ISME Journal of Mechanics and Design, Special Issue

Vol. 4, No. 2, 2020 pp. 44-56

(ISSN 2582-5690)

Application of Scaling Technique towards Development of Active

Magnetic Bearings (AMB) for Vertical Centrifugal Sodium Pump Rotor

Balaji Sankar1, Brijesh Kumar1, Manikandan L. P.1, Sadanand S. Kulkarni1, G Nirmalkumar1, Soumendu Jana1#,
Nirmal Kumar2, Sreedhar B. K.2

1Scientist, Propulsion Division, CSIR-National Aerospace Laboratories, Bangalore

2Scientific Officer, RDTG, Indira Gandhi Centre for Atomic Research (IGCAR), Kalpakkam

#Corresponding author: sjana@nal.res.in

Abstract
Centrifugal sodium pumps are used for circulation of liquid sodium coolant in the primary and secondary
circuits of fast reactors. The bearings of the pump rotor assembly are cooled by oil circulation. Although,
engineered safety features are incorporated in the design to ensure that no oil contamination of sodium can occur,
there have been incidents in the past of oil ingress into sodium. An improved design variant such as magnetic
bearings that eliminates the use of oil therefore, deserves serious consideration. A scale model of the shaft
supported on active magnetic bearings (AMBs) is developed for the primary sodium pump.

This paper discusses the use of scaling laws in the sizing of a dynamically similar model of the prototype
pump shaft. The shaft scale model is dynamically similar to the full-scale shaft and will be run at similar speeds.
The AMB and the scaled-down system mechanical bearings are designed such that the mode shapes and modal
frequencies are identical to the full-scale system. AMB design and tuning methodology is developed using this
scaled-down shaft system and tested experimentally.

Keywords: Vertical Pump, Active Magnetic Bearing, Mode Shape, Critical Speed

1. Introduction

In recent years, the application of active magnetic bearings (AMB) as a supporting element and as a vibration
controller for rotors has attracted considerable attention from industry and researchers. The main advantage
of magnetic bearings is the absence of physical contact between the stator and the rotor. Though the concept
of magnetic levitation is discussed as early as 1842 [1], these bearings have found wide applications with the
advent of reliable electronic components in the recent years. Owing to the absence of physical contact, magnetic
bearings have several advantages over conventional (slider and rolling element) bearings. The major
advantages are low power losses, absence of lubrication requirement and ability to operate in high pressure or

44
vacuum, high rotor speed and longer bearing life. Furthermore, the stiffness and damping characteristics of the
magnetic bearings are adjustable online as per requirement. Magnetic bearings can operate in hazardous
environment & in a wide range of temperature from -250C to 450C [2].

Lewis [3] proposes a magnetic thrust bearing in addition to the mechanical thrust bearing of the propeller
shaft of a ship. The objective is to reduce the oscillating thrust loads coming on the hull of the ship by using the
controllable negative stiffness of the thrust bearing. A laboratory scale model of the propeller shaft is designed
to have same mode shapes and modal frequencies as that of the full-scale system. The axial forcing frequency
and the axial response of the scale model are also maintained same as the full-scale system. Miao et.al [4]
provides the methodology to dynamically scale a shaft to reduce its size for the purposes of lab testing for a
simple rotor. A parametric modelling technique is used to design a dynamically similar model which has the
same first 10 mode shapes of the full-scale system. The conditions of similarity are obtained from similitude
theory. The scale factors between the rotors is obtained using theory of dimensional analysis. Helium cooled
power generating reactor which uses active magnetic bearings for the cooling system is described by Baxi in
[5]. A vertically mounted gas turbine is used to extract the heat from the coolant in a power generating Brayton
cycle. In this arrangement, the combustion chamber of a conventional gas turbine is replaced by the external
heat addition to the working fluid from the reactor. A mock facility is created with a rotor scale model to test
the flexible rotor behaviour with AMB and also to test the catcher bearings, sensors and other components of
the full-scale system. Both the scaled model and the full-scale shaft are flexible. However, the scaling laws only
account for rigid body mode similarity between model and full-scale rotor. The rotation speed range is
maintained same between the scaled model and full-scale rotor.

Liquid sodium is used as a coolant in fast breeder reactors due to its good heat transfer properties and low
neutron moderation. Contamination of liquid sodium by lubricating oil is undesirable and this can be avoided
by replacing the oil lubricated top bearings by magnetic bearings. As a demonstration of AMB supported pump
rotor concept [6], the rotating assembly of a small vertical centrifugal sodium pump was assembled on
magnetic thrust and radial bearings (Figure 1) [7, 8] and operated at the rated speed of 2900 rpm. The capacity
of the thrust bearing was ~ 100 kg. The design of the radial bearings was done to keep only rigid modes of the
shaft in the operating speed range and the pump was operated successfully using water. Successful operation
of the pump was demonstrated using analogue and digital controllers with satisfactory vibration levels (20%
of nominal gap).

Nagaraja Bhatt in [9] has presented the rotor dynamic analysis of the rotating assembly of the prototype
sodium pump when having conventional radial bearing as top support and when having AMB as top support.
It is apparent from the available literature and in-house testing experience of the small vertical centrifugal
pump that a scaled down model of the full-scale shaft supported on AMB is advantageous for a detailed study
of the dynamics of the shaft in the operating speed range. A scaled down model will be useful in studying the
behaviour of the system under off design conditions in the reactor, wherein the pump will operate with its
rotating assembly inclined to the vertical. It will also be useful in validating the theoretical model of the
dynamics of the shaft supported by AMB.

Towards this end, a reduced scale model that has similar mode shapes, modal frequencies and relative
bearing locations is designed. A conventional mechanical rolling element bearing is used as the bottom bearing
of the vertical pump shaft while the top support for the shaft is provided by the AMB with its stiffness
configured to provide the required mode shapes and modal frequencies.

45
 Figure 1 105 Kg vertical shaft supported on radial and thrust AMB.

2. System Description

Figure 2 Primary sodium pump assembly [12]

46
 The major components of the full-scale vertical rotor is shown schematically in Figure 2. In order to ensure
dynamic similarity between the scaled model and the prototype pump rotating assemblies, the mode shapes
and the natural frequencies of the full-scale shaft are to be estimated. From the geometry and available stiffness
data of the bearing support system, the critical frequencies of the full-scale system supported on mechanical
bearings is calculated [9]. The magnetic bearing system for the full-scale rotor will be designed in future such
that none of the critical frequencies of the AMB supported rotor fall within the operating RPM range of the
shaft. Operating speed range of the pump is between 120 RPM and 590 RPM. A margin of 20% is required
between operating RPM and first/second critical frequencies. Thus, critical frequencies of the shaft considering
the margins have to be less than 96 RPM and more than 708 RPM.

3. Scaling Method

The scaled model, i.e., the dynamically similar model (DSM), is designed to be dynamically similar to the
full-scale system (FSS). The complete similarity between the prototype and the model normally encompasses
3 sub similarities shown in Figure 3. The original shaft of the sodium pump of the PFBR reactor contains
multiple disks and geometric features that makes it difficult to make a ‘complete-similitude’ scaled down model
because the scaled down model will have features that are too small to faithfully replicate. Also, as shown in
the following section on scaling of simple shafts on rigid supports, maintaining the same modal frequencies
between 2 simple shafts require that the scaling factor for diameter be square of the scale factor of length.
Hence geometric similarity is not possible to maintain between shafts if dynamic similarity were to be
maintained. Since the objective of scaling down the prototype rotor is to test the performance of the rotor with
magnetic bearing, we need to maintain only the dynamic similarity between the FSS and the DSM. This ensures
that the forces that have to be borne by the magnetic bearings are similar between the FSS and DSM. Ensuring
dynamic similarity between the FSS and DSM requires matching of mode shapes, modal frequencies and
damping ratio.

Figure 3 Types of similarity and the preserved properties for each similarity
3.1 Scaling Laws for Rigid Rotor

The beam constant determines the natural frequency of the shaft for uniform geometries and rigid
supports. The magnetic bearing at the top and the mechanical bearing at the bottom of the vertical shaft both
behave as a simple pin support. For pin-pin condition, the beam constant is given [10] as,

47
 𝑛𝜋 2 𝐸𝐼
𝐵𝐾 = ( ) √ 4 (1)
1 𝜌𝐴𝐿

where, E: Youngs modulus, I: Transverse inertia, A: cross section area, n: mode number, 𝜌: material density. In
order to maintain the mode shapes and modal frequencies between 2 beams of same material, we have to
D
ensure that the value of ( 2 ) is the same between them. If the scale factor of length is λl , the scale factor for
L
diameter is λd = λ2l .

3.2 Scaling Laws for Generic Rotor System

The governing equations of motion of the disk, shaft element and bearing element are derived and the
scaling laws for each component are obtained from them. The complete equation of the rotor system is given
by,
Mü + Cu̇ + Ku = F (2)

The damping matrix C is a function of the rotation speed of the system. M and K represent the mass and
stiffness matrices respectively. Assuming proportional damping in a generalized translational displacement η
of mass m, we have the governing equation of motion corresponding to ith mode shape and ith modal frequency
[11] as given in equation (3),

¨ ˙
𝑚𝑖𝑖 𝜂𝑖 + 2𝑚𝑖𝑖 𝜁𝑖 𝜔𝑖 𝜂𝑖 + 𝑚𝑖𝑖 𝜔2𝑖 𝜂𝑖 = 𝑓 (3)

Where 𝜂 is the generalised displacement, 𝜁 is the damping ratio and 𝜔 is the natural frequency.
For the scaled down rotor model (DSM: s) and the full-scale prototype (FSS: f), the above equations become,

¨ ˙
𝑚𝑠𝑖𝑖 𝜂𝑠𝑖 + 2𝑚𝑠𝑖𝑖 𝜁𝑠𝑖 𝜔𝑠𝑖 𝜂𝑠𝑖 + 𝑚𝑠𝑖𝑖 𝜔𝑠𝑖 2 𝜂𝑠𝑖 = 𝑓𝑠𝑖 (𝑡𝑠 ) (4)
¨ ˙
𝑓 𝑓 𝑓 𝑓 𝑓 𝑓 𝑓2
𝑚𝑖𝑖 𝜂𝑖 + 2𝑚𝑖𝑖 𝜁𝑓𝑖 𝜔𝑖 𝜂𝑖 + 𝑚𝑖𝑖 𝜔𝑖 𝜂𝑓𝑖 = 𝑓𝑓𝑖 (𝑡𝑓 ) (5)

We assign λi as the scale factor corresponding to ith mode. The individual scale factors are given in Table 1.

Table 1 Scale factors for different quantities

Symbol Scale factor for Expression
𝜆𝑖𝑚 Mass 𝑚𝑠𝑖
𝑓
𝑚𝑖
𝜆𝑖𝜂 Displacement 𝜂𝑠𝑖
𝑓
𝜂𝑖
𝜆𝑖𝜁 Damping ratio 𝜁𝑠𝑖
𝜁𝑓𝑖
𝜆𝑖𝑓 Force 𝑓𝑠𝑖
𝑓𝑓𝑖
𝜆𝜔 Frequency 𝜔𝑠𝑖
𝑓
𝜔𝑖
𝜆𝑡 Time 𝑡𝑠
𝑡𝑓

48
 The governing equation for the scaled system can be written in terms of the scale factor and the system
properties of the full system as,
¨ ˙
𝜆𝑖𝑚 𝜆𝑖𝜂 𝑓 𝑓 𝜆𝑖𝑚 𝜆𝑖𝜁 𝜆𝑖𝜔 𝜆𝑖𝜂 𝑓 𝑓 𝑓 𝑓 𝜆𝑖𝑚 𝜆2𝑖𝜔 𝜆𝑖𝜂 𝑓 𝑓2
( 𝜆2 𝜆 ) 𝑚𝑖𝑖 𝜂𝑖 +(
𝜆𝑖𝑓
) 2𝑚𝑖𝑖 𝜁𝑖 𝜔𝑖 𝜂𝑖 +(
𝜆𝑖𝑓
) 𝑚𝑖𝑖 𝜔𝑖 𝜂𝑓𝑖 = 𝑓𝑓𝑖 (𝑡𝑓 ) (6)
𝑡 𝑖𝑓

If the scaled system has to match the dynamics of the full-scale system, then the governing equation (6) of
the rewritten scaled system and the governing equation (5) of the full-scale system must be identical. That
requires the following fractions to be unity.
𝜆 𝜆
( 𝜆𝑖𝑚2 𝜆 𝑖𝜂 ) = 1 (7)
𝑡 𝑖𝑓

𝜆𝑖𝑚 𝜆𝑖𝜁 𝜆𝑖𝜔 𝜆𝑖𝜂

( )=1 (8)
𝜆𝑖𝑓

𝜆𝑖𝑚 𝜆2𝑖𝜔 𝜆𝑖𝜂

( )=1 (9)
𝜆𝑖𝑓

These three requirements form the scaling law that has to be followed to maintain the similarity between the
model and the prototype.

3.3 Calculation of scale factors

Using the scaling laws above and the dimensions of the derived quantities in the M-L-T system, the scale
factors for all the quantities can be calculated as shown in Table 2. Based on the requirements of testing, a scale
up or scale down of the prototype has to be made. This choice is made by the designer when choosing the scale
factor for length of the model. Other scale factors can be calculated as given in table 2.

Table 2 Derived scale factors

Scale factor Value Reason
𝜆𝜂 1/6 Design input
𝜆𝜁 1 Design input
𝜆𝑡 𝜆𝜂 Simplifies design
𝜆𝑚 𝜆3𝜂 M ∝L3 L3
𝜆𝑓 𝜆2𝜂 𝐹 = 𝑀𝐿𝑇 −2
𝜆𝜔 1 𝜆𝑖𝑚 𝜆2𝑖𝜔 𝜆𝑖𝜂
𝜆𝑛 ( )=1
𝜆𝑖𝑓
𝜆𝑘 𝜆𝜂 K=mω2 mω2
𝜆𝑐 𝜆2𝜂 𝐶 = 2𝑚𝜁𝜔

As a demonstration of scaling, consider the shaft system shown Figure 4. This shaft is a multiple stepped
shaft with disks very similar to the disks in the full-scale shaft of the prototype pump. The total weight of the
disks is 2530 kg. The weight of the shaft is 5883 kg. The shaft is 11.25m long. Complete geometrical details of
the shaft is given by Nagaraja Bhatt in [9]. Similar to the prototype shaft having a lower top bearing stiffness
and a higher bottom bearing stiffness, this shaft has top bearing stiffness of 30MN/m and a bottom bearing
stiffness of 100MN/m. The natural frequencies are 725 and 1285 RPM with mode shapes shown in Figure 4.
1 1 𝑡ℎ
When a scale factor of λn = is used for length, the total weight of the shaft reduces to 27 kg, which is ( )
6 216

49
of the initial weight as λm = λ3η . The weights of the disks also reduce to 11.7 kg. The natural frequencies have
1
increased by 6 times (λw = ) to 4306 and 7141 RPM. The relative positions of the disks and the bearings
λn
have been maintained constant between the original and scaled shafts. It can be seen from Figure 4 and Figure
5 that the normalised mode shapes match with each other.

Figure 4 Full size rotor of 11.25 m Length, first two natural frequencies at 725 (red) & 1285 RPM (blue)

Figure 5 Scaled shaft of 1.8 m length, first two natural frequencies at 4306 (red) & 7141 rpm (blue)

50
 From this demonstration of scaling laws, it is clear that, we can match the relative mode shapes of the FSS
and DSM exactly. The geometrical dimensions, support locations of the shaft and stiffness of the bearings are
also similarly scaled down. But the natural frequencies of the shaft have become the double the original values
when the size was reduced. Supporting a shaft of 1.8m length and 39 kg combined weight on top bearing with
a support stiffness of 5MN/m gives rise to practical difficulties during fabrication and testing. Since we require
matching of both natural frequencies and mode shapes, we conclude that we cannot use similitude laws for
modelling and we have to use parametric modelling method to scale the shaft.

4. Design of Scaled Rotor using Parametric Modelling

The design of the DSM using similitude theory shows that it is not possible to match both mode shape and
modal frequency, simultaneously. Hence, the design of the scaled shaft has been taken up using the parametric
modelling technique to match both mode shapes and modal frequencies of scaled model with the full-scale
system. The major parameters of the parametric model are varied in an iterative code until the mode shapes
and modal frequencies of the FSS and scale model match. The parameters varied to make the scaled shaft
similar to full-scale shaft are:
 Shaft OD
 Total length
 Location and stiffness of top and bottom bearings
 Thrust disk (OD, thickness, location)
 Impeller disk (OD, thickness, location)

The shaft OD has a lower limit of 25 mm to prevent mechanical deformation during fabrication process.
The total length of the shaft has an upper limit of 1.75 m due to assembly constraints at the testing site. The
spacing between thrust disk and radial AMB location is constrained by minimum required space for thrust top
actuators. Location and stiffness of the bearings were kept similar to the full scale system to the extent possible.
Similarly thrust and impeller disks were also sized to be similar in location to the full scale system. The entire
design space was tried out iteratively using nested for loops to cover all possible combinations of the design
variables using the in-house FE code. During the various iterations made with the in house code, it was
identified that it was not possible to obtain the desired modal frequencies with commercially available bearings
as the commercial bearings were of high stiffness and the required lower support stiffness was of the order
hundreds of kN/m. So the support structure in series to the bottom bearing was weakened to reduce the
stiffness at the bottom bearing plane. The stiffness of the top magnetic bearing can be reduced the required
level using control loop tuning appropriately.

Once a preliminary configuration is obtained using the in-house FE rotor code, the same configuration is
analysed using commercially available FE software for validating the mode shapes and modal frequencies
obtained for the converged configuration. The in house code and commercial code are found to be in good
agreement.

The converged shaft has an OD of 2.5 cm, length 1.75 m and total weight of 14.7 kg. The top bearing is 23
cm from top and has a stiffness of 31.7 kN/m. The bottom bearing is located at 1.575 m from top and has a
stiffness of 200 kN/m. The thrust disk is 20 cm in diameter and is located at 30 cm from top. This thrust disk is
10 mm thick. The impeller disk is at the tip of the shaft and is 30 cm in diameter and 10 mm in thickness. The
scale shaft geometry is shown in Figure 6. The converged mode shapes and modal frequencies obtained for this
rotor from the in-house code is shown in Figure 7. After obtaining the geometry from in-house code, it’s mode
shapes and frequencies are validated with commercial SAMCEF software to ensure it is similar to the full-scale
system. The first 2 modal frequencies are 732 and 1251 rpm which are close to 727 rpm and 1231 rpm obtained
with the in-house code. A comparison of the natural frequencies of the full-scale rotor and scaled down rotor

51
is given in Table 3. The major parameters such as length of various shaft sections and diameter of the disks are
tabulated in Table 4. A comparison of the mode shapes between scaled and original shafts for first and second
mode is shown in Figure 8 & Figure 9.

Figure 6 Geometry of scaled shaft

Table 3 Natural frequencies of full scale and scaled down rotor models
Geometry First mode frequency Second mode frequency
(rpm) (rpm)
Full scale model (in-house code) 720 1260
Scaled down model (in-house code) 727 1231
Scaled down model (SAMCEF) 732 1251

Table 4 Major Parameters of Scaled Shaft

Component Length or ID cm OD cm Weight kg
Thickness
Shaft 1.75 m - 2.5 6.7
Thrust disk 1cm 2.5 20 2.4
Impeller disk 1cm 2.5 30 5.4

Figure 7 Scaled shaft design with mode shapes obtained from in-house code

52
 Figure 8 Comparison of first mode of original and Figure 9 Comparison of second mode of original
scaled shafts and scaled shafts

5. Results and Discussions

The scaled shaft design arrived at using the parametric modelling methodology is analysed using SAMCEF
commercial software for verifying the mode shapes and modal frequencies and its output was found to be in
close agreement with the in-house FE code. The unbalance response at radial bearing location (obtained from
SAMCEF) of the scaled shaft and full-scale shaft are shown in Figure 10 and Figure 11, respectively. The
magnitude of response for the full-scale shaft is around 150 microns at the radial AMB location at a speed of
600 RPM and the same for scaled rotor is slightly higher. The unbalance level considered for the simulation is
around G 6.3 grade. It can be observed from Figure 10 and Figure 11 that the resonance peak occurs at the first
critical speeds of the corresponding shafts as given in Table 3. As the radial air gap available at the top radial
AMB is 750 microns, the controller will be able to accommodate the radial vibration without mechanical contact
at the AMB location.

1.6
0.08
Response amplitude (mm)

1.4
0.07
1.2
0.06
Response amplitude (mm)

1
0.05
0.8
0.04
0.6
0.03
0.4
0.2 0.02

0 0.01
0 5 10 15 20 0.00
Shaft speed Hz 0 5 10 15 20
Shaft speed Hz

Figure 10 Unbalance Response of Scaled Rotor- Figure 11 Unbalance Response of Full-scale Rotor-
AMB System AMB System

After the design and analysis, the scaled shaft was fabricated with thrust disk and impeller disk as per the
dimensions given in Table 4. The fabricated rotor supported on top AMB and bottom mechanical bearing with

53
provision for tilting the whole rotor is shown in Figure 12. The top thrust AMB has 4 pairs of E-actuators, one
for each quadrant. Each of the pairs of actuators is independently controlled by a dedicated PID controller. In
total, there are 6 PID controllers: 4 for the thrust and 2 for the radial bearing. Rotor response at radial bearing
location measured from the trial runs being carried out with the scaled down model is shown in Figure 13 and
the corresponding FFT is shown in Figure 14. It may be observed from Figure 14 that the radial response has
1X (rotor speed) dominant peak with moderate peak at 2X. The peaks at 1X and 2X represent unbalance and
misalignment errors which are expected in long and slender shafts such as the scaled down model.

Figure 12 Scaled down shaft system supported on top AMB and bottom rolling element bearing.

Figure 13 Unbalance response measured at radial AMB of the scaled rotor rig

54
 Figure 14 FFT of Unbalance Response Measured at Radial AMB

6. Conclusions

The design and development of a scaled-down model of the rotor assembly of a centrifugal sodium pump’s
vertical rotor is presented in this work. The scaled model is required to validate the design methodology of the
radial and thrust AMB which can then be used to predict the performance of the full-scale rotor. It was shown
that the rotor-dynamic scaling factors cannot be used for scaling as it is required to maintain both the mode
shapes and modal frequencies during scaling. A parametric modelling approach has been used to scale the shaft
and it was shown that the mode shapes and frequencies approximate those of the full-scale system.

The scaled down rotor was fabricated and tested with AMB top support and the response of the shaft at
the operating speed at the top AMB was found to be within limits. Further studies are planned to study the
behaviour of the AMB system with the rotor operating with a tilt from the vertical.

Acknowledgements

The authors would like to acknowledge the support received from Rotor Dynamics & Bearing group of
Propulsion Division, CSIR-NAL and RDTG group of IGCAR.

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