Directing The o & M of Motors

Engineering Encyclopedia
Saudi Aramco DeskTop Standards
Directing The Operation And Maintenance Of Electric Motors
Note: The source of the technical material in this volume is the Professional Engineering Development Program (PEDP) of Engineering Services. Warning: The material contained in this document was developed for Saudi Aramco and is intended for the exclusive use of Saudi Aramcos employees. Any material contained in this document which is not already in the public domain may not be copied, reproduced, sold, given, or disclosed to third parties, or otherwise used in whole, or in part, without the written permission of the Vice President, Engineering Services, Saudi Aramco.
Chapter : Electrical File Reference: EEX20305
For additional information on this subject, contact W.A Roussel on 874-1320
Electrical Directing the Operation and Maintenance of Electric Motors
CONTENTS
PAGES
PREVENTIVE MAINTENANCE REQUIREMENTS....................................................1 Minimum Annual Requirements................................................................................2 Visual Inspection.................................................................................................. 2 Bearing Inspection ...............................................................................................4 Vibration Level Testing........................................................................................9 Insulation Resistance (IR) and Polarization Index (PI) Testing .........................11 Additional Requirements .........................................................................................13 Motor Alignment................................................................................................13 Motor Lubrication ..............................................................................................19 Oil Lubricant Testing .........................................................................................20 Inspection of RTDs ............................................................................................22 Insulation Cleaning and Drying .........................................................................22 Measure Bearing Insulation ...............................................................................25 DETERMINING WHETHER MOTORS ARE FUNCTIONING PROPERLY ............29 Motor Maintenance Record and Interpretation ........................................................29 Insulation Resistance Data and Data Interpretation............................................31 Vibration Level Data and Data Interpretation ....................................................32 Maintenance History of Motors .........................................................................35 DETERMINING THE CORRECTIVE ACTIONS FOR COMMON MOTOR PROBLEMS ..................................................................................................................37 Vibration Alarms...................................................................................................... 37 Temperature Alarms ................................................................................................39 Winding Alarms....................................................................................................... 40 Bearing Alarms .................................................................................................. 41 Motor Trips ..............................................................................................................42 Faults..................................................................................................................42 Process Interlocks...............................................................................................43 WORK AID 1: PROCEDURE AND ACCEPTABLE TEST VALUES (PERFORMED DURING MOTOR MAINTENANCE AND COMPILED FROM SADP-P-113, NFPA 70B, AND ESTABLISHED ENGINEERING PRACTICES) FOR DETERMINING WHETHER MOTORS ARE FUNCTIONING PROPERLY .......................................................................................44 WORK AID 2: PROCEDURE FOR DETERMINING CORRECTIVE ACTIONS FOR COMMON MOTOR PROBLEMS (BASED ON ESTABLISHED ENGINEERING PRACTICES) .........................................................48 ADDENDUM ................................................................................................................56
PREVENTIVE MAINTENANCE REQUIREMENTS Electrical preventive maintenance consists of routine inspections, tests, and service on electrical equipment. The purposes of electrical preventive maintenance are: To reduce the hazards to life and property that can result from a failure of electrical equipment. To detect impending equipment trouble and to reduce or to eliminate unscheduled downtime of equipment and systems.
The performance and the extent of an EPM program must be determined through a cost analysis of the performance of the EPM program versus the cost of nonperformance of the EPM program. An EPM program that will collectively cost more than the replacement of the equipment would not be cost-effective. The determination of the EPM programs content and of the frequency of program performance must consider the following items: The impact of the program on personnel safety. The potential for equipment loss or damage. The impact of the maintenance schedule on production.
This section of the Module will present information on the following preventive maintenance requirements: Minimum Annual Requirements Additional Requirements
Minimum Annual Requirements The actual minimum preventative maintenance items to be performed on an electric motor should be determined by the cognizant engineer. The engineer should use this section as a guide to determine the minimum annual requirements for each motor installation. The engineer should base the minimum annual requirements on the following considerations: Motor duty Motor repair history Environment Importance of motor operation to overall plant operation Cost of equipment down time Cost of the motor and of motor replacement
The following annual preventative maintenance items that are discussed in this section are the minimum requirements for most motors. Visual Inspection Bearing Inspection Vibration Level Testing Insulation Resistance (IR) and Polarization Index (PI) Testing
Visual Inspection A visual inspection of a motor is performed to identify any readily apparent malfunctions or to identify improper operation of the motor. A brief visual inspection of a motor should be performed each time a qualified person walks by the motor. A detailed visual inspection should be performed on an annual basis. The annual visual inspection of a motor should consist of a detailed observation of the motor while the motor is in operation and while the motor is deenergized. The person who performs the inspection should ensure that all safety precautions have been taken before the inspection is started.
The first part of the annual visual inspection is performed while the motor is in operation. The inspection should be performed through use of a look-listen-feel approach. The maintenance person should look at the motor to ensure that there is no physical damage to the motor or to the connected equipment. The operational parameters of the motor (amperes, voltage, and power factors) also should be observed to be within the established limits that are listed on the motors nameplate. The maintenance person should listen carefully to the sounds that the motor makes while it is in operation. A motor that is operating correctly will make a smooth, steady sound. Oscillations or unusual sounds can indicate a pending electrical or mechanical failure. The maintenance personnel also should feel the motor for excessive heat in the vicinity of the motor stator and the motor bearings (e.g., feel the stator case and end bells). The second part of the annual visual inspection is performed while the motor is deenergized. The following is a list of the general items to inspect while the motor is deenergized. (The manufacturers technical information should be consulted for specific requirements.) Inspect for water and for condensation on or in the motor. Inspect for rust and for corrosion on the connection boxes and seal points. Inspect for dirt, for dust, and for foreign objects on or around the motors ventilation ports. Inspect for proper anchors, mounts, grounds, and ground connections. Check the air gap at eight radial locations or at all poles of a synchronous motor. Record this information. Excessive variation of the air gaps may suggest misalignment or excessive wear of the motors bearings. Inspect for signs of excessive heat such as charred or cracked insulation and discolored or blistered paint and varnish. Inspect the integrity of the electrical terminals. Inspect for frayed or worn insulation. Inspect the stator and the rotor coil insulation for thermal aging, cleanliness, and tightness of bracing.
Ensure that all fasteners are properly secured. Inspect for clogged rotor and stator ventilation ducts. If possible, inspect the end windings of the motor for dirt, dust, grease, oil, or other foreign material.
DC motors require the following additional inspection items: Inspect the commutator surface for indications of faulty commutation and for high mica insulation between commutator segments.. Inspect all brushes for satisfactory operation, for proper length, and for proper brush holder compression. Inspect for cleanliness in the commutator area. An excessive runout or an irregular commutator surface can generate excessive amounts of carbon dust in the commutator area. An excessive accumulation of carbon dust can contribute to flashovers. Inspect the brush fit in the brush box to ensure ease of movement of the brushes in the brushbox.
The value that is obtained through performance of an annual visual inspection often is dependent on the mental approach that the inspector uses to perform the inspection. If the annual visual inspection is performed under the mental assumption that no problems exist, the inspector often will miss the subtle signs of potential problems; however, if the annual visual inspection is performed under the mental assumption that a problem does exist and that the purpose of the inspection is to identify the problem, the inspector is more likely to locate the signs of potential and existing problems. Bearing Inspection The complexity of the bearing inspection will depend upon the actual type of bearing and lubrication system that is installed. Anti-friction bearings that use a grease lubrication system require the least amount of maintenance of all the types of bearings that are used in Saudi Aramco installations. Sleeve bearings that use an oil transfer system require the greatest amount of maintenance. The exact bearing inspection requirements should be in accordance with the manufacturers technical manual.
The first portion of an anti-friction bearing inspection is performed while the motor is in operation. This portion of the inspection involves listening for sounds such as squeals, screeches, and clicks that emanate from the bearings. Such sounds are usually a sign of improper lubrication or of a dirty bearing. After the motor is shut down, the bearing housing should be opened, and the bearing should be checked for proper lubrication (grease), signs of excessive heat, and indications of high currents across the bearing. On relatively small motors, the shaft should be checked for excessive endplay or for freeplay while the shaft is manipulated by hand. On motors that have shafts that are less than five inches in diameter, the shafts also should be rotated by hand. While the shafts on the motors are rotated, the inspector should feel for any hard points on the bearings. Anti-friction bearings that use grease for lubrication should have the bearing cleaned and should have the grease changed during the annual bearing inspection. Anti-friction bearings that use oil for lubrication should be inspected to ensure that the oil is clean and that the oil is at the proper level. If necessary, oil should be added to the bearing. The manufacturers technical manual should be consulted to ensure that the proper amount and the correct type of grease or oil is used. Sleeve bearings require more maintenance than anti-friction bearings because these bearings must be disassembled to allow an adequate inspection. The exact procedure for disassembly and for inspection of motor sleeve bearings should be in accordance with the motor manufacturers technical manual. After the bearing is disassembled, the bearing should be checked for unusual signs of wear and for signs of excessive heat. An exact check of bearing wear can be performed through measurement of the air gap around the rotor and through comparison of these measurements to the manufacturers specifications and to previous air gap measurements. The bearing also should be checked for signs of circulating currents that are evidenced by localized pitting or heating on the soft metal inner surface of the bearing. Large motors are provided with bearing pedestal insulation to prevent circulating currents; therefore, excessive bearing current would indicate a failure of the bearing insulation. The oil lubrication system also should be inspected to ensure that there is adequate oil flow to the bearing and to ensure that bearing temperatures are within specifications. The Electrical Engineer should be able to inspect the bearing and to identify the type of bearing damage. This identification of damage is especially useful in cases of chronic (repetitive) bearing failures.
The following types of bearing damage are common to most types of anti-friction bearings and should be checked as part of the bearing inspection: Creep Splitting Scoring Misalignment Brinelling Discoloration and overheating Ball bearing separator damage Abrasive wear
Creep, identified as wear marks on the outer bearing race, on the inner bearing race, on the bearing housing, or on the shaft, is caused by a loose bearing fit. Splitting, identified as a crack in the inner race, is caused by bearings that are mounted on a shaft that is too small or by bearings that are cocked on the shaft. Scoring often occurs with roller bearings and can be identified as scratch marks on the inner race of the bearing. Scoring commonly is caused when the roller slides over the inner race with inadequate lubrication. Misalignment, identified as a non-parallel load track on the stationary race, is caused by misalignment of the motor and the load. Brinelling is caused through excessive thrust on the bearing; this thrust pushes the balls on the race and creates a dent at the junction of the bearing and the shoulder. This damage commonly is caused when the bearing is pressed on the shaft or when the bearing is cocked on the shaft. Vibration brinelling, which appears as a washboard effect on the bearing race; this effect is caused by vibrations outside of the motor. Discoloration and overheating are caused by improper lubrication. Ball bearing separator damage is caused by improper lubrication. Abrasive wear is caused by improper lubrication or by dirt contamination. Unlike inspection of an anti-friction bearing, sleeve bearing inspections are performed after disassembly of the bearing. Figure 1 shows the split sections of a sleeve bearing. The bearing should be checked for the presence of any foreign material. Any hard particles that are embedded in the babbitt must be removed, and the source of the contamination must be eliminated.
The babbitt surfaces must be examined for evidence of the following unusual conditions: Rub marks in the top half of the bearing usually are a result of machine misalignment. Rub marks on the babbitted thrust faces are an indication of axial thrust loads. These rub marks usually result from improper axial alignment or from excessive shaft end play. The bearing should be checked for evidence of wiping or of pulling of the babbitt metal. This bearing wiping generally is the result of the bearing overload due to machine misalignment or due to machine vibration. The wear pattern on the babbitt surface of the bottom half of the bearing should be noted. The wear pattern should extend axially along the lower half of the bearing and should be centered on the bottom of the babbitt surface. The width of the wear pattern should be uniform from one end of the bearing to the other. Uneven wear patterns typically are due to improperly fitted bearings or are due to a bent shaft. The lower bearing babbitt should be checked for circumferential scratches. These scratches run perpendicular to the bearing wear marks and commonly are caused by foreign particles that pass through the oil film. The upper and lower halves of the bearing should be checked for general surface roughness. This roughness may be caused by abrasive particles in the oil. The journal surface should be checked for protruding sharp edges. The bearing surface should be checked for pitting. This pitting is normally due to corrosion, to careless handling, or to bearing currents.
After the bearing surface inspection has been conducted, the bearing oil reservoirs should be drained and flushed.
Split Sections of a Sleeve Bearing Figure 1
Vibration Level Testing Vibration level tests are performed to check for excessive vibration or for changes in vibration that are above the established limits. All equipment that rotates will vibrate to some degree; however, changes in the vibration levels can be a sign of a pending malfunction. These abnormal vibration levels, if left unattended, can cause damage to the motor shaft, to the motor rotor, to the motor endbells, to the motor bearings, and to the other equipment that is connected to the motor. Different types of vibration must be considered when a vibration level test is performed. Because motors rotate in the radial plane and the axial plane, a complete vibration analysis must consider both vibrational planes. The number of test points that should be checked on a specific motor application should be based on the manufacturers recommendations, motor history, and instructions for technical services. The source of vibration can be identified through performance of a frequency analysis. The frequency analysis will identify the frequency at which the excessive vibrations occur. This frequency can then be used to determine the cause of the excessive vibration. The amplitude of the frequency will indicate the severity of the problem. The following is a list of the typical sources of vibration: Imbalance Misalignment Resonance Bearings Gears Vane Passing Fans Air gap eccentricity Cavitation Oil whirl Pipig Bent shaft and bowed rotor Looseness Belts and pulleys
Figure 2 shows a sketch of a motor and illustrates where the vibration measurements should be made. The axial plane of vibration is measured at two locations, the front end (AF) of the motor and the rear end (AR) of the motor. The radial plane of vibration is divided into two components: vertical and horizontal. The vertical component consists of VR and VF and the horizontal component consists of HR and HF. Four vibration level measurements must be made in the radial plane: one at VR, one at VF, one at HR, and one at HF.
Motor Vibration Measurements Figure 2
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Vibration level testing often includes the generation of a spectrum plot. A spectrum plot is a graphical representation of vibration displacement or velocity versus frequency. The amplitude of vibration should be measured on the bearing housing in both the radial and axial directions. This spectrum is then compared with previous spectra or to data that are supplied from the manufacturer. Variations from previous data indicate a change in the operational condition of the motor. A detailed study of the spectrum should be performed to identify the source of vibration. From the previous list of sources, it should be noted that external equipment can greatly affect the vibration of the equipment that is under test. Vibration level testing can be accomplished with installed vibration monitoring equipment or with portable equipment. The manufacturers technical manual should be consulted for the type of portable vibration monitoring equipment that should be used. The manufacturers technical manual also will give instructions on how many points should be tested and where the test points are located on the motor. The performance of the test at the prescribed test points is essential to the accuracy of the results and to the accuracy of vibration level trend analysis. Records must be kept of all vibration level tests to allow for evaluation of changes in the vibration levels. Baseline vibration levels should be established during motor commissioning. The results of each vibration level test should be compared to the required limits and to the baseline vibration levels of the motor. A trend that shows an increase in vibration levels can be an indication of a pending motor failure. A trend analysis of vibration level is generally of greater use to the Electrical Engineer than the absolute value of motor vibration. Insulation Resistance (IR) and Polarization Index (PI) Testing The Insulation Resistance (IR) and the Polarization Index (PI) of a motor normally should be tested on an annual basis; however, the frequency of this test can be changed in accordance with the results of the annual tests. Most motor insulation systems do not undergo sudden failures. Failures normally occur over time. The performance of annual IR and PI tests will identify the gradual deterioration of the insulation and will allow for correction of the problem before the occurrence of a catastrophic failure. Although manufacturers provide minimum insulation resistance readings, the insulation resistance measurements should be compared with earlier insulation resistance measurements to identify trends. To adequately compare the measurements, insulation resistance tests should be performed under standardized conditions. For example, the same or similar insulation resistance meters should be used for each test, the measurements should be corrected to a standard temperature, and the ambient moisture should be recorded.
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The following steps can be used as a guide to insulation resistance testing: All leads of the motor should be connected together, and the insulation resistance should be recorded from the leads to ground. If the individual winding phase connections are accessible, each phase winding should be disconnected, and phase-to-phase measurements also should be taken. The insulation resistance check should be performed as soon as the motor is turned off and the motor windings are still hot. The insulation resistance test voltage should be determined by the voltage of the motor. A 500 volt handcrank instrument can be used for motors that are less than 600 volts. A 1000 volt or 2500 volt motor driven or rectifier type instrument should be used for motors of 2300 and 4000 volts. A 5000 volt megger should be used for 13.2 kV motors. Spot measurements should be conducted for 60 seconds. Ambient temperature and moisture should be recorded. All resistance values should be corrected to 50oC. The results of the 60 second spot measurement should be recorded on the maintenance form and should be compared to previous measurements.
The Polarization Index (PI) is a ratio of the ten minute insulation resistance to the one minute insulation resistance. The following equation can be used to determine the Polarization Index (PI) of a motor.
The value of the PI should be equal to or greater than two to be considered satisfactory.
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Additional Requirements In some instances, the Electrical Engineer may determine that the minimum annual requirements do not provide sufficient data to determine if a motor is operating properly. This section provides additional tests that can be performed to obtain more specific data on motors. Prior to the performance of these preventive maintenance items, the Electrical Engineer must consider if the benefits that are derived from this maintenance are worth the additional cost. Sound engineering practices dictate that the following are advisable preventive maintenance items to be considered when extra maintenance data are desired: Motor Alignment Motor Lubrication Oil Lubricant Testing Inspection of RTDs Insulation Cleaning and Drying Measure Bearing Insulation
Motor Alignment Many failures of motors and motor bearings can be attributed to a motor alignment problem. Motor misalignments often appear as other motor problems, such as bearing overheating, excessive bearing wear, motor overheating, excessive noise, and excessive motor vibration. Motor misalignment also can appear as problems with the connected load such as overheating of connected equipment and connected equipment bearing damage. The motor alignment should be checked whenever the following indications are present: The bearing temperature (of the motor or of the connected equipment) increases with no lubrication system problems. The motor air gap increases/decreases. The noise that is generated by the bearing (motor or connected equipment) increases. Motor or connected equipment vibration increases.
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A straight edge, a feeler gauge, or a dial indicator can be used to check motor alignment through comparison of the motor shaft position to the load shaft position. Each instrument will check for a different type of motor misalignment. The straight edge will ensure that the motor shaft and the load shaft line up axially and will ensure that no lateral displacement has occurred. This method is especially useful for alignment of belt drives because the straight edge will contact the motor sheave and load sheave squarely when the motor and the load are properly aligned. Figure 3 illustrates the use of a straight edge for alignment of belt drives. Figure 3 shows one correct alignment of a belt drive and two incorrect alignments of belt drives. In the correct alignment, the straight edge is used to line up the sheaves of the motor and of the load. In the first incorrect alignment, the motor and the motor sheave are cocked in relation to the load sheave. The installation that is shown would produce rapid belt wear and would place an unnecessary combination load on the shaft of the motor. The second incorrect alignment shows that the motor and the load are not lined up in the axial direction. This type of installation would also produce rapid belt wear and would develop an unnecessary combination load on the shaft of the motor and the shaft of the load.
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Alignment of Belt Drives Figure 3
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A feeler gauge can be used to check for an angular displacement between the motor shaft and the load shaft (the face of both shafts should meet). The dial indicator can be used to check for any type of rotational misalignment of the motor shaft and the load shaft. A rotational misalignment will usually be caused by a bend in one of the shafts. The most accurate method to use to check motor alignment is the dial indicator method. The dial indicator can be used to check angular misalignment and to check run out. Figure 4 shows a motor shaft and a load shaft with the coupling hubs installed. The following steps can be used as a guide to check angular misalignment: The alignment of the motor and the load should be checked after the coupling hubs have been installed. The dial indictor base should be mounted to the side of one coupling hub (Hub 1). The button of the dial indicator should be placed against the finished face of the other hub (Hub 2). A reference mark should be inscribed on Hub 2 to mark the position of the dial indicator button. Both shafts should be rotated simultaneously while the indicator button is kept on the reference mark on Hub 2. The dial indicator reading should be noted at each quarter revolution. The angular misalignment of the shafts will be indicated by a deflection of the dial indicator dial. The misalignment of the shafts should not exceed a total dial indicator reading of .001 for each one inch of radius of the coupling hub.
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Angular Alignment Figure 4
After the shafts have been checked for angular misalignment and are parallel within the limits that are specified, the shafts should be checked for run out to ensure concentricity of the shafts.
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The following steps, in reference to Figure 5, can be used as a guide to check run out of the shafts: The dial indicator base should be mounted to one coupling hub (Hub 1). The dial indicator button should be placed on the machined diameter of the other hub (Hub 2). A reference mark (not shown in Figure 5) should be scribed on Hub 2 to mark the location of the indicator button. Both shafts should be rotated simultaneously while the indicator button is kept at the reference mark on Hub 2. The dial indicator reading should be noted at each quarter revolution. The run out between the hubs will be indicated by a deflection of the dial indicator dial. The total run out between the hubs should not exceed .002 inch.
Run-Out Figure 5
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Motor Lubrication The actual frequency of motor lubrication will depend upon the manufacturers recommendations and upon the severity of service to which the motor is subjected. A large percentage of motor manufacturers will recommend that their motors should be lubricated on an annual basis as a minimum. The manufacturers recommendations should be followed unless equipment history warrants a change in the periodicity. The motor lubrication frequency can be increased if the motor and the lubricant are exposed to temperatures that are in excess of the lubricants rated value or if the motor is subjected to frequent overload conditions. To effectively lubricate a new motor bearing with a grease lubricant, all of the old lubricant should be removed from the bearing cavity and the bearing retainer. The old lubricant should be inspected for contamination and for breakdown. If such conditions are found, the source of contamination should be investigated before the motor is allowed to operate. The old grease lubricant should never be used on the new bearings. After installation of the new lubricant, the motor should be run for at least ten minutes to provide sufficient time to heat up the bearing and to disperse the lubricant throughout the bearing. After the motor is run for ten minutes, the motor should be stopped and the bearing lubrication should be inspected. If necessary, more lubrication should be added to ensure that there is sufficient lubrication in the bearing. Caution should be taken not to over lubricate the bearing because over lubrication can damage the motor bearing and possibly the motor windings. For periodic relubrication of ball bearings that use grease, the following guidelines can be followed: Stop the motor. Remove the inlet and the outlet plugs from the bearing housing. Add the proper type and the proper amount of grease in accordance with the manufacturers recommendations. Run the motor for ten minutes and then replace the outlet plug. Do not expect grease to appear at the outlet port during the ten minute run time. If grease appears at the outlet port, the bearing may have been overlubricated.
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The lubrication of antifriction bearings and sleeve bearings with oil is a continuous function; therefore, only a periodic inspection of the oil system is required. The inspection of the oil system depends on the complexity of the oil system. As a minimum, however, the following items should be checked: That the oil level in the oil level indicators is in the normal range. If the oil is out of the normal range, the proper type of oil should be added. That the oil flow indicators on circulating oil systems indicate proper oil flow. If improper oil flow is noticed, the circulating oil system should be investigated to determine the cause of the lack of oil or of the loss of oil flow. Oil pressure indicators on forced-flood oil lubrication systems should be checked to verify that the oil pressure to the bearing is in the normal range.
Under normal operating conditions, the lubricating oil will not need to be changed over a two year period. However, if the annual oil lubricant tests identify foreign particles in the oil or contamination of the oil, the oil system needs to be drained, flushed, and refilled with the proper lubricant. Oil Lubricant Testing Oil lubricant testing is performed to ensure that the oil is free from contamination and that the oil still performs as a lubrication agent. Over time, all lubricants will chemically break down and will eventually cease to effectively lubricate. A test of the oil will help to identify any potential lubrication problems prior to failure. Two types of tests are performed on oil lubricants: a simple foreign material contamination test and a complex chemical analysis of the lubricant. The foreign material contamination test is performed to ensure that contaminants such as water, sand, or other foreign material have not entered the lubricant. The presence of any foreign material could cause damage to the bearing. The chemical analysis checks for a breakdown of the lubricant on a molecular level and includes an analysis of viscosity and of viscosity index to determine if there have been any changes in the performance of the lubricant. The chemical analysis should be performed in a laboratory.
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The foreign material contamination test is easy to perform in the field. A sample is drawn from the oil lubrication system and then the lubricant is allowed to settle. Once the oil has settled, it should be inspected for any foreign material. This test should also include a check of the level of the oil in the oil reservoir or in the bearing to verify that the level is correct. Because the chemical analysis is performed in a laboratory environment, the exact procedures for the chemical analysis are beyond the scope of this module. The oil lubricant sample should be obtained from the motor and then the sample should be sent to a laboratory facility for testing. The foreign material contamination test should be done on a quarterly basis or more often if experience shows that the motor has a history of contamination problems. The oil lubrication chemical analysis is done less often but should be done at least every six months. The oil in a oil lubrication system should be changed every one or two years. The periodicities of the oil tests can be changed based on the history of the motor. Prior to any change in oil lubrication test frequencies, the following items should be considered: The average temperature of the lubricant. The likelihood and the severity of bearing overloads. The likelihood that contaminants will enter the system.
If the temperature of the bearing lubricant has been operating in the upper portion of the lubricants temperature range, the lubricant should be tested more often. If the temperature of the lubricant has exceeded its normal operational range, the lubricant should be immediately tested. Follow-up testing of the oil should occur weekly for the next month. If the bearing is subjected to periodic overloads or to cyclic overloads, the periodicity of the oil tests should be reduced. If there is a high likelihood that contaminants will enter the oil system, or if the oil system has a history of contamination, the oil tests should be scheduled on a more frequent basis. Decreased oil test periodicity does not remove the responsibility for determination of the cause of contamination or for elimination of the source of the contaminants.
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Inspection of RTDs Motor bearing and stator RTDs must be inspected to ensure proper operation because the RTDs are used for indications, alarms, and shutdown functions. Improper operation of an RTD can place the motor in a condition in which the motor may not be protected from damage. Improper operation of the RTDs also could cause spurious (nuisance) trips and shutdowns. The inspection of an RTD should include a check for open RTD leads, shorted RTD leads, and grounded RTD leads. An ohmmeter should be used to test for a ground between the RTD leads and the casing or the well. An ohmmeter also should be used to check the condition of the resistance element of the RTD. An infinite ohmmeter measurement indicates an open lead, while an ohmmeter measurement that reads zero indicates a shorted resistance lead. The ohmmeter can also be utilized to verify the accuracy of the RTD by recording the resistance of the RTD at various known temperatures. Plotting of the test data would produce a linear graph that shows the range of the RTD. The RTD inspection should also include a visual inspection of the power leads, the RTD well, and the casing to ensure that no damage has occurred to these components. The exact interval of RTD inspections should be set by the manufacturer or by operational experience. Where no interval has been specified by the manufacturer, sound engineering practices dictate every six months. Equipment history can be used to alter the periodicities of the inspection. The RTD is generally inspected in place and is not removed from the mounting; however, sound engineering practices dictate that the RTD should be removed periodically to be inspected completely. The removal of the RTD during the bearing insulation test will allow the performance of the insulation test as well as the RTD inspection. Insulation Cleaning and Drying Dirt and moisture build up in a motor will cause the motors insulation resistance to drop; such a drop in insulation resistance can cause a complete failure of the insulation system. The process of insulation cleaning and drying is both a preventive and corrective maintenance item. The insulation system should be cleaned and dried at appropriate intervals to ensure that dirt and moisture do not damage the motor insulation. The exact interval between insulation cleaning and drying will depend on the conditions under which the motor is operated. A careful review of the motor insulation resistance trends will provide excellent guidance to establish the proper periodicities. The insulation should be cleaned and/or dried before the IR and/or the PI drop below the minimum specifications.
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Several methods can be used to clean motor insulation. The most effective method depends upon the type of dirt and upon the amount of dirt that are lodged on the insulation. The methods that can be used to clean motor insulation are listed below in the order of preference: Dry wiping Brush or suction cleaning Blowing Solvent cleaning Water, emulsion, and alkali cleaning Shell blasting
Dry wiping should be used to remove dry dirt from the surfaces of insulation that are located in accessible areas. Dry wiping is performed through use of clean, dry, lint free cloths. Nonlint free cloths should not be used because the lint will adhere to the insulation and will increase the dirt collection. Lint is particularly objectionable on high-voltage insulation because the lint tends to cause a concentration of corona discharge. Brush or suction cleaning also should be used to remove dry dust and dirt from the surfaces of insulation that are located in accessible areas. The dry dust and dirt should be removed by brushing with bristle brushes and then vacuum suction cleaning. Wire brushes should not be used. Brush or suction cleaning is a desirable method to clean insulation because the dirt is not scattered and the dirt does not settle on other apparatus. The use of this cleaning method is limited to accessible areas that can be reached by the brush and the vacuum. Blowing out dirt with a jet of air only should be done to remove dirt from inaccessible crevices and only when the motor is dry. Blowing is performed through use of dry compressed air (30 psi or less) and vacuum suction. A vacuum suction is connected to one end of the motor, and the compressed air is directed into the other end of the motor. The air should be directed in a manner that will dislodge the dirt from the insulation and will allow the vacuum suction to draw the dirt out of the motor. Solvent cleaning is particularly effective for removal of tar, grease, wax, and oil from electrical apparatus. The surfaces should be wiped with a cloth that is wet with the solvent, and then the surfaces should be wiped with a dry cloth. To avoid lint deposits on the insulation, non lint free rags should not be used. If solvents are used on windings with silicone rubber or with an abrasion resistant coating, severe damage to the coating can occur. The manufacturers technical manual should be consulted for the solvent that should be used for insulation cleaning.
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Motors can be cleaned by hose washing or by pressure spray from a steam generator. Steam from a shop line or a spray of hot water and compressed air may be used. When insulation is cleaned through use of this method, the jet pressure and temperature should not exceed 30 psi and 80C (176F), respectively. To remove tar, wax, grease, or oil from insulation, a nonconductive detergent compound must be added to the water. These detergent compounds contain non-ionic emulsifying agents. Emulsion cleaners also contain solvents to soften hard deposits so that these deposits can more easily be removed. These detergent compounds are not electrical conductors and are safe for use on insulation. After the deposits have been removed, the motor windings should be thoroughly rinsed with water to remove all traces of the cleaning compound. The water should then be promptly removed from the motor windings through use of air pressure and lint free rags. Shell blasting is the process of air blasting with ground nut shells to remove hard dirt deposits from insulation. Shell blasting may abrade the insulation and should only be performed under the direction and supervision of the manufacturer. In Saudi Aramco, solvent cleaning, water/emulsion/alkali cleaning, and shell blasting are not recommended for field maintenance. Motor windings with heavy oil and dirt contamination must be sent to Dhahran shops for cleaning. The best method for use in cleaning a given motors insulation should achieve the following objectives: The method should be able to remove the type of dirt that is present. The method should cause the least amount of insulation damage.
The manufacturer should be consulted when there is a doubt as to the best method of insulation cleaning. The motor windings can be dried after they are cleaned through the use of external heat or through the circulation of current through the windings. The use of resistance heaters or steam coils is advisable when external heat is to be applied to the motor. Because the space heaters that are located inside of the motor are not of sufficient capacity for use in drying the motor windings, additional heaters are required. The additional heaters should be placed near the bottom of the motor, and care must be taken to protect the windings against direct heat radiation from the heaters.
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A dc welding set can be used to heat the motor windings through use of the circulation of current in the windings. The current that is circulated in any part of the winding should not exceed the rated current value of the motor. Motor windings cannot effectively be dried unless means are provided to circulate air through the motor to remove the moisture. Openings must be provided near the bottom of the motor for the entry of fresh air, and openings must be provided near the top for the discharge of the heated moist air. A small fan might be necessary to provide assistance in the circulation of air. Regardless of the method that is chosen to dry the motor windings, the heat to dry the motor windings must be applied gradually to allow the water vapor that is produced to travel out through the insulation. A rapid application of heat could cause steam pressure to rupture the insulation; such as a rupture would permanently damage the insulation. Measure Bearing Insulation The bearing insulation is tested to ensure that the bearing pedestal has sufficient dielectric strength to resist the flow of current through the bearing to ground. Bearing insulation that does not have sufficient dielectric strength will allow current to flow in the bearing; such current flow has a destructive effect on the shaft journals and the bearings. Bearing insulation consists of placement of a non-conductive sheet barrier between the bottom of the bearing pedestals and the sole plates. Care must be taken to ensure that all hold-down bolts, dowels, and oil piping are insulated from the pedestal. Figure 6 shows an insulated bearing pedestal. The bearing pedestal rests on the sole plate and is insulated from the sole plate through use of a micarta insulation strip. All dowel pins and hold-down bolts are insulated with micarta tubes to prevent a short circuit between the pedestal and the sole plate.
25
Insulated Bearing Pedestal Figure 6
26
Ball-type bearings also can be insulated through placement of an insulating material between the outer race of the motor bearing and the motor housing end shield. Figure 7 shows an expanded view of an end-shield type bearing with a sleeve insulator. When the bearing is constructed, a non-conductive insulating sleeve is molded to the motor bearing. After the insulating sleeve is molded, the sleeve is machined into the motor housing end shield. The combination bearing/insulating sleeve is press-fitted into the motor housing end shield. The insulating sleeve that is bonded to the motor bearing electrically isolates the rotor shaft/bearing from the motor housing end shield. Such electrical isolation prevents the flow of current through the bearing to ground. Bearing insulation is tested through use of a megger. The megger is connected between the motor shaft and ground. After the megger is connected, a test voltage of 500V is applied between the motor shaft and ground. The test voltage is applied for one minute, and at the end of one minute, the bearing insulation resistance is read from the meter that is on the face of the megger.
End Shield Type Bearing with Sleeve Insulator Figure 7
The bearing insulation test is performed to ensure that the insulation material has not been damaged or short circuited. The test will also verify that no external or control device has bridged the bearing insulation. It is possible to bridge the insulation gap when external equipment such as metal oil ports or supports are attached to the motor.
27
The following are the general steps that are necessary to verify the integrity of the bearing insulation: Uncouple the shaft from connected equipment. Disconnect the ground strap at the base of the pedestal. Disconnect all temperature monitoring equipment. Megger the insulation that is between the bearing housing and ground.
The test results are considered unsatisfactory if the insulation measures less than 200k ohms; however, the desired insulation value is one megohm. Before the pedestal insulation is considered defective, all other sources of a short circuit must be eliminated. These sources include but are not limited to the following items: Uninsulated pipes that touch both the pedestal and sole plate. Guard rails in contact with the pedestal. Tools, ladders, or other equipment in contact with the pedestal. Pumps or other equipment that are geared or coupled to the motor.
Other items that should not be overlooked are good housekeeping measures. Tools or other miscellaneous items are often the cause of low insulation measurements.
28
DETERMINING WHETHER MOTORS ARE FUNCTIONING PROPERLY Determining whether motors are functioning properly is one of the major tasks involved in equipment management. The Electrical Engineer must be able to evaluate motor maintenance records to determine if the motor is functioning properly. To determine if the motor is functioning properly, the Electrical Engineer must compare motor maintenance values against the acceptable limits and against the normal operational values. More importantly, the Engineer must be able to recognize trends that indicate a deterioration of the motors operation. Many times a motor will show early signs of a pending failure through trends, and if the Electrical Engineer learns to recognize these trends, major equipment failures can be averted. Motor Maintenance Record and Interpretation Motor maintenance record forms contain the information and the data that are obtained from motor testing. The Motor Maintenance Record is a two-part form. Part I of this form contains the motor identification data and a record of the insulation resistance test data and the vibration test data. Part II of this form is a record of the work that was performed on the motor over the motors life. As Figure 8 shows, Part I of the Motor Maintenance Record is divided into the following four areas: The Motor Identification Data The 60 Second Insulation Resistance Graph The Insulation Resistance Data The Vibration Level Data
The first section of the Record Motor Maintenance Record contains the following data for motor identification: Make Type Serial No. Voltage Amps Frequency Speed Rating (hp/kW) S.F. Insulation Class Location Date Installed Description of Duty
29
Motor Maintenance Record (Part I) Figure 8

Saudi Aramco DeskTop Standards 30
Insulation Resistance Data and Data Interpretation The 60 second insulation resistance graph on the Motor Maintenance Record provides a section to record the data that are obtained from insulation resistance tests. This graph provides a quick method to analyze trends in the motors insulation integrity. Each time a 60 second insulation resistance test is performed on the motor, the corrected value of insulation resistance should be plotted on the graph. If a line is drawn between the different points on the insulation resistance graph, a trend can easily be seen. Any large spikes or dips on the graph should be investigated, explained, and corrected. The Electrical Engineer also should look for IR trends that lower or that rise. An IR trend that lowers can indicate a slow deterioration of the motor insulation. An IR trend that rises can indicate that the IR test was incorrectly performed. The phase-to-phase insulation resistance data section contains the following information: The uncorrected, 60 second (one minute) phase-to-ground insulation resistance measurement. The uncorrected, measurement. ten minute phase-to-ground insulation resistance
The polarization index for the phase-to-ground insulation resistance measurement. The temperature of the motor windings. The temperature corrected, 60 second (one minute) phase-to-ground insulation resistance measurement. The phase-to-phase insulation resistance measurements and polarization indexes.
The uncorrected, 60 second phase-to-ground IR and the uncorrected, ten minute phase-toground IR should be measured and should be recorded in the appropriate block on the form. The uncorrected, 60 second IR measurement and the uncorrected, ten minute IR measurement are then used to calculate the phase-to-ground PI. The equation for calculation of PI is located in Work Aid 1.
31
The temperature of the motor windings also should be measured and recorded in the appropriate block on the form. The temperature of the motor windings can be measured through use of the RTDs that are installed in the motor If the motor does not have installed RTDs, temporary temperature probes that are inserted into the motor housing are used. The temperature of the motor windings is then used to calculate the temperature corrected, 60 second phase-to-ground IR measurement. The equation for use in temperature correction of IR measurements is located in Work Aid 1. The temperature corrected, 60 second phase-to-ground IR measurement and the calculated phase-to-ground polarization index should be compared to the minimum acceptable values and to the previously recorded values to determine whether these values are acceptable. Work Aid 1 contains the minimum acceptable values for IR and for PI. On motors that have accessible phase connections, the phase-to-phase insulation resistance should be measured and should be recorded for all possible phase combinations. A oneminute and a ten-minute insulation resistance measurement should be recorded for each phase combination. Through use of the one-minute and the ten-minute phase-to-phase insulation resistance measurements, the phase-to-phase Polarization Index (PI) can be calculated. The one-minute, the ten-minute, and the PI measurements should be compared to the minimum acceptable values and to the previous readings to ensure that the values are acceptable. Work Aid 1 provides the minimum acceptable values for IR and for PI. Vibration Level Data and Data Interpretation The vibration level of the motor should be determined through use of installed probes or through use of temporary vibration probes, and the vibration level data should be recorded in the Vibration Levels Data section of the form. The vibration level for both the drive end bearing and for the non-drive end bearing should be recorded. The level of vibration should be compared to the minimum acceptable values and to the previous values. Any changes in the vibration level could be a signal of pending trouble and should be investigated. A trend of an increase vibration could indicate wear on the motor bearings and would warrant further investigation.
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Figure 9 is a typical vibration level trend chart that shows a graph of vibration level (in in/sec) with time (in months). This graph shows a relatively constant vibration level from January of 1986 to November of 1986. Such a graph is consistent with normal motor operation. The graph also shows a sharp rise in the vibration levels for two consecutive months: December of 1986 and January of 1987. Such a rise indicates that a problem has developed and that the problem is getting worse. If this problem is not corrected, it eventually will lead to a breakdown as shown by the dotted line on the graph. Warning time and repair level, also shown in Figure 9, illustrate the use of trend analysis in directing the operation and maintenance of electric motors. Through establishment of a repair level that is below the breakdown level, a sufficient amount of warning can be provided to schedule corrective maintenance before a failure occurs. The point at which a breakdown will occur can be predicted from experience with a similar machine or from vibration standards. Work Aid 1 contains the maximum acceptable vibration levels for Saudi Aramco motors. The value that is displayed on the graph in Figure 9 is an overall value that represents the energy content of all the vibration frequencies.
Trend Chart Figure 9
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Vibration level measurements indicate the magnitude of the vibration, but these measurements do not indicate the source or the cause of the vibration. A narrow band frequency analysis should be performed through use of a vibration spectrum, shown in Figure 10, to determine the exact source of the vibration. Figure 10 shows a frequency spectrum graph of acceleration (in gs) versus frequency. The graph shows low values of acceleration at the lower frequency ranges and higher values of acceleration at the higher frequency ranges. These higher values indicate problem areas, and these frequencies can be pin-pointed to specific sources of vibration. The analysis of the vibration spectrum is beyond the scope of this Module. If a problem is identified through use of trend analysis, a narrow band frequency analysis should be performed by the appropriate personnel.
Typical Vibration Spectrum Figure 10
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Maintenance History of Motors As Figure 11 shows, Part II of the Motor Maintenance Record is divided into the following sections: Motor Identification Data Description of Preventive and Corrective Maintenance Performed
The Motor Identification Data for Part II of the Motor Maintenance Record are the same as previously discussed for Part I of the Motor Maintenance Record. The identification data are duplicated so that the motor to which the information pertains can be identified if the forms become separated. Part II of the Motor Maintenance Record is a narrative of the preventive and corrective maintenance that is performed on the motor. The results of all inspections and tests that are performed on the motor should be recorded in this section. The information that is recorded in this section will allow others to better understand the maintenance history of the motor. The following are examples of the types of information that are placed in the Description of Preventive and Corrective Maintenance Performed section: Results of the visual inspection. Results of the bearing inspection. Results of the RTD inspection. Motor alignment data. Dates and methods of insulation cleaning and drying. Signs of abnormal operation. Corrective troubleshooting. Corrective maintenance. A list of parts that were replaced or that were refurbished. Any pertinent data that will help in future maintenance activities.
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Motor Maintenance Record (Part II) Figure 11

Saudi Aramco DeskTop Standards 36
DETERMINING PROBLEMS
THE
CORRECTIVE
ACTIONS
FOR
COMMON
MOTOR
In addition to being able to identify motor problems, the Electrical Engineer must be able to determine the proper corrective actions for the identified problems. If the wrong corrective actions were taken, the problem could be compounded, and the damage to the motor could escalate. This section of the module will discuss common motor problems and the corrective action for each problem. The corrective actions that are presented are by no means the only method to solve the problem. Determination of the appropriate corrective actions for a specific problem must be accomplished through use of manufacturers troubleshooting guides and the Electrical Engineers knowledge and experience. The following common motor problems and their corrective actions are discussed in this section: Vibration Alarms Temperature Alarms Motor Trips
Vibration Alarms A sudden and significant increase in vibration amplitude is a very apparent indicator that something is wrong with a motor. A gradual increase in vibration amplitude may not be noted until damage occurs. Vibration monitoring equipment is installed on motors above 185 kW (250 Hp) to alert personnel to abnormal vibration levels so that action can be taken to correct the problem before damage occurs. The vibration limits of motors are set so that the motor alarms or shuts down prior to serious damage to the motor. Motors below 185 kW (250 hp) are not equipped with vibration monitoring equipment and must be monitored by experienced personnel to judge changes in vibration levels. The vibration alarm and shutdown setpoints depend on the speed of the motor and the type of vibration probe that is installed. Figure 12 shows the recommended vibration alarm and shutdown setpoints for motors with various speeds and vibration monitoring probes. The variations in alarm and shutdown levels occur because different speed motors will naturally vibrate at different levels. The changes in alarm and shutdown levels for different types of vibration probes occur because of the difference in the accuracy of the probes.
37
Vibration Alarm and Shutdown Setpoints Figure 12
38
Vibration alarms are symptoms for a variety of motor problems. The following are examples of problems that can cause vibration alarms: Loose mounting bolts Loose coupling Motor and load misalignment Worn motor bearings Mechanically unbalanced load Mechanically unbalanced rotor Bent or cracked shaft Excessively pulsating load Out of synchronism (synchronous motor only)
The corrective action for a vibration alarm will depend on the root cause of the vibration alarm. In the case of an alarm, the motor should be stopped immediately to prevent excessive damage to the motor or to the surrounding equipment. The possible causes of a vibration alarm should be investigated one at a time. The most common problems should be investigated first. Common problems can be found through a review of the Motor Maintenance Record form. Items such as loose bolts, loose couplings, or misalignments also are considered common problems. Work Aid 2 contains a procedure for troubleshooting a vibration alarm. Possible corrective actions for some of the possible causes also are provided in Work Aid 2. Temperature Alarms The goal of a temperature alarm is to stop a motor when a motor-related high temperature condition exists. When properly applied, the high temperature alarm will trip a motor before the high temperature condition can cause damage. The following types of temperature alarms are associated with motors: Winding Alarms Bearing Alarms
39
Winding Alarms Winding alarms are installed to prevent damage to the winding insulation due to excessive heat. Winding temperature alarms are only an indicator of a larger problem that may have many different causes. The following is a partial list of the possible causes of a winding temperature alarm: The motor is overloaded. The ventilation ducts are clogged. The stator coils are shorted. The stator is grounded. The rotor is rubbing the stator. The stator coil is open. The applied voltage is low. The applied frequency is low.
A motor winding generally will have an audible alarm or a trip point but not both. Selection of an alarm or of a trip is based on whether the motor installation is attended or unattended. The selection should be in accordance with the following criteria: For unattended installations, the winding RTDs should trip the motor starter at the calculated setpoint for each insulation class. For attended installations, the winding RTDs should initiate an alarm but should not trip the motor at the calculated setpoint for each insulation class.
The difference between an unattended installation and an attended installation is to provide for continuity of service. In the attended installation, the operator may be able to correct the problem that causes the high temperature without an interruption of service. In an unattended installation, the only means to prevent damage is to trip the motor.
40
The temperature alarm or the trip settings will be dictated by the insulation class of the motor. The alarm or the trip setting will always be lower than the maximum allowable insulation temperature to ensure that no damage occurs to the winding insulation. The motor alarm/trip setpoints should be in accordance with the following: Motor Insulation Class B F H Alarm or Trip Setting degrees C 120 145 170 Maximum Allowable Insulation Temperature degrees C 130 155 180
Work Aid 2 contains common winding temperature problems and a course of corrective actions for each problem. The corrective actions for each of the possible causes of winding temperature alarms are different. The proper action to be taken to correct the problem will depend upon the root cause of the winding temperature alarm. Bearing Alarms Bearing alarms are provided to protect the bearings from damage that can be caused by excessive temperatures. Excessive heating of a bearing will cause a rapid deterioration of the bearing and the bearing lubrication, and such deterioration can lead to a rapid failure of the motor. Excessive bearing temperatures, although detrimental to the bearings, are generally only a symptom of a larger problem. An investigation must be performed to correct the root cause of the bearing alarm as well as to repair the bearing, if necessary. The following are some of the causes of bearing alarms: Loss of lubrication flow Motor out of alignment Dirt in lubrication system Overlubrication of grease lubricated bearings Overload on motor Old bearings Incorrect bearings
Bearing alarms must be set to respond at a temperature that is lower than the temperature at which bearing damage will occur. The maximum temperature that a bearing can withstand without damage will depend on the type of bearing that is installed.
41
The maximum temperature and bearing alarm setpoints should be as follows: Maximum Allowable Bearing Temperature in oC based on a 40oC rise above ambient 92 90
Bearing Type Anti-Friction Sleeve
Alarm and Trip Setting in oC 82 80
The proper corrective action for bearing alarms will depend on the root cause of the bearing alarm. In general, the first priority is to stop further heating of the bearing. The next step is to cool the bearing. The bearings will start to cool as soon as the motor is tripped or as soon as the load is removed from the motor. Motors will automatically trip on a bearing alarm to help prevent further heating of the bearings. After the immediate corrective actions have been taken, the next step is to determine the cause of the problem and to correct the situation. After the root cause of the problem has been corrected, the bearing and motor shaft should be inspected. Work Aid 2 presents some of the possible causes of bearing alarms and a course of corrective action for each possible cause. Motor Trips Motor trips are installed to prevent damage to the motor or to the system due to undesirable motor or system conditions. Motor trips are divided into two main categories: Faults Motor trips are installed to protect against electrical system faults and against mechanical faults. The type of motor trip that is provided depends on the specific motor installation. The following is a list of the possible motor trips: Motor overload Phase overcurrent Ground fault Current unbalanced Vibration Temperature alarm Phase-to-phase fault Faults Process Interlocks
42
If a motor trip occurs, the Electrical Engineer must use all available indications to analyze the cause of the motor trip. On very large motors, alarm panels are provided that make the troubleshooting procedure much easier. Smaller motors or motors without alarm panels require more thought and troubleshooting skills. Ground faults and phase-to-phase faults quickly can result in motor winding insulation break down. Lockout relays (86 devices) are used in conjunction with the relays that detect ground faults and phase-to-phase faults to limit the motor damage that can be caused by these faults. Because lockout relays must be manually reset after they operate, these relays force maintenance personnel to investigate the cause of the problem prior to re-energization of the motor. Correct determination of the cause of the motor trip is vital in the recovery of the motor. An Electrical Engineer must use his knowledge and common sense to analyze the cause of a motor trip. Many times, the obvious signs can be overlooked because they seem too simple. Work Aid 2 provides a procedure to guide the Engineer in troubleshooting. Work Aid 2 also provides a list of the common motor problems and their possible causes. In addition to the troubleshooting guides, the Engineer should also obtain the maintenance records and the manufacturers troubleshooting guides for the motor. The corrective actions that must be taken for a motor trip will depend on what causes the relay to actuate. Different corrective actions must be performed for the different causes of relay trips. The wrong actions could cause more harm than good. Each set of corrective actions is different, but all corrective actions have the same goal. The goal of corrective actions is to prevent further damage to the motor until the motor fault is cleared and the motor is repaired. The first step in any motor trip corrective action will be to turn off the motor to ensure that the motor will not accidentally restart if the relay resets. Work Aid 2 contains the possible courses of action for each possible cause of a motor trip. Process Interlocks The second category of motor trips is process interlocks. Process interlocks are provided to control a system and are not provided to protect the motor; therefore, when a motor trips or fails to start due a process interlock, the motor control circuit is operating properly. In some instances, these process interlocks are confused with a motor problem and delay the recovery process. The Engineer must be fully aware of the motors start and stop permissives prior to troubleshooting the motor circuit. Process interlock trips are varied and depend on the different systems in which motors are installed. Process interlocks can be associated with system pressure, temperature, level, or a multitude of other parameters. When a motor trips or fails to start, the process interlocks should be the first step of the troubleshooting process. Indications of all these parameters should be readily available. An example of a process interlock that operates during normal operation is a motor that trips after the pump that is driven by the motor fills a storage tank. Although the motor tripped, the trip was an expected event, and no further investigation is required.
43
WORK AID 1: PROCEDURE AND ACCEPTABLE TEST VALUES (PERFORMED DURING MOTOR MAINTENANCE AND COMPILED FROM SADP-P-113, NFPA 70B, AND ESTABLISHED ENGINEERING PRACTICES) FOR DETERMINING WHETHER MOTORS ARE FUNCTIONING PROPERLY Use this Work Aid to complete Exercise 1. Procedure Perform the following steps to determine if the motor is operating properly. 1. 2. Temperature correct the insulation resistance values. Compare the insulation resistance values to the minimum acceptable insulation resistance values and to the previously measured insulation resistance values to determine whether the current insulation resistance values are acceptable. Calculate the polarization index (PI) and compare this PI to the minimum acceptable PI to determine whether the current value is acceptable. Compare the current vibration level measurements to the maximum allowable vibration levels to determine whether the current motor vibration levels are acceptable. Review the narrative portion of the Motor Maintenance Record to determine whether the motor has other discrepancies that require corrective action.
3. 4. 5.
Technical Requirements Insulation Resistance Test - If IR is below the minimum acceptable level, the motor insulation should be cleaned and dried. The minimum acceptable insulation resistance value is determined from the following equation: RM = 1 megohm per kV of motor rated voltage plus 1 megohm where: RM = Minimum insulation resistance in megohms at 50oC kV = Rated voltage of the motor in kilovolts
Any rapid drop in the IR value, even if the IR is still above the minimum value, is considered unacceptable.
44
Polarization Index Minimum acceptable polarization index - 2:
Temperature Correction of IR Use the following equation to temperature correct insulation resistance values: RC = KT x RT where: RC = Insulation resistance in megohms, corrected to 40oC RT = Measured insulation resistance, in megohms, at winding temperature T KT = Insulation resistance temperature correction factor To find KT, use Figure 14, Insulation Resistance Variation with Temperature.
45
Insulation Resistance Variation with Temperature Figure 14
46
Vibration Level Measurement The maximum allowable vibration levels for motors with seismic velocity transducers is 4.6 mm/s (0.18 in/s) zero to peak. The maximum allowable vibration levels for horizontal motors with proximity probes are as follows: 3600 rpm 1800 rpm 1200 rpm or less 2 mils 2.5 mils 3 mils
If the maximum vibration level is exceeded, the cause should be investigated and should be corrected.
47
WORK AID 2: PROCEDURE FOR DETERMINING CORRECTIVE ACTIONS FOR COMMON MOTOR PROBLEMS (BASED ON ESTABLISHED ENGINEERING PRACTICES) Use this Work Aid to complete Exercise 2. Use the procedure below and the troubleshooting chart to determine the corrective actions for common motor problems. Procedure 1) Recognize the symptoms. Procedural Steps Use the indications to determine whether there is a motor problem or an operator problem. Check the basics such as the power lineup. Check for alarms. Use the symptoms, the indications, and the operator records to specifically identify the symptoms. Use the specific symptoms and the troubleshooting chart. Evaluate each of the possible causes to determine which possible cause is most likely responsible for the problem. Use the troubleshooting chart to determine the appropriate corrective actions for the most likely cause of the problem. Ensure that the fault has been cleared and that the motor has been repaired. If the fault still exists, repeat the procedure for a different cause or for multiple causes.
2)
Elaborate on the symptom specifics.
3) 4)
Determine possible causes. Determine most likely cause.
5)
Determine corrective actions.
6)
Test the motor.
48
Troubleshooting Chart for Common Motor Problems
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50
51
52
53
54
anti friction bearing babbitt bearing race
A bearing that employs an assembly of balls or rollers for rotation Soft metallic lining material of a sleeve bearing. The portion of an antifriction bearing that is connected to the shaft or bearing housing and that allows the ball bearing to rotate. The maintenance that is carried out after a failure has occurred. This maintenance is intended to restore an item to a state in which it can perform its required function. The amount by which the shaft of a motor can move in the axial direction. The amount by which the shaft of a motor can move in the radial direction. Acceleration that is due to the force of gravity.
corrective maintenance
endplay freeplay gs
Insulation Resistance (IR) The resistance that is offered by an insulation to the flow of current that results from an impressed direct voltage. Polarization Index (PI) preventive maintenance The ratio of the ten-minute insulation resistance measurement to the one-minute insulation resistance measurement. The maintenance that is intended to prevent or to reduce the probability of failure or the performance degradation of an item. This maintenance is carried out at predetermined intervals, according to prescribed criteria. A temperature monitoring device that works on the principle of a change in resistance as the temperature changes. A multiplier that, when applied to the rated power, indicates the permissible power loads that can be carried by a motor. A bearing with a cylindrical inner surface in which the journal of a rotor shaft rotates
resistance temperature service factor (SF) sleeve bearing
55
ADDENDUM Topographic Map of McCamey North, Texas Topographic Map of Mc Elroy Ranch, Texas Topographic Map of Tatum, New Mexico - Texas Design Basis Scoping Paper
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Directing The o & M of Motors

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Directing The o & M of Motors

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Engineering Encyclopedia

Saudi Aramco DeskTop Standards

Directing The Operation And Maintenance Of Electric Motors

Chapter : Electrical File Reference: EEX20305

For additional information on this subject, contact W.A Roussel on 874-1320

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Split Sections of a Sleeve Bearing Figure 1

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Motor Vibration Measurements Figure 2

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Alignment of Belt Drives Figure 3

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Angular Alignment Figure 4

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors

Saudi Aramco DeskTop Standards

Electrical Directing the Operation and Maintenance of Electric Motors