mmm COUPLINGS What is an Acceptable Coupling Lateral Critical Speed? A case study and guidelines used to evaluate the lateral critical speed (LCS) of high performance couplings for turbomachinery. Fig. 1 Typical high performance coupling between machines. J.P. Corcoran, Kop-Flex, EPT, Emerson Definition Of Critical Speed for Couplings All rotating shafts deflect during rotation, even in the absence of an external load, due to the fact that a shaft cannot be perfectly balanced, nor rotate precisely about is principle inertia axis. As a result there will always be a centritugal deflecting force. The magnitude of the dellection depends upon the stifiness of the shaft and its supports, the total mass of the shaft and the attached parts, the unbalance of the mass with respect to the axis of rotation, and the amount of damping in the system. The detiection, considered as a function of speed, shows maximum values at so-called cit- ical speeds [1]. The largest deflections occur at the lowest (first) critical speed, 18 Tetonactinary neat ayia 2008 where a coupling normally operates, and are, therefore, usually of the most concern to the coupling designer. In most high performance appiica- tions, a coupling has flexible elements— dises, diaphragms or gear teeth—that are required to accommodate the inevitable misalignments between the connected rotating machinery. This alleviates the damaging high reversing bending loads Con the equipment that would otherwise result. The portion of the coupling between flexible elements can be consid- ered a power transmission shat, and wil therefore have cortical operating speeds. Usually this part of the coupiing—called the floating section —is tubular, but not ‘completaly uniform (Figure 1). This article discusses haw to calcu- late these coupling critical speeds, and how to assess them in relation to equip- ment operating speeds, Also discussed are the assumptions made about the contribution of the flexing elements and the shaft supports, and the influence of the connected machines, Gritical Speed Calculation Variation The case described in Table 1 is an application where the critical speed of the coupling, and the margin of separa- tion from the equipment operating speeds, became an issue. The applica: tion involves a gas turbine connected to a centrifugal compressor using a Kop- Flex high performance disc coupling (Figure 2). The operating speeds ranged from 7,500 to 12,200 rpm. Note that Table 1 Turbine/Compressor Coupling Assumed Maximum SST Total~—s#Rayleigh Frequency FEA Support Operating Critical Floating Ritz w/ Method == Analysis Stiffness Speed Speed Weight Support Critical aitcat (tevin) (rpm) (cpm) Critical Creal (cpm) (cpm) com) (com rigid 12,200 22,200 16,770 - 2 500,000 12,200 - 18,960 17,100 15,880 1,000,000 12,200 - - 21,500 ‘18,870 17,280 emtabonaetinenenag contdepending on the calculation method, the lateral ertical speed (LCS) value varied from 15,880 to 22,200 cpm. The lowest value is 30 % away from ‘maximum operating speed (1.30 safety factor), and the highest value (22.200 opm) is over 80 % away (1.82 factor) These results vary greatly Coupling Support Stiffness ‘One of the complicating issues is the influ- ‘ence of support stifiness of the floating section of the coupling In reality the cou- pling is considered as part of a rotor sys- tem in that itis supported at each end by the equipment shafts (Figure 3). Part of the coupling on each end is rigidly attached to the connected equipment shafts, while the floating portion—the part between flexible clements that wil have its wn critical ‘speed—is flexibly attached. The flexing elements must be designed for a low bonding sifiness to accommodate machine misalignment while rotating it wil ‘also have a racial (tral sitfness. The support stiffness of the floating section ofthe coupling includes the flex- ing elements of the coupling, as well as, rotor support bearings, and everything in between. Ths includes the radial and bending stitiness ofthe coupling flexing elements, the stiffness ofthe hub or flange attached to the flexing elements, the equipment shaft back to its support bearing, and the stitiness ofthe journal bearing, which varies with clearance, oil temperature, oll pressure, and speed. Calculation Methods To most accurately predict the coupling LCS, a complete train lateral analysis (with the driving and driven machine rotors and coupling, all connected as ‘one long rotor) is required. However, this is time-consuming and expensive, and requires much coordinated effort between the various equipment suppli- ers and the coupling supplier. In prac- tice, the critical speed of only the float- ing portion of the coupling is calculated, and includes certain assumptions for the ‘support stiffness of that section. A mar- gin of safety is then applied to that esti- mate, usually 1.5 or greater. Depending on the method and assumptions used for the supports, @ 1.8 safety factor may not be adequate. In fact it wasn't enough in a particularly Gifficult vibration problem in which a ev turbomachinnyag.com Fig. 2. Gas turbine/compressor coupling: 7.94nch maximum diameter, 43. elements, 44.1 inches distance between shaft ends. Kop-Flex coupling was involved. Reviewing Table 1, there are two val- tues each forthe Frequency Method, the Finite Element Analysis (FEA), and the Rayleigh Ritz Method; one value at 0.5 ‘milion and one at 1.0 milion lovin support siifness. The values at 0.5 million lovin are significantly lower. In fact, the support stifiness of atypical floating section great- ly affects the critical speed, as shown in Figure 4. The lower the stifiness the more the effect. Suspected low stiffness appli- cations need to be evaluated carefully Note that for the Total Floating Weight Method, and the Simply Supported Tube (SST) Method [2], the supports are assumed to be infinitely rigid in practice, 80 no support stiffness is tabulated. (See Table 2 for an explanation of the various methods.) The support stiffness can be accounted for in any method, and the table indicates those methods where it is ‘customarily taken account. Guidelines Here are some guidelines to use to insure an adequate margin for coupling LCS to operating speed: 1. Ifthe suppors (lexible elements, shalts, and machine bearings) are known to be very stif (all with over 1.0 milion Ibfn stiiness) the Simply ‘Supported Tube method can be used, but with a factor (margin) of atleast 1.5 times the maximum operating speed 2. For lower support sifiness, a more accurate calculation is required, or, a higher factor (2.0 or greater) should be Used. In no case should the factor be less than 1.5, unless a fll rain analysis, is done. The more that is known about, the suppor stiffness, and the more accurate the calculation, the lower the factor can be Inches besween lex 3. If the coupling wil tun in close proximity to the calculated LCS, say, less than 1.5 factor, get the best balance possible, and minimize the shaft and Coupling mounting surface runouts. The exciting force for the LCS will be unbal- ance, due to rotor and coupling runout and inherent coupling unbalance. Ifthe coupling is perfectly balanced and the rotor is turning It exactly about is prin’ pal inertia axis, there will be no vibration; but that is not very likely. 4, Design the coupiing with LCS in mind, Keep large, abrupt changes in diameter to a minimum. Eliminate large ‘overhangs, where the flexing element is well away from the end of the equipment shafts. Keep the weight concentrated near the supports. Conclusion ‘These criteria are guidelines. The geom- etry and characteristics of connected machines and couplings vary greatly The more you know about a machine or coupling, the lower the LCS margin can be. Current industry margins are not always adequate. API 671 Third Edition [3], for example, only specifies an LCS ratio of 1.5, without defining the method. This factor should be at least 2.0 if the supports are not considered, or, better, the stiffness of the supports should be taken into account. No matter how one calculates the critical speed, increasing the coupling LCS can make the coupling more spe- cialized—and more expensive—as larg- cer tube diameters, special materials lke titanium, etc, will be required to achieve the higher number. Whatever the design, the important point is that you should be careful when evaluating @ coupling’s lat eral critical speed. be ee Fig. 3. Coupling connected to parts of rotors. Mayidune 203 «Tbomactinery nteasonal 19Table 2. Lateral Critical Speed Calculation Methods meTHoD DESCRIPTION MODEL BASIC EQUATION OPINION OF METHOD Assumes a tube, be Se Genera overt ‘SIMPLY size of the main spacer O=V55 ‘mates coupling LCS. SUPPORTED se siply and iy ore bie mex: S08 GoD mari, TUBE (SST) —_sinporied athe ex: rum sate deflecton ie erements ‘caused by a uniform- Iyestbsed oes Cajal toto weight of the tube; gis he ravine! contnt Assure abo he Same equation, excopt General undorest- ae Sool he main spacer thatthe doecton mates cousing LCS {ube simpy and rity caused by auniomly ay ot be abe to WEIGHT ‘supported at the flexi- distributed load equal come up with a work- ble elements, and in addition, the entre weight ofthe coupling between flex elements is equally cistributed along the length of the ‘ube. tothe entire weight of ing design. the coupling between fiexing elements ‘Assumes a tube, of RAYLEIGH-RITZ varying cross-sectional area, withthe weight of ‘ach section concen. trated at the center of that section. Support sttiness can be added ‘Generally overest- ‘mates coupling LCS, ‘depending on configu ration and support stifness assumptions. hero Wis tho weight Sever estimate han and 8 isthe static Slmaay ew wi w2 WS Wa WS Sarna ome eee, payne Gioscrsaesn SMI tert hasee FREehc(on “uataina a 7 Tiokalyabaor eqs Goneaty owen SEGUE Ory cearsoson ' ietanqere Sooner, eh concerted wumgareeie” Coemnces MATRIX ee manson length. Support sti ness can be varios. Faure enews, wwe neo ANALYSIS. does, also accounts for 20 Tubomachinry tana! + Mayne 2000 wutemachineyag comReferences [1] Hall, A: Holowenko, H.; Laughlin, H., 1968, Schaum's Outline of Machine Design, Chapter 8, McGraw-Hil [2] AGMA 9004-A99 “Flexible Couplings = Mass Elastic Properties and Other Characteristics,” American Gear Manufacturer's Association, Alexandria, Virginia [3] API 671, 1998, “Special-Purpose: Couplings for Petroleum, Chemical, and Gas Industry Services," Third Edition, ‘American Petroleum Institute, Washington, D.C. Acknowledgement | would lke to acknowledge Joe Zilberman, Manager of R&D, Kop-Flex, EPT, Emerson for his contributions to this article . Critical Speed (CPM) 35,000 30,000 = V 20.00 15000 10,000 5,000 E04 16005 1 E+06 End Support Stifness (Ib/in) Fig. Typleal LCS vs. Support Suittness E107