator core oerio¶rAt-rne.ithJhadip I
or more m Is considered.
The -mogrttosttive Otraln or -longation per
The effect of the variables in equation 3.10 will unit length is a function both of the type of steel and
be discussed later in the treatment. of methodi of re- of the flux density through the steel. A curve of the --
ducing magnetic noise. However, the. effect of the magnetostrictive strain vs. flux density for the non-
number of nodes may be used to simplify ensuing oriented silicon steel normally used In induction mo-
derivations. Equation 3.10 shows that the deflection tors was not available. A literature search and c6n-
Is Invergely proportional to the fourth power of the sultations with four principal steel companies re-
number of nodes for a given flux density while equa- vrealed th~bt although much data has been taken on
tion 3.7 reveals an Inverse third power relationship transformer grade (oriented) steels, no Information
for a given radial force. Thus, in determining the of- directly applicable to motor grade steel was avail-
fectof complex stator c.ore vibration, It is often pass- able. However, it was determined that for silicon
Ible to ignore all frequencies except those with the steels, the magnotostrictive strainrJs very closely
lowest number of nodes. The rapid Increase in de. proportional-to the square of the flux density.
flection with a decrease in the number of nodes is
also the reason that a two polemotor has highor 120 With reasonable accuracy, it Is assumed that
cycle noise. K3
3.3 MGt =KNc B , 3.11
3.3 MAGNETOSTRICTION .where / et = the magnotostrictive strain in the di-..
Magnetostriction Is the effect that certain ma- rection of flux flow (tangential to core
tersals, such as steel, haveof expanding very slightly periphery)
along the axis of magnetization when magnetic flux BC = core flux density at point under con-
pass through them. The steel stator core expands sideration
equally for flux in a positive or negative direction ', K = constant of proportionality (a Func-
and thus expands and contracts (cycles) twice for tion of the type of steel)
each cycle of flux passing through it, i.e., 120 cps
for 60 cycle motors. Since the frequency of magneto- It has been observedthat the volume of the steel
striction-caused noise is the same as that produced experiences only very minute changes when the body
by the flux force waves, magnetostriction must be is magnetized. Because of the essentially constant
considered a potential source of 120 cycle noise. volume, Poisson's ratio approaches the maximum val-
However, the magnotostrictiYe deflection of the'stator ue of one-half. (11) Therefore,:the transverse strains

3-3
 Inthe axial and radial directions are approximately or 1/2 K Bc 2 sinI a 3.14b
'non-holf that In the tangential direction. It should be.
"noted that the transverse strains represent a shrinký The elongation of a differential element of core
age rather than an elongation for positive mn'agneto-' circumference, Rda, due to the tangential strain Is
strictive strains. Considering elongation as positive,
the radial strain is 4(Rda.) =,a -Rda 3.15'

-1/ K C? .12 Combini 'equotions 3.1.4a and 3.15 gives

The following derivation of the deflection of the &(R da) = R K Bcm sin adia 3.16

stator-core due to mag notosthc~ton has, been accomp. ,,A(R dia) =elongation of element R da
1) Electrical and mechanical degrees are numer- R =outer radluit of core In Inches
Ically equal,. which simp.lifies the derivation. BM = maximum core flux density-ldno&n/
2) Tests reveal that 120 cycle noise Is particu. sq. In.
larly predominant In two-pole motors. a = angle measured clockwise from air--
Figure 3.-2 shows one-half of a stator core of a two- gap pole center.
pole motor represented as a thin ring of radius, R.
The radlal-deflection"will bew tdlculated for the in--- The horizontal and vertical componentl. ire respec.
stant when the fundamental flux wayve has a', pole tively
center coincident with the verticle axis. The angle, .

ais riwasured clockwise from the axis. A(dx) = R K Bcm 2 sn*~co da

2
FIGURE 3.2 A(dy) = R K Som sin1 &'d

sin 2 mcosa 114 (coosa -cos 3am

_alsina1 n d 1/4 (3 sin ca- sin 3a)
-g Thwreforer
.,4Adx) =1/4 R K 8cm 2 (con a -con 3a) det

'Wy)=-I4RKB cm('sina-sln3a),ýda

From considerations of symmetry, It may bi seen

I'IO
that points on the core coincident with the horizontal
ititand vertical axes of figure 3.2 .will only have roplial
a displacements. Therefore, the aotai horizontal com-
_________k ponient of displacement ot any V.)Int p I s the summa-
tion of the' Infinitesimal displacements from a 0O
______________(point of zero horizontal displacement) to a (point")

The stator core flux density, Bc, is considered K~ 2/0co aAd - o 3x

to have a sinusoidal distribution, The maximum core 1/4 R K cm/ csa-cs3~
5
density, cm' occurs midway between pole centers 1/4 R .B 2 (sn 1/3 sinN'.
or at the horizontal or x axis In Figure 3-2. The core ~'cm i 0s
density at any point p Is given by the expression Since sin (0) =0,'
B'= sn 31 x =1/4 R KBcm.2 (sIna -./3 sin 3)
aB sin 3,3cm'31
The tangential and radial magnetostrictive strains
are thus Similarly the vertical component of displacement at.
X B.mB sin 2acm 3.14o point p Is the summation of the Infinitesimal vertical
displacements from it to a.
2

3.4
 JA~do a 3.20 The single amplitude of the irgnet~strictive deflec-
a tion is therefore
11/4R KB 2fr( sin a - sin 3a) da
Cm dm =1/2 (R/3 + h/4) KB~\ 2 32~
2
1~1/4R K B' [3 Cos a + 1/3 cos 3a]i
cm3.4 COMPARISON OF FORCE WAYi AND -

(~ (U.j0,MAGNETOSTRICTIYE
Sincco cc ad DEFLECTIONS
2 The phase dispiocemeiý_of the radial force ways
A=1/RK = 214
cm, 1/ ~.3
(3Csa-13ct3a
RK
co Ba )and ciae nmagnetostrictlve deflectl
are illustrated by Figurý,ns of a two pole siator
3-3.Th. core Is shown
The-vector sum of &-,and &y is the 'radial dis. ttthistnttteirapmgtipoectis
placement &Rt,# due to tangential magneto striction cliewthteerc.1axsTeargpfuxdn
siyI alng the vertical axis and zoro at
l cai
AR A~ 2ina+A
cocathe h ý!onaaxls_.The stator core deflects Inward
1/ R= c (i / i a at the magnetic poles and deflects outward between
(sin a) the poles due to the radial force waves. The maximum
occurs midway between the
+ 1/4 R K IBcM 23o3 a- 1/3 cox 3a) poles core
stator of gap density
air flux flux wave or at the horizontal axis.
(cogCL)An examination of equation 3.24 and Figure 3.3 Indlk
,Using trigonometric Identities and simplifying results Cates that the magnetostrictive effect will cause the
In the expression stator core to deflectoutward at~the vertical axis and
inward at the horizontal axis. The cos 2a'torm equals
aRt = 1/2 RKBc m (10+ 1/3 co s 24) 3.21 + 1 for L.= o'and -1I for a =T. The radialforcewove
and the mognetostrlctive def lectionri are Identical In
The 'elongation of a radial element of height, h, form but appOhlw ini direcfion.- The iotal coii Jiflea.-

tions due to the two Causes. (Equations 3.10 and 3.25). -

The radial deflection, AR,#varies between one-half
the height elongation for a thin straight section to FIGURE 3-3
the maximum of the eintire elongation for a solid cy.
ý4linder. The radial deflection of a statar-care-LA m-ery -Inductlo*,MoWo Stator Deflection
nearly that of the minimum limiting condition and may Two Pole Meter
be approximated as
AR7 = 1/2 heor 3.22
Substituting equation 3.14 Into equation 3,22 results
In '.he expression for the radial deflectibni
2
7 =114 Kh Bcm sin cT4
AR aPL

(PI /K
A' h Bcm 2 (1 - co a2a) 3.23

The total deflection due to magnetostriction,

&R, Is the sum of the radial and tangential diýflectlon
(Equations 3.21 and 3.23). M Fm

%R = ARt + Rr 3.24
= I/2 K BC,2(R - h14) *.

+(R/3 +h/4) Cos2aAO

*The relative magnitudes of the two 120 cycle
The first term of equation 3.24 represents a static deflectionye are dependent upon several factors. The
expansion of the core and does not contribute to motor mast importantfar*:
noise or vibration. The second term represents a rad- 1) The number of poles
ial motion varying at twicethe angle a for a particular 2) The core and air gap flux dentitles
in~stantof time or a radial motion at twice the angular , ~ 3) Type of steel
frequency wt for a given point on the core periphery. 4) The stator geometry

3.5
 ofDue to the multitude of factors thc. magnitudes Determining tha value of the constant K requires In.
ofthe deflection may only be calculated for a speci formation about the -mognetostrictive strain vs. flux
fic motor design. A 5 HP, 2 Pole, 184 frame drippr~oof density characteristics of the non-oriented stator core
protected motor has been chosen for Illustrative steel. As previously mentioned, this information was
purposes. not avrnilable. Figure 3-4 is representative of the
The radial force wave deflection for a two pole maximum magnetostrictive strainsexhibited by~silicon
(4 node) motor given-by equation:3.110a is repeated stius asiditermined from a survey of the literature.
tierse for convenience. The value of K obtained fromthis curv 'e is71.2 x10- "6
\12 Evaluating equation 3.25 for these values Indicates.
* df =_ 9 92 Bam-'_*LL x 10- 1 6Inches the magneto strictive def le(.tion to bo4.27microinches.'1
rn4 ' h.3 -3.26 Due to the 180' phase dispiacaemnt,the total 120
Thevalesf tepaameer
Inequtio 3.6 fr tis cycle deflec'ilon Is the radial -, ce wave deflection
The alus o thparaetes
i equotI on3.2 fo thI a minus the magnetostrictive deflec., ion. For the above
1ýdesign ore: eidamples the total deflectiun is 47,0 microlnches.
Bgm = 40,0Q00,inos/sq. In. Rg= 2 Inches The magnetostrictive deflection in 8.3%, orone-twelfth
the magnitude of the force wave deflection. This car-
Ds=6.58 Inches mn = 4 numeric responds to a 0.75 dlb decrease In stator core dis-
h = 0.883 inches placemnent, velocity, or acceleration leveli depending
upon the units employed.
Substituting these values Into equation 3.26 rev~eals While th" relative effect of magnetostriction will
the deflection du's-ta radial force waves~to be 51.3 vary -with each Individual motor djesign, a general'
microinches. . 'Idea of the variation due to motor size maybe oh.
The deflection of a two pole stator core due to tolned by Investigating the factors relating to stator
magnetlos.triction 'ýsgiven by equation 3.25. geametry. Equation .3.25 reveals that the magneto.
strictive, effect is linearly proportieonal to the +crm
________din = 1/2(R/3 + .414) K- B_
- ____________ -(3.25 repeated) wave deflection Is proportional to (D 'R /h') for a
a-th
paaivwrwMaigiven
Thtm~ms n-umber of nodes-. t~4ig A#JJ~itolViNEhiA
T1,~va]asta4
prumtwwWlatwo-pole
hu designs as a guide, the ratio of the above
R 3.~73 In. h = 0.883 In, factors was calculated for the frame sizes 182 through
Ben 90,000 lines/sq. In. 405. In all coostathe.rat too were Id-ontleol for-frae --
sizes within a frames series of a given diam~eter.
FIGURE 3-4 If these ratios are referred to the 180 series as
ASSUMED MAGNETOSTRICTIVE STRAIN a base, a frame series factor, Ff5, Imay be obtained.
VS. FLUX DENSITY ratio for frame series
Silion S..,atma fe ratio for 180 frame series
I This factor may be used to project the previous 184
fae5HPcluainup tj~irough 100 HIP. Table
3-1 frihsthe frome serielk factors and the pro.
oitdrelative Mtagnetostrictlve effect as a function
ofrmsseries. The magnetostrictive deflection is
gvnInterms of the percentage of radial force wave
defectonnd s adecibel correction. Only for the
32 seisde-hecreto become appreciably

V
- -. grae tha A nesiaino the stator goo-
.. ryoeao tha this was due to a large radial core
thicnesswhihrodcedthe radial force wave defiec.
- - - rather than a large magnetostrictive deflection.
-

I------------------------------------------------TABLE 301\ _

Proms eories 180 210 250 280 320 360 400

Frame Series 1.04 1.19 1.36 1.66 0.97 0.90

8.3% 8.6% 9.9% 11.3% 13.8% 8.1% 7.5%

Magectao n-tstrlctfve
Cs~~~~~~~~~~ - Mnet strictive 0.75db0.78db0.9ldbl.04db i.87db0 73d O.68db
W-----------------
FLUX051151TYIn fole IIN644q,.. o..o
soMAXIMUM

3-6
 ..

The fact that the radial force wave and magneto- and negligible rotor current. However, it should be
strictivedeflections are In phase opposition suggests noted that even at no load the stator permeance rip-
the possibility of making them cancel. To do .this pies may induce high frequency currents in the rotor
would require careful attention to the parameters ex- bars which will create rotor slot mmf harmonics. This
pressed in equations 3.10 and 3.25. The magneto- secondary effect Is usually reduced to a minimum by
strictlve strain vs. flux. density curves for motorgrade proper skewing of the rotor bars.
steel would have to be accurately determined. In add-
Ition, it is likely that special steels would have to FIGURE 3.5.
be developed with larger magnetostrIctive strains. FUNDAMENTAL

3.5 EFFECT OF FLUX HARMONICS

The derivation ofthe expression for the magneto- /RESULTAN
strictly* deflection was accomplished by considering WAVE
only the fundamental of the stator core flux density.
The harmonics of the flux density have a much small.
er maximum value than the fundamental. As~igure
3.4 indicates, the magnetostrlctlve strain decreases . ._. - -
of
rapidly for lower flux density. These lower values
magnetostrictive strain also act along a shorter core
path. Thus, It may be seen that the magnetostrictive
effect of the harmonics is much smaIler than that of
the fundamental atid may be neglected.
"Unlike the hatutonics of the core flux density, PKMANCE RIPP8.U IN AIR CAP MAGNETIC
certain air gap harmonics may be shown to be a sig. , FIELD ODUTO SLOT OPENIN-
nificant noise source. In the preceding. an...al iL.
S.... *da Waves, the "ado- conditions. As the load on a motor increases, the
monias was ignored. The harmonic cont'int of the air 6"a . l .betWh,-,tgstatno f roto* h803s.
Sap f•ux has b)een the subject of much¶ investigation. The load current of the stator' eats up a load mmf
(12) It will be sufficient far this treatment to state wave whch It disploced 90 *leetrical degrees from
that most of the afrgap harmonics are reduced• to suf. the no load (magnetizing) mmf. The current in the to-
ficlvitly low values by such methods as proper pitch tor bars setup a mmf wave whose fundamental exactly
and distribution of the stator winding and skew of cancels the fundamental of the stator load mmf. How"
the rotor bars. In addition, the mmf wave of an induc- ever, both of these ihmf waves contain ripples'caused
tion motor contCrns no harmonics that are a multiple by the concentration offcyrrent in slots, which do-not
of three due to the three phase winding. However, the .,,,cancel. As the currents. 'increase wWtI Ioad, these
rotor and stator slots do create appreciable harmonics ripples Increase proportionately. 4 \
by two methods: 1) permecince ripples caused by the The slot harmonics are of such magnit cam-
slot openings in the steel, and 2) mmf ripples caused paredto other harmonics that the aorgap fseldtUall
il
by the concentration of current in the sltspr.oohrhroistattearo may be considered to consist of only tht'undamental sal
In the discussion of the fundamental flux ways, and the rotor and stator slot harmonics. The mathe.
it was assumed that the permeance of the flux path matical expresson for the air gap flux is complicated
was uniform around the air gap periphery. Thus a by the differing speeds of the fundamental and of the
sinusoidal mmf wave produced a sinusoidal flux wave. slot harmonics. The fundamental wave has P poles
The presence of slots bordering the air gap causes a and rotates at synchronous speed, n. =Z0L.rpm.
variation in the permeance path viewed by the mmf The stator slot harmonic wave has2S poles (S = num.
wave. These
mental permeanceiue3.5,
flxwv.In modulate
variationsthe the funda-
fundamental and,,. ber of stator slots) and Is stationary. The rotor slot
flux wave. IFigure harmonic wave has 2R poles (R = number of rotor
resultant flux waves ar(C shown above a pictorial rep-
resentation of theteethand slot openings. The princl, 20 rpm.
pal effect of this modulation is the creation of flux = (1-s•,-
harmonics of the order of the number of rotor or stator In the section dealing with the fundamental flux
slots (R and S) respectively. wave, it was shown that a stationary pulsating wave
The concentration of.current in the rotor and stat- may be resolved into t wo oppositely rotating compon-
or slots causes the magnetomotive force (mmf) wave ents.The stator slot harmonic wave may thus be rep-.
to be made up ofmentl
a series
mf i of
romsteps.
subraced When atheeris
he total,
ota, -funda. resented by two
thefields,.one
otherwith with'2S-P
2S+P polespoles rotating
,•• mental mmf Is subtracted from the a seteies Q!f backward
word. Theand rotating
respective speeds of these fields are
for-

ripples of slot frequency remains. This effect is usuall- 700 7200wa The rotating rotor harmonic
ly small at no load due to the small stator current, - and rpm.

3-7
 wave maybe simIlarlyresolved into components. Con- rotor slots is greater than tha number of stator slots
sideringonly the fundamental and the. slot harmonics, (R-S), frequency o2will be the most prominent.Con.
-the air gap field may be given by the expression: versely, if R'-S, frequenct# i4 predominates. R Is
B = B1 cos (P4 - WtO 3.27 never chosen equal to S in order to prevent cogging.
g
+ B 2 Cos
, F(S-7)0
2
+CUt1+'B cos
ro,
j(S +R)E - Wt
The last three frequencies are approximately equal
to 2&R and are termed the secondary or dduble ro.
+ cos
B (R- )o + wt (I -- s) tar slot frequencies. Of these three, frequency #5 has
4 o .2
. . . . .the least number of nodes and will predominate.
+ B cos r(R+E) 0 - wt 1 + 2R1-s) (10) Tests of many motors indicate that the rotor slot
:5 L 2 r 4 frequency noise Is often the highest airborne nolse\
where B1 = maximum value of fundamental produced. Vibration tests show that the double rotor
flux density slot frequency vibration often has the highest adb
B B' = maxintum value of negative and levels. One reason that thedouble rotor slot frequency
' positive rotating components of predominates in acceleration measurements is that
stator slot harmonic. the square of the frequency Is reflected In the adb
"B4 ' B 5 t maximum value of negative and levels.
positive rotating components of If the expressIon for the air gap field (Equation
RS nmbrotor
slot harmonics. 3.27) Is rifsrortd to thr rotational speed of the rotor,
= number of rotor and. stator lotst the force waves causing the rtmay be
P = number of poles determined. It can be shown that the rotor will b ,
I = slip in per unit caused to vibrate otstator slot frequency. Tests of
Sangular v,•-Iocity 2nx Input fre. motor vibration of stationary components reveal this
quency. frequencyto have very low noise levels. Two reasons
Sangular distance measured from for this phenomenon are:
maximum of fundamental. 1
jio&lnti-ljiy
-Equoflonl3retiart1Oq 6ffach pro-
p Ij Rotor core Is .fhir Solid or rdl
& "it6byfie r'adla FiuxA- proportionai, to ta. squaro Yy
of the flux density. The square of the right hand side is one of the most rigid motor componsnts and
of -Equation 3.27- contans -10- terms after resoiution strongty resi'sts-deformation,-------
into single casine functions. Of those 30 terms, 22 2) Rotor Is partially isolated from the stationary
are time varying. Only seven discrete frequencies- components.
-with varying number of nodes of deflection are pro-
duced. The seven frequencies of stator core vibration It should be remembered that the frequencies of mag.
for 60cycle motors and the smallest number of nodes netic noise were derived from the expression of the
"ofdeflection for each frequency oregiven InTable3*2. air gap flux of an Induction motor. The frequencles
T L 3produced by other rotating electrical equipment may
TABE 3.be quite dissimilar depending upon thehormonlc con.
StotoeCere Vibration tent of the air gap flux density. The possibility that
rotor vibrations may be transmitted to the driven unit
Frequency of Vibration Number of Nodes must also be remembered.
1). 120 12PI
2) 1 - 120 12R - 2S - 2PI 3.6 MEANS OF REDUCING MAGNETIC NOISE
"3) 120 R (L_-._)
"P 12R - 251
noiseThe effective source of Induction motor magnetic
has been shown to be the force wav6is croeated
4) 120 R (-s) + 120 12R - 2S + 2P1 by the rotating magnetic field. Since this field is the

0 Rmedium by which power Is transmitted from the stator

.) 240 R (1-s _ 120 14R - 2P1 to the rotor, elimination of magnetic noise Is notfeas-
6) 240 R (1-s Ible. Magnetic noise may be minimized, however, by
6 14RI several methods. The effect of certain factors on the
7) 7)240
24 RR(1•)+
(1-s) 120 14R + 2r,1 magnetic noise are described In the following sub-
P sections.
The first frequency listed in Table 3-2 is the 3.6.1. Air Gap Flux Density
fundamental force wave previously described. The 3.6.2. Rotor-Stator Slot Combination
next three are approximately equal to 1 and are . 3.6.3. Rotor and Stator Geometry
often so designated. These maybe termed theprnimary 3.6.4. Stator Coil Pitch
rotor slot frequencies. The rotor slot frequency pro- 3.6.5. Skew of Rotor Bars
duced by force waves with the least number of nodes 3.6.6. Grain Orientation of Core Steel
. will produce the greatest vibration. If the number of 3.6.7. Annealing of Core Steel

'3.8
 rI.

3.6.1. Air Gap Flux Density Percent of Rated Voltage

As Equation 3.10 Indicates, the deflection of the Band Axis 25% 50% 75% 100% 125%
stator core is proportional to the square of the airgap -
flux density. This deflection istransmitted to the mo- 125 X 77 79 81 81 83
tar frame where it both generdtes airborne noise and Y 67 76 82 86 91
is transmitted to the motor feet andthencetothe sub- Z 71 78 83 86 90 -
structure. The factors of transmission and transduc- 1,250 X
tion are not necessarily linear. Tests were taken on , Y 92
83 89
8i4 85
86
86
88
890
90
various motors to determine if a general trend of mag- Z 87 85 88 89 92
netic noise vs. air gap flux density could be deter- -..

mined. These motors wer, run at no load with 25,50, 1,600 X 84 83 z 83 87 89

75, 100, and .125% rated voltage applied.,Due to the Y . 87 89 92 96 98
no load operation the flux density may be assumed Z 92 90 94 97 100
proportional to the applied voltage. The vibration ac-
celeration levels for the three axes on the motor feet 2,000 X 81 82 82 89 92
Were recorded. Test data on three representative mo- Y 84 87 90 9
91 3
tars are furnished: 1) a 3 HP, 2 Pole dripproof pro 90 91 1i 97 101
tected motor, 2) a 5 HP, 2 Pole dripoiroof protected 4,000 X 87 85 86 87 89
motor and 3) a 40 HP, 2 Pole totally enclosed fan Y 87 .87 87 89 /g "91
cooled motor. The odb levels for prominent one-third Z 91 91 92 93< '95
octave bonds that experlenceda change in adb levels
for these motors are furnished in Tables 3-3, 3-4, and Overall X 103 103 103 103 f 104
3-5 respectivelyi Y 102 103 102 104 105
TABLE 3-3 Z 104 1 04
16j107 104
FLUX DENSITY Values taken from Spectragrams 3.6 tlrough 3-40.
___ - __ -- S~P-2 !A4-iM ci_-- __ -_ __ _ ___

Vibration Aceeeiation Levels FLUX DENSITY

-i pop_
Fese 4 "~4V. 411HP 2 Peffm-364 Frms
Band Axis 25% 50% 75% 100% 125% _ _ VibNtion Acco~lretlon Leels
63 X 77 '78 77 78 78 Percent of Rated Voltage- .
. Y- 81 84 8.4 84 -84 Band Axis 25% 50% 75% 100% 125%
Z 86 86 86 86 86
63 X 94 94 94 94 94
125 X 68 68 66 72 73 Y 81 811 82 82 83
Y 67 73 78 83 85 Z 84 83184 8s 8s
Z 69 75 78 82 86
,000 X 89 93 97 101 105 125 X 74. 75 73 77 79
Y 94. 86 88 91 95 Y 81 80 S4 384 1
z -89 92 94 97 101 Z 75 (77 70 82 93

10,000 X 96 96 97 98 100 10,000 X 102 102 102 162 102

y 95 Y 116 114 116 116 115
Z 96 96 98 100 103 Z 119 118 119 118 118
96
100 .08
10
Overall X 109 109 109 110 110
Overall X 105 105 106 107 109 Y 117 117 118 118 117
Y 101 102 103 104 106 17 17 11 11 11
Z 103 103 104" 106 108 _ Z 120 120 121 120 120
Values taken from Spectrograms 3.11 through 3.15.
Values taken from Spectrograms 3-1 through 3-5. FIGURE 3-6
TABLE 3-4 .. "...... IS4" W'lD
FLUX DENSITY 7 --1 1 1" 1
5 HP 2 Pole 184 Freme
Vibration Acceleration Levels
Percent of Rated Voltage
Bond Axis 25% 50% 75% I00% 125% TT
63 X 88 88 88
os88 88
IY 8.5 8 85 85 86 H. I 1 1
z 86 6
86 6 86 87 :ii

3-9
 In Figure 3-6, the average of the 125 cps band minimum number of slots that may be used in a rotor
adb leVels for the radial axes (Y + Z) are plottnd of a certain diameter. When allthesefactors are taken
versus the opplIed voltage in percent of rated voltage, into account, relatively few combinations remain from
The curves for the 3 and 5 HPmotors show a slightly which the quietest may be selected.
decreasing rate of rise whereas the 40 HP curve Is
linear at low values of flux density but increases 3.
rapidlyab-ove rated voltage. The maximum air gap flux TABLE 3-6
densities corresponding to rated voltage are 36,000; UNDESIRABLE ROTOR.STATOk
40,000; and 28,000 lines per square Inch respectively SLOT COMBINATIONS
for the 3, 5, and40 horsepower motors..Thus the rapid SLOT__OMBINATIONS
Increase in vibration of the40 HP motor does not Number of Rotor Slots
seem to be due to a numerically high flux density but Stator
to non.linear factors of transmission. The different Slots 2 Pole 4 Pole 6 Pole 8 Pole.
means of construction may be a cause of this varla- 24 21,22,23,24, 19,20,21,22, 17,18,19,21, 15,16,17,20,
tion. The3 and 5 HP motors ore constructed by press- 25,26,27 23,24,25,26, 23,24,25,27, 23,24,25;28,
!ing and tack welding a welded pro-wound stator core 27,28,29 29,30,31 31,32,33
into the frame. The 40 HP motor has the stator lam- 35 1 , 3 3 2
Inations stacked Intheframe and then wound inplace. 36 33,34,35,36, 31,32,33,34; 29,30,31,33, 27,28,29,32,
37;38,39 35,36,37,38, 35,36,37,39, 35,36,37,40,
"The effect of flux density on certain rotor slot 39,40,41 41,42,143 43,44,45
frequencies may be noted in Tables 3-3 and 3-4. The -I

3 HP, 2 Pole motor experlences an almost"|ilnear in- 48 45,46,47,48, 43,44,45,46, 41,42,43,45, 39,40,41,44,
in vibration in the 4,000 cps (crease
band which 49,.v;0,51, 47,48,49,50, 47,48,49,51, 47,48,49,52,
tains the.double rotor slot frequency. The 5 HP, 2 51,52,53 53,54,55 55,56,57
Pole"motor, on the other hnnd, reveals an increase 54 51,52,53,54 49,50,51,52>,•47,148,49,51, 45,46,47,50,
in the 2,000 cps bandt(Jrotor slot frequency). The 40 55,56,57 53,54,55,56, 53,54,55,57, ,3,54,55,58,
HP motor reveals little change In rotor slot vibration. 815,_S9 59,60,61 .141•42.61

over the rotor slots which is discussed under tho 60 57,58,59,60, 55,56,57,58, 53,54,55,57, 51,52,53,56,
offset. of sj4t C*4hWf;Vn*," Fr.v,j lneg nat l.1stsd - 6-'1,42,t3 - M ,r ' 2' 6, ' 97, 64016T'641
In these tables experienced slight or no changes. 63,64,65 65,66,67 67,68,69
The variation in the effect of flux density on 72 69,70,71,72, 67,68,69,70, 65,66,67,69, 63,64.65,68,
these motn s.prtciudeu theideterminatio *f-or-0o65t 73,74,75 71,72,73,74 71,72,73,75, 71,72,73,76,
lute rule. The only recommendation that can be made 75,76,77 77,78,79 79,80,81
Is the use of the lowest practical flux density con-
slstent with obtaining acceptable motor performance.
(The four prototype motors furnished under this con-
tract had maximum air gap flux densities of under TABLE 3-7
40,000 lines/sq. in.) PREFERABLE ROTOR-STATOR

3.6.2. Rotor.Stator Slot Combination SLOT COMBINATIONS

Number of-Rotor Slots
The proper selection of stator and rotor slots is
probably the most Important single aspect of quiet Stator
motor design. The number of stator slots is usually Slots 2 Pole 4 Pole 6 Pole 8 Pole
chosen a multiple of 3 times the number of poles to 24 32 34 32 34 32 36 - - -
give a balanced 3 phase winding. Unbalanced wind- (12)06) (8)(12) (4)02)
Ings are not permissible due to the unbalanced mug. 36 26 28 44 26 28 44 46 48 48 ý2
netic forces they introduce; This limits the choice of 06)02)02) 02)(8)(8) (8)02) (8)06)
the number of possible Statar slots for a particular
design to a very few; in some instances there is no 48 38 40 56 38 40 56 58 60 64 68 58 64
choice at all. 06)02)02) (12)(8)(8) (8)(12)(20)28) (4)06)
The problem simplifies to that ofdetermining the 5
optimum number of rotor slots for a given number of 54 46 62 46 62 42 66 38 40 66 70
poles and stator slots.Factors other than noise such 02)02) (8)(8) (4)(12) 016)02)(8)06
as elimination of hunting, crawling and cogging elim- 60 52 68 78 44 46 52 76 44 48 72 44 16
inate many possible combinations, which are listed 02)02)02) (l)00)(8)Q4'
0)02)(j2) 06)06)
in Table 3-6. (13) In all cases the undesirable rotor "
slots form a band centeredabout the number of stator 72 ..- - - 60 56 58
slots. Practical considerations limit the maximum and - 02) 06)02)

3-10
 From a noise viewpoint, the optimum number of"' FIGURE 3.7
rotor slots for any pole-stator slot combinatioii Is that
which produces deflections having the greatest num- Slot Configuration
ber of nodes. For the primary rotor slot frequencies
(Numbers 2, 3, and4 In Table 3-2)1,1 this requires the
largest practicable differphce in the number of rotor •
and stator slots. For the double rotor slot frequencies,
a large number of rotor slots are required. Table 3-7
lists rotor-stator slot combinations frequently used.
The numbers In parenthesis are the minimum number
of nodes of c4flection of the primary rotor slot freo'
quencies. The combinations with large numbers In , CLOSED (b)SEMI-CLOSED (c) OPEN
parenthesis are preferred. Where more than one mum- A closed rotor slot causes less permeance varia-
ber of rotor slots produce the same number of nodes tion than a semi-closed slot. However, the thickness
of primaryrotor slot frequency vibration, the larger of the steel bridge Is dependent upon manufacturing
should be chosendto reduce the double rotor slot fre-
quency vibr~tion. e tolerances and mechanical strength requirements and
is often kept to a minimum to reduce the undesirable
-.-otor slot leakage reactance. As u result the bridge
3.6.3. Rotor and Stator Geometry thickness does not increase at the same rate as the
motor size. The smaller relative bridge thickness of
Various factors related to the geometry of the larger motors may become saturatedwith leakag.9 flux
rotor and stator effect the iagnitude of magnetic noise even at no load. As the steel bridge satuates, the
produced byan induction motor. Equation 3.10raveals permeance variation approaches that of completely
a -

the deflection of the stator core to be proportional to open slot, Figure 3-7c. Under such circumstances,
R-8D 3where R itthe ar gap radlus,ps is the mean thecfosodslomnu natflpweaiabJ :raducle.mognwlc_

of the core. The deflection may be minimized by re- 'this phenomenon is presented In Section 7. Since the
duc¢ngOJrtyh• s n-fR nD D -ar ncaaiawitg fhe ,vat. useof-caosed sots never causes an Increase In noise
ue of h. The air gap r.•us is not easily reduced; nor it Is recommendedthat rotors with closed slot conf 1g.
can the core diameter be decreased without greatry uration be used.
doereastng the core depth. The principal reduction of For similar reasons, stators should utilize semi.
stator core deflection may be accomplished by In. closed rather than open slot configuration. The width
creasing the radial depth of the stator care, h. This of the slot opening should be kept to a minimum. The
Increased core depth will cause the mean diameter to ability to wind the motor will determine the minimum
increase slightly but the overall effect will be a re- opening that may be used. For noise critical appllca.
duction of stator core vibration. tlons, where an increase In winding time and there-
The hI3 term Is introduced Into Equation 3,10 by fore cost is permissible,the minimum opening maybe
the bending moment of inertia of the core. Therefvre, established as twice the thickness of the slct liner
anydesign change that stiffens the core will Increase plus the diameter over insulation of the largest, wire
the effective value of h. In the derivation of this siseplus2Omils clearance. For motorsbullt Inframes
equation, any stiffening effect of the stator teeth or larger thun 286 frame, the clearance should be In.
motor frame was not considered. The stator teethwill creased to 30 mi Is.
normally have little influence but the frame can help The length of the air gap also affects the per-.
to stiffen the stator core. Continuous peripheral con- meance v.riation; the longer the air gap, the less var-
tact between the core andframe or the use ofcircular lotion Is sensed by the opposing member. The length
rather than axial ribs will result in a larger bending of air gap is also dependent on design criteria other
momentof inertia and thus less stator coredefloction. than noise. The merits of increasing the air gap to
Squirrel cage induction motors have either closed reducethe slotharmonic magnetic noise mustbe com.'
or semi-closed rotor slots as shown In Figure 3-7, a pared to the corresponding decrease in power factor
and b, and semi.closed or open slots (b and c). The i nd efficiencyas well as an increase in starting cur-
partial or complete steel 'bridge over the slots de- rent. If both closed rotor slots and stator slots with
creases the permeance variation af sensed by the the minimum openings are used, it Is felt that air gap
opposing member. The decrease In permeance varla- lengths used for NEM motors will be sufficient. For
tionwill result in lower magnitudes of slot harmonics example, NEMA motors built on the 180 frame series
of the air gap flux density wo4e, as expressed in have air gaps of .014 to .018";those built on the 360
Equation 3.27. The amount of the decrease may vary series have .025 to .040w air gaps. The air gap length
from appreciable to negligible, depending upon the within a frame series increases, with a decrease in
motor dimensions. number of poles.

'3-11
 3.6.4. Statar Coil Pitch 3.6.5. Skew of Rotor Bars
In the discussion of.the air gap flux harmonics, The practice of skewing eitl~er the rotor or stator
it was stated that harmonics other than the.slot har- slots with respect to the axis of rotation to reduce
monics ore reduced by the pitch and distribution of noise and providefor smooth acceleration has become
the stator windings. The distribution factor for each so prevalent that the vast majority of induction motors
harmonic Is a direct function of the number of stator are skewed. Authorities agree that skewing reduces
slots. As previously mentioned, the number of stator magnetic noise, butthere is no clear agreement onthe
slots is often fixed by physical limitations and the optimum amount of skew. In addition, practically all
necessity of having a multiple of 3P. However, a the literature refers to the effect of skew on only the.
choice In the stator coil pitch usually exists. The overall airborne sound pressure levels; little of noth-
•Vpitch iratio should be selected to give small pitch Ing Is said about structureborne, noise o frequency
fdctors for the lower order air gap harmonl'. Due to analysis. It was the object of this study to Investi-
the stop function of the induced mmf wave, the lower .. gate these areas.
order harmonics predominate (except for the slot The degree of skew affects the performance of a
harmonics). motor.as well as the noise'ond vibration. In fact, the
The pitch fictor for the nth harmonic is givenby rapid decay of motor performance with increasing
the expression skew is generally the factor which limits the amount
a motor may be skewed, Therefore, it was necessary
to determine and to relate the effects of skew on both "
K = cos n(1-PItch Ratio) 90' 3.28 motor performance and noise. The effect of skew
shows up principally in the parameters of tl~p skewed
member (rotor) and only slightly In the non.skewed
In Table 3-8, the pitch factor for the fundamental and member (stator) through mutual Inductance. (14) The
the fifth, seventh arnd eleventh harmonics are given parameter most affected is the rotor leakage reactance
I t various pifchratlos. Due to sýyrmmetry thaArt. amji - which contaIns a-factor .

a multiple of three are not present In three phase SK = X/sl

mefurs. Thus the optimum pitch ratio Is that producing SK = skew in "rotor slots"
low pitch factors foe the fifth and higher harmonics. X = radial displacement of ends of rotor
Usually only the fifth and seventh harmonic pitch bare
faclune need be considered. = rotor slot pitch measured in same
units as X
TABLE 3-8
HARMONIC PITCH FACTORS Therefore, skew is expressed in terms of numbet\of.
_....._rotor slots for this study. f
$lot P=,.
_" PDA F,. A5 HP,2 pole, 184 frame motor design was used
3 4 61 810 12 IS 1- 21 1 2 KO " for this study. Performance factors such as break.
14 21/ .1197.72 down torque, starting current, starting torque, power
- I factor and efficiency were calculated for various
- amounts of rotor skew. Although several methods of
-. i ./: 1~B calculating induction motor reactance! are used, the
i. - degree of skew was considered to affect only the rotor
- /3 - •leakage reactance with regard to performance calcula.
. ,, .,,. tions. This method has been found to correlate very
.2. - ,R - waI with actual tests. Other parameters, such as the
- .. .. rotor reslistance, also change slightly. This change,,.
- *is small and may be Ignored without unduly sacrific.
. . 1Ing accuracy.
- -m . Much ambiguity exists in the technical literature
1-V-
.0 .451 with respect to the effect of skew on motor noise.
111/1I$ 1/ 2(15,16) Calculation of the noise produced by varying
41' TI amounts of skew cannot accurately be made. There.
6/10 . fore, the above motor was built with four rotors, Ident-
ical except for the amount of skew. These rotors had
W -0, "?z 1.41, 1.86, and 2.50 rotor slots skew respectively.
MtAkenofte moT=truwthrlbor rors.
.524 Airborne and structureborne noise measurements we(e
"2 taken of the motor with all four rotors.

3-12
 Figure 3-8 shows the calculated parformQnce + TABLE3-9
factors• and the measured overall noise levels for this
motor for skews ranging from zero 10 2.5 rotor slots. : SKEW TEST
The breakdown torque, starting torque and starting 5 HP 2 Pole
current can be seen to drop off quite sharply as the Sound Pressure Levels
um,•unt of skew is increased. The full, load power Band 0 RS' 1.41 R5 "i hE6RS 2.5 R5
.' factor and efficiency curves show little change unt•! ,
on extreme amo'u•t of skew Is used. Two curves o')• 125 35 , " 29 30 28
test data are plotted to Indicate the Overall noise 250I\ 39 34 33 38
lay,el of the motor with respect to skeW'. The s•und •,315 49 42 40 43
,F00 /• 52 42 42 4B
pressure level curve, Lp, is the overall.reading taken 11250/7- 49 41 42 45
• at three feet from the front end (opposite the shaft ex- 4,•)00" 44.5 31•5 '33 36
tension)of themotor. Thevlbrotlon acceleration level 5,000 40 34.5 36.5 34.5
curve, VAL, is a plat of the average of\•he overall ,, Overall 59 53 52 55
levels far the three axes oh the motor feat. These i ,,
noise curves reveal a gradual decrease to a broad Values token from Spo©trogroms 3-'16 and 3-17.
valley followed by a more rapid Increase.

FIGURE 3-8 ' " TABLE 3-10 +'

/) Effects o| Rotor Skew ',,,,
On 5 HP, 2 Pole, 184 Frame Motor SKEW TEST
: ,. 5 HP 2 Pole
° I • -- Vibration Aacalemtlon Levels

= • __ "'• • f,! . Bend Ax•e , ORS 1.41-RS !.66R•• •!.5R• - -- •:

+ + _ "• "•. • Y m 79,.q 84 85

: .+ .... , • °+ %__. .e z m ;s.4; r; =•
++ m, "• • • 125 X 97 71 7+ *
.• • ., \ 3 : v s; 53 53 52
I00 • S • x,

200 x 03 74 e7 go
• " Y 74 73 77 72
|" I •--)I- •-a--•
'" z 74 70 * *
i*o • 2,000 X •101 94 92 96
, ,,o• Y 103 94 92.5 98
• '•'•. il • Z 97 88 89 96
"-.....•. v, •"
.,, ,, .....
t 0oi., 2,500 X
Y
100
I 01.5
93
93
91.5
90
95
94
o i , so Z'• 94 85 85 88
l ll I ll •Q
lllll-- II0 TOll II. OTI 4,000 X 107 94 91 93
A clearer picture of the effect of skew on meg- Y 107 90 86 89
netlc noise may be obtained by Inspecting the one- Z i09 90 58 •1
third octavo sound pressure and acceleration levels 8,000 X* 108 88.5 32 92
listed in Tobies 3-9 and 3-10, respectively. Since Y 112 91.5 811 98
magnetic noi|e+'l•st a•pears as motor vibrationTable Z 105.5 36 17 96
•*3-10 Ls the mere I•.•.•tiva. The low frequencies re-
veal a varying patt•:•lth respect to !.ncreaslng 10,000 X 122 100.5 97 102.5
skew. The 63 cps X-A•]•vlbrotlon decreases sharply Y 110 •: 92.5 91 911
as does the 125 cps X-Axis band. The 125 cps band Z 117 93.5 97 101
ihows o more gradual decrease In the radial (Y & Z) Overall X 124 " 105 101 107"
axes. The200cps band has a sporadic variation. This Y 115 101 ' 99 104
table reveals that the primary effect" of Increasing z _ 115 99 99 104.5
skew shows up in .the frequency bands above 2,000 *Values less than 70 odb were beluw range of recording
cps. All of these bonds have a variation similar to paper.
the VAL curve of FIgura 3,8. Values taken from $peotrogrom• 3-18 through 3-21.

3 - 13 •i
 Of the low frequency bands, only the 125 cps increases. There are several potential reasons for
-radial axes bond reflect magnetic noise variation; this increase. k
the others reflecto change In bearing noise. Thebear- 1. The skew has increased to the point that the
ings used in this test had large internal clearances actualphase displacements of the stator core
and were not Initially preloaded. The skew of the vibratiov, from end to endore greater than.360"
rotor bars produces an axial component of the force and are causing a greater total deflection.
on the rotor bars created by the magnatlc-flild-and 2. The Increase In skew results in a large leak.
the rotor bar currents. This axial force increases age flux, decreasing the flux linkingthe rotor.
skew, and preloods one motor bearing similar to the The rotor bar currents must therefore Increase
manner described In Sectloi. 7on the effects of motor to supplythe no load losses of the motor.The
load. The rotational frequency noise (60 cps) de. Increased rotor currents cause an Increased
creaedss due to the taking up of the Internal clearances mmfand permeanceripples Inthe same manner
which improve the concentricity of the air gap. The as the rotor bar load currents described in Sec-
125 cps band variation In the X.Axls Is the second tion 7.
harmics of thisarotational frtquency cthage.sheon The relative effectof these factors was not evaluated,
harmonic of this rotational frequency change. The since the deteriorationo( motor performance Is suf-
erratic variation of the 200 cps band Is due to varia- ficlent to' r'ohibit this large amount of skew. However
flan In preload force on the bearing. This variation It is Impor ant that a noise minimum exists.
is quite similar to that of the same band obtained in
the preload amount test (Table 4.2, Section 4). It will These noise measurements reveal that there is
be shown In Section 4 that the preload for,: may be an optimum amount of rotor bar skew. For this motor,
adjusted to result In minimumbearing noi TIt does not occur at either one rotor bar skew or one
vadjstedtion resut In mbearing noise
areth .
xthneuse stator slot skew (1.41 rotor slots for this particular
variations in bearing noise are therefore extraneous
to this study of magnetic noise -and may be ignored. motor). Both of these amounts are often proposed as
Thus, only the high frequency and the 125 cps radial :optlmum values in the literature. The optimum point
axes banle reflect variation in magnetic noise. for this motor Is between 1.75 and 2.0 rotor slots
atskew. The amount of skew hog also been detorm lived
__-If
-_____~1111 h u #W !4IfW_ ipescitua +W _F__ _ ___
increase in skew Is due to the reduction of the rotor rather than only isolated frequencies.
slW h44wmaai4ce. A+ set. ,kow, th fN~* V4t;v",tt Thu ea raW ~to
*h uififfr core witi'deffect as
caused by segments along the axial length of the ro- a unit rather than as individual punchinge Is dtpen-
tor slots are In space phaseoAs the skew Is Incrcos- dent upon the constructlon of the stafor core. Thus \•
ed, the phase difference between the pIlatianis af the analytical deternllaotion of the optimum skew for
the segments becomes greater. To the exteut that the an induction motor Is not possible for the general
stator core may be considered as a unit rather than case.However, this study reveals that the optimum
as individual laminations, the effective rotor slot har- skew Is not critical; that the minimum noise occurs
monic may be considered the phasor sum of the pulsa. at the.-bottom of a broad valley. An amount of skew
tions of all segments along the length of the rotor that will result In near minimum magnetic noise may
slots. An increase in skew causes a greater phase be selected analytically. The absolute minimum may
displacement and thus a lower effective rotor slot be determined by test of several rotors with varying
harmonic. Under these assumptions, a skew of one amounts of skew.
rotor slot would eliminate deflection caused by force Skewing less than one rotor slot is not only in..
waves set up by the rotor slot harmonic. Figure 3-8 effective in appreciably reducing the unit's noise and
and Table 3-10 indicate the minimum slot frequency vibration, but is also Insufficient to minimize the
noise Is achieved at higher values of skew. This stray load losses and the probability of encountering
suggests that the stator core reacts to the skewed cogging or crawling during acceleration..On the other
force wave neither as individual lamination nor as a hand, the rapid decay of performance with respect to
solid core but as some Intermediate strurture, The skew precludes the use of an amoutnt of skew oppre.
decrease in 120 cycle magnetic noise reflected in the ciably greater than 1.5 rotor slots.As a first approxi.
radial axes 125 cps band Is also due to the reduction motion, it is suiested that -the rotor be skewed one
in rotor slot harmonic. Reflring to Equation 3.27 the r6tor or stator slot, whichever produces the greater
cross multiplication of the oppositely rotating rotor angle. Anexamination of the slot combinations listed
slot harmonics can be seen to produce 120 cps vibra- in Table 3-7 reveals that one stator slot pitch never
tion with the same number of nodes as the square of exceeds 1.5 rotor slots. For the test motor, this moth.
the fundamentaL*,The maximum flux densities of the ad would recommend 1.41 'rotor slots skew (1 stator
slat harmonics are much smaller than the fundamental slot)-which results in near minimum motor noile with-
and the decrease in the 120 cps vibration isthus much out too great a sacrifice of motor performance.
less than that of the rotor slot frequencies. One aspect of this test requires further explana-
At values of skew greater than 2 rotor slots the tion. Table 3-10 reveals that in the high frequency
magnetic noise pr ?duced by the rotor slot harmonics region not only the primary and secondary rotor slot

3-14
 fre4uencies (approximately 2,000 & 4,000 cps, re- direction. The non-oriented steel has a lateral perme-
s.!ctivily) are affected by the amount of skew, but ability of 80 - 85% of the Transverse permeability.
Sasoharmonics of these frequencies. These harmonics The transverse permeability of motor grade steel is
ar4 introduced by the variation in permeability of the lower due to the bi-directional rolling operation. The
core steel described in the next two subsections, permeability of motor grade steel at a 450 angle to
,Thus the 8,000 & 10,000 cps bands reflect magnetic roll is believed to be lower than in either the lateral
noise-at, low values of skew. The skew-angle-affects ofr f-raniverse d•lrctions but exact values are not
the harmonics to a greater degree than the.primary available.'
rotor slot frequencies. At higher skews the magnetic
noise levels in the high frequency bands falls below This variation in permeability results in what
that noise produced by the bearings. Throughout this may be termed a "pole" effect. There exists an in-
report, it will be noted that the 8,000 & 10,000 cps herent tendency for flux to form a strong pair ef'poles
bonds usuallyreflect variation in bearing noise since in the transverse direction with a somewhat weaker
the motors under test had skewed rotors., pair of poles In the lateral direction and with j'val.
lays" In between all four poles. This pole effect
3.6.6. Grain Orientation of Core Steel causes, in theory, second andslot
fourth harmonicsas of all
air gap fluxes, such as the harmonic., well
In the evaluation of the effect of grain orientation as the fundamental.
Information
on motor noise, two external sources of
were consulted. A thorough literpture search was un- To -determine if arlentption Is important In an
dertaken and steel companles supplying electrical induction motor, a3 HP, 2 pole motor was built with
sheet steel wor6 consulted. The-data on orientation two sample stator cores of motor grade steel. One of
in the technical literature is concerned only with the these cores had all stator punchings lined up with
magnetostrictive effect and specifically, with regarJ, 'espect to the direction of roll (oriented)and the other
to transformers. Contact was made with fpur steel had each punching rotated 45* with respect to the ad.
companies to determine If studies were underway but lacent punching (nonarientod). With 120 punchings

ponies had Investigated the effect under question but the second core were averaged and resulted in 6 high-
ofte compar.y has bog=~ an~ exporimsnin study cavthe- IV u eewud Imrctl~
h c4Mgrtf-GQW ant- -_
varying permeability of the sheet steel as a function Ically and tested with the some matorframe and other
of angle with respect to rritling direction. This I's a componets.
prtetquists, stop to any thoroTgh study end vackie o
such information, only a preliminary investigation Table3-11 lists the vibration acceleration levels
could be made. General information and certain theor- for this test. These band levels indicate the non-
ies developed in this study at* given below, oriented core-to result in an appreciably lower axial
The effect of orientation is caused ~y the crystal . X-axis vibration in the frequency bands below 250
cps. The radial (Y and Z) axes show a smaller de.
structure of the steel and the rolling process used In crease. The rotor slot frequency (2,000 cps) Increases
making the steel into sheets. Ste.! is composed of slightly but the double rotor slot frequency (4,000
crystals or "grains". Within the grains, the atoms cps band) experiences a 5.5 adb decrease in the rod.
are arranged In systematic order. At the boundary be- lal axes and a 2. adb decroese in the X-axis. The
tween grains,there exists a disorganization of atoms. 8,OO0and 1,000 bands reflect an increase In bearing
Magnetic flux finds It easy to transverse a crystal noise due to. deterioration of the bearings.
jbut -the disorganization of atoms at the grain bound-
..ary causes a barrier. Rolling the steel causes the
crystals to elongate in the direction of roll. Thus, This test indicates that the non-oriented stator
flux travsling In the direction of roll crosses fewer core experiences lessvibrationthanthe oriented core.
grain boundaries and thus.encounters less resistance It is especially interesting that the decrease In vi-
to the flux (reluctance). The steel Is said to have a bration takes place in the shaft axis for harmonics
high permeability In this direction of roll. of
thethe fundamental
second harmonicflux wave
of the andslot
the frequency.
radial axesThe
for
rotor

Most electrical sheet steel used in Induction variation in direction is not fully understood at this
motors is termed "non-oriented" while steel supplied time. However, since elimination of irientation re-
mainly fortransformer yse istermed "grain-oriented". duces magnetic noise, the stator core should be so
Actually non-oriented steel is made only somewhat constructed to minimize variation in permeability. If
less oriented than the transformer grade by rolling the number of stator slots is a multiple of 8, the suc-
the sheets in two directions at right angles to each cessive laminations should be rotated in steps of
other. The grain-oriented steel has a permeability at ,45* (one-eighth'revolution). For stators with 54 or 60
right angles to the roll direction (lateral) one-tenth, slots, the laminations should be rotateor in steps of
or less, of the permeability in the roil (transverse) 900. ?

3-15

SI'
 TABLE 3-11 rotor slot frequency shows an average_4 adb. Jnwar---
acceleration level for the non-annealed core. The
Grain Orientation double rotor slot frequency (4,000 cps bond) reveals
Vibration Acceleration Levels an even greater change especially on the stator core.
The 8,000 cnd 16,000 cps bands reveal an average
Bond Axis Oriented Core Nan-Oriented Core 20 adb decrease of stator core vibrations for the non.
63 X 86 Y4 annealed core. This effect reveals itself to only a
Y 78 75 minor degree on the three axes'on the motor feet.
Z 73 74 These high frequency magnetic-enduced stator vi-
2 Xr hiations are greatly attenuated in the tranesmission to
12. X 78 and through the motor frame. Thus while the stator.
z a, 78 core has a high levelof 8,000 or 10,000 cps magnetic
- - 81 vibration, this has only a nominal effect on the ma-
200 X 85 77 tar noise as normally measured on the feet. The high
Y 71 71 frequency bearing noise, an the other hand, is more
Z 65 67 easll. transmitted to the feet due to the continuous
'per i ph era I contact between the bearings and the bear-
250 X 78 Ing hous Ing. •nus the 8,000 and 10,000 ape magnetic
Y 67" 65 e
z 72 67 noise revealed i'njthis test does not Invalidate the
statements made \lse'where that these frequency
2"000 X 90 90 bands no0 al ly reflct bearing noise.
2,009 91 \tergnie
Z 87 91 Y&\IBLE 3!12
3'
4,000 X 89 Anneal Test
Y 91.5 86' Anneal Stetar Car. Test

8,000 X 92 96 Bond Axis Annealed Core Non-Annealed Core

Y ' 94 94 63 X 82 82
Z 93 98 zY 74
82 79
81
10,000 X 91 98 Coe 72 75
Y 93 96
Z 92 98 1,250 X 80 88
Y 86 86
veroli X M)3 104 Z 82 79
Y 101 102 Core 79 78
Z 103 104
Values token from Spectrograms 3.22 and 3-23. 2,000 X Isl
Y 84 8
Z 93 9o
3.6.7. Annealing of Core Steel Core H0 84
A test was conducted to determine the effect 4,000 X 89 88
that annealing rotor and stator punchings has on in- Y 98 94
duction motor noise. Many manufacturers use annealed Z 96 90
laminations to take advantage of the lower core loss Core 112 92
of annealed steel. During annealing, the crystalgrains 8,600 X 96 93
enlarge Inthedlrettion ofroll..The resulting decrease Y 99 03
in grain boundaries increases the permeability in that Z 103 101
direction. However, the difference between roll and Core 104 83
transverse directions becomes greater.
The 3 HP, 2 pole motor design was again used 10,000 X 98 100
for this test. Two stator cores were built with punch. Y 105 100
ing aligned with respect to the direction of roll: one z 101 98
of annealed steel, the other of non-annealed steel. Core 102 so
Table 3.12 lists the prominent acceleration levels Overall X 105 105-
for the X,Y, and Z axes and the stator core for these Y 108 104
two motors. The rotatlonal frequency indicated in the '. Z 108 105
63 cps band shows a sporadic variation, as does the - Care 115 103
1,250 cps band. The 2,000 cps band containing the Values token from Spectrograms 3-2A through 3-27.

3-16
 TABLE 3-13 3.7 CONCLUSION
Anneal Rotor Core Test The predominant source of induction motor mag-
Vibration Acceleration Levels netic
waves noise
set uphasby been shown
the air gap toflux
be density.
the radial force
The in-
Bond Axis Annealed Core Non-Annealod Core portance of the frequencies produced has been proved
63 X 95 -97 to be Inversely proportional to the fourth power of the
Y 89 91 number of nodes '6f the force wave producing the fr4i-
Z 81 89 quency for a given flux density. The frequencies and
Core 89 88 the 5mallest number of nodes producing each fre.
a2,000 X 98 97 quency are g iven In Table 3-2.
Y 4 96 The steps that may be taken to reduce magnetic
Z i0 90 *I noise are these:
,Core 87 88 1. Use of low air gap flux densities. Maximum
4,000 X 94 92 density of 40,000 lines per square Inch is
Y 100 96 recommended. However, a low flux density is
Z 100 98 not consistent with compact motor design.
Core 92 92 2. Selection of proper rotor-stator slot combina-
6,000 X 91 a8 tion to produce high node force waves. Ac-
Y 8e 86 ceptable combinations are listed inTable3.7.
Z 8665 3. Increase in actual or effective radial thick-
Core 97 69 ness of stator core. Effective thicknegs is In-
0,000 X 96 96 creased by frame modification such as cir-
Y 94 92 cumferential ilbs.
Z aB 88 4. Use of closed rotor *lot* and narrow neck
Core t2 . 8___.
DvOo II X 106 tOS 5. Selection of stator coil pitch to minimize 5th
106 104 a"~ 7th. homr5 . &f fNdeJtvty._
Z1 6. Skewing rotor bars one rotor slot or one stator
Core 104 101 slot, whichever Is.the greater amount of skew.
Val~ue& tuken from .Spoehogroms 3"-28 through+3 - 3 1. 7.Rotatton of success Iva tator core taminotions
to minimize permeance variation due to grain
orientation. Punchings should be rotated pre-
A similar test was conducted to determine the ferobly by 45' steps or, If the number of stat.
effect of annealing rotor punchings on motor noise. or slots prevents this, by 900 steps.
Two rotor cores were built for the 3 HP motor similar 8. laminations should be 9nnetledonly Ifpunchs
"to the stator cores previously described. As Table Ings are rotated as specified In 7.
3-13 Indicates, the non-annealed.,rotor core caused
slightly less vibration (an average 2 adb overall re-
duction). The greatest difference was 8 adb recorded
an the core at 6,000 cps. There are two reasons that
anneallng of rotor punchings has less effect than
annealing of stator punchings.
'1) The skewing of rotor punchings reduces 'the
pole effect slightly.
2) At no load, the rotor Is rotating at a lmost syn-
":chronous speed. The rotor pole effect there-
fore, only modifies theisynchronous flux wave
to a slight degree.
These two tests indicate that annealing of align- j
ed punchings increases the pole effect caused by"
grain orientation and, therefore, introduces harmonics
of the stator core vibrations. However, If the stator
and rotor punchings are rotated inthe manner describ-
ed in the previous test, the pole effect is not piesent
and annealing will not cause an increase in motor
noise. Annealed punchings should be used only if the
punchings are staggered to minimize variation in
permeability.

3-17
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 SECTION 4
BEARING NOISE
4.1 INTRODUCTION where rbS= the bearing slot frequency
The bearings used in induction motors are a the rotational frequency
source of noise and vibration because of the slidng N = number of-bearingslts
or rolling contact of bearing components. Two types P = number of poles
of bearings are commonly used: sleeve bearings and The external system needed to pressurize the liquid
bali bearings. The former type has sliding contact is also a noite source. Inthe comparison of the noise
between components, while the latter has acombina- produced by differingtypes of bearings both the bear. IV'
tion of rolling and sliding contact. (17)*The relative Ing and the means of lubrication must be considered.
merits of these two types are discussed and form the A dynamic fluid film bearing Is based on the ec-
basis for the recommendation of using ball bearings centric pump action inherentin a sleeve bearing. Just
for multi-purpose motors. Various,-, studies .of ball as a common pump must turn to produce a pressure,
bearings and the means available to the motor manu- the journal in a dynomicýJllm bearing must turn to
facturer of reducing ball bearing noise ar~ereported: pressurize the liquid. T-ý7i-scrssuri zed liquid Is cap-
The effect of the following factors on boarina noise- _ able-of transmitting- dulf.flont rforce to lift the journal
were studied: fro,• the mating sleeve.'The lubricantfilm maybe con-
1) bearing preloi'd sidered as a series of laminar layers. The innermost
2) shaft.bearing I,4rference fit layer of the liquid will whird aro nd with the journal;
3) bearing locknut•' the outermost layer will he stationary on the sleeve
4) bearing lubricant surface, The viscosity of tie liquid will determine
Recommendations for minimizing bearing noise are the ease of relative motion of layers between these
* summarized in'the conclusion, two. Note that without relative motion, there ts,no
....... -ui-ett nihnLuPramt_•_ cj_1uij. At stand.-
4.2 -SLEVEBE9ARIM-06 etil0--sihe0 is- sef _rui iois iiie 4iadiiii
Asl'euve-bearnig censis~i a a ta~e{iig iow~na? members,
be nmetai-to:rnet~i
and during a subsequent
•nta:-tcnd th~teefor'ewvar.
starting there will
or shaft In a stationary sleeve of special wearing Adynamicfillm bearing also has grooves or slots
material whose bore is several mils larger than the cut into the sleeve to distribute tAe rubricant to the
h(aft diameter. A ifh. Mair oa( liquid lubricant (usually bearing surface. The frequency of the noise produced
all) Is provided to reduce the sliding friction between by these slots is that given by equation 4.1.Various
the opposing members. This simplicity of construction means of feeding the lubricant to the bearing grooves
underlies the general belief that sleeve bearings are are used:
quiet compared to ball bearings. However, certain 1) Gravity Feeding
modifications are usually made in the basic sleeve 2) Wick Feeding
bearingdesignto maintainthe lubricantfilm andthere. 3) Flood Lubrication i
by to improve the bearing performance. These modl- ) P e s r F ed( om ni t r al r sef r v n
lications generally result In an Increase In bearing system)
noise. Sleeve bearings may be divided into two cate- 5) Oil-Ring Feed
goles based on whether rotation ofthe shaft isneces- The noise produced by these lubrication systems
;ary to maintain the lubricant film, i.e., static film varies from slightto considerable.The more exacting
beatings and dynamic film bearings. the load requirements, the more complex and noisy
In a static film bearing the lubricating fluid is the lubrication system will be.
put under pressure from an external source such as a Certain low noise aspects of sleeve bearinrgs for
pump and then fed to the bearing surface by means of integral horsepower motors maybe utilizedto agreat-
certain cavities or slots provided in bearing surface. er extent In the near future. New sleeve materials
This pressurized film which separates the bearing having low coefficients of friction and sufficient di-
components and eliminates metal-to-metal contact, is mensional rigidity may eliminate the need for lubri-
independent' of journal rotation. The slotting of a cated sleeve bearings or ball bearings In manyappli-
sleevebearingproduces an additional noise frequency cations. Among the materials currently used only for
which iseN tirmes the rotation frequency: special motors, but under evaluation for broade'aop-
fb = N x fr R120N plicatlons, are filled and unfilled thermoplastic
S4.1 resins, thermosetting resins, and several sintered
metals having a partial fill and
coating of plastic.
Preliminary studies indicate that these non-lub-
*Numbers in parenthesis refer to references listed in ricated bearings will have a noise spectrum that dif.
the Bibliography. fers greatly from a static or dynamic film lubricated

4-1
sleeve bearing. The sliding contact between two fT fundamental rotational frequencyof train in
solid bodies will produce minute, high frequency, cps.
vibrations regardless of low coefficient of fricti
and proper surface finish, while the interlaminar flow fE fundamental rotational frequency of rolling
of a lubricant is ideally smooth. On the other hand, a elements in cps.
non-lubricated sleeve bearing has two decided ad- I frequencydue to inner race
vantages .tf)the sleeve materials are normally poor fay,.lncpa..........
vibration treInsmitters, particularly in the higher fre-
quency..ba ds, and 2) the provisions for, constantly f
maintainingt, lubricant in the bearing gap are elimin. P number of poles
ated. "
Non-lubricated sleeve bearings, therefore, will According to the geometry of the bearings, the

create very little motorvibrotion while airborne noise radii are interrelated as follows:
In the higher frequencies will be present to a degree
varying with the wearing characteristics of the sel- r r, + r
ected sleeve material. A comparison off.the noise- T = E
producing aspects of this type bearing t.ophose of a
boll bearing cap dinly be made when the nerous Clearance is neglected herebcausethe nominal
sleeve materiali'"have been evaluated and diCloped dimensions provide sufficiently accurate data for the
for application In the integral horsepower frames. At calculation of'frequencies. The speed of the train of
that time an establishmentofthofunctionalandnoise. rolling elements and the rotational speed of the ele-
prodclcng_,relationship between non-lubricant and ments may be calculated as follows:
special ball bearings is recommended, .. n = n . r.
4.3 BALL BEARINGS T R r7 +r

ments such as balls to essentially replace sliding nE xnT

4 cft wit-t c mtsch lower frittion cent liting-miosttl E
of rolling friction and a small amount of sliding be.
tween the bals, and raceways,. Ball bearings with The five most prominent discrete frequencies
their numerous components moving rlatilve. taack produced by ball bearings are listed below.
other have long been recognized as a motor noise 1) The fundamental rotational frequency which
source. The'so bearings produce both random fre. appears at the slightest unbalance or eccent-
quency and discrete frequency noise. Random fre- ricity of the inner race Is
quency noise and vibration is caused by the balls
rattling within the raceway clearances and sliding on fR = nR /60 cps 4.2
the raceways,ý The discrete frequencies of noise are
produced by irregularities of the ball bearing com- 2) Any Irregularity of a rolling element or the
"-onents and may Vie determined if the bearing geo. cage causes'hoise with a frequency,
metry and the shy/ft speed are known. (18)
The followýfg symbols are defined: f T = n T/60 ¢ps 4.3
r = radiuli of inner raceway
= radiumf outer race-ay 3) The spin frequency of a rolling element is

rE = radius of rolling elements fE nnE /60 cps 4.4

rT = radius of train of rolling elements Any rough spot or indentation of an element

causes a frequency component fE' = 2 fE be-
E number of rolling elements (numeric) cause the spot hits the inner ana outer race
alternately,
n R= speed of inner raceway or shaft in rpm. 4) Another frequency occurs if there is an irregu-
Sd olarity
nT- speed of train of rolling elements in rpm.rawy (high spot or indentation) on the Inner
raceway

nE= spin (rotational speed) of rolling elements f = E (n

in 'p , = - Y/60 cps 4.5

fR= fundamental rotational frequency of shaft In the case of many spots, the harmonics of fi
in cps. will be more pronounced.

4-2
 al•

5) The fifth frequency component depends upon ment In bearing noise is considerable, since this
the existence of irregularities on the outer amendment essentially reduced the permissible vi-
raceway. bration by 5,0%i
The decision as to which type beuring to use
f = E nT /60 cps 4.6 will depend upon the application of the motor. If the
motor is designed for a specific use where the radial
and thrust loads on the bearing are both known and
The speed of the train of rolling elements, nT' Is not excessivej sleeve._ bearings are recommended.
roughly 1/2 the rotational speed nR. Equations 45. If, however, the motor is a general design for multi-
and 4.6 may be approximated by the exprossion: purpose applications or if the bearing loads or speed ".
f f f E/2 x nR= 60E are high, ball bearings meeting Amendment 2 of MIL-
60 -- 'Rcps 4.7 B-17931A are recommended.
SBearing manufacturers are presently attempting
Since the bearing noise is-produced by irregu- to solve the problem of producing shielded or sealed
larities of the bearing components, it follows that bearings meeting Arnn ndment2. The raceways of such
reduction of bearing noise requires a reduction in bearings are honed or specially ground to obtain an
component irregularities. The means of manufacturing eccentricity of less than 25 millionths of an inch.
quiet ball bearings isbeyondthe scope of this study. The grooves for the seals or shields ore too narrow
However, the optimum utilization of quiet ball bear- (about 1/32") forgrindingand must be cut. The neces-
Ings is treated later in this section. sary heat treatment of the bearing results IHan out-
ýr-' of-roundness of these grooVs. The shield or seal,
4.4 RELATIVE ADVANTAGES OF SLEEVE AND which Is crimped or pressed into the outer race, tend
BALL BEARINGS to deform the raceway~to correct this out-of-round-
ness. Because of the thinness of the outer raceway,
A sleeve bearIng Is Inherentlyquieter than a ball the force exerted by the shield Is sufficient to cause
.. bearing, The advanfage 6f d Ali6vi beating lfib in deformatfon of the order of 500 millionths of an.inch,. _____

number of components. One disadvantage results deleterious effect of these warped raceways, only
-- frear- rha d-4muat iteiaic•,c which is iiiffiulty iev- open-bearings were used in the following studies and
oral mile in magnitude. Under load, the shaft rides In the prototype units.
up'the side of the sleeve; thus the reaotive position 4.5 MEANS OF REDUCING BALL REARING NOISE
of thi rotor with reipect to the -tator is both a func-
tion of the load and the condition of the bearing. This Various studies were made of ball bearings and
variation Is undesirable since an eccentric air gap the means available to the motor manufacturer of re-
reualts in unbalance magnetic forces. A more Import- ducing bearing-caused motor noise. With the excep-
ant disadvantage of sleeve bearings lies in the meth- tion of thefirst studyof three classes of bearings,all
ods required to maintaln the lubricating film between tests were conducted with bearings meeting Amend-
the shaft and the sleeve. ment 2 of MIL-B-17931A. The test data furnished is
The major advantage of ball bearings Is their that taken on several 3 HP, 2 Pole, 184 frame open
. high performance qualities. They can be used for ap- motors. The effects of following factors were studied:
"plicatione involving high sodid, high radial and 4.5.1 Bearing Preload
thrust loads, and frequent starts with prolonged idle a) Effect of-preloading three classes of
periods. Ball bearings usually are grease lubricated, bearings
thus el, minhting noise produced by lubricant feeding b) Amount of preload force
devices, The internal clearance in a ball bearing is c) T ype of thrust washer
less than one mil and does not increase with bearing 4.5.2 Shaft-Bearing Interference Fit
use, thus eliminating one factor In maintaining a unl- 4.5.3 Bearing Locknut
form air gap. The disadvantage of ball bearings is 4.5.4 Bearing Lubricant
their numerous components moving atidiffering speeds. 4.5.1 Bearing Preload
The noise produced by ball bearings is dependent 4.5.1a Effect of PreloadIng Three Classes of Bearings
upon the sphericity of the balls and the surface fin-
ishes of the components. Recently ball bearing manu- One of the best known methods of reducing ball
facturers h~ive perfected manufacturing techniques to bearing noise is the use of a thrust washer to axially
the point th't theycan produce ball bearings meeting preload the bearings. This washer acts asa sprlngto
theanderoniýequirementsofMIL.B-17931A,Amendment exert a force on the outer race of the ball bearing.
2, dated 16'September 195.9. The anderon is a unit of The reactive force is supplied by the shaft- pressing
measure which representslthe vibrational velocity in against the inner race of the bearing. This force
the radialdirection in microinches per radian of revo- couple across the bearings takes up the internal
lution of the bearing. The magnitude ofthe Improve- clearances and causes each boll to follow the some

4-3
path on each bearing raceway. rattling within the raceways and cage and improves
Three classes of bearings meetinq FF-B-171, balance by the removal of bearing looseness. But,
Amendment 1, and Amendment 2 of MIL-B-17931A preloading also causes the balls to closely fallow
respectively were investigated. For the non-preloaded the surfaces of the raceways. If the surface finish of
condition, the test motor had axial end play as speci- the raceways and the sphericity of the balls are of
fied in MIL-M-17060B. For the preloaded condition, high quality, then the bearing will run smoothly and
a bearing housing modified to accommodate a thrust thus quietly. However, if the surface and balls are
washer was substituted for the original one. Except not of this high quality, preloading may cause the
for the bearings, the same components were used in balls to follow surface irrigularitiuli that they other-
the three tests. wise might have skimmed over. TIl e reason for the
Table 4.1 lists the vibration acceleration levels large reduction in 4000 cps shaft axis vibration is
for prominent one-third octaves and the overall read- not known.
ings for this study. For the first two classes of bear- During these tests the bearings were run with
ings, preloading has detrimental effeetwith the princl- the amount of preload force Indicated byrule-of-thumb
pal exception of the rotational frequency vibration that the preload force in pounds should-be five times
(63 cps band) along the shaft axis. On the other hand, the bore size I.e.,25 pounds for anO5 bearing. It was
preloading bearings meeting Amendment 2, MIL-B- observed that the 200 cps band is erratic and highly
17931A results in an appreciable decrease in vibra- sensitive to the amount of preload force.A test to
tion in all prominent frequencies and an average 5 determinethe optimum amount ofpreload forcebecame
adb overall reduction. Note especially the 14 adb de- nec'tssary.
crease In the 4000 cps X - axis vibration. This Is
especially interesting as the 4000 cps band primarily 4.5.1b Amount of Prlosed Force
reflects the double rotor slot frequency. (See Section For t1ils test, one bearing housing was milled
73 out to accommodate an uncompressed thrust washer.
TABLE 4.1 i Successive tests were madawith an increasing num-
,_
____I . . _..__ __ _m__ ••_-__-u{•t~tft•T -._
Effect Of Preload On Bearings preload force was determined by measurIng the mini-
114 Fymt 2 P#el4
Vibration Acceleration Levels
- mum force acplfld to the shaft that would. cause the
rotor to move axially. This measured force includes
Amedmet 2
Anitnimnt the frictional resi~stance of the bearing O.D. sliding
S -- - MLL- ~within
t the houslng bore as well as the prelood force.
Band. Axs Unloeded Loaded Unleaded Loaded Unleaded Lteda This frictional resistance is of the order of a few
63 x as 00 89 as 81 o0 pounds and, as Figure 4-1 shows, remains constant.
Y 82 52 56 84 78 76 The linear characteristic of the thrust washer over
Z 81 78 82 84 76 76 the normal operating range could orly result In the
200 X 73 36 79 92 74 straight line
1 portion of the curve shown in Figure 4-1
00 6 86 72 al 5 74 if the frictional force were constant. As the friction-
Z 66 68 l4 * al force is both small and constant, the measured
force has been considered to be equal to the preload
2000 X 95 95 94 95 91 89 force. ;J,
Y 94 97 96 100 95 90 FIGURE 4-1 ,so
Z 96 94 93 97 93 91 PRELOAO
.t SIM THIC,
:
2ALWA0CE-10F1 fr .WAVYMl WANCIR
4000 X 102 100 94 96 100 86 ,, ,• OLEMOTOR 140. . ....
Y 91 92 95 95 89 87

000 X
10,000 101 100 101 101 100 93 a
Y 104 106 101 102 106 101 -0

Z 102 104 100 104 102 98

$05S
Overall X 109 109 107 107 107 101 1
Y 110 109 106 109 108 103 so
Z 106 110 106 109 106 103
* Values less than 70 adb were below range of recording 40

paper for Spectragrams 4-3 through 4-6.

Values taken from Spectrogrom 4-1 through 4-6. t
These tests reveal that preloading all threetypes
of bearings eliminates noise caused by the balls 0 o TMC*N•E.l0 ,,O

4-4
 Table 4-2 lists the adb levels for important one- must be compressed to assemble the motor. The norm.
third octaves for various amounts of preload force. al end play tolerances are such that maintaininq the
The 200 cps band shows an Initiul decrease, then a small amount of preload force Indicated by the pre.
gradual increase reaching a peak at 21,5 pounds pro- vlouts study is difficult. In addition, the optimum pre-
loadfollowed bya gradual decrease.This is especial- load -force has been determined for only one size and
ly prominent in the X - axis readings. The other make of bearing. Additional testing is required to.
bands show an In itaIldecrease and then either remain -determine If the results of this sit-are indlcative of
essentially the same or increase very gradually until other sizes and makes.
excessive preload force (above 60 pounds) is applied. A means of adjusting the amount'of preload after
These large forces cause an abrupt increase in vibra- motor assembly is shown in Figure 4-2. Use of such
tion. The benrings• were parmononitly dJ.-miled and a device eliminates relying on previous test and com-
subsequent lowering of the preload force did not re- pensates for production variation. The preload force
suit in lower vibration levels. Is adjusted by screwing the preload adjustor in or
The initial decrease noted in all frequency bands out, thus varying the compression of the thrust was h-
is due to the removal of Internal bearing clearance. er. A locknut Is used to lock the preload adjustor in
Since the thrustwasher was originally uncompressed, the position resulting In minimum noise.
the initial measured force was all frictional resist-
ance. The minimum vibration levels occur when the FIGURE 4
bearing is only slightly preloaded. All bonds other
than the 200 cps band either remain constant or rise -- THRuSR
K. so slightly that the range of 7to 27pounds effective. WASHER
ly results in the same noise production, i.e., a broad BEARING ,
minimum exists. The 200 cps band, however, shows
an increase of 20 adb in the X- axis reaching a max-
Imum at 21.5 pounds preload. This band, which haos
been ter-ned "preleed bnd!' &mto Its mswrsttlty to -_ - - -

of prelead force to between 7 and 12 pounds. Note

-that the8 23 **' 1,iketed by th& wVV ".1Mb pie.
viously mentioned causes near maximum vibration InPRLA
the 200 cps ban4, This test indicates the optimum ADJUSTER
pre load force to be th- minimum force that takes up
the internal bearing clearances.
The usual method of preloadlng bearings is to BEARING
machine the bearing housing to accommodate a thrust HOUSING
washer as used In the preceding test. The preload
force Is determined by the amount the thrust washer
Prelood Amount
TABLE 4.2 Vibratign AgelloC911on Levels
B In - - Pre--load ForceeIn Pounds - --
Band 2.5 15.5 7 9 11.5 14.5 16.3 19.5 21. 24 26.5 29.5 32 35. 44.5 6S 100 155
200 X 73 73 4 76 6 66
IS 91 93 92.5 92 N 66 84 682 7$ 76
S* -Y a 73 * 71 773 72
75 7376 4,797.5
74 78 76 74 71
75 7272.5 73 72*
71 **

S00 6 32 * * 70 * * 70 * • 71 72 72 7
Y 6 2797 75 76 76 77 75 7 .75 75 73 74 7 74 80 78 81
• Z 3l 80 79 78 79 79 .878 79 77 79 78 61 79 70 84 84 83
[1250 X 98 % 8962 82 3 62 83 81 84. 81 82 80 82 83 64 U --
Y 1000091 86 3 83 83 84 85 6.86 84U 83 17 8
Z " 9788 182 81 -80 81 79 81 83 82 83 82 81 82 864
2000 X 10399 94 8687 87 88 88 8889 89 90 91 90 90 94 96 97
Y 1041029 90 92 91 91.5 90.591 92 93 92 91 93 93 96 9797
1011009288 88 89 89 90 090 90 8990919 494
4000 X 95 99 95 98 96 95 93 94 93 3 96 97 94 95 97 96 96 97
Y 93 91 90 89 88 88, 88 88 0 89 90 90 90 90 93 94 95
Z979892 94 92 94 91 91.591 2 9494 96 94 94 97100101
10,000 X 100 92 Be 89 90 93 90 8 9,.1 3 91 91 98 95 919 i 96 9
Y 103 103 96 96.5 97 99 98 100 98 99 99 8 1 8 99 10099 101
Z 100197 92 96 98 92 94 94 95 5 100 95 95 96 97 94 97
valX 1071106 101 101 101 100 100 1101 101 101 101 102 101 101 104 105 1OS
109 109 102 100 101 101 101 101 100 102 102 102 102 102 102 104 104 106
Z 10881008 1 102 102 101 100 10 101 101 103 102 102 102 1102 103 106 106
Values less than 70 adb were below the range of recording paper. Values take~.from Spectrograms 4-7 through 4-24.

4-5
 4.5. 1c Type of Thrust Washer was made to determine t~ie effect that this expansion
has on the bearing noise. The bearing bore dimen-
A test was conducted to determine if the tyne of sions of the test motor were measured to be 1.1810
thrust washer had any effect an bearing noise. Awavy inches. Three special shafts were made, having bear-
spring washer having three point contact with the ing seats 1.1811, 1.1816, and 1.1821 inches in dia-
---- bearing outer race and a Belleville washer having meter. respect ively. The resulting amounts of inter-
continuous contact with the outer race were tested. farence (.0001, .00' " ad .00 111 cover the range
Since the spring constants of the two washers ure obtained using ABEC I mrde bearinigs and tolerances.
different, a bearing housing was milled out to accom. Vibration readings wer'>tkan ofamorwtth
madate either uncompressed thrust waiher. By adding bearings on thae\shaft wilth the smallest interference
a different number of shims, the preload force was fit. The bearin4's were then carefully removed, the
adjusted to 1,2 pounds for each test, Spectrograms of second shaft substitut~' in the rotor assembly, the
the motor vibration were practically identical, (Spect- rotor rebalanced, and the bearings carefully pressed
rogroms 4-25 through 4.28.) indicating that the typo on the new shaft. The same procedure was used in
of thrustwasher used has no effect on bearing noise. changing to the .QO1 V' nterference fit shaft.
Shat-Barin
4.5. IntrfeenceFitToble 4-3 indicates the vibration levels for all
4.5. Itererene
Shft-ear~gFt 'three conditions for the'(X,Y,Z) axes on the motor
It is necessary that the inner ring of a ball bear- feet as well as axlcj'l readings taken on the rear and
ing be tight. enough to prevent turning under load. fr~~n,*bear ing housing'c (designated as R and F in
This isaccompllshed by an Interference fit between the Table 4-4). Once again, the 200 cps band X-axis re-
shaft and bearing or by means of a locknut; or a corn- flects the effect of slight variatlonslin the amount of
bination of bath may be used.When the bearing has.a preload forc~e. This test reveals thai minimum bear-
tight fIt on the shaft, the inner race expands. A study Ing noise results from the minimum bearing-shaft in-
terference. It Is recommended that a light press fit of
TABLE 4-3 between 0.0001"ond 0OAMY be used,

Vibration Acceleration Levels bearing would require that the bearings be individ.

Band Axis 0.7 Mil 0.6 Mt III Mil grade bearings reduces this variation and is more
- -- =compatilea withl the Iinernial tolerancers necessary to

Y 64 95 g
z 84 94 974.5.3 Beating Lecknut
R 75 64 89
F 32 93 94 The light press fit recommended by the previous
20 X 73 833.4 test may be Insufficient to keep the bearing Inner
Y 72 75 73 race from rotating on the Plhaft. If this proves to be
Z 70 71 74 true, It Is recommended that a bearing locknut be
R 70 as57 used rather than a tighter press fit. A test of a motor
F 72 86 73___ equipped with 305 bearings reyea~ed a negligible
B00 X 74 76 79. change In bearing noise as the torque on the locknut
Y 73 75 76 was increased from zero to 12 lb. ft. See spectra-
Z 71 73 73
R 90 107 103 grams 4.35 through 4-38.
IF 83e . 90 91 1It should be remembered that preloading of the
bearings farces the Inner race up against the shaft
1250 X as 86 90 shoulder and this also tends to prevent rotation of
Z 89 86 892 tho bearing on the shaft. The disadvantago of using
R 97 102 105 biaring locknuts Is the possibility that they may be
F 92 93 96 overtightened and deform the bearing raceway. Bear-
10,000 X 96 90 96 Ing locknuts should only be used where necessary..
V 102 100 106 to present slipping of the bearing on the shaft.
z 99 94 100
R 105 102 106 4.5.4 Bearing Lubricant
F 10 101 102Two tests were made of the effect on motor noise
Overall X 104 105 106 of bearing lubricant. The first concerned the cleanli-
Y 105 105 108
Z 106 106 108 nes of the grease used; the siecond was a test of the
no
R 107 112 112 I relative quietness of three high temperature greaoss.
F 1 106 1 110 111 For the first test, two samples of the brand grease
Values taken from Spectrograms 4-29 through 4-3A. were usr,". The first was a particularly clean sample

4-6
 and the second was a sample rejected for high dirt not reduce the vibration to the previous levels. It is
content. The dirt.counts of the two samples are furn- recommended that lubricant with extremely low dirt
ished in Table 4-4 with the limits set by the bearing contentbe used.
manufacturer, 4-4 TABLE 4-5

Effect Of Grease Dirt Count

Dirt Count Vibration Acceleration Levels
Particle Silo 5 to 20P1 21 to 50p 51 to 75pi Over 7511
.00021 .0008n .0021' Over Band Axli Ofl Clean Grease Oil Reject Grease Oil
to to to ,003"
.008" .002" .003" 63 X .78 81 78 81 78
Maximum Numerr 5000 2000 50 0 Y 8 'Y 9 `82 83 82
Particles Permltted . Z 86 85 86 86 84 ',•
Clean Grease 468 59 0 0 Hag. 76 78 76 80 79
-. ___ '' ,Hub. J* 76 * 74 *
Reject Grease 7652 526 1.68 0- H____*___6_ *_4- -

1250 X 88 86 90 94 86
The dirt content permitted bythe manufacturer is less Y 86 87 86 85 87
than that allowed by certain military specifications. Z 85 85 83 88 83
For example. MIL-L-3545 sets the following limits. Hag. 81 80 80 97 78
Hub. 94 90 90 110 92
Particle Size Number Permitted 2000 X 81 81 80 68 80
Y 86 85 86 89 86
251, or above 7,500 Z 89 89 85 87 86
751, or ab'dve 1,600 Hag. 80 81 77 78 76
1 79
25j, or above 0 Hub. 78 74 73 85
4000 X' l 87 87 -87 92 89
Note that both grease meel the military requirements. Y 97 97 96 99 97
The test motor was vibration testedwith the open Z 92 89 86 89 86
79 79 92 80

- -1) light machine all " 99 -"- Vt6(J4

2.lagraeY
2) clean grease 95 96 96 92 90
Z 92 93 92 92 93
3) light machine oil Hag. 96 98 98 103 100
4)
5) reject grease oil
light machine Hub.
yerall X 96
100 97
102 95
100 97
104 96
103
Y 12 102 102 105 103
The following method was used to remove one Z 1012 102 101 104 102
lubricant and replace it with another, The bearings Hag. 1021 105 103 111 106
were not removed but cleaned on thl, shaft. The on- Hub, 1031 105 1_02 114 108
tire rotor assembly was submerged in clean solvent *Valueos lees than 70 adb were below range of recordi ng
an•the bearings rotated by hand. The bearings were paper.
then' forced-air died and the process repeated with Values token from Spectrograms 4-39 through 4.48.
new solvent. The bearing grease cavity and end caps Care must also be taken to maintain the clean-
were similarly cleaned. The grease was placed in liness of the lubricant. Improper relubrication can
bearings and grease cavities with a clean stainless permanently damage the ball bearing surfaces. The
steel spatula. The grease cavities of the bearing grease used for relubrication should have as low a
housings and end caps were half filled with gridgse dirt count as the original. 'Extreme care should be
and the bearings wereone-third filled. In Table 4-5, exercised so that no Impurities from the grease open-
the prominent one-third octave vibration levels are ings or thfe surroundings can pollute the luhricant.
shown fur the three axes on the motor feet and for The housing-bearing-end cap grease cavity should
two axes parallel to the shaft and measured on the never be completely filled. If the bearings are re-
rear bearing housing and rear housing hub respective- greased while the motor is not running, the bearings
ly. The reject grease caused an increase in the mid- will be completely flooded with grease. The viscous
die frequency range varying from slight to 20 adb in friction of the balls churning through'the grease
the 1250 cps one-third octave band, Another inter- causes overheating. This heat will melt the grease,
esting feature of this test is that cleaning the bear- which .will then flow out into the motor. However,
ing lubricated with the clean grease and replacing' operation at high temperature and with the soap part-
the machine oilessentiallyduplicated the first mach- icles as well as the oil in the path of rotating balls
ine oil readings. The dirn in the reject grease possibly will reult in permanent surface damage. The dangers
damagedthe bearing surfaces since a similar replace- of overlubrication are great enough that it is recoin-
ment of the reject grease with light machine oil did mended that the bearings be relubricated as seldom

4- 7
as possible. If relubrication is necessary, a high de- It was noted that oll three greases resulted in
gree of cleanliness must be maintainod. Although it less noise thanthelight machine oil. This was some-
is not normal practice for shielded bearings, an open what unexpected since grease Is composed of mineral
bearing should be relubricated with a limited amount oil and soap. The soap acts only as a carrier of the
of grease with the motor running, lubricant and once the grease has been channeled,
The relative quietness of three high temperature the bearing is lubricated by an oil film. Soappart icles
greases were tested. The- -grea -s-worereplaced in that migrate into the path of the balls are either
the same manner as in the previous test. Table 4-6 thrown out or the balls must roll over the obstruction.
furnishes the adb levels for the prominent one-third Either way noise Is produced. Perhaps grease lubrl-
octaves for the following cor(secutive lubricants: coted boarings arequieterthan oil lubricated bearings
because the grease also acts as a damping agent.
1) light machine oil
2) Andok 260 Grease 4.6 CONCLUSION
3) light machine oil
4) Aeroshell 5A Grease An appraisal of th? application of sleeve bear.
5) light machine oil ings to squirreol cage in'ductlon~motors in the 1-100
6) Texas TG 3007 Grease HP range Indicates the probablllt of attaining noise
7) light machine oil reduction when the bearing is designed to a:particular
speed and a moderate radial or thrust loading. The
The difference between the three greases was not design and means for noise reduction of these bear.
great but theAproshell 5Aappeared to cause less vi- ings, either lubricated or non-lubricated, were not
brati'n. This grease was used as the bearing lubri- included in this study. Ball bearings meeting the
cant for the prototype motors. anderon limits of Amendment 2 of MIL-B.17931A are
recommended for motors designed for general appli-
TABLE 4-6 cations, heavy external loading, or prolonged periods
Grease Type Test at rest. The fl lawirig recammendatlar I a#r made M
Ylkgfflan Aranlcateaion, L~veis. -

Bond Axls• Iý ndok260 Oil exom 3007

eroshaIlISA Oil 11o
123-- *X- 75- '---51--- 4- '11-W 91 13 I-191.-
Y 84 111 85 90 91 85 6 I-173A
z g0 86 86 92 84 86 6 2) BallI bearings should bv prelaoaded by use of a
Hsg. 76 83 83 95 .88 81. tpjst washer.
Hub 78 80 85 100 ?a 80 5 3) The amountof preload force should bethe min.
00 X 87 56 89 75 84 79 3 imum that takes up the internal clearance. If
Y 83 74 80 72 79 73 8 means for adjusting the preload are provided,
Z 83 70 71 * 71 71 2 the preload should be adjusted to give mini.
Hsg 86 88 88 78 87 76 9 mum motor noise.
Hub 79 86 86 80 83 74 3 4) An Interference fit of.. between 0.0001 and
1000 X 93 88 84 85 87 85 85 0.0063 Is recommended for the shaft-bearing
Y 95 90 87 87 87 87 86 fit. Use of ABEC.5 or higher bearings Is an
Z 90 88 85 85 86 85 84 aid In obtaining the lightpressfit and is more
Hag. a9 "8 98 91 95 93 96 compatible with the internal tolerance neces-
. 9 17 9 1 1 sary to produce a low vibration bearing.
2000 X 103 102 98 95 97 94 97 5) Where bearing locknuts must be used, they
Y 102 99 103 98 99 98 101 should be no tighter than necessary to prevent
a 97 88 87 92 96 98 96 rotation of the inner, raceway on the shaft.
Hub 95 92 92 87 9S 88 92 6)The dirtenunt should bedetermlned for sample
10 9 8 I quantities of grease used In service oratplace
10,000 x 91 88 94 91 96 98 91 of motor manufacture. It is recommended that
93 91 98 96 98 96 96 limitas to the maximum dlrtcount permissible
Hg, 101 98 10 100 10 101 97 for lubrication of low vibration bearings be
Hub 93 90 102 96 98 100 100 established.
Dvraall X 108 106 10 105 10 105 106 C •
Y ,0! 107710 104 104 106 107
Z 10% 107 10 103 10 104 105
Hag 107 108 106 106 100 106 106
Htb 11 1,12 1 1 1l 110 11( Il 11 1
*Values less than 70 adb were below range of recording
paper.
Values taken from Spectrograms 4-49 through 4-62.

4-8
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 SECTION 5
FAN NOISE

5.1 INTRODUCTION facturers use fan blades cost as an integral part of

the rotor end ring, and thesefan blades are Invariably
Fan noise, differs from the majority of motor noise of a purely radial design. This construction is dictat.
In that it is. created in the airstream rather than. In .. edby hedesirablityofthebi.drectiona-operaton.
.. . .. - - the motor components. Thus this noise is created as Two cooling methods are presently used. end-to-
airborne noise rather than as vibration. For fan noise end and end-to.center. In the end-to-end method, the
to appear as motor vibration, a transducing element cooling air is drawn in through one bearing housing
is required. Vibration tests of drip-proof protected and oxhausted out the other bearing housing, which
and totally-enclosed motors with and withoutfans in- does not cdntain an air deflector. The rotorfanbiades
dicate that motor compotients do not readily transduce at this end serve only to prevent dead air spaces and
this fan noise into vibration. resulting hot spots. In end-to-center construction, air
F noise has received considerable attention is drawn in through both bearing housings and ex-
Inb thea hpt, not only with respect to electric~notors, h-austed through openings,'in the motor frame. This
L thi, ypsof equipment su6h as blowers and air method results In more uniform cooling; therefore,
condltioningmn6ts.
are The method-of
generallywell known reducing
and will onlybe fan noise
reviewed less air is needed. -
in The most effective way of reducing fan noise
is
this section where they apply to specific noise-pro- to reduce the amount of air drawn in by the fan. Low
ducIng areas 'in dripproof protected and tofoal,y- on- current and fluxdensities should be incorporated into
closed motors.* In addition, special fan dimensions - thi motor design. Also, sufficient steel and iron must
and configurations were fabricatedand tested to estab- be used to conduct the internallygenerated heatoway
lishthe degree of noise reduction attainable by devi- to the exterior of the motor, where the motor may lose
ating from highproduction, bi-directional fan designs, this hiat by convection and radiation. The rate of
Fan noise consists of three principalcomponents heat transfer is a function of -the-temperature differ-
............................. -ifnJ'm•~flA~sb~eaca i the temperature rise. A quiet motor should be de-
te.,
5.3 Siren Effect ne= st e
oW~6at ate0w eo h-~v,
5.4
-- WhrlgEiffon ti class limit to fully utilize the Insulation and to
The meons of reducing fan noise are summarized in optimize the efficiency of heat removal..
the, conclusion of th~is section. Economyfmafeurhapoptdiutr -

to use one rotor end ring die for motors with more than
5.2 TURBULENCE EFFECT onerating or speed, i.e., a four and a six pole motor
may have the some fan. This results in economical
Air `turbulence noise is random frequency noise construction rather than the most quiet or most effl-
caused by vortices In the airstream, or, more speci.- nt cooling system. The optimum fan blade length
fically, any lateral component of air velocity. The is a function of many variables such as the physical
air turbulence may be produced by either the fans geometry of the air path, the amount of heat generat.
moving relativeto the airstreaom or the airstream may- ed, and the amount of heat removed by radiation or
Ing relative to a stationary member. Mlnlmlilng this conduction. A general formula for determining the .
noise calls for the elimination of sharp edges and length of fariblade would be' complex and can better
burrs on all parts In contact with the airstream. It re. be determined experimentally,.The experimental meth.
quires aerodynamicolly designedfans, fan bowls, and, od consists of multiple heat runs with varying fan
in fact, the ent Ire airstream path. The airstream path blade lengths.
through a dripproof protected motor does not lend It. This method is Illustrated by the following test
self to aerodynamic deslgn'to thedegree that the air- of the effect of shortening the axial length of cast
stream over a totally-enclosed motor does. Therefore, rotor fan blades of two motors;
mlnimizingthe airturbulence effect of thesetwotypes 1) a 3 HP, 2 Pole, 184 frame open motor and
of motors is treated separatf'y. 2) a 3 HP, 4 Pole, 184 frame open motor

The two pole rotor core had a 4 Inch O.D. and was 3
5.2.1 Drlpproof Protected Mi•ors inches long, The corresponding four pole dimensions
Dripproof -ptcted- mrnwo aore cooled by u,, - •were 0i nand 311 Inches rospe-tively. Th- o.
posed winding and core by internal fans. Most menu-
original fan blade lengths and for various fractions
of these lengths.
*For a more extensive treatment of fan noise in gen- The airborne noise produced by these motors at
oval, the reader is referred to Chapter 25, Handbook varying fan blade lengths was so nearly identical that
of Noise Control (Reference 18 in Bibliography). only the curve for the two pole motor is plotted in

5-1
 Figure 5-1. The airborne noise curve is a plot of the only a few degrees below the "level" temperature
overall sound pressure levels recorded3feet from the rise. Thus, this minimum is mainly of academic in-
front end of the motor which are representative of terest. However, it illustrates the ineffectiveness in
those recorded at other positions. (See Spectrograms increasingthe fan blade length beyond a certain point.
5-1 & 5-2) Reducing the fan blade length resulted in Note that this motor not only has excess fan
a decrease in airborne noise except at zero length. blade length but also operates at a temperature con-
This increase in noise is probably caused by-thebal....- siderably-below the-insulatiow closs-Ilmif (40 0 C-for
ancing method. Since the balancing lugs were also a class A motor). Therefore, for minimum noise the
removed for the zero length test, holes were drilled fan blades should be shortened to less than 25% of
in the end ring. These spectrograms reveal that the the original length. Because of the steepness of the
predominant peaks of airborne noise most effectively curve In this region a tolerance for production varia-
reduced by shortening the die cast rotor fan blades tlon should be used.
were at250 and 800 cps bands. The latter frequency The temperature rise curve of the twopole motor
band was the highest In the sound pressure level closely resembles and expanded curve of the0to25%
spectrum, and a reduction of this band, therefore, re- region of the four pole motor. This two pole motor
suits in a corresponding decrease inthe overall level. Illustrates a motor with the optimum fan blade length
for class A insulation. If this motor had class B In-
FIGURE 5-1 sulatlon the fan blade should be shortened to 30% -
TEMPERATURE RISE AND NOISE 40% of the original length to take advantage of the
vs
so FAN BLADE LENGTH 4db decrease In sound pressure level.
It is recommended that the fan blade length of
dripproof protected motors be~ chosen to result In a
temperature rise slightly under the Insulation class
limit to allow for production variation. New end ring
dies can be made, or the fan blades made by existing
AIRFBNE NOISe HOTO end ring dtes may be shattried af the sa me the

An attempt to realize less fan noise was made

I •-byltarwrif the Mitor fo one dTrection ofretatiow. 5ev-
• oral backwardly Inclined fabricated fans were fasten-
act to the rotor of the two pole motor which had the
TEMP. RE
.•sHP _ _ 'fan blades remnoveds-ewn-fFT -2. Tabe
b4o \- 5-1 reveals that these units produced almost Identical
* ". airborne' readings for various temperature rises as
W" those for the standard (radial, dle.cast) fan. The 15
T!.W RISE SliP 4POLE and 60 degree designations in Table 5-1 refer to the
S-- Intersection angle between tangents at the extreme
122o ends of the curved blades.

FIGURE 5.2

,, III
0S 250 75 100..,

L-
PERCENT OF ORIGINAL FAN BLADE LENGTH
Figure 5.1 reveals that the temperature rise vs.
fan blade curve of the four pole motor has an Initial
sharp decrease, rises slightly, and then becomes lev- _
el. Notice that the motor has a slightly lower temper-
ature rise at25% fan blade length as with the original
f•-n blade s.-Tho 25% fan-b-lade lart,, m~oves a vulume ________....
.. .. Z
at ,, ,,r • ii•,Il uve The near UI V
* the same rate at it is generated. The remaining 75%
serves only to create additional fan noise and wind- "
age losses. This minimum temperature rise occuring ,
between the steeply sloped and the level sections
has been observed on a number of units and is always

5-2
 TABLE 5-1 the motor as shown in Figure 5-4. Spectrogram 5-6
"Undlrctlonal Fans for DrIpproof Motors" reveals the use of such a combination to result in a
SSoundPressure Levels 7db decrease of the overall noise produced by a 40
Backward inclined HP motor over that produced by the propeller type
Band Axis Radial i5s 606 unidirectional fan, originally used.
200 Front 37 40 35 FIGURE53 5..... .-
Side 36 35 32 .. . . . . .

250 Front 46 47 44
Side 44 43 42
315 Front 52 52 52
Side 52 52 54
400 Front 50. 50 46
Side 51 52 47
800 Fro't 49 48 44
Side 53 51 49
)verall Front 59 59 S8
Side 60 60 59
Values taken from Spectrograms 5.3 through 5.5. S'i•FIGURE '5-4
The lower air velocity and turbulence over the FUE .
trailing edges of a backwardly Inclined fan blade1, af
opposed to a.radlal blade, should result in a quieter
operation with unidirectional fans. The reason all
teist data foiled to ieveal this noise reduction lies In ......
- ~~~~~~~the
airstream Path of a drWo _ofidicto nii'he___ ___

L irregular end windings, oVer the stator core, and be.

Sf*t"4n ribs supporting the-tator asseombly is large
compared to the fan turbulence and cannot be elimin-
ated. If can only be minimized through the optlmiza-
S- tln of heat flow as previously described. Unidirec-
tional fans for dripproaf protected motors do not ap-
pear to cause any reduction of noise.

5.2.2 Totally-Enclosed, Fae Cooled Motors

TEFCmotors are cooledby an external fan which
blows air over the motor surface. The frame and bear-
Ing housings are ofted ribbed to provide a large cool.
Ing surface. This air flow path can be streamlined.
The greatest Improvement can be realized byan aero-
dynamic design of the fan and Fan bowl. Use of a
purely centrifugal fan causes two abrupt changes In INN
the air stream. First, when the air drawn Into the fan
bowl has Its direction changed from axial to spiral.
Second, when the spiral airstream strikes the fan
bowl, and becomes helical in shape. FAN
While more than one solution is possib'e, the
use of a fabricated unidirectional fan (Figure 5-3)
properly shaped fan bowl has been found to be
. ~ and~~~highly
effective. This fan relies upon a conical-shep- FAN -\---.. .
-ed shroud to-couso-theo-altsfream to -make only a par-.ousNo-
--fi! -! :hL-.e t a .- u"recrion. The backwardly
curved fan blades direct the air spirallyoutward with BEARING
"aminimum of air turbulence. The fan bowl Is so shap- HO4JSINO
ed that in conjunction with the bearing housing, the
airstream is gradually directed over the surface of

5-3
 5.3 SIREN EFFECT edges of unremovible obstructions. Figure 5-5 Ilus.

The siren effect is caused by the tips of the fan tae h lmnto fcue fwitignie
blades, or other components acting as fan blades, FGR -
passing close to a series of protruding stationary FGR -
members. The frequency of fan blade noise is the ro- WITIG EFC
-- --- -- -. tational frequency times the number of fan blades. -WITIG EFC

ffb RmB &14~-

where ffb = fan blade frequency in cps

B = number of fan bladesINORC
P = number of poles ICREC

Tho f(an housing of totally enclosed motors amplifies

the second harmonic Of ffb which often becomes the -

highest airborne noise frequency. Ij

The number of fan blades should be chosen to
ovoid any prominent frequencies of noise producedI
by other sources. It can be seen from the above equa-
tion that, if the number of fan blades is the same as
the number of poles, 120 cps hoise will be produced.
2 pA noise and vibration will always be pro
Sic
____- ~ ~ ~ Auced.-Oh fo~rce. wxyes. of 6. 5Opsnductien.
. matnrs,_ _____ ________

te.nIubrofan bades -goul*v eraoTiWe nm-_______

ber of pales. It was shown In Soction4that ball beat.
injg producti-wafreeiqticiles whiich i-6cy be approx I.
mnated by the expression F = E x AL (Equation 4.7).
To prevent adding to the levels at tr'ls frequency, the
number of fan blades should not equal half the num-
ber of rolling elements. In addition to avoiding dIe.
crete frequencies, the (an blade'frequency should n~ot
lie within any prominent band of frequencies such as'\ ,
the preload band, or the number of Otlades should not
equalI f x PA20where if equial s thl))center frequency .
of the o~jectionable boan.COR T
In dripproof protected motors, rotor fan blades
*do not normally pass close enough to any stationary I;'I
Irregularity to produce an appreciable siren effect. \

Even in totally-enc losesd motors with external fans,

the siren effect may be eliminated by increasing the
clearance between the fans and stationary parts. It
Is recommended that the bearing housing at the fan
end not have external ribs.
A treatment of the siren effect caused by radial
rotor and stator air ducts, utilized in motors above 5.5 CONCLUSION
100 HIP, may be found in the 1957 AIEE Transactions. .Fan noise of induction motors 'may be minimized
(See reference 19 in the Bibliography)byteemas

5.4 WHISTLING EFFECT _1)The number of fan blades should be chosen to a.

- -- vuia proclucingtha tome ft~quency noise ospro-- -

."-caliy~
An~ pn~ticj~n~
I $.&"'n of the
~ ' ffect.oneof t'-,ducal
~-
6y,~ oth'- 1 so~ure:.s.h
mbina-
i~th I`rl~~ a,
01fLtea TV fre-
1 Ijri,I'I1104a.vo~l'i ares
!quency of this whis'tle -isi daptendent upon mdriy'loctors 0. iiibr fftlas*ql to number o; Poles,
such as the- size of the constri ctioan andthe'volume of (120 cps).
air. The necessary-preventive (or corrective) moos- b. Number of fan blades equal to}~ number of roll-
ures ore elimination of constrictions and rou~ndingthe Ing elements in the ball bearing.

5.4
 c. Number of fan blades equal to f.P/120 where 6) Clearance between fans and stationary parts
"fcequalsthe center frequency of any objection- should be sufficient to prevent o siren effect. The
able band. wide range of motor sizes, speeds, and construc.
An odd number of blades minimizes pulsations tions precludes the determination of a numerical
caused by blades passing near symmetrically lo- value for a permissible minimum clearance. Great-
cated ribs, etc. er attent ion to thisfactor is needed for externally
2) Within the range of acceptable performance, cost fan cooled motors than for dripproof protected ma-
and weight, the amount of cooling air necessary tars with integral fan blade- end ring construction.
will be reduced by: 7) Sharp turns and constrictions in the airstream path
a. Use of low current and flux densities to mini- should be eliminated. The areas that require spe-
mize generated heat. cial attention are:
b. Use of sufficient iron and steel to convey gen- a. The external fan housing opening and exhaust.
erated heat to motor frame. b. The intake and exhaust ports of dripproof pro.
c. Full.. load operation at a temperature near the tected motors. Screening with a large. percent-
insulation class limit. age of open area should be used.
d. Use of higher temperature insulation systems, c. Area' between air deflector and end turns.
3) The more efficient end-to-center cooling method 8) Sharp edges in the airstream path should be elim-
should be used for dripproof protected motors, inated. Parts in contact with high velocity air
4) The minimum axial length of 'fan blades of drip- should be given prime consideration.
proof protected motors should be determined for a. The fan should be smooth and free from burrs,
each motor design for nol se-sens itive applications. blow holes, etc.
5) Use of a backwardly inclined conical shroud be- b. The fan bowl should present no sharp edges to
hind the fan of a 40 HP, 2 pole totally-enclosed the airstream. A cast fan bowl is preferable to
motor reduced the overall sound pressure level by a fabricated sheet steel one. If sheet steel is
- -7db. A similar shroud design is recommended for used, the edges should be rounded during the -

tally-enclosed, fan-cooled motors, similar material.

5.5
 OH -dH a) 9 a

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55-4
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5-6--
---- - ---
 SECTION 6
UNBALANCE NOISE
6.1 INTRODUCTION amplitude of this vibration as specified in MIL-M-
"the 17060B. Note that the vibration is specified in dis-
At etd commencement of this contract, extensive placement units (mils), whereas the unit of occelera.
studies of the eflect of motor unbalance were plan. tion decibels is coming into prominence for vibration
ned by the Naval Engineering Experimuntal Station. measurement. Displacement values may be converted
It was decided to concentrate on other aspects of into acceleration levels at a specified frequency but
motor noise rather than duplicate thl swork. However, the frequency bandwiclth of ba lance vibration measure-
certain preliminary work was necessary to relate un- ment is not specified.
discus.
balance with other motor noise sources. A
sion of this work and of the causes of unbalance TABLE 6.1
noise are presented in this section. Dynamic Balance Vibration
Unbalance primarily Th produces rotational
oainlfeunyo freo-
6 -ce -- wih jees Balanc&.llowable
Maxiu
Maximum e ton
total amplitude --
quency noise. The rotational frequency of a 60 cycle - Weight o5metors -tandard- Pre,-slo F SuperiprelsTen"
induction motor at any load isP e s balance balance balance
Pounds Mile MIls Mils
i( \\fr =120
120 1• )Up to 350
From 351 to 800 10
1.5 .50.2
0.75 0.3
P From 801 to 2,600 2.0 1.0 0.4
where If = rotational
second
frequency in cycles per From A2,001 and up 3.0 1.5 --
test was conducted to determinethe relation-

ship between balance measurements taken with an

s = slip in per unit IRD dynamic balancing device on the beating hous-
P = number of poles ing hub and reading* taken there and at other playis

__.....-- T~e uu•aianc noiic pr~d' y two poi. motors is tion 2. A 5 HP, 2 Pole, 184 frame open motor wasi
- - approximately 60 cycle noise; that produced _by faur - equipped with _• ' m h fbgpte'-po 'it -
pore rti rnit -30cyclw-; tc.The &ecoi addition of balance weights to the end ring lugs with-
harmonic of rotational frequency has been observed out motor di.sassembly, This, motor had initial dis-
under conditions of extreme unbalance. placement m~asLLremonts of .25 and .20 milt an tho
front and rear bearing housing -hubs respectively*
6.2 CAUSE OF UNBALANCE NOISE Weights were added to the rear end ring to Increase
the unbalance at that end while the displacement at
In rotating machinery, unbalance noise is pro- the front end was maintained at.25 mils. Acceleration
duced by an unequal weight distribution of the rotat, readings were taken with the B & Kequipment on the
ing member around the axis of rotation. This uneven three axis on the motor feet and an axial and a radial
weight distribution of the rotor assembly of Induc- axes on the rear bearing housing hub. Tha radial hub
tion motors is caused by axes
readingonor
the reare
was takenbbrnyosn ub as hthe ailhb
at the same point displace.
1) Voids in cast aluminum bars and end rings ment readings. The test data for rear bearing hub die.. -.
)Non-uniformity of core steelK placements of .20, .45, .85, and 1.70 ml Is respective-
3s)Keyways ly are furnished in Table 6.2.
4) Out-of-roundness of machined surfaces
5) EccentricIty of machined surfaces with axis TABLE 6.2
of rotation Balance Test
6) Eccentric location of slots Vibration Acceleration Levels
In addition, lack of shaft rigidity and looseness -of Band Axis Rear Bearing Hub Disploeemen.tln Mile
fits will permit rotor assembly to deflect under un- ,.20 .45 .85 1T.7
balanced magnetic forces. This deflection will rotate 63 X 85 93 97 102
with the rotating flux waes, thus creating a cam Y 78 83 90 105
effect. Z 7
82 6 90 105
Axial 79 78 810 82
Sadl-l -a%-_ 96- 102 - 1011 ..
6.3 RELATIVE EFPECT OF UNu-AL F- HOME"'I
-- "-1
125 X 78 79 78 79
The degree of balance is usually specified in y 89 88 88 89
terms of the motorvibration caused by the unbalance. Z 79 80 80 82
The dynamic balance vibration is measured on the Axial 75 74 79 83
Radial 79 80 72 74
* bearing housing in the direction giving the maximum
amplitude. Table 6-1 lists the maximum allowable Continued on next page

6-1
 Bond Axis Rear Bearing uhDisplemn nMs and are reflecting vibration of ether than the rota-
- - 20 5 .517 tional frequency which the 63 cps adb levels do not.
200 X 81a 89 64 so The drop in adb values from the hubreadings to those
Y 71 *taken on the feet show the attenuation characteristic
z 72 71 72 71 of the housing and yoke as a function of bearing-hub
Axial 84 80 90 80dipaent
- -Radial 78 -72 73 .74 .dslcen. FIGURE 6-1
500 X 77 76 78 78.
Y . 3 82 79 82.
Z 87 82 83 82.
Axial 97 98 99 99 CA CUL 11
RadIal 100 104 .99 105-
210 X 89 88 87 86- 15C'H
Y93 94 88 88
Z 97' 96 96 <~96 a _ -
Axial 84 84 83 83
Radilal 89 88 89 90
4000 X 91 92 91 92
Y 98 98 96 96 6
Axial 85 94 84 85I s
Radial 90 .. 89 89 88s-
800 X 102 102 103 104
V98 97 94 97 a
2 100 101 101 102
_______ 101 91 91 91 - _

oeal X 106 106 107' 1"9

y 105 10ll 1D 105 j------------
z 100 106 106 107
Axial 110o 111 110 Ito
Radial 109 lit 112 i1s Ce 4
Tr,. estu
0gbwf o ag f recohi ng BRABN 0I8
BIAMOAR INMILI
paper. I PRICISION IADR
Values taken from Spectrograms 6-1 tiwougli 6-8. aUbon
The rotational frequency of this two pole motor This test reveals two points worthy of note.
lies within the 63 cps one-third octave. An investlga. 1) Conversion of displacement levels to adb levels
tlon of the adb: levels for this frequency band reveals cannot be made with sufficient accuracy unless
that the radial axes (Y, Z, and Radial Hub) exper- filters are used to reduce frequency band of bal-
lance a greater change than the axial axes (X and ancing equipment.
Axial Hub), The 125 cps band shows little change on 2) The bearing housings and yoke have a non-linear
the X, Y, & Z axes while the hub axes reflect the attenuation characteristics. Thus while sped.-
time variation of 120 cycle noise explained in Sec- ficatlon of bearing housing hub movement Is mndi.
tion 7.3. The only remaining band with appreciable cative of the unbalance vibration transmitted to
variation Is the 200 cps band which once again ret- the load, it Is not necessarily Indicative of the
flects variation in preoaed force. unbalance vibration transmitted to the substruc-
The 63 cps levels for the radial hub and Z axes ture from the motor feet.
are plotted as afunction of the displacement measure-
ments In Figureo6-1. The balance designations "super- 6.4 REDUCTION OF UNBALANCE NOISE
precision", "precision", and "standard" are those
listed In Military Specifications MIL.M.170608 for Reduction of unbalance noise falls into two'lcate.
motors weighing less than 350 pounds. Note that the genies: preventive and corrective actions. The pre
vibration decreases sharply in the region between the ventatIve steps that may be taken are careful atten.
__- - 2recision~and-ih sutier-Prtc Iston _-d alsgnat ion s. -to tortleranum, au~d Wv'viding sufficie 't- shaft
110~ -__

Unfortunately, the achievement of a higher degree of rigidity to resist deflection under unbalanced mag-
balance also becomes more difficult in this region. netic forces. However certain sources of unbalance,
The "hub" curve is lower than the calculated curve such as small voids In the cast aiuminumn are diffi.
obtained by converting the displacement values to cult to control. Thus, there must be a method of cor-
adb at the rotational frequency, 60 cps. This indi- recting this uneven weight destnibutien. This is ac-
catesthe displacement values arebroadband in nature complished by either adding or removing weight at

6-2
various points around the axis of rotation; Dieacast balance are only outlined. As previously indicated,
induction motors are usually balanced by the addi- this phase of motor noise was not to be studied In
tion of small weights to lugs or cavities provided on detail herebecause of other scheduled work. It should
the rotor end rings. In addition, motors for ultra-quiet be noted that of the four sources of motor noise,only
application are often provided with external balance unbalance maybe directly attacked. Whereas the mag-
eings to facilitate in-place-balancing at the load site. netic fields, bearings and fans are all necessary for
The prototype motors were equipped with external motor operation, unbalance Is a byproduct of manu-
balance rings and certain observations about their facturing variations. The theory of reducing unbal-
use are included in Section 9. ance noise is exceedingly simple: Reduce the un-
balance of the rotating component. However' the
achievement and maintenance of the reduced value of
unbalance becomes very difficult at low values of
This section treats only a preliminary study of unbalance. The balancing work performed on the
unbalance noise. The cause and nature of unbalance prototype motors (Section 9) is an example of the
noise are described but the methods of reducing un- difficulties one may encounter.,

6-3
 a~~ 4)I0) 01)

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E-~~HLH HO %

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 A) 0'2
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S4- -6
 d C.

o4 LO a, i- E,o
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k lo ___4_ý4

to* , i' J _ _ _ _ _ _ _ _0 _ _ _ _jP

U)l- Nlf\?
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S6 -8
 SECTION 7
EFFECT OF LOAD

7.1 INTRODUCTION TABLE 7-1

The degree of load may be shown to affect all four Load Test
principal classifications of motor noise: magnetic, .5 HP.2 Poli.184 Frame
bearing" fan and unbalance. Few references In the Vibration Acceleration Levals
technical literature consider the change-in noise due
to load, and no comprehensive treatment is avail- Band Axis No Load Minimum Lead Full Lead
able. The effects of load are shown to be dependent 63 X 86 103 100
upon many factors, and methods of minimizing the Y 85 96 94
difference between load and no load noise are pro- 2: 88 102 96
sented. A proposed test procedure for determining - -

this noise difference is also presented.

•"Y 200 X 78
71 84
77 83
76
Z 74 80" 81
7.2 TEST MOTORS
Tests were conducted on two 5 HP, 2 Pole mo- 1250 X 80 82 89
Y 86 81 94
tors and one 40 HP, 4 Pole motor under varying load' z 93 91 101
conditions. The 5 HP motors were connected to a
dynamometer with a flexible.rubber coupling and*Were 1600 X
Y 85
90 90
91 94
103
Isolated from the dynamometer base with 10 cycle - 93 99 103
Barry mounts. Figures 7-1 and 7-2 show the dyna-
-

mometer test site and the rubber coupling, respec. 2000 X 85 84 94

tively. The 40 HPunit was also mounted on 10 cycle Y 92 94 102
Isolators. However, a flexible metal coupling was Z 96 101 107
used due to fhe hihei -ower -transmission. The mX l 83 911
- -- T~ were tesrec under I coup--Too--~--
G~iiu !UntT1qTrrrt1Y -
from the dynamometer (no load), (2) driving the unex- Z 95 t0 94
citoed dynamometer (minimum foad), (3) at fult rated Overal X 101 106 167
load. Tables 7-1 and 7-2 show the vibration occeler- Y 103 104 10t
ation levels for prominent one-third octaves and the z T09 TOf IT3
overalt reading for the [84 frame open, and the 213 Values taken from Spec-roatams 7-1 through 7-3.
frame, totelly-enclosed, 5 HP motors. Levels for the
S... 40.HP open motor are given in Table 743. Tri tuuo*s T 7-A
of the vibration changes listed in these three tables Load Test
- the clasfifications
are discussed underperlncin thechane. of noisex- H
HP o- 213 Frame
2 Pole
perlencing the change, Vibration Acceleration Levels
FIGURE 7-1 Full Load
Bond Axis Minimum Load
63 X 93 95
Y 91 97
Z 91 96,,
250 X 96 86
Y 90 67
_Z 95 65
2000 X 100 101
Y 101 104
7 100 103
2500 X 103 103
Y 106 100
FIGURE 7-2 z 100 103
- '5000 . X 93 94
. Zy " '. Y 85 93
-•Z 90 100
Overall X 112 112
Y 110 114
L Z 112 114
Values taken from Spectrograms 7-4"and 7.5.

7-1
 TABLE 7-3 on the permeance ripples is also discussed in Sec-
tion 3. The partial or complete steel bridge over
a
Load Test semiclosed or closed slot causes an apparent de-
40 HP 4 Pole 364 Frame crease in the permeance variation of the rotor slot
Vibration Acceleration Levels as sensed by the stator. At no Ioad, th is steel bridge
Is carrying only the small component of the statar-
Bond- s- =--Load- Minimum Lead Full Load generated flux that leaks across the.rotor bridg'e. Un-
125 X 73 76 89 der load, the rotor bar currents produce rotor leakage
Y 70 71 73 flux, which crosses and tends to soturate the slot
Z 73 73 72 bridge. As the bridge saturates, the permeance rip.
160 X 78 1 93 pies approach those of the open slot configuration.
Y I * Thus, the permeance ripples and the rotor slot fre-
Z 72 70 71 quency noise can Increase with load.
315 X 71 72 77 A third factor may result In a reduction in mag-
Y 73 85 92 netic noise. The magnetizing current of an induction
Z 84 76 8o motor decreases as the motor load Is Increased. This
500 X 99 86 82 is best Illustrated by the use of the exact equivalent
Y 86 87 84 circuit, Figure 7.3, where the magnetizing branch
Z 86 85 82 lies between the primary (stator) and the secondary
2000 X 105 103 99 (rotor) branches. The Increased current due to load
Y 109 106 105 causes a greater resistance and reactance drop, Es,
Z 113 107 105 across the Orimary with a resultant decrease in volt-
2 Xage (E-Es) across the magnetizing branch. The total
2500 X 96 99 94 flux per pole is proportional to this voltage and the
lA-
Z 104 109
10 108 resultant variation-z as a function of lead will depend It
____- -et6t - -Tug- Whether load will Increase or decrase the overall
Y 110 III 110
-' ___ - _j.5_
-
-- - magnetic rialia depend. 6A wl" hofthsf,A e#
kw
tors predominate.
Values less than 70 adb were below range of recording
paper. FIGURE 7-3
Values taken from Sp1crrograms 7-6 through 7,8, EXACT INDUCTION MOTOR
-- ' l- 7.3 MAGNETIC NOISE EQUIVALENT CIRCUIT

K? The effect of load may cause the slot frequency

magnetic noise of an Induction motor to either in- Xs RS X
crease or decrease. Factors which cause an ampli- .. . cdar,
114,,rh Brnch
ficatlon of slot frequency noise are Tncreatsd rotor
and stator load currents, and the increase In appar. Magnetizing
ant permeability variation due to the rotor slots. The . Branch
factor which tends to decrease slot frequency noise gm XM
Is the reduction of magnetizing flux with increasing
factor is the most ýpfo-
load. Depending upon which
nounced, the magnetic noise may be either amplified
(oirl)
or attenuated.
As the load on a motor Increases, the load cur-
tenls of both the statar and rotor Increase. The load
current of the stator sets up a load mmf wave which Although the 184 frame motor's overall vibration
Is displaced 90 electrical degrees from the no load Increased by only 4 adb, the one-third octaves con.
(magnetizing) mmf. The current in the rotor bars set taining the rotor slot frequencies indicated an in.
up a mmf wave whose fundamental exactly cancels crease of up to 12 adb. The three primary rotor slot
the fundamental of the stator load mmf. How eyver. frequencies- (t.-imber-s -2, 3 and4 In Tob)-'7-4) are ---
.• •.b9thtf wt-",r ,•ntain ripples coaisei lh..... 194, 1800, anr2404p ,*c,., t'"A'4r fid,ese 1
: th'e €oncentration o 6urrn
i -t•; Which do not' contained wi'.jili• ;4i 200 cps one-third octave. The
cancel. As the currents incr4se with load, these 1800 cps noise(whIch is most prominent since R2S)
ripples increase proportionately. It is shown in Sec- also appears in the 1600 cps one-third octave, as
tion3that these ripples cause flux force waveswhich 1800 cps is near the boundary between the two one-
cut the stator at the frequencies shown in Table 7-4. third octaves. At full load, the frequencies become
The effect of the type of rotor slot configuration 1850, 1730, and 1970 cps respectively due to the de.

7-2
 crease in motor speed. Under this condition the fro- pole motors under load was Insufficient to register
quencles are almost evenly divided between the two above an inherent variation in this frequency noise.
bonds. The next largest increase occurs in the 4000 In two pole motors whose torque is low compared to
cps band which contains the secondary rotor slot fre- their horsepower, operation at no load con cause a
quencies. This motor's large change in magnetic time variation of twice line frequency noise. When
noise under load Is attributed to Its closed-slot-con, these inotors have small no load losses, the rotorwill
figuration rotor slots. This causes a maximum per- rotate at almost synchronous speed.- For examplei-a-
-me once variation between minimum and full load, and 40 HP # two- pole, total ly-enc losed motor with the fan
therefore, an Increase of twice slot frequency noise, removed was observed to slip only one revolution
every three minutes at no load. The variation In per-
TABLE 7-4 meance of the rotor steel due to rolling (described in
,Stator Core Vibration Section 3) will rotate at slip frequency with respect
- Frequency of Vibration Number oFNodes to the Synchronous wave. Thus the minimum reluct-
1. 12 12P1once path will coincide with the synchronou's wave
1. 12 12PIat twice slip frequency. This time variation In rotor
- /(10 1 1 Pi permeability wil Imodulate the amplitude of the funda.,
2. R120.i~
IF2 12R - 2S - 2P mental flux wave and thus the 120 cycle magnetic
noise generated by this flux wave.
3. 120 RP(I-st 12R - 2SI A similar phenomenon, common In two pole mo-
I tars, produces a beat frequency effect at twice slip
4.120 R 15 + 120 12R - 25 f 2Pl frequency similar to the modulation of the 120 cycle
p _____________ noise described above, This beat effect Is caused by
5.240 R (1-s) 120 14R - 2PI the alternate aiding and bucking of noise sources
p producing twice line frequency and twice rotational
6. 20Rp141
It-%t1R frequency. (20)t The addition of fairly small loads
such as the air flow resistance to the- extnil-fan

~ ---- R+ 21effect appreciably. At moderate loads, these phenom.

The 213 frame, motor reveals a different pattern 71.

of vibratiion change with load'. The primary slot fro. 7.4 BEARING NOISE
quencies of this motor (1920, 2040, and 2160 cps at
no load) all remain within the 2000 cps one-third oc. The standard straight line skew of rotor bars
tave and increase only very slightly. This small In- normally used in induction motor design, In conlunec-
crease of rotor slot noise, as compared to the pre. tian with the slowing down of the rotor under load
ceding case, Is due to the rotor having a semi-closed causes a variation In the amount of axial force on
slot. Therefore, the variation from no load to full load th*6earlngs.-Tlis lstru whoikor'or n~ftheibearInge-
was minimized. are Initially preloaded. The variation In preload can
The 40 HP motor Is an example of a motor exper. cause either an Increase or decrease In the amount
lancing a decrease In magnetic noise with an In- of noise produced by initially prelooded precision
crease in load, Since this magnetic noise was the bearings and will cause an amplification of the noise
most prominent, the overall noise level also decreas- produced by non-preloaded standard bearings.
od. This decrease 1i6magnetic noi se Is due to the de. As motor load Is Increased,the rotor slows dawn
creasea in magnetizing flux. The permeance ripples relative to the synchron.ous flIux wave. The rotor bars
produced by this motor did not increase because of "cut" the flux wave at a greater rate. This produces
two factors. a force, F, on each rotor bar which is perpendicular
A1) Semi-closed rotor slots were utflizad. - -- -tohebr

(2) The thickness of the partial steel bridge over tohebr

the rotor slots does not. increase appreciably F= KBI I 7.1
for large diameter motors.
The combination of these factors resulted in an where F =normal force
effective open slot at any load. K =constant of proportlo"Pty, .

-Tire effa of' load 9-n the 120 don:nt~iic

ny
no.... ~o ~iid
.. h ~s wr~t~I~ I = lngth of conductor
arlous reason's. The prelacd bond of the 40 HP, 4i=cretI odco
Pole motor was ref lected in the 125 cps one-third
magnetic noise. *Niunber lh parentheses refer to references listed in
The change in the 120 cycle noise of the two the Bibliography.

7-3
If 0 Is the angle of rotor bar skew, F case is the Condition 2: Spring washer at bearing #2, ILe.,
tangential component wh ich supplies the motor torque.
F sinlD Is an axial component, hereafter termed Fa. Fl K2X2
This axial force is readily computed for any load and
speed If the rotor dimensions are known. (Note F1 preloods both bearings)
F0 =5~2OH~anG lbs 7.2

where Fa = axial force in pounds

HP = load in horsepower
0= skew angles
n = motor speed in rpm
r= rotor radi us LLle F iFa F
"This axial force may vary the preload force on
the bearings in one f four manners, depending upon
the manner of initil prel'ooding. In this discussion,
the subscript 1 Indicates terms refering to the bear-
Ing at which the axial force is directed; subscript 2
refers to the opposite bearing.
Fa = axial force due to load S~pft Is not free to move, therefore,
Fi= Initial, preload force for both bear- spring #2 remains compressed the
Ing S. .¶efint -

1 =preload force under load for bearing F1 = F1 Fe F2 = Fl 7.4

F2-preload force under load for bearing Codio3: Srnwaht erg#1I.,

#2.
KI = spring constant of spring washer #1F 1 =KX
K2 = spring constant of spring washer #2 (g nF rlasbt erns
Xi=Initial deflection of spring washer #1 M
X2= initial deflection of spring washer #2
Condition 1: BearIngs not preloaded, i.e., Fi = 0

___ _ - V f F d FI which is the normal case,

i F F2=F- o 7o
Shaft i s free to move and moves In
direction of F,. After shaft has takein If F0 i F1 the shaft will move
up the end play.
F I Fa F2 0 7.3 FI Fa F2 O 7.5b

7-4
Condition 4: spring washers at both bearing I.e., taves. These binds showed an increase of 12-13 adb
on the X.axls (parallel to the shaft). The second har-
F1 = K1 XI = K2 X 2 manic appears in the 315 cps band. This motor had
standard electric motor grode hSearings which were
The amount of initial preload on each not preloaded (Condition #1). As explained in Sec-
bearing must be the some for there to tion 4, preloading of standard bearings (FF-B-171)
be no net force on the shaft. If dis- often results in an increase in motor vibration.
similar spring washers are used (K1
9 K2 ) due to different size bearings,
the washers will deflect amounts in- 7.5 FAN NOISE
versely proportional to their spring
constants. Motor load has onlya nominaleffecton fan noise.
This slight effect Is due to the decreased rotating
4eA jspeed of the rotor, which diminishes the amount of
air pumped. See Section S. The frequency of fan noise,
like most motor noise, is decreased bytho percentage
of slip.

7.6 UNBALANCE NOISE

Fai ,It Was noted that the unbalance noise of the mo-
tors tested varied with load. The 184 frame motor ex-
perlenced about 3 adb less rotational frequency (63
cps band) noise at full load than at minimum load.
The 2 of 5 adb for

hand, did not experience a change in rotational fre-

ituency noias The" varlatlo•is may be the result of
Sthe magnetic pull on t1e dynamometer rotor which was
Shaft moves a distance X, due to transmitted back to the motor. The motor-dynamo-
force, Fa. meter combination was not dynamically balanced as
a unit at minimum load; thus, no conclusions of this
F 1 = K1 (X1 + X) F2 = K2 (X2 -X) part of the study can be made.

but F1 -F 2 = P. 7.7 CONCLUSION

therefore, F1 F1 + F0 _K1 This study reveals&h'at no load '•s" tests of

KI+K2 an induction motor are,•ot, In general, indicative of
the motor vibration at full or even partial load. The
F2= Fi -Fa .--
KI.+2 K 7.6 frequencies
become- of most electro-mechanical noise will
2

This variation in preload amount may vary the ffI = fnl (1-0)
bearing noise in either direction. As is discussed in
Section 4, there Is a preload band of frequencies where ffl = frequency of noise under load
which occurs In the range between 150 and 250 cps. 9 = Motor slip in per unit
This bond was shown to be hfghly dependent upon
the amount of preload. The 21tI frame motor was pro- Fni = no*1oad frequency of noise
loaded in the manner of condition #2. The full load
axial force was calculated to be 5.9 pounds using
Equation 7.2. The initial preload was approximately The amplitude of the vibration may increaser do.e-
wh..-....
- .2'5"_'.'ds, ., f-found toesult crease depending upon the source ofrthei noise and
in near max;iiim preload noise. The decrease of 8 to other conditions.
10 adb pf the 250 cps one-third octave correlates Increase in motor vibration due to load may be
quite well with the data furnished In Table 4-2 in minimized by:
Section 4. 1) Using herringbone skewed rotors. The two
The preload bond of the bearings in the 40 HP straight line skew segments will produce ax-
motor lies within the 120 and 160 cps one-third oc- ial forces equal in magnitude andopposite in

7-5
 direction and thereby cancel each other.* power factor requirements. As shown in Sec.
This permits the optimum preload force on tion 3, a large air gap minimizes the effect
the bearings to be set at no load and to be of permeance ripples which Increasethe load.
independent of load. The amount of skew is 4) The variation of motor noise due to load dem-
determined by the maximum peripheral dis- onstrated in Tables 7-1, 7-2, and 7-3 mndi.
placement of- the rotor. bars. .Thereforeo,-the --.......
-cates-the-need for noise testing under doad
equivalent herringbone skew for a standard conditions. Meosurementof motor noise under
straight line skew requires that each half of load presents the problem.of isolating the
the rotor bars have an angle whose tangent no.se of the loading device. It is recommend.
is twice that of the straight line skew rotor. ed that full load testing be done in the fol-
bars, as shown in Figure 7.4. " lowing mqnner:
1. With motor Isolated to highest degree ob-
FIGURE 7-4 tainable, take noise measurements at load
EQUIVALENT STRAIGHT LDE site, such as dynamometer, under no load
aanHERRINGBONE SKEW conditions (uncoupled).
2. Take noise measurements with motor con-
nected to -load with a flexIble coupling
(rubber,- If possible) and driving a mini-
mum load such as an unexcited dynamo-
meter.
3. Take noise measurements with motor at
full load (excited dynamometer).-
The corrected full load reading Is:
Reading 1 + (Reading 3 - Reading 2)

. . .. such as mounts, clupiIngs, separare founda.

tions, rooms, etc.) to minimize the nolso
Schange inthe Iodan gevlce ue toload ra-
ther than the totalnoile produced bythe load-
ZftIht lin ing device. The difference between the first
two readings Is assumed to be caused by the
2) If herringbone skew cannot be used, amount dynamometer since the motor is only slightly
and manner of preload must be selected such loaded by the dyjnamometer's windage and
that an increase in preload as calculated by friFtion losses. (The 5 HP motors in this
Equation 7.2 will not cause an Increase in study were supplying only 0.35 HP whenthey
11' vibration. The vibration vs. preload charact- were driving an unexcited 15 HP dynamo.
I....
'4ristics willbhave to be datermined.foreach -ineter.).

size of bearing used and, until consistency 5) This study indicates that a motor with semi-
is verified, for Individual bearings, closed rotor slots experiences less increase
3) Use of as large an air gap as is consistent in vibration with respect to load than does a
with meeting necessary starting current and motor with closed slots. However, the per-.
meance variation due to a closed slot under
*Another cause of axial movement, significantonly un- load conditions only approaches that of a
der starting conditions, is a result of an initial axial semi-closed slot; The closed slot causes a
misalignment of the rotor and stator magnetic centers, greater Increase in vibration with load only
The rotor end rings will encounter unbalanced tran- because it is quieter at no load. Use of a
slant fields. The rotor will move in the direction of closed rotor slot rather than a semi-closed
the end ring farthest from the stator magnetic center. slot is recommended.

7-6
 0 o

0) IE-
inj. 4-3It GO

4J
V) tti~m i~H L rlk J1iHt-It
ON
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04c

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P~
0%'A 34

0 0cc

-------- ~ ~

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m

C till I
IT1T ' "irA

CS70-J
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40 0 0H
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Cj 4 A ]
6-aI
C I I4H

-. H -- ~ b~ Ih ~
--- ~ - ----------
----

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lIA- !+14- ---A 4-1-VHi
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J*j.-[ 1--,2ýJ---I4ý 1 J
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TC,

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S710
 SECTION 8
MISCELLANEOUS STUDIES
8.1 INTRODUCTION and measurement of the air gap at both ends of the
wth to iporantaspcts
Thisseciondeas motor. The motor was first tested with a concentric
ofmtornisse.tiOnedealsriths fatwor iprtnt aspuctio 36 mui air gap. Thein the rotor was adjusted such -that
nose. O
of moor e,vadous factors intinduatioe . the rotor axis was 8 mils below and parallel to the
th nos prdce ythe or- s f ource previouaty stator axis. Next the rotor was adjusted so that. its
thesnossed prdued efeyo thes fourstrurcspeiou acosl axis was 8 milt above the stator axis at the front
n an factors
discunssded.aThe effet otheseo stgruct , end of the air gap and 8 mils below at the recr end.

is ch.onsdrabesa thumseofes. grea follwng consrtace Finally the -rotor was adjusted to give a uniform 36
asoth.csourcsaethemelves. ngte
inthe foloi sbctonstu. mil air gap again.
fa Torsle treatce
8.2 ds nteI dcte u~ to s Vibration r'eading&sforthese conditions are given
8.2 olerne In Table 8-1. The F and R axes are parallel to the
8.3 Frame Materials and Rigidity shaft, and on the front and rear bearing housings,
The second aspect treated in this section is that respectively, oigtertr8mieofcne as
of attenuation devices. If the desired level of motor ed a general "ncrease in high frequency noise, The
noise cannot be achieved by reduction of the nioise variation ranged from a 2 adb decrease to a 12 adb
* source, then the noise produced by the source must increase. This general firc~easp Is due to an ampli-
be attenuated between the point of generation .and fication of the rotor slot frequenc ieiand to the intro-
where It becomes objectio'n able. The following qtten. duction of additional harmonic magne ic fbields caused
uation devices were studied. by the air gap eccentricity.
8.4 Damping Compounds TABLE%813 ;
8.5 Encapsulation Compounds ~,Effect of Eccen Iric Air Gap
8.6 lnterna.l Isolation yLvl
Virto A

63 X 94 94 94 94
inManufacturing tolerances can affect motor noise 80 . so- 79 82
Themosfimportafif are: z 8 9 6 9
-ways
1) Eccentricity of the airgap causes unbalanced R 90 88s 89 88
magnetic forces which_ result In magnetic 500 7 B8 92 91 92
noise. Y 91 97 94 93
2) Non-parallelilsm of the rotational axis with Z 100 103 103 to0
F 96 98 98, 98
the bearing housing bores causes deforma- R 1 97 97 97 97
tion of the bearing and resulting in bearing 8000 X 0 9 98 96
noise. Y 101 113 114 106
3) A tight fit between bearing and shaft also Z 107 109 114 106
deforms the bearing and increases bet-rina F 111 116 122 110
noise. - R 122 a~1
No less than twelve manufacturing tolerances 000 X 095 10 104 1014
*affect the concentricity of the air gap excluding in- Z 108 1.15 114 115
ternal bearing tolerances. These tolerances apply to F 112 123 126 126
the rotor and stator air gap surfaces and one for each R li 11- 1 2
mating part of the following five fits- stator core - Oeal X 106 109 108 109
yoke, yoke -bearing housing, bearing housing -bear. Z 113 117 118 117
ing, bearing - shaft, and shaft - rotor core. These F 119 124 127 127'
tolerances con cause the magnetic axes of the rotor R 123 124. 12210
and stator to divierge. SlmllarI9 six tolerances affect Values taken from Spectrograms 8-1 through 8.8.
the alignment of the axes of the bearing housing Chang Ing the rotor axis from a paralIlelI off-center
bores after miotor. assembly: One foreach housing . alignment to the non-parallel alignment resulted ina
bore, housing OD, and yoke fit. Misalignment causes very slight Increase Invibration levels, The increase
the rotor axis to be non-caraoldet*bathbcrn bea urn - inboaringinoise-umt 60prall-efii aa
-j' " ingores,,cA , the~fr~h ernginrrcsae was balanced by a decrease in magnetic noise, al-
40 (6~2olter races. .though the magnetic noise remained greater than for
A P,
0 ol,364 frame TEFC motor was the concentric condition. The average eccentricity of
chosen for the investigation of the vibration caused the air gap was only half that of the previous test
by these misolignments. This motor was supplied since the rotor and stator axes crossed at the mid-
with special bearing housings pqrmiting adjustment paint of the cores. The bearings were permanently

8-1
 i!

damaged by operation under non-parallel conditions ing, the vibration remains essentially constant as the
as evidenced by the high vibration levels after read- size of the unit increases.
justment to a concentric air gap. TABLE 8.2
While the increase in noise was appreciable in Frame Material Study
these tests the eccentricity of the air gap was also Vibration Acceleration Levelt
considerable. The 8rmil change in rotor axis place.
ment resulted in air gap measurements of44-36-28.36 Band Axis Nodular Iron. Cast Steel Aluminum -

measured at 900 intervals starting at the top. This 63 x 94 9% 99

variation Is larger rhan would, result from normal Y 92 87 92
tolerances. The variation can be held to reasonable Z 91 87 91
limits by the following methods: 2000 x 8787 95
1) Performing all machining operations on one Y 86 91 102
Z J 66 94 104
component at the same time, thereby main-
taining concentricity of turns and bores. 2500 X 97 100 86
y g0 104 96
2) Decreasing the tolerance allowances of the Z 99 103 9t
bearing housing bores. An ABEC-5 or higher -

tolerance is recommended. 6300 X 100 97 97

y 94 92 95
3) PreloadIng bearings to take up the internal Z 99 100 110
bearing tolerances.
4) Use of a light press fit (i1to 2 mil Interfer. 10,000 YY 107
102 111
106 101
107
ence) between the bearing housings and frame. 102 109 105
Other measures, such as both\•boring out the Overall X 110 113 108
bearing housings and grinding the stqtor bare when Y .105 113 111
"eachpart is assembled into the frame, can be taken Z 109 114 112
as additional precautions but the measures listed Values token from Spectrograms 8-9 through 9-11.
above are considered sufficient to control the air of
of -n5-i1e-0"4046ccelero~--Iei
6Ifk
-... ... gapconcentricity. 4
transmifted force remains the same. If, however, the
tolerances which affect the air gap concentriuity. unit Is Mad n•er-•fJ blyrthar addrwi v l; I no_
nf
AddIt omanwi the .tructiowm•f theproto Mo.n* gain will result. Material added in the form of ribs
torsuncton with the construction of the prototype m. on the yoke or bearing houwings decreases the vibra.
tars and 0re reportedR In Section 9.3.1 tion more then would result from-the mere weight In-
8.3 PRAM! MATERIALS AND RIGIDITY crsase. (21) In specific Instance@, a component may
A test was conducted to determine the relative be redesigned for greater rigidity without a weight
merits, as far as noiseis concerned, of.three mater- Increase or mvyn with a o.a.
.JJe! .t.. i-1.5. y,i
Iols used-ýor cast components, The casting materials however, some increase in weight may be expected.
tested were nodular iron, cast steel, and aluminum. Variations among the mechanical designs of dif.
A 7-1/2 HP,2 Pole, 213 frame TEFC motor was used forent frame sizes and different manufacturers pre-
for this study. The same stator and rotor assemblies cludes specific recoAmmendations. The following gen-
wero co•siecutively assembled into the frames and oral recommendations regarding the frame materials
bearing housings cast of the different materials. The and frame rigidity are made.
castings were made from patterns which were identi. 1) Nodular iron castings are preferable to cast
cal except for shrinkage compensation. Results of steel and aluminum for attenuating the overall
this test are furnished In Table 8.2. These vibration vibration produced In an induction motor. The
acceleration levels indicate that nodular iron Is differences in these materials Is particularly
preferable, noticeable at frequencies above 2000 cps.
In addition to the attenuation and transmission 2) The attenuating characteristics of the frame
of vibration through frame materials, the motor com- are greater at higher values of vibration. (See
ponents must have sufficient rigidity to resist de- Section 6, Figure 6-1)
formation caused by magnetic forces, weight of rotor 3) Ribbing of housings and yokes will increase
assembly, -etc. A rigid component Is not necessarily their rigidity and reduce their vibration and
a heavy one, although adding material is one method the airborne noise generated by this vibra-
of attaining rigidity. Assuming a constant applied tion. S,• rae-r
IImportant0- aoe-ects abcit r~ibbinri
..
- - -/- ",•.'" vforce, . l *h-*aceePr-1.
,• I,.,.t...o
fft'--itLre;asofthe i-, fnt.•
o ' t~o, Ii"•8 sn 'in-
' _' 'eoyiA 'b .......6di
* - v~t'f~y
pr.o,~tidonal t,0i1(*)mass of the ur~ In 16 * a. Use of circular rather than ox'lalr'ibs will
.f decibels, a doubling of the weight of a unit will cause a greater reduction of deflections
decrease the adb levels by 6 adb, if the added weight due to radial air gap forces.
is inert. If, however, the heavier unit has a higher b. Ribs should not interrupt a high velocity
horsepower rating, this is not true. Generally speak- air stream. For example, the fan end bear-

"8-2
 ing housing of TEFCmotors should not be Axis No Coating Aquaplas EC-244 1378
externally ribbed.
I *Y
8.4 DAMPING COMPOUNDS 160 X 82
73
I
78
75
85
75
86
76
A study was made of the feasibility of using z 70 73 70 r73
damping compounds on motor components. These - 8
compounds, usually of either a tar or plastic base, 200 X 85 79 88 87
are applied to the metal-surfaces. Any vibration of Y 74 77.5 77.5 7-7-
- the metal results in a stretching and contracting of Z 72 75 71 75
the metal surface and therefore of the coating. This 1,250 X 85 85 87 86
flexing of the compound dissipates some of the vi- Y 91 90 92 92
brotory motion in the form of heat. These compounds Z 89 86 89 88.5
are particularly effective whin applIed to large, thin, 2,000 X 90 92 91 94
unsupported plates. The purpose of this study was to Y 94 94 96 96
"determine if these compoundi were effective on cast z 91 91 92 92
motor a mponents whose Shakes are quite dissimilar 4,000 X ;5 97 98 94
ftom a flot unsupported plite.o Y 91 91 92 89
Tests were conducted on bearing housings and Z 98 99 99 96.5
air deflectors of open motors and lfan hou~iins of
etotally
nclosed, fan cooled motors.,. The ibotusiigs 10,00 YX 99 100 964 1010

iwereof
cast Iron whilethe airdeflpectors w#or itamp- z." 98 103 97.5 102
-
ad from Shoat Sfeer.ror sets of components were -

prepared. The first set was not coated, the other Overall X 103 105 103 104
.three were coated with H.L. Blachfords ,•uaplas, 103 105 103 104
Z 104 106 104 1105
Minnesota Mining and Manufacturing Company's cam-
pounds EC-244 and 1378, respectively. Before as- Values taken From Spectrograms 8-12 through 8-
sembling the components inlo the.tfW motors, the ..... TBLE 8,_ . . ..

,
_ wasosrved that the uncoated air deflectors pro- Levels
-oeu

o duced a pronounced ring effect, while the coated ones Band We C.,01,it ." v ECy24* t371 -

diddno, indicating that all three compounds drastic- 315i 48 47 52 51

ally reduced the vibration decay time of this part. 1,000. 4 52 49 50
The cast bearing & fan housings produced little "ring"
in either the coated or uncoated condition.
-5000
11_J 37-
58
40
59
42-
58.5
39
S6
A 3 HP, 2 Pole, 184 frame open motor was suc- Values token from Spectrograms 8-16 and 8.17
cessively equipped with the four sets of bearing hous- Table 8-5 shows the airborne sound levels for a
ings and air deflectors.Table 8.3 shows the negligible 5 HP, 2 Pole, 213 frame TEFC motor supplied with
change in vibration acceleration levels due to the the -four fan housings previously described. The fan
coatinas. Table 8-4 Indicates the airborne noise was
u fs of d
also unaffected by thea use ,
damping compounds, housings are simpler In construction than the bearing
This is attributed to the following housings, have thinner walls, and only three point
1)yoo g reasons:
rpesons crather than continuous contact with the frame. These
1) The structurally
s.e complex shape of com factors, In conjunction with the possibility of the
2) Mhe relatively thick cast construction, porous compounds absorbing some of the fan-caused
3) Assembly of components into motor increased airborne noise, prompted this test. As Table 9-5 Indi-
their rigidity. Thus, while the noise generat- cates, the effect of the compounds is again neglig-
ing characteristics of the air deflectors were ible. Therefore, It Is concluded that the use of damp.
greatly changed,
rhorige In
there was no discernable
motor noise.
Ing compounds on cast or small fabricated motor com-
Iwill pnannts
not will
applynot
to reduce motor &,,clusures
shoot matal nolse. Thisi mounted
unclusion
on
TABLE 8-3 the motor frame.
Bearing Housing Coatings TABLE 8-5
Vibration Accelroton Levels Fan Housing Coatings
Bond Axis No Caating Aquaples EC-244 1378 Sound Pressure Levels
63 X TS 77 80 84 Bond No Coating Aquoplas EC-244 1378
V 83 82 82.5 83 63 61 60 62 60
Z 82.5 82.5 81.5 83 800 70 70 70 70
125 X 76 78 73.5 84 2,500 63 62 62 62
Y 85.5 84 86 84 Overall 78 78 77 78
- Z 83 81.5 79 81 Values taken from Spectrograms 8-18 and 8.19

8-3
 (I

8.5 ENCAPSULATION COMPOUNDS The 6 adb decrease in magnetic noise may be

SAirborne and structureborne noise tests were caused by two factors: (1) the epoxy encapsulation
conducted to determine the effects of encapsulation material completely fills the stator slots. If the com-
compounds on motor noise. Use of these compounds pound is sufficiently rigid, this'will add to the stator
to seal off the motor windings from the environment .core and'tooth rigidity and, thus, reduce the deflec-
Is becoming widespread. The encapsulation method tioris-caused by the magnetic force waves. (2) the -
for the test motors utilized molds to insure complete presence of'encapsulation around the end turns and
fill oa the windingand end turns. The encapsulation through the slots can act as either a rigid support or
material used was Epoxylite's compound #293-12. material.
a damping agent depending upon the rigidity of the
HP, 4 Pole, 184 frame dripproof protected The 6 adb decrease obtained using the Epoxy-
motor was used for the airborne test. Airborne read. lite epoxy compound is sufficiently large that fur-
ings were taken at eight paints around the moator be. ther work In this field is warranted. It is recommend-
fore and after encapsulation of the motor windings. ed that a study be made to optimize the encapsula-
The spectrograms (8-20 thru 8-25) reveal an acppre. tion compound to a maximum reduction of magnetic
clable change in the directivity of various frequen - tnoiso.
cies butyl the average levels remain essentially con- An ed•apsulation Insulation system has recently
stant. Although the presence of the encapsulation been developed that can withstand occasional sub-
material neither increase nor decreases airborne
directivity of, airborne noise Is appreciably mergence in salt water (BuShips Contract NOBS
"noisethe
chanoed because
changed betausethe
threttyfairflowe
air p
flow path changed
Is eIs
changed. y 72314). Incorporation of this development with the
The v-ibration The was conducted o a 22 H,
test ibraiontestwascondctedon HP, 44 vibration
the reduction
feasibility caused by
of utilizing encapsulaflon
quieter suggests
encapsulated mo. of"'.
Pole, 182 frame open motor Table 8.6 lists the prom- tasilit ofnutlizing quirenc alae mn-
S Innt 1/3
Inent /3 octave
ctav virationtors
vibration acceleration levels for two c ýInm manyaoppllcatlons now requiring totally en.
vertical axes: (1) the Z-axis on the motor feet, and closed motors.
(2) an axis on the stator core. The stator core axis _
wVu orrder T'oCIUSely telrayl any change -ts. V.% Ia
In core vibration due to the stator coil encapsula- The feailiblt.y•.povid1h. i~trma, i-olotima
S-fion. -The-prfmary rotor-sfat-frequencies of this-motor materiia between-the stator care and frame was in-
reflects in both the 1000 and 1250 cps bands. The vestigated. The fundamental theory of vibration Is.-
two axes In these bands reveal an average 6 adb de- lation and the problema ofprovLdjn. internal Is.|a-
_~aree ~the entcaulctier.- The s~tt• - Htion and the problems of providing Internal isolation
II Sgramns u forh nthee encapsulated
u o b ar motor'also
n e ei reflect
r t o spur-
h c are treated. Tests of a sample Isolation system Indi-
(iou changes due to bearing deterioration which cate a large decrease In motor vibration, especially
r caused an Increase in the 31.5 and 8000 cps bands In the high frequencies.
an the Z-axis. Both the 31.5 cps band, which con- Any isolation material has a transmIssIbIlIty
tains the rotational frequency (30 cpj), and the 8000 .. vereu• flvqu.icy .li r(.teUii. i iu
ilu o l sihlhown
bond often reflet bearing noise, The core ax's shlows In Figure 8-1. The equation for this curve can be
a decrease in these bands indicating the changes do given exactly for steel springs because they have
not originate In the stator core. Since the change straight line load deflection characteristics and neg-
was so clearly a result of a defective bearing, the Ig ibis damping.
test was not repeated.
TABLE 8-6 Encapsulation Test
Vibration Acceleration Levels
Bend Axis Unencopsulated Encapsulated T _L 8.1
'31.5 .-- - -_Z_ _. - 7S .. .. . . ...:--
_ __ 0 . .=. . -- J--
- -- -_
Care 76 . 73n
125 Z 72 70
Care 77 75 where T = transmissibility
1000 oreeZ 104
96 96 Ft = force transmitted through the

- 1250
22-..
Z
-* -
107
___ _.. ______resilient-[mounting.
101
..
Fd
--
disturbing force in same units
- ....
Core ____
110 _____
104 __________as Ft
8000 Z
Core 97
101 103
98 dd = frequency of disturbing
tion in cycles per second.vibra-
Overall Z 112 109 f = natural frequency of the re-
Core 112 108 siliently mounted system in
Values taken from Spectrograms 8-26 and 8-27. cps.

8.4
 The natural frequencyof the resiliently mounted sys- constant, k, will lower the peak at fI and raise th,
tern, f n is transmissibility beyondr2f n, until the extreme case
of no isolation results in a horizontal line through
fn 188 I .unity transmissibility.
n 60 %A 8.2 Because the use of any
sults in an amplification of allisolation mraterial re-
frequencies be.lo..
-fl~no it is imperative that-fn
fenequal-or less than
but d W
k the lowest
duction frequency
motors, vibration isof the
this frequency importance.
rotationalIn fre-
in-

quency, f . Therefore, the natural frequency must

f 188 ~8.3 meet the following condition:
60%'W

where d static deflection ofthe resil-

=
ient mounting in inches. 120(1- 84
k = spring constant or stiffness or fn < .....
factor of the mounting in pounds
per inch of deflection. Since the isolation must be effective at no load (s =
W weight on the mounting in 0) as well as full load, Equation 8.4 may be simpli-
pounds. fled.

As indicdted above, these equations are exact only 85 8.5

for steel springs or the equivalent. For rubber and <n p8
neoprene, 50% of the static deflection may be used
when calculating fn. (22) ' In addit io eventin-a -"-p

FiGURE 9-1
Treque
r__-______WQF - - trequenc~y
is desirable to reduce the transmissibility of any vi-
r•h ........ C..... rafian havi'ng a frequency greater than thaW4 fn. Ti a
can be seen from Equation 8-1. The larger the term
"-1 . ,, (fd/fn) 2 becomes, the lower the transmitted force.
._4.. .•"••-•- -- The disturbing-frequency, f , it that of the vibration
AI being isolated; thus the only remaining variable Is
Ii. ff. Reducing fn by Increasing the static deflection
1,Om,,., Ef,•, (Equation 8.2) reduces the vibration transmission.
/"w ...... IIoIOI.ofl -- As Equation 8-3 Indicates, the deflection may be in-
creased by either decreasing the spring constant or
- Increasine the wainkt W.
Application of the theory ofvibration isolation to
the Interior of an Induction motor presents several
+ iou
RAIO V
- ý"2 uJpýy problems: (1) A minimum of space is available for
I.o:
, Noti the Isolation material, (2) The low natural frequency
required by Equation 8.5 requires both a low stiff.
The ratural frequency,f of a resiliently mount. ness (high resiliency) and a relatively high compres-
ed system is th# frequency At which It will oscillate slan force.
by Itself if a force is exerted on the system and then A survey of the Isolation materials presently
released. A system may have up to six natural fre- manufactured revealed that a waffle shaped pad (man-
quencles, but it will be found that in the practical ufactured by Fabreeka) designed for use under mach-
selection of machine mountings, if the vertical nat- inery came closest to meeting these requirements.
ural frequency of the system is made low enough for Figure 8-2 shows Samples of these pads and the
a low transmissibility, the horizontal and rotational modified stator core of a 5 HP, 2 Pole motor which
natural frequencio; _will enerallyisekwer thn_.--thc -- -w• use foi taxi.iq.-ri.t.. "o~'-i.. i.. _:a
-,/ ....
. • - vertical and can be disregarded. was cut into a strip and wound around the stator core ..

The curve In Figure 8-1 posses through unity O.D. A metal band was clamped around the pad to
4
transmissibility at Yfn. Between zero cps andWYTfn compress it and to supply a metal surface to permit
aps, the transmitted force is greater than the disturb- pressing the assembly into the motor frame. The pad
Ing force. Although the amount of damping may affect was compressed with a pressure of 50 lbs. per square
the value of f ,the transmissibility.curve willalways inch and resulted in a natural frequency of approxi.
pass through theo/r2fn. An Increase In the spring mately 20 cycles per second.

8-5
 FIGURE 8.2 ',Table 8-8 gives an Indication of the attenuation
of motor vibration between the stator core and frame
r of the isolated unit. Prominent one-third octave levels
are shown for both the motor running ýt' no load and
for a half-voltage locked rotor condition. The latter
test was conducted to eliminate all rotation-dependent
noise and vibration.

TABLE 8-8
Isolation Test
Vibration Acceleration Levels
Bond Running Hael.caltage Locked-Rotor
Frame Core Frame Core
63 B4 90 *
125 73 95 105 M11
250 84 91 115 122
315 87 88 107 103
2,000 87 100 99 106
4,000 i82 89 91 96
'10,000 88 ri77 *
Table 8-7 lists the prominent 1/3 octave vibra- Overall 102 107 122 124
tion acceleration levels for the original 2 Pole motor * Values less than 90 adb were below range of recording
(not isolated) and the same unit modified to accom- paper for the locked'rotor condition.
modate thelIsolated core. All frequency bands other . ........... ......... .. .. 'z
than 3•.,•5p ,j L vJm xdrt~omJor l ue • • ,____

r
--........ u••i•ileeuin is greatest for the
radial axes (Y and Z) In the 4000 cps band, which Although the effectiveness of IM - tiafrn -

-- ontains-f#-tsoubl e rotort lotfriquenc-e-sdiescr/hedF En rucing motor noise has been proven, several
in Section 3. The next highest vibration reduction problems arise through their use, The soolation me-
occurs in the 63cps band indicating that appreciable .. terial is as antefficient a thermal Insulatotraib•tllc-
amount of rotational frequency (60 cps) originates in tion isolator. The location of this material between
the stator. The 315 cps bond for the motor contains the stator core and frame places it In the path of one
the preload band and its erratic variation is of no of the main avenues of heat removal. In addition, the
consequence. Internal isolation results in an appre- isolation material must be resistant to any contamin-
clable decrease in vibration 9lvqil~, not pnly-of the aftuIn the atmosphere. Two Isolation manufacturers
magnetic noise 6t,4& o entire frequency" spectrum.
ete 'ayv expressed the opinion that internal isolators
8-7 "TABLE
Internal isolation
Vibration TcloEt8on Lovel can be made of materials resistant to both contamin-
ands and the maximum hot spot temperature of Class
-ond Isolated
.i.. Ieols B motors. Whether motors with such Isolation can be
Bed As Nt Isolated Iated cooled sufficiently Is not apparent. It is recommended
63 X 19 8s that this aspect receive further study.
Y o9 83
Z 90 83
315 X 80 88
Y 90 83
z 83 92
2000 X 93 90
Y 95 92
z 100 98
4000 X 89 83
Y 92 _ _82
•-
S. . . .- - - -62
2 "

10,000 X 96 93
Y 94 91
Z 95 92
Overall X 109 105
Y 110 104
Z 107 104
Values taken roam
Spectrograms 8-28 and 8-29.

8-6
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 SECTION 9
* PROTOTYPE MOTORS

9.1 RATINGS AND PURPOSE From* Size 184 213 324 364
Four prototype were built as part of this study. iLowest Numnber_ -- . .. ,-
All were alternating current, 440 volt, 60 cycle, 3 Nodes Slot Frequency 12 12 16 12

phase, 2 Pole induction motors. One each of tto fol- Stator Slat
lowing was furnished: Neck Opening .130 .130 .110 .130
1) 5 HP, dripproof protected, 184 kme. ,,, t_
__ - 1 1.00RS 1L17RS1
" ...~
.............. ~
'"...,.....' ~ ...~ ~ •'....• ~ ~- ~ ~ ~ OS
os s
1.29SS- -I-1SOS aIges
"- -- 3) 40 HP, dripproof protected, 324 frame.
4) 40 HP, totally enclosed, fan cooled, 364 Pitch Ratio 7/12 i0/18 13/24 13/24
frame. Interference
These motors were designed to meet the specifica- Fit - Front .0002 .0003 .0002 .0001
tions of MIL-M-17060B to the maximum extent com- Rear .0003 .0003 . .0003 .0002
patible with the low noise criteria developed in the No. Internal
preceding sections. The minimum acceptable per- Fan Blades 7 6 6 10
formance values given In this Military Specification No. External
were considered to be design requirements. Fan Blades 4 - 4
The purpose of building and testing these ma-
tors was threefold: Full Load 6 8 660C 670 C
Temp. Rise 62 C 580C
1) To verify the concluslons-of the individual
studies. The different ratings, frame sizes, Air Gap .018" .025" .030" .040"
and enclosure types-eonstitute acomprehen- Langth
L -cnsitt a. cL ---.-- - t Z.0181,

2) To determine the mutual compatibility of the 307

dosacritwaui. T4& mote.. wei- &wo044~y ruht - - - -
a summation of the low noise condition of
the individual studies.
-_ 3). Tadetermino addtlonalde'lgn, criteria Three Several comments ore pertinent to the construction
principal aspects were planned for study In of these motors.
conjunction with the prototype motors: toler- 1) The desirability of short pitching the cells
ances, use of external balance rings, and of the two. pole motors to facilitate the wind-
preload adjustors. Additional design criteria ing of the motor made it impossible to reduce
were developed as a result of the analyses both the 5th and 7th stator harmonic. The
of the prototype motors. pitch ratio selected for the prototype motors
effectively attenuated only the 7th harmonic.
9.2 DESIGN DATA 2) Open bearings were used because of the un-
availability of shielded or sealed bearings
The prototype motors Incorporated all appropriate meeting Amendment 2 of MIL-B.17931A.
design criteria developed at the time of their design. 3) The drlpproof protected motors were built on
The design criteria used for, these mators are those the 184 and 324 frames specified by MIL-M-
in Section 10.1 that are marked with an asterisk. 17060B. The NEMA frame sizes specified
Those not marked were developed subsequent to the for 5 and 40 HP, 2 Pole DPP motors are the
motor design. Specific data pertinent to these do- 213 and 326 respectively.
sign criteria Is furnished in Table 9.1. Masterplans 4) The motors were provided with external bal-
of these motors are at the end of this chapter. dnce rings for fine balancing and in-place
TABLE 9-1 balancing. The totally-enclosed motors util-
__ balance
s .hroud.,The
_izad-a rinaweldedio
other the .cenical fan--
S-PottDat- balance rings were mach-
Friane Size 184 213 324 361 Ined from one piece of stock rather than fab-
_xlmum Alt G-p ricated. A discussion of the effect of balance
Flux Density 38,800 40,000 36,800 28,500 rings on motor noise is presented In Section
9.3.2.
umber of1932
Sttar Slate 24 36 48 46 5) Preload adjustors similar to that shown in
of t - Figure 4-2 were Incorporated In the motors'
Numbet of design. See discussion in Section 9.33. To
Rotor Slots 32 28 38 56 facilitate the trial Inclusion of this device,

"9-1
 the prototype motors have no provision for 9.3.1 Tolerances
regreasing the bearings.
6) The space required by the preload adjustor The qttainability of reduced tolerances of three
and necessary clearance for adlustment oc- noise-affecting machine surfaces was studied in con-
cupled the space normally used for the sta- junction with building of the prototype motors:
tionary end cap bolts.. Replacement of the 1) Air gap eccentricity.
stationary end caps with rotating end caps 2) Out-of-roundness of bearing seat on shaft.
was made on an experimental basis. The ro- 3) Shaft-bearing fit.
toting end caps fit on the shaft bearing seat It was desired to hold the steel-to-steel air gap
and the bearing inner race presses against eccentricity to less than 2 mils. As mentioned in Sec-
b. 6L. k._.4.+ ,ion A. ten motor tolerances__lu_-internal-and extern-
shoulder. It was feared that obtaining a sat- ol bearing tolerances affect this eccentricity. How-
isfactory face run-out of this shoulder might ever, it may be expected that many production varla-
be difficult. The effect of this surface on tions will be of a compensating rather than an accum-
bearing noise (not studied under this con- ulative nature. The special precautions taken in the
tract) Is considered to be appreciable by construction of these motors to reduce the air gap
some bearing experts. Theface run-out of the eccentricity were a 1 to2 mil Interference fit hetween
shaft shoulder of all four motors was measur- bearing housing and frame and a 1 mil tolerance for
ed, as well as the face run-out of the rotating the rotor turning. The measured eccentricity of the
end cap held'in place on the shaft by clamps air. gaps of all four motors was less than I mil.
which simulated the preload force. In al! The out-of-roundness of the bearing seats were
cases, theface run-out was less with the end held to less than 0.0001 Inch by special grinding by
caps In place. It appears that the preload skilled machinists. It was found that the eacentricity
force causes the rotating end cap to assume of the bearing seat with respect to the axis of rota-
oaposition suchthet the surface irregularities tion Increased markedly after the rotor core waj

tating end caps is corisidered compatible dition by decreasing the core-shaft interference and
with. low noise dl.sign grindingthe bearing seats after the care was in place,
7) The use of preload adjustors and external met with little success. However, It Is the out-of-
balance rings affected boththe overall length roundness, not the eccentricity, that deforms the bear-
and weight of the machines: The preload od- Ing Inner raceway and creates bearing noise. The
lusters were placed in the frontbearing hous- beering seat eccentricity is but one cause of the air
ings of all four units. This device extends gap eccentricity described above which the four ma-
beyond the bearing housing approximately tors Indicate may be adequately controlled.
one-half Inch. This the balance rings of the The third tolerance investigated was the shaft-
dripproof protected motors and the fan-hal- bearing fit. The study reported in Section 4 indicates
once ring assemblies of the totally enclosed the desirability of a light press fit (0.0001 Inch to
motors were located farther from the motor 0.0003 inch) between the shaft and bearing. The pro-
center. The components of the totally en- totype motors use bearings with ABEC-7 external
closed motors were designed so that stand- tolerances and the shaft bearing seat tolerances were
ard fan housings could be used. Thereforej.- those recommended for ABEC-7 bearings by the Anti-
these motors were not lengthened at the front Friction Bearing Manufacturers Association. These
end. The dripproof protected units were+, tolerance limits permit sufficient variation that sal-
lengthened approximately 1 Inches at this ective mating of parts is required but Is not difficult.
end and. all the units were extended 1" for The measured shaft and bearing dimensions were
the rear balance ring. The 40 HP units are of such that over 90%of the bearings supplied could be
a satisfactory weight, but the 5 HP motors used without exceeding the 0.0003 Inch interference.
with the balance rings slightly exceed the
weight limit specified InMIL-M-17060B. With- 9.3,2 External Balance Rings
out the balance rings but with the totally en- The rotor assemblies of the prototype-mat'?t
-. ciosed-fan-ba.-.ce r+i--seiJefyboth modr wer-boionhcted -as fine aspossible using Gisholt
t6ts meet the weight specification. machines. After assembly and without external bal-
ance rings, the motors' unbalance varied between .1
9.3 ADDITIONAL STUDIES and .3 mils displacement of the bearing housing hub.
After addition of the balance rings, which had also
The third purpose of building these motors will been dynamically balanced, the motors' unbalance
be treated first because many of the steps necessary increased to between .8 and 1.6 mils displacement.
to conduct the additional studies affect the construc- Unfortunately, the dynamic balancing equipment on
ion of the motors. hand at the time of this study (IRD Model 400) was

9-2
 inadequatq for balancing to less than .2 mils dis. 9.4.3 Bearing Noise
placement. Lack of time prevented the acquisition of 9.4.4 Fan Noise
additional equipment; therefore, the motors were re- The one-third octave test data of the prototype
balanced to the maximum degree possible with the motors is supplied in .$pectrogrom sheets 9-1 through
existing equipment. One-third octave analyses of the 9.12. The structureborne noise recorded on the feet
acceleration db levels produced by the motors with at the front and rear ends and the airborne noise re-
and without the balance-rings revealed that the bal- corded in the Allis-Chalmers reverberant sound room
ance rings not (60ae~vbraion
only increased
bu alo rotationalhefrequency
th leelsof 25,00, a furnished
are f for the motors in order of increasing
800s vibal tio0nc,butald so the noievtests of the
125500 frame size. The sound spectrograms at various posi.
800 and 2000 cps band. As the noise tests of the Mo- tions around the motor are essentially identical be-
___-
_..... ~~tars Indicate,
- .. , ,the..L.60
l cycle levels are-*rnoti as
v.L 1,t------------ IlI oblec- - -. ___aa~f 6oterevrberant-ranmi.Tha
__
*e-forenji--__
-------- e sit of mum number of sound pressure spectrograms are furn-
type motors had a better frequenly composition of ished. The sources of discrete frequencies and fre-
vibration without the external balance rings. quency bonds of noise produced by these motors are
Due to the inadequacy of the balancing equip- furnished In tables 9-2 through 9-5. The primary and,
mont, no concrete conclusions as to the advisability secondaryrotor slot frequencies are those calculated
of the use of fxternal balance rings can be made. using the formulas of Table 3.2 that have the least
This work dads indicate the need for a comprehen- number of nodes. Spectrogram sheets 9-13 and 9-14
slnv study of motor balance and methods of correct- contain a narrow (6%) band analysis of the airborne
ing unbalance. noise produced by the 164 frame motor for Illustrative

9.3.3 Preload Adjustor and comparative purposes.

It is shown in Section 4 that the bearing noise TABLE 9.2

is highly dependent upon the axial preload force,
This force Is produced by the compression of a thrust Sources of Nloie A1d Vlbretln .. ...
vi-aniatthis com iron. The norwmal variation in
end play due to tolerance limits can be as areat as 1/3 ocetave Frequency Source
3 50mils. For the spring characteristics of thrustwash- 63 60 Unbalance
oer normally used, this can cause an excessive vor- 126 120 Fundamental Radial Force Wove
lotion In preload force. The use of a preload adjustor 200 Band Prlosed Band
-motems concerning axial taler- So 480 Beating Raise
eliminates these pr 1600 Primary Rotor Slot Frequency
ances. The preload adjustor also permits the ready 2000 1,00 Radial Force Ways
adjustment of the prelood force that results in mini- 4000 3720 Secondary Rotor Slot Frequency
mum motor noise. This adjustment may be made with. Radial Force Wave
out motor disassembly but should be done with the 6300
8000 6300
Bond Whistleo
Bearing Friction & Surface
Riughness
motor at rest to prevent momentary overloading and from Spectrograms 9,1 through 9-3
subsequent bearing damage. The prototype motors Frequencies taken
were the first applications made of this device and
no difficulties were encountered. Use of this preload
adjustor Is considered agreat aid in minimizing bear. TABLE 9-3
Ing noise on a practical production basis.
Sources of Noise And Vibration
9.4 NOISE ANALYSIS OF PROTOTYPE MOTORS 5 HP 2 Pole 213 Frame
The analysis of the noise and vibration reduc. 1/3 Octeve Frequency Source
tion achieved In the design of the prototype motors .
is necessaryto satisfythe first two purposes of their 63
125 60
120
Unbalance
Fundamental Radial Fares Wave
construction. Both the verification of the individual 200 Bond Preload Bond
studies and the mutual compatibility of the study re- - 1 '0 1800 PrImoriv Rotor SintFra•..ne..y
. aults (dasign criterla) wfiiib'treoter simui;,'-rvusly - 2000 --- Radial Force Wove
!
with the analysis. The noise produced byall four ma- 2500 Bond con. Bearing Noise
tars will be analyzed for each noise source to facile. 3150 at20 D R270
310 3240 Seconder/Rotor Slot Frequency
tote reference towthe individual studies. The noise Radial Force Wave
produced by the four sources are treatei in the fol-. 6300 Bond Bearing Wear-in
lowing sub-sections: (subsequently reduced)
8000 Band Bearing Friction &
9.4.1 Unbalance Noise I Surface Roughness
9.4.2 Magnetic Noise Frequencies taken from Spectrograms 9"4 through 9-6.

9-3
 TABLE 9-4 Prototype Structureborne Airborne
Motor Spectrogram Sheet Spectrogram Sheet
Sources of Noise And Vibration
40 HP 2 Pole 324 Frame 184 Frame 3-4 Top Spectrogram
1/3 Octave Frequency Source on 5-1
63 60 Unbalance
125 120 Fundamental Radial Force Wove 213 Frame 7-4 Middle Spectrogram
250 Band Preload Band + on
2rnd Harmonic of 120 cps31
1000 Bond Bearing Noise + 324 Frame 9-15 & 9.16 9-17
2500 2400 Primary Rotor Slot Frequency 364 Frame 3-14 Top Spectrogram
Radial Force Wave on 5-19
4000 4440 Secondary Rotor Slat Frequency
5000 Radial Force Wove 9l
10000 Band Bearing Friction &9.4.1 Unbalance Hole
12500 Surface Roughness '\
Frequencies token from Spectrograms 9.7 through 9-9 The unbalance noise of these two pole prototype
motors reflects In the 63 cps one-third octave of the
structureborne spectrograms. The spectrograms of the
184 frame motor reveal that this band is one of'the
TABLE 9-5 lowest levels recorded. The levels become progress-
ively higher for the larger frames but only on the 364
Sources of Noise And Vibration frame motor Is the unbalance noise level within 10
40 HP 2 Pole 364 Frame adb of the highest level produced. Thus, even con.
-- sidering the bens
In g4ilffl.ielt 1e prey 1*#$ de0 srbe 0d

63 60 Unbalance source of vibration in the prototype motors.

1' 120 Furrdwomsnm RUMATh F.-=r'WzV cflaint #fI pirfttypt #m ,~ W* th44 n
250 240 Fan Blade Frequency ventional counterparts reveal. the prototype motors
315 Band Preload Bond hove approximately 10 adb lst. unbalance vibratlin
500 480 Twice
irimaryFan Blade Frequency
Frequency atong the axial (X) axtiand 15 to 21 adb less alang
311" I
RadialRotor
ForceSiloWove radial axes (Y and Z) for the 184, 213, and 324 frame
4000 Band Root Bearing Noise motors. The 364 frame has essentially the same lev.
10000 Bond Beating Friction & ela on the radial axes as Its counterpart. With better
Surface Roughness dynamic balancing equipment, those levels could be
Frequencies taken from Spectrogroms 9-10 through 9-12 further reduced.
9.4.2 Magnetie Noise
achievedin
Determination of the noise reduction
the design of the prototype motors requires compar. An Investigation of the 120cycle magnetic noise
ison with the most nearly equivalent conventional produced by the prototype motors reveals that the
(not low noise design) motors. Tests of such units levels are almost identical to that of the convention-
reported in earlier sections will be used toiminimize al motors. This Is consistant with the design features
the amount of test data supplied. As outlined in Sec- as the only criterion employed which would minimize
tion 2, the test motors were modified In various man- this frequency vibration, was the limitation on the
ners to reduce noise generated by sources other than maximum a Ir gap flux density. Both the prototype and
the one under study. Certain of the tests were con- conventional motors under discussion have air gap
ducted with conventional motors, however, and these flux densities of less than 40,000 lines per square
include units similarto three of the prototype motors. inch. The corresponding TEFC units have Identical
-T"L-551-P, 2 P4!! 194 f.n-me motor used -in- vnrlous values.,while the proottt__DPP motor,+sl ,iY.slliht-
tests was essentially identical to the 5 HPprototype ly highei flux densities because of their somewhat
motor and therefore cannot be used for comperative cromped design. Thus, the 5 HP, 184 frame prototype
purposes. No tests of a motor similar to the 40 HP, has 4 adb more 120 cycle vibration than the conven-
2 Pole, 324 frame DPP motor have been previously tional unit because its air gap flux density Is higher
reported. Tests of a 40 HP, 2 Pole, 326 frame DPP than the 3 HP conventional motor. Note that the lev-
motor meeting MIL-M-17060A are therefore supplied els for the 5 HP totally enclosed motor are less than
on Spectrograms 9-15 through 9.17. The following the DPP motor even though the flux density is high-
spectrograms are used for comparison with the pro- er. This is a result of the greater rigidity imparted to
totype motors: the stator core by the totally enclosed frame which

9-4
 has continuous peripheral contact with the stator ent due to the use of thrust washers but the level is
core. The 364 frame TEFC, 40 HP motor has lower minimized by the setting of the preload adjustor ex-
values than the 324 DPP motor but also has less air cept where a greater or more important reduction of
gap flux density. The stiffening effect of the frame another frequency bond was desired. The 184 frame
is less on the larger frame sizes, motor reveals a slight preload band on the X-axis
Additional design criteria were employed to re- which was minimized by the setting of its preload ad-
duce the more oblectionable slot frequency vibration.• justor.-In the case of the 213 and 324 frame motors,
The test data Indfi'ates that the prototype motors the preload adlustor was locked at the setting that
hove an average 131 adb less primary rotor slot fre- resulted in minimum high frequency bearing noise be-
quency vibration than the conventional motors. The cause of the appreciably higher levels at these fro-
secondary rotor slot noise of three smaller units is quencles.,This high frequency bearing noise, reflect-
-- anaverasoAR adb less than their caunteroart he.
Th__
e,4 ;. .r_ ,s•^AAA --- , ......
cz; -

secondary rotor slot frequency vibration in not evi- by bearing friction and surface roughness of the bear-
dent on either 364 frame unit. ing components. The prototype motors have an aver-
Even though the reduction of slot frequency vi. age of 7 to 24 adb less vibration produced by this
bration is greater than the 120 cycle magnetic noise, source. However, the levels in these bands remain
the level remains higher. However, the steps that the highest produced by the motors. Further reduc-
should be taken to further reduce magnetic noise will tion of this high frequency noise primarlty requires
be effective at both high and low frequencies. They use of ball bearings with lower values of high fre-
are: quency vibration. If these bearings are not obtain.
able, the bearing noise may be attenuated by the use
1) An increase In radial thickness of stator core. of Isolation material between the bearings and the
As shown In Section 3, this dimension has a bearing housings.
pronounced effect on the deflection of the The 213 frame motors are examples of a rather
stator core due to the radial air gap force rare phenomena. These motors are some of the few
waves., tested where the magnetic noise in the mtdd~l fro--

ribs to impart additional rigidity to stator inent than any other source. Narrow bond analysis of -.
4MOT~~~
___-thvpraotityp~ war rvvnWrIban f beatlag-ait"U-
3) Rotation of successive stator r ... e In,,ina- centered about 2700 cps which had higher levels.
,ions to minimize permeance variation due Thls I-s not a prominent bearing frequency and the
to grain rieentatl,,n............ even hiaher levels of this bond on the conventional
4) The dripproof'protected motors could have motor suggests a resonant condition.
encapsulated windings to reduce stator core
vibration,
5) Use of linternal Isolation material. If the
above four steps are Insufficient to reduce 9.4.4 Fan Noise
the high frequency vibration to acceptable
limits, steps may be taken to attenuate this The prototype motors or& no exception to the
noise betweenthe source andthe motor frame. rule that fan noise is principally airborne in nature.
As shown in Section 8, Internal isolation of Therefore, the analysis of this source of noise must
the stator core to reduce magnetic noise Is concentrate on the sound pressure spectrograms. The
feasible, However, additional work Is neces- airborne spectrograms of the four prototype motors
sary to evaluate the cooling of motors utillz- and the specially tested 326 frame conventional mo.
ing such Isolation. tor were taken In the Allis-Chalmers reverberant
sound room at Norwood, Oklo. This room, which has
smooth concrete walls to provide high acoustic re-
9.4.3 Bearing Noise flection, was designed to facilitate sound power con-
version of the measured sound pressure levels. Table
The principal design criteria employed to reduce 9-6 furnishes the correction which must be added to
bearing noise and vibration were the use of high sound re:-,ro .!,vilz -o,&czJ'Td-n ithis room to ob-
quaithfj, low vibration b.earhigs,careful attention to - tain sound power levels. As on aid in comparing the
. " mating,.prts, and setting the optimum preload force airborne noise test results with MIL-E-22843, Table
by means of the prelood adjustor previously describ- 9-7 furnishes the maximum sound power levels per-
ed. An investigation of the test data indicates that mitted for Grades B and C equipment and the corres-
these steps hove appreciably reduced bearing noise ponding sound pressure levels for the Allis-Chalmers
over a wide frequency range. The low frequency bear- Sound Room only. The levels for Grade A equipment
Sing noise has been essentially eliminated as a ore 20 db lower than the corresponding Grade B and
troublesome noise source. The preload bond is~pres- C levels.

9-5
 TABLE 9-6 TABLE 9-7
Sound Power Conversion Sound Power Levels re 10"13 Watts
Lpto Lw Permitted by MIL.E.22843
cm. _____ For Grade B & C
To convert Sound Pressure Levels re 0.0002 dynes/sq.
recorded in the A-C Sound Room to Sound Power Leavelsr .. Permitted -. ....- Permitted
re 10 13 watts, the following correction must be added. Sound Power Level Sound Pressure Level
( 1/3 Octave Correction I1/3 Octave re 0.0002
dbAC
db re 10-13 Watts In dynes/sq. cm.
SOUND ROOM ON1,LY
10
• _12.5 40. 92 -•
_QA 81
70 -
16. • Ub63 88.5 77.5
80 87 76
25_100 85 73.5
31.5 125 83.5 72
40. 160 82 70.5
50 11 200 80 68
63 250 78.5 66.5
80 315 77 65
400 75 62.5
- 100 S00 73.5 61
* 125 11.5 630 72 59
,,.1000 160 800 70
68,5 56.5
55
9 20 0
2500 4.5
1250
a2benar
67
65
53
50.5
315 2000 63t5 48.5
2s2500 62 t
46o5

5000 57 39.5

8000 53.5 w 34.5

5000
I000 13.5 10000 52s 32
motor spectrogrmms that are
higher than the recorded
1250
1600 14
14.5 ambient are due to the rapidly changing ambient rather
2000 is than motor noise. Thisig mboont condition was the ro-
e15.5T e
2500 sur of the newness of the reverberant thst facility
3150 16 which could not be correctedin time for thase tests.
motors..5
5000 17.5 However, as Table 9s7 Indpcatesa the low frequency
6300 is. levels permitted by MIL-E-228U3 are for higher than
8000 •.19 the ambient,
10000 2U An Isvestigatron of the prototype spectrograms
reveala thfsut the prominent vibration frequencies ire
The reverberant rondt in addition to facilitating not trcnsdr)cd tento airborne noise. This Is due to
sound power computation also permits more accurate two rensoils; a)the vibration levels have boen re-
covels. Tests of many
determination of high frequency duced considerably and, 2) the prominent vibration
motors indicate higher sound power levels at hih Is of high frequency which Its readily attenuated In
measured
whensound
frequencies from In this room than when transmission and troneduction. Thus, for the proto.
calculated pressure levels measu~red un- type rnotors, not only it fan noise not evident In
der less reverberant conditions. It appears that the structureborne tests, but unbalance, beating, andrvre
s obfoavor of hcnh frditincy
due tono .... -cnoise
magnetic are notevidont
............. - in o airborfpnden
the
=.-z,. iroev ls.
ls record=.-d
nde-tinderis seonl
difference holc conditions rather fitri• .. ,,.,t..... rn,, '. . _
• ... amplification under reverberant conditions. The test under reverberant conditions with those taken under
// conitlons definitely affect tifo levels recorded and semi-anocholc c nditions Is difficult due to the op-
Sthe •0ove described tests were conducted under the proximately 10 db increase caused by the reverber-
more unfavorable condition. ant room. This variation is frequency dependent which
The sound pressure levels at frequencies below compounds the difficulty. However, even under the
100 cps shown on the test data taken in the reverber- more adverse test conditions, the prototype 184 frame
ant room are caused by the room ambient whichfluct- motor can be seen to produce both lower levels and a
uates as shown in the third spectrogram of sheet 9-3. better frequency distribution than its counterpart.
Repeated tests have verified that any levels on. the The sound pressure level produced by this motor is

9-6
 d/

essentially constant (approximately 45 db) between load adjustor in the rear end bearing housing, there-
250 and 8000 cps. The only high frequency band that by permitting optimum location of the fan. This de.
is more prominent than the rest is a 6300 cps band sign change would result in an inerease in overall
that reflects a slight whistle caused by air passing length of between )i and V inch.
through and around the end turns. The overall levels
-- of the 184 frame motors ore the same-but .the rever- 9,4.5 Narrow Band Analysis
berant ambient produces levels higher than, those pro-
duced by the motor, thus the overall reading (desig- Narrow band (6%) analyses were made of the vi-
nated on this spectrogram as Lin or C) is not indica- bration and airborne noise produced by the four pro-
tive of the motor's noise output. Test of an earlier totype motors for two reasons:
........ r....notiu maor.. -_ 1) to dermine Ifdifferencesin amplitude would
ed a 52 db overall reading. (See Spectrogram 3-16). be observed, arid
The principal design feature that caused the reduc. 2) to determine unknown discifre frequencies of
tion of fan noise was the shortening of the axial fan noise.
blade length until a temperature rise near the Class No appreciable difference in amplitude was noted for
B limit resulted. The prototype 184 frame motor has any prominent frequency in any of the above tests,
50% of the original length removed. Also,..whenevor there was noise of an unknown fre-
The comparison of.the 324 frame prototype motor quency, narrow band analysis indicated the presence.,
with Its 326 frame conventional counterpart is con- of a band of frequencies rather than a discrete fre-
siderably easier and more Indicative of'the reduction quency. Thus, tI, narrow band analyses of these me-
achieved because both motors were tested under Ident. tors,,furnished no additional information not supplied
ical reverberant conditions. The prototype motor has by the one-third octave analyses. Therefore, only
a 13 db lower peak and a 10 db lowee overall reading. one narrow band test In furnished for Illustrative pur.
Again, the reduction is mainly a result of a reduced poses. Spectrogram sheets 9.13 and 9-14 contain the
-fan blada-lengtrh. The324 frame meter hat a fan blade narrow band analysis of the oirbornelnoise recorded

326 frame motor).

- Th-211)frome Ipr type meter s, r i,le-* -- 9.4 Cemperl With MIL.-.22143
of 3 dh lesis than, the conventional motor and a 5 db
lower overall level. This reduction Is lees- than an. Although Military specification MIL.E.22843 was
tCIPated due to two modlficotians within the fon not issued until just prior to the termination of this
housing enclosure: contract, a comparlson of the noise produced by the-
1) The inclusion of the preload adjustor In the prototype motors with this present BuShip speclflca-
fan end bearing housing required the place- tion may be of interest.
ment of the fan nearer to the fan housing in- The airborne noise for any size equipment Is the
take grid, some and is specified in terms of sound power levels
2) The Incorporation of the balance ring and the for one.third octave bands between 40 and 10,000
unidirectional fan Into one assembly prevent. cps. Table 9.7 lists the permitted levels for grade B
ed a reduction In the fan diameter over the & C equipment and the corresponding sound levels
customary bidirectional fan. as measured in the A-C sound room. The permitted
levels at low frequencies ore considerably higher
The factor which set the minimum diameter was the than those produced by the prototype motors. The
necessity of the balance ring occupying the space rapid decrease In permitted levels which approxi.
above the bearing housing hub. Thus the optimum mates an ambient condition results In all the motors
design unidirectional fan could not be utilized. A re- exceeding the specification at high 4requencies. In
duction in fan diameter would have resulted in a large the case of the 184 frame motor only the levels at
decrease in air velocity. The only modification that frequencies greater than 4000 cps are above the
could be made was the reduction in axial length of specified limits. At the other extreme, the 364 frame
the unidirectional blades which reduced the•Yolume totally enclosed motor exceeds the limits at all bonds
. -- of cooling a ir. Z• ... = - ign-r •.-e. 25.
-The 364 frame totally enclosed prototype motor The structureborni-aniseoroeduced-byvk_ prmný-.-
has a si;milar reduction in fan noise 'The peak ond type motors does not Increase appreciably as a func-
ovewll levels of this motor are 4 and 6 db iowe'rZohn tion of frame size. However, the adb levels permitted
those of the conventional motor recorded under; semi. by MIL-E-22843 decrease as a function of motor
anechoic conditions. The balance ring and preload weight. The weights of the four prototype motors are
adjustor of this motor did not cause an oversize fan shown in Table 9-1: The corresponding adb levels
diameter but did cause the fan to be located nearer permitted for Grade C equipmentifor all one-third oc-
the intake grid. The fan noise of the totally enclosed taves between 25 and 8,000 cps are 91, 88, 83, and
motors could be further reduced by placing the pro- 81 adb respectively in order of increasing frame size.

9-7
 The 184 frame prototype barely exceeds the 9.5 GENERAL COMMENTS
specified limit In the high frequency bonds. The 213
motor pxceeds the limit for units of its weight by a A comparison of the prototype motors with each
few db'on some axes but the average band levels re- other indicate that the totally enclosed motors have
main below the limit. The 324 frame motor has the lower vibration levels buthigher airborne levels than
highest structurebome levels and exceeds the speci- the dripproof protected motors. The vibration is less
fication for its weight by as much-as 12 adb. The 364 due to the more rigid frame and continuous peripheral
frame motor has lower acceleration levels but again contact between the frame and stator ecor. The higher
exceeds the specification, airborne levels are caused by the totally enclosed
In summary, the smaller two motors come very external fans. The vibration levels, remain essentially
close to meeting the present structuit.borne specif;- -constant as the motor size and rating Increases. The
-. -or ------- f-, - eiHU-u•rU -c~~oiirirnlU-1IoIU pr8-doCd-by thergetinducton motor
specification at very high frequencies. The larger is greater because 1) the higher peripheral speed of
motors exceed both the airborne and structureborne larger fans and, 2) the larger frame is a more effect-
limits by appreciable amounts. ive transducer of vibration Into airborne noise.

9-8
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 SECTION. 10'
SUMMARY
The results and findings of this study fall into orientation. Punchings should be rotated preo
two categories: those which may be considered do. ferably by 450 steps or if the number of staotr
sign criteria for low noise and vibration motors an6 slots prevents this, by 90' steps. (3)
fac concerning motor noiseoand vibration of a more
foc iO)YLomiiiationi shouild be enn-eaied-onlyM punch-
general nature. These ore treated In subsections 10.1 ings or* rotated as specified In criterion #9.(3)
and 10.2 respectively. '11) Steei-to-stoei eccantricity of air gap should be
less thurd 2 mils, (3)
10.1 DESIGN CRITERIA * 12) Use of low vibration bali bearings meeting
_____02__or J 4M 0-17931 A-0)~
The following design criteria for iow noise and * 13) Ball bearings should be preloaded by use of a
vibration Induction motors are recommended. Numbers thrust washer. (4)
In parenthesis refer to the sections In which the cri. * 14) The amount of preoaodforce should be the mlnw
teria are developed, Those criteria available at the imum that takes up the internal clearance. If
time of, and used in, the 'design of the prototype ma- means for adjusting the preload are pro'Vided,
tars are Indicated by on asterisk. the preload can be adjusted to givi minimum I
motor noise. (4)
*1) Use of low air gap magnetic flux derlsities. *15) An interference fIt of between 0.0001 and 0.0003
Maximum density of 40,000 lines pet- cquare is recommended for the shaft-bearing fit.'U.e
Inch is recommended . However~a low flux d'in- of ABEC-5 or higher bearings Is an aid In ob-
sity Is not consistent with compact motor de. taining thie light press fit and Is more compat-
* sign. (3) ible with the Internal tolerances necessary to
*2) Selection of proper rotor-stator slot combina. produce a law vibratilon bearing. (4)
* .tienfte produý% high trade forces wavers. Ampt ___-*161fTheiiu-mber-orfainbladesi~ihi&Fjhoito
____- ~ ~ ttTdiidng tii sme fequecy noi~se as
Equations for ;;atculating the number of nodes produced by other sources. The Important coem-
- ~,dvodbyu1
cm ~s-ighi~t-h--- ___- -biatironr to be-avoi~ed'ars- - --- 1
-~Table 3.2. This criterion It one of tht mast ao.Numlior of fan blades equal to number of
imeportant In rieducing "h rotor slot frequency
vibration .dho.jkofit 04W40r,0 affect on the mo- poles (120
b. Number cps).
of fan blades equal to h number of
tor performance. (3) rolling elements in the ball bearing.
13) Skewing roter bars, ont rotor slot or one stator c. Number of fan bloede equal to fcP/ 12O
* slot, whichever Is the greater amount of skew, where f0 equals the center frequency of
This amount Is quite prevalent In Industry and any objectionable band. I
requires little or no design modification. (3) . d. Number of fin blades'a multiple of the numi-
'4) Use of closed rotor slotsto minimize permeance ber of protruding ribs, lugs, etc.
variation, Use of this and the following c~rIter. An odd number of fan blades will usually, but
"Ion will result in an incrooe.asefleakage flux mot always, meet the above requirements.
and reactance. (3) .*17) Clearance between fans and stationary parts
*5) Use of narrow neck semi-closed stator slots, should be sufficient to prevent a siren effect.
. kThe minimum opening may be established as The wide range of motor sizes, speeds, and .
*twig~ the thickness ofthe slot liner plus the *,constkuctiouns precludes the numerical deter-
* over Insulation of the largest wire
.diameter mination of a permissible minimum clearance.
size plus 20 mile clearance. Fof frames larger (5)
than 286, the clearance should be Increased to 4118) Within vhe range of acceptable performance,
30 mIIa. (3) cost, und the weight, the amount of coaling air
6) Incieaze In radial thickness of stator core. Only necessary should be reduced by.
a minimum increase is possible without an ino - a Use of low current -andi flux densities to
- -- -. - e*Co ;n Theg frme dimensicnI* (3i . minimize generated heat.-
7) Frame modifications, such as circumferential b. Use of sufficient iron and steel to convey
* ist imor additionalrip4 1 ty,týRoe,.. rmmO'QtjI
+0"
O' t,"mafj
wfi"slt nac ulla operation ofa tomoot near
non-standard and possibly larger frame. (3) the insulation class limit.
8) Selection of stotor core pitch to minimize 5th d. Use of higher temperature insulation sys-
3and' 7th harmonic of air gap flux density. (3) terns.
39) Rotation of successive stator core laminations Items b, c,and d essentially cause an increase
to minimize permeance variation due to groin in the ratio of natural cooling (radiation and
 convention) to forced cualing on a given unit. *29) An AIBEC-5 or higher toltrance Is rwcommenti
(5) ad for the bearing, housing bores. (8)
"19) The more efficient encl-to-center cooling moth- *30) , light press fit (I ti 2 mils Interference) is
od should be used for dripproof protected me- recommended b6twoen the bearing housings
otars. (5) and frame. (8)
'20) The minirr.im axial lengthof fanblades of drip- *31) The three casting moterliql evaluated in this-
proof protected motors should be determined study In the order of theii preferred usage are:.
far each motor design for nolse-sensitive appll, a, Nodular irotfl
cations. The principal reduction of the airborne b, Cast steel I/
noise of the dripproof protected prototype mo- c: Aluminum (8).i
tor% was realized by the use of this criterion. 32) Ribbing of housings ./d yokes will increase
(5)
*2 1) Totally enclosed, fan cooled motors should use their rigidityond
airborne redIce their vibration
noise generated-bythIs andTwo
vibration, the

unidirectional rather than bi-directional exterri. mp°otnt aspects about ribb'ng' must be con-
*22) External fans should be aerodynamically do, a .J se of circular rather than axial ribs will
signed. For example, backwardly inclined cury- cause a greater reduction of deflections
ed fan blades on a conical shroud as shown In '. due to radial air gap forces.
Figure 5-3. (5) b. Ribs should not interrupt a high velocity
"23) Sharp turns and constrictions In the airatream airstream. For example, the fan end bearing
path should be eliminated. The areas that re- of TEFC motors should not be externally
quire special attention are: ribbed. (3, 5, & 8)
a. The external fan housing opening and ex- 33) For suitable applications, motor windings
haust, The aorodynamlz, design of the fan should be encapsulated to reduce stator core
heueing mutt be performed In conlunctian vibration. (8) ____•_....

b. The Intake and exhaust ports of driploof-

___ ~ ~ - P raeWtKw.- 10.2 GE ILCoNCl-I$4Q - -_____ _

percentage of open area should be kt•id, The following facts concerning induction motor
c. Area between air deflector end end turns, noise are of a more general nature than the design
'24) Sharp(5)edges ig• the airstream path should be criteria,
the moveinspecific
many instances, they furnish the basis for
design recommendations.
eliminated. Potts In contact with high velocity
air should be g~ven prime 6onsideratIons: 1) Specification of motor vibration must include
a, The fan shbuld be smooth and free frain the polntc of measurement and the axis along
. burrs, blow holes, etc. which the vibration Is to be recorded. Vlbra..
b, The fan bowl should present no sharp edges tions recorded along mutually perpendicular
to the airstream. A cast fan bowl is pro- axes at the same pointer* radically dissimilar.
ferable to a fabricated sheet steel one. If 2) The axis of measurement of motor vibration Is
sheet steel is used, the edges should be ofter• indicative of the direction of the genera.
rounded during the stamping process or tion of the vibration. Thus, vibrations caused
coated with plastic or a similar material. by the radial air gap force waves will be re-
(5) :1 fle-ted in the radial axes on the motor feet.
*25) Rotor bars should be ijherringbmne skewed to 3) The effective source of 120 cycle magnetic
prevent an increase in bearing tal.se with load. noise is the air gap, forco wave created by the
(7) rotating fundamental (60 cps) magnetic field.
26) If herringbone skew cannipt be used, the amount The 120 magnetostrictive expansion is both
and manner of preload shtuld be selected such smaller than and out of phase with the force
, that a change in preload 'force will not cause wave deflection.
- an increase in vibration. The vibrat in vs- pr.- 'A)% effOpi
,-,ipal ofhsiiu-urW,,;e 1r he
1unda-
"a--,.cnaracteristlcs must\ be determined for mental air gap flux wave is the production of
each size of bearing .t4f,r
used and, until
,,td1Yio-,2 consist-
D5eir5e.-
4
~(-h............. statori~~eyqua1
core vibrations
•o with frequenclet
and'$A•- coorasx
wihereR and ,
*27) As lIrge an air gap as Is consistent with meet- P are the number of rotor slots and magnetic
ing necessary starting current and power factor poles respectively.
requirements should be used. (7) 5) A comparison of tha noise producing aspects
*28) Machining operations should bi performed with of solid lubricant sleeve bearings to ball bear-
a minimum number of set-ups to maintain con- ings should be made when the numerous newly-
centricity of turns and bores. (8) developed sleeve materials have been evalu-

10-2
 ated and developed for application in the Into- (rubber, If possible) and driving a minimum
gral horsepower frome sizes, load such as an unexcited dynamometer.
6) Preloading of bearings other than those with c. Take noise meosuremn.nts with motor at
low 'vibration characteristics causes an in- full load 'excited dynamometer).
crease in recorded nolise levels. The motor may * The corrected full load reading is:
sound quieter to the ear because of the 1emoval Reading "o" + (Reading "c" - Reading "b")
-of highly Irritating rattling noise cause1i by the This method relies on the isolation used (such
balls, as mounts, cauplings, separate foundations,
7) Bearing locknuts should only be use4 where rooms, 'tc.) to minimize the noise clrnnqe In
necessary to prevent slipping of the bearing, the loading device due to load rather than the
on the shaft. Locknuts must not be aoqertight. total noise produced by the loading device.
ened. 15) The use of damping compounds on castor small
8) It Is recommended that lower limits of. pr~'i, pdid fabricotcd
motor noise.mq1t.rihis components. reduce
obmepvation may, norormay not
sible dirt count of lubrication used for low vi.
bratoJn bearln be ,established. .apply to large sheet metal enclosures mounted
:9),i,•nldiraelonal -4r'ip4nrof praterted mo. on the motor frame.
<IOItors did not resjuit 'in td•mAlon of motor noise. 16) Encapsulation of motor windings was found to
because of th complicated airflow, potterp. affect the directivlty of airborne noise radio.
10) A comprehens( re study of the effect' of that V tion but not the sound power emitted.
unbulance anct means of correcting the unbal.17) The effectiveness of internal Isolation mater-
ance •srecam uended. 17)lal In reducing motor nolisehas been establish-
11) Conversion oedthe unbalance displacement val. d. The development of a functional system
us
ubnranormallyelldb)ad unblac
recorded dispatndcmentvl.sa
the to acceleration decibels incorporating oo oiehsbe
nrdcn contaminant sals
resistance and Ode.
fi levels may anless
e highl-Inaccurate quote, cooling is strongly recommended.
filtering networks are utilized. 18) As the motor size and raiing Increase, the Yl*
12) The boor]ng-housIngli and framehove 'nn-linear brtlan levels producadwill remain essmentially
tor1, specification of metr vibration should 19) The airborne noise produced by larger induc-
only be made at points of ptlee .W i t b----_ -
7 - -whore this vibration Is externally transmitted. a, the higher peripheral speed of larger fans,
13) The noise produced by various factors may b. th, larger frame Is a more effective trans-
either Increase or decrease with motor load, duae~ of vibreteon Into oirbomne fAS.,
but the overall effect will be an Increased 20) The degree of compactness of motor design Is
noise production In an' Inverse relationship with ths noise pro-
14) The measurement of motor noise under load duced.The stoesthat must be taken to incease
"presents the problem of isolating the noise pro, the horsepower rating in a given wrame arr the
duced by the loading device. The following opposite of the steps to reduce motor noise.
method was employad in this study: 21) For the same motor speed and horsepower, the
a- With motor Isolated to highest degree oh. frame sixe specified byMIL.M.170608 Is small.'
tainable, take noise measurements at load oe for dripproof protected motors than farTEFC
site, such as dynamometer, under no load motors. This will result In dripproof protected
condition (uncoupled). . mtors having higher amplitudes of vibration
b. Take noise measurements with motor con- but lower amplitudes of airborne noise than the
nected to load with a flexibi• coupling TEFC motors of the same rating,

10-3
 BIBLIOGRAPHY
1) Handbook of Noise li easuremont, General Radio Co.
2) Test Codes for Apparatus Noise Measurement, American
-~ Standard Z 24.7-1950.
3) Proposed Test Procedure for Noise Measurements on
Rotating Electric Machinery AIEE No. 85, November 1960.
1* ____________________ ______
4) Nolae Measurements of Shipboard Mac~hinery & Equipment,
MIL-STD-740 (Ships) 6 February 1961. __

5) Sound Level Meters for Measurement of Noise and Other

Sounds, American Standard Z 24.3.1944.
6) Octave Band Filter Set for the Analysis of Noise and Other
.Sounds, American Standard Z 24.10-1953.
C')Preferred Frequencies for Acoustical Measurements,
American Standard S1.6-1960.
(8) Electetc Machinery (Book) Fitzgerald and Kingsley, McGraw
H 1,1952.A
9) Principles of Electric and Magnetic Fields (Book) W.B. Boast,
2nd, Edition, 1956.

AE rons., aol.73, 1954.

t M~t.-(&w~I4, E.P RuPimrfi a~{-9
-1~-Mdj~,~~

F
(12) Electric Machinery (Book), Vol. 11, Llw schitx.Gorlk and Whipple,
Van Nostrand, 195&.
(13) Induction Motor Slot Combination, G. Kron, AIEE Trans.', Vol. 50,
1931.
141 Differential Leakage with Respect to the Fundamental Wave and
to the Harmonids, M,IjwschItz-Garik, AIEE Trans., Vol. 63,

(15
Case
Th /,i ElmloionofNoise in Small Motors, W.R. Apple-

(1)QitIniluction'Motars, L.E.' Hildebrand, AIEE Trans, Vol. 49,.,,

1930.
(17) BollI and Roller Bearing Engineering (Book), A. Palmgrem, SKF
Industries, 1959. f
(18) Handbook of Noise Control (Book), C.M. Harris, McGraw-Hill,
1957. f
(19) Calculation of Windage Nolt~e Poweor Level It, Large Induction

020) Vibration in Two-Pole Induction Motors Relatbd to Slip Fre-

(21) Predetermination of Sound Pressure Levels of Magnetic Noise

of Polyphase Induction Motors, E. Erdelyl, AIEE Trans., Vol. 74,
Pt. 3, 1955.
(22) Tho Use of Vibration and Shock Control In Reducing Noise
Levels, D.H. Vance, Noise Control, 'March, 1956.
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