EFFECTS OF HIGH PRESSURE OIL SEALS ON

THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR

by
Thomas J. Cerwinske
Maintenance and Engineering Superintendent

W. Ed Nelson
Manager of Maintenance Services

Amoco Oil Company

Texas City, Texas

and
Dana J. Salamone
President

Salamone Turbo Engineering, Incorporated

Houston, Texas

T homas ]. Cerwinske has been in­
volved in the turbomachinery field since
graduating from Iowa State University in
1976 with a B.S. degree in Mechanical
Engineering. He is currently Mainte­
nance and Engineering Superintendent
of the Oil Movements Division for Amoco
Oil Company's Texas City refinery in Tex­
as City, Texas. He has served as Rotating
Equipment Consultant and as a Rotating
Equipment Engineer at the Amoco Texas
City refinery as well as a Rotating Equipment Engineer at
Amoco's headquarters in Chicago. He .is a past Vice-President
and Secretary-Treasurer of the Galveston County Chapter of
the Texas Society of Professional Engineers. Be is a member of
the Texas Society ofProfessional Engineers, ASME, Tau Beta Pi,
Pi Tau Sigma, and the Pump Symposium Advisory Committee.
W, Ed Nelson is. the Manager of
Maintenance Servi¢es for Amoco Oil
Company in Texa� City, Texas. His re­
sponsibilities include refinery instru­
ment, electricaland machinery repair, as
well as mobile equipment operation, and
maintenance tr.aining,
Mr. Nelson graduated with a B.S. de­
gree in Mechanical Engineering from
Texas A&M UnitJersity in 1951. He has
spent 32 years in. various engineering,
materials management, and maintenance positions in Amoco's
Texas City refinery. He is a member of ASME and the Interna­
tional Maintenance Institute. He is also a registered profession­
al engineer in the State of Texas.
Mr. Nelson has authored several technical articles and is a
noted speaker at seminars and technical meetings. He is also
listed in several editions of Who's Who in the Southwest and
World's Who in Commerce and Industry. He is a member of the
Turbomachinery Symposium Advisory Committee.
Dana ]. Salamone received his B.S.
degree in Mechanical Engineering (1974)
and his M.S. degree in Applied Mechan­
ics (1977), both from the University of
Virginia. He also earned a Master's de­
gree in Business Administration from
Houston Baptist University (1984).
He spent the first three years of his
engineering career at Babcock and Wtl­
cox in Lynchburg, Virginia, where he was
responsible for seismic structural design,
stress analysis and rotordynamics analysis. T hen he spent two
years as a project engineer in the Compressor Division of Allis­
Chalmers Corporation in Milwaukee, Wisconsin. He was re­
sponsible for rotordyn,amics analysis of multi-stage centrifugal
compressors and three dimensional (3-D) finite element stress
analysis for horizontally-split fabricated casings.
For more than five years, Mr. Salamone was Chief Engineer
for Centritech Corporation in Houston, Texas. In this capacity,
he was responsible for rotordynamics analysis and bearing
design consultation on industrial turbomachinery for the solu­
tion of vibration problems.
In 1984, Mr. Salamone founded Salamone Thrbo Engineer­
ing, Incorporated. Turbo is an engineering consulting company
that provides services in rotordynamics analysis and bearing
design consultation for the solution of turbomachinery vibra­
tion problems in the utility, petroleum and chemical industries.
Mr. Salamone is a member of ASLE, ASME, NSPE, Society of
Sigma Xi, and the Vibration Institute. He is also a registered
professional engineer in the State of Texas.
ABSTRACT
The influence of high pressure bushing-type oil seals on the
rotordynamic characteristics of a centrifugal gas compressor,
which compresses hydrogen from 1 700 psi to 1 800 psi is
discussed. The compressor rotor is driven through a gear
coupling by a 10000 hp steam turbine, which has a governor
speed range of 7900 cpm to 8850 cpm. This machine has had a
long history of exhibiting high synchronous vibration under
certain operating conditions.

35
36 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

A computer simulation identified that this rotor system can

operate as two entirely different systems, which correlates well
with field observations. The first system corresponds to the
"normal" operating condition, where the bearings support the
rotor and the oil seal bushings operate near the "centered"
position. The second system corresponds to the condition where
the seals carry the rotor weight and unload the bearings. This
allows a level of flexibility to be introduced under the bearings,
which reduces the effective damping. These rotor support
changes shift the second critical speed into the operating speed
range, which produces the high synchronous vibrations. In
addition, the analysis indicates that the rotor is unstable in the
condition where the seals support the rotor and where flexibility
is introduced under the unloaded bearings.
Figure 2 . Typical Rotor Wreck.
INTRODUCTION
The effects of high pressure oil seals on the dynamic response
of a recycle gas compressor are presented. This unit, shown in
Figure 1, is driven by a 10000 hp steam turbine to compress
hydrogen gas from 1700 psi to 1800 psi. The governor speed
range is 7900 cpm to 8850 cpm. For purposes of discussion, 8400
cpm will be considered the operating speed.

Figure 3. Stationary Bundle Damage Resulting from Wreck.

Figure 1. Recycle Gas Compressor.

The present system consists of a 557 lb rotor with a overall
length of 63.09 in. The shaft is supported by two five-shoe tilting
pad bearings separated by a 50. 06 in span. The journal diame­
ters are 4.0 in and 4.5 in on the thrust and coupling ends,
respectively.
The process gas seals, located just inboard of the bearings on
each end of the case, are high pressure bushing seals. Each seal
consists of two floating bushing elements with a five mil to six mil
clearance. The shaft diameter at the seals is 5.5 in. Therefore, if Figure 4. Bearing Damage Resulting from Wreck.
these seals lock up, they will behave similarly to plain journal
bearings with external pressurization. These influences change
the dynamic characteristics of the system.
This machine has had a history of exhibiting unpredictable,
high vibration at synchronous speed, which has caused several
serious wrecks. The magnitude of damage that has resulted from
high vibration levels on this machine is demonstrated in Figures
2, 3, 4, and 5. Because of its importance to production, the
reliability of this compressor is a necessity. A rotordynamics
analysis was performed to determine the effect of high pressure
oil seals on the dynamic characteristics of the compressor and to
identify corrections that would improve the system vibration
characteristics.
DESCRIPTION OF PRESENT ROTOR SYSTEM
The assembled compressor rotor (Figure 6), consists of a 63.09
in long shaft and two closed-disk impeller wheels. The com- Figure 5. Rotor Damage Resulting from Wreck.
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR 37

Bg=ARINGS
Thrust End-
Coup! ing End----·-

Figure 6. Recycle Gas Compressor Rotor.

pressor is supported by two five-shoe tilting pad bearings. The

journal diameters are 4. 0 in and 4. 5 in at the thrust end and
coupling end, respectively. The computer model of the rotor is �--����1+0�,--����1+0�.--����107
illustrated in Figure 7. STIFFNESS PER SUPPORT, Lb/In

The rotor assembly is modelled as a series of shaft sections. Figure 8. Undamped Critical Speed Map of Recycle Gas
The division lines indicate lumped mass stations containing the Compressor Supported on journal Bearings Only. Oil seal
weight and inertia properties of the compressor wheels, balance bushings not considered.
piston, coupling, thrust collar, etc. The rotor model also in­
cludes the effect of the bearing fluid film stiffness and damping
properties.

MODE 1 FREQUENCY 4, 5 58.6 CPM

- ROTOR CROSS SECTION -
=

Rotor �eight = 556.8 Lbs Rotor Length = 63.1 In. c

T
0
H
u
R
p
u
L
5
1
T
N
G
E
N
D
N
D

No. of Stat1ons "" 38

No. of Bear1ngs = 2

20 3e 4e se se
,. 20 30 -1e se ,. F!XIRL LENGTH, !nc>,es
AXIAL LENGTH, Inches

Figure 7. Computer Model of Compressor Rotor. Figure 9. Mode Shape at First Undamped Critical Speed (4559
CPM) for Rotor Supported on journal Bearings Only (Kb 5 =

UNDAMPED CRITICAL SPEEDS X 1 0 5 LBIIN). Oil seal bushings not considered.

Critical Speed Map

The critical speed map is a plot of the first three undamped
critical speeds vs a range of bearing stiffness values. The critical MODE 2 FREQUENCY • 11,111.7 CPM
speeds increase as the bearing stiffness is increased up to a limit.
c
Beyond this limit, the critical speeds are insensitive to increas­ -
0
T �

u
H
-·
ing bearing stiffness, because the bearings are rigid relative to R
p
L
the rotor. Therefore, in the rigid region, the bearing damping is
not effective for the suppression of vibration [1]. The critical � H-��·H-�*j;!=,...!itllll�� I
N
G
E
speed map for the present rotor, with the existing coupling, is N
E
shown in Figure 8. For this rotor, the first critical speed has a D
N
D
rigid bearing limit of 5140 cpm.
Mode Shapes
The rotor mode shapes indicate the relative shape of the
deflected rotor at the critical speeds. The mode shape also
20 30 40 50 s0
indicates the amount of motion at the bearing locations. The first AXIAL LENGTH, Inches
two undamped critical speed mode shapes for the rotor consid­
ering stiffnesses of 5 X 105lb/in at each bearing are presented in Figure 1 0 . Mode Shape at Second Undamped Critical Speed
Figures 9 and 10. (1 1 1 1 2 CPM) for Rotor Supported on journal Bearings Only
(Kb = 5 x 1 W LB/1N). Oil seal bushings not considered.

EXISTING BEARINGS
a diameter of 4. 0 in, pad length of 1. 62 in, diametral set
clearance of 0. 006 in, and preload of 0. 143. The coupling-end
Description bearing has a diameter of 4. 5 in, pad length of 1. 875 in,
The rotor is supported in a pair of five-shoe tilting pad diametral set clearance of 0. 006 in, and preload of 0. 25. Both
bearings, as illustrated in Figure 11. The thrust-end bearing has bearings are oriented with load on pad.
38 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

5 SHOE TILTING PAD BEARING ARC LENGTH • 58.4' LOAD ON PAD

PIVOT ANGLE • 54.0' OFFSET FACTOR • 0.50 PRELOAD • 0.250
LENGTH • 1.875 IN. DIAMETER • 4.500 IN. CLEARANCE (DIA.J • 0.0080 IN.
LID RATIO • 0.417 JOURNAL LOAD • 305.6 Lo•. Mu • 1.93E-06 REYNS

1 �·���,��--,-rrnnr--����nrn

z
H

01�4-----����--�
w
U1

� I
txl
....!

(.9
z
Cyy
[)_
H

L:
a:
Figure 1 1 . Recycle Gas Compressor Bearing Arrangement. p104�----�,�--+--+�---4
The existing oil is an International Standards Organization ' OPERATING
(ISO) 46, which is rated at 210 Saybolt Seconds Universal (SSU)
z
"' , SPEED RANGE
"
H
'
at l00°F. This oil has an absolute viscosity of l. 93 microreyns at txl
',
150°F.
"'
' ' "'-. ,_
Bearing Coefficients (;] C X

�- ----------�����
t1w·�-- -- --�
- �rt+------------4
The stiffuess and damping coefficients vs rotor speed for the u._
f­
H
thrust-end and coupling-end journal bearings, respectively, are Ul
shown in Figures 12 and 13. These coefficients represent the
predicted properties for the bearings in the present condition
with normal gravity loading. The bearing stiffnesses are cross­
plotted on the map shown in Figure 8. The stiffness values for
these bearings intersect the second mode curves very close to 1 ��
· �����--�����_.����
the operating speed (8400 cpm). These intersections, which arc 102 103 104 105
the undamped critical speeds, are listed in 1llble l. Note that the SPEED CRPM)
nnming speed lies in the range listed fc>r the second critical.
Figure 1 3 . Coupling-end Bearing Stiffness and Damping Coeffi­
5 SHOE TIL TlNG PAD BEARING ARC LENGTH • 58.2' LOAD ON PRO cients vs Speed.
PIVOT ANGLE • 54.0' OFFSET FACTOR • 0,50 PRELOAD • 0.143
LENGTH • 1.620 IN. DIAMETER • 4.000 IN. CLEARANCE <DIA. J • 0.0070 IN.
VD RATIO • 0.405 JOURNAL LOAD • 251.3 Lbs. Hu • l.SJE-06 REYNS
Table .1. Undamped Critical Speeds of Compressor Supported in
106�--���rrrn�--����TM--�-�rM�
Journal Bearings Only. Oil seal bushings not considered.

Horizontal Plane Vertical Plane

First Critical Between Between

z
H 2, .500 and 3, 900 and
0 3, 450 cpm 4, 100 cpm
w 10�5�------�--�4++--4
U1 Kxx
I Second Critical Between Between
txl
....! 4, 700 and 6, 900 and
(.9
8,700 cpm 9, 800 cpm
z
Third Critical Between Between
[)_
H

L: 9, 800 and 10, 600 and

a:
p104�--��----�---+�--� 1.3, 200 cpm 13, 900 cpm
OPERATING
SPEED RANGE
Unloaded Bearing Coefficients
"' Cyy The stiffness and damping for the existing tilt pad bearings for
'' a special assumed loading condition are listed in Tables 2 and 3.
� ", In this special case, the journals are assumed to be centered in
t103�------�--��---iTT-
u._ the bearings, which means that the bearings are unloaded.
f­
H
These special coefficients were used in the seal analysis, where
Ul
the seals support the rotor.

Stiffness and Damping Ratios

The stiffness and damping ratios for the existing rotor/bearing
10 2�----�����----����Uf������ system are presented in Table 4. Barrett, et al. , presented these
102 103 104 105
ratios [2], and they were discussed by Salamone [1, 3]. The
SPEED CRPM) stiffness ratio is very acceptable at 2. 27. This is well below the
Figure 1 2. T hrust-end Bearing Stifn
f ess and Damping Coeffi­ optimum value of six or less [2]. The damping is also acceptable
cients vs Speed. at 133 percent of optimum.
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR 39

SUCTION ENO DISCHARGE END

Table 2 . T hrust-end, Five-shoe Tilting Pad Bearing Coefficients

��
for Unloaded Condition.
Speed (cpm)
3000 6000 8400 10800 14000

Stiffness (lb/in),

I l ll j��--i
KXX=KYY !.68xlo" 2.352xHP 3.02xlo" 3.92xl05 ATMOSPHERE ATMOSPHERE
8.401xl04
Damping (lb-sec/in),
CXX=CYY 809.44 809.44 809.44 809.44 809.44

��
Eccentricity (DIM) 0 0 0 0

Beating Parameters
0=4.0 in
VD=0.41 (L=1.62)
M=Q.!43 (preload)
CD' =0.006 in
set clearance
l.S mils/in.
CD=0.007 in. mach. pad clearance
W=Olbs
.,a.= L93xl0-6 reyns
PAD ARC=58.2'
NOTE• OB • OUTBOARD BUSHING
IB • INBOARD BUSHING
Table 3. Coupling-end, Five-shoe Tilting Pad Bearing Coeffi­
cients for Unloaded Condition. Figure 1 4. Floating Bushing Oil Seal Arrangement.
Speed (cpm)
3000 6000 8400 10800 14000

Stiffness (Jb/in)'
KXX=KYY !.5x!o" 3.0xl05 4.2xl05 5.403x!o" 7.0xlo"
Damping (lb-sec/in)' OIL
PRESSURE
CXX=CYY
Eccentricity (DIM)
1231.3 1231.3 1231.3 1231.3 1231.3

PSI PRESSURE
UNBALANCE GAS
Bearing Parameters
0 0 0 0 0 1710
REGION <}--
<}-- PRESSURE
1700 PSI
�
0=4.5 in
UD=0.42 (L=l.875)
M=0.25 (preload)
CD' =0.006 in
set clearance
1.33 mi !s/in.
CD=O.OOS in. mach. pad clearance
Figure 1 5. Pressure Distribution on Inner Oil Seal Bushing.
W=Olb
�"" 1.93xl0-6 reyns
PAD ARC=58.4'

�,-------� OIL
PRESSURE
1710 PSI
Table 4 . Stiffness and Damping Ratios for Compressor Support­
ed in Tilting Pad Journal Bearings. OIL
PRESSURE
�
�
1710 PSI ----1:> <:}----
WROTOR =556. 88 lb (Mm=0.721) ----1:> REGION
u�:������
<}--
Ncr =5,140 cpm (wcr=538. 26) �ATMOSPHERIC
---{> '----------'--"'� · .
---{> PRESSURE
K, =2. 09x105lb/in
= 776. 17 lb-sec/in
Figure 1 6. Pressure Distribution on Outer Oil Seal Bushing.
Bearing Coefficients at 5,100 cpm:
Thrust Kyy=l.9x105 Cyy=725. 7
Coupling Kyy=2.85x10S Cyy=974.6 that the actual seal exhibits a combination of hydrodynamic
Stiffness Ratio: K=2.27 squeeze film and sliding friction behavior. This analysis assumes
Optimum Damping Ratio: �opt= 1. 64 two approximations for the seal effect due to the hydrodynamic
Actual Damping Ratio: �act= 2.19 action only. These approximations will be discussed in more
=133% �opt detail later.
As shown in Figure 15, the inboard bushing is exposed to 1700
FLOATING BUSHING SEALS
psi gas pressure on the sliding face below the 0-ring and 1710 psi
Description oil on the other face. This yields a net unbalance pressure
The floating ring bushing oil seal arrangement on each end of differential that would be approximately ten psi. The outboard
the compressor is illustrated in Figure 14. Each seal consists of bushing, shown in Figure 16, is exposed to 1710 psi oil along the
two floating bushings. High pressure oil at 1710 psi is supplied free face and atmospheric pressure on the sliding face below the
between the two bushings to provide an oil barrier against 0-ring. Therefore, this bushing has an axial pressure differential
process gas leakage. The pressure distributions on each bushing of approximately 1710 psi. The unbalanced region between the
are illustrated in Figures 15 and 16. The inboard side of this seal top of the 0-ring groove and the bore has an area of approximate­
is exposed to approximately 1700 psi gas. The outboard side is ly 8 . 06 square in. Thus, the net force between this bushing and
atmospheric pressure. the support housing is 13787 lb. If hard-steel on hard-steel
A complete similation of this oil seal configuration would (greasy) is assumed, the static friction coefficient is 0. 11 . This
require a complex non-linear analysis. However, with a few should yield a static friction force of approximately 1517 lb,
simplifying assumptions, the seal effect can be approximated in which is 2. 6 times the rotor weight. Therefore, the seals can lock
order to assess the potential influence on the system dynamics. up and support enough load to unload the bearings.
Specifically, a calculation can be made of the unbalanced The stationary vertical sliding face of the seal cans showed
pressure forces on these floating bushings in the high pressure significant fretting damage (Figure 17). These damaged faces
environment. These forces can then be used to estimate an can increase the potential for seal lockup. Therefore, the seal
order of magnitude of the friction force on the sliding faces. It cans were modified to accommodate a detonation-gun, tungsten
should be emphasized that this a very basic approximation, and carbide coating on these stationary sliding faces.
40 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

described are reflected in Tables 5, 6 and 7. Note that the

bushing journal has a diameter of 5.5 in, and the length-to­
diamter (UD) ratio of the bushing is 0.13. For Thble 5, a
centered outer bushing seal is assumed. Seal loads equal to the
gravity loads are assumed in Tables 6 and 7. Note that the seal
generates high cross-coupling, which could contribute a rotor
destabilizing influence. In addition, the principle stiffness and
damping introduce the effect of additional bearings into the
overall system dynamics.

Table 5. Stiffness and Damping Coefftcients for Unloaded

(Centered) T hrust-end and Coupling-end Outer Oil Seal
Bushings.
Speed (cpm)
3000 6000 8400 10800 14000

Stiffness (lb/in):
KXX 6.79xl04 6.79xlo' 6.79xl04 6.8xl04 7.0xl04
Figure 1 7. Oil Seal Cans Showing Damaged Vertical Sliding KXY 7.19xl04 1.44xHJ5 2.02xlo' 2.59xlo' 3.35xlo'
KYX -7.19xl04 -1.44xlo' -2.02xlo' -2.59xlo' -3.35xlo'
Face. KYY 6.79xl04 6.79xlo' 6. 79xlo' 6.8xHr' 7.0xlo'
Damping (lb-sec/in):
Oil Seal Stiffness and Damping Coefficients CXX 4.58xl0" 4.58xl02 4.58x102 4.58x!o" 4.57xlo"
CXY 0 0 0 0 0
The load capacity as a function of the eccentricity curve for the CYX 0 0 0 0 0
outboard bushing with an external pressure drop of 1710 psi for CYY 4.58xlo" 4.58xlo" 4.58xl02 4.58xlo' 4.57xl02

five different operating speeds is shown in Figure 18. The Eccentricity (DIM) 0.0 0.0 0.0 0.0 0.0

bushing diametral clearance is 0. 005 in. Therefore, in the locked Seal Parameters
0=5.5 in
condition, this seal would have characteristics similar to a plain l1D�O.l3 (L�0.73)
journal bearing with external pressurization. From a static point CD=0.005 in
set clearance
mils/in.
of view, the bushing is not capable of generating more load w�o lbs

capacity than can be held by the friction force. This means that .,a.=l.93x10-6 reyns
p=8.09xlo-s
the load eccenticity curve ends at a 1517 lb load, for this <l.P�l710 psi

approximation. At loads above this static friction force, the seal Table 6. Stiffness and Damping Coefficients of Loaded T hrust­
would slide, because the friction force would be exceeded. end Outer Oil Seal Bushing.
Consequently, the seal would move to another position. Howev­
er, in this case, the friction force is several times the rotor Speed (cpm)
weight, so it would be difficult for the rotor to exceed it. 3000 6000 8400 10800 14000
.
Stiffness (lb/in):
KXX 7.67x!04 7.29xl04 7.13xl04 7.02xl04 7.07xl04
KXY 3.66xlo' 3.36xlo' 3.57xl05 3.78xlo' 4.29xlo'
KYX -1.37xlo' -1.97xlo' -2.47xlo' -2.96xlo' -3.65xlo'
CURVE SPEED (RPM) KYY 9.28x!O" 8.22xl04 7.78xl04 7.45xl04 7.37xlo'
4500
3000 Damping (lb-scc/in):
as- 6000
3 cxx 8.7lxl0" 6.26xlo" 5.62xlo' 5.23xlo' 4.98xlo'
..=.. 4000 CXY 0 0 0 0 0
8 40 0
CYX 0 0 0 0 0
10,800
>- 3500 CYY 2.37xlo' 1.07xlo" 8.04xl02 6.57xl0" 5.7lxlo'
14,000
� Eccentricity 0.62 0.468 0.38 0.315 0.255

u oOOO Minimum Film (MILS)

<( 5 Seal Parameters
a.. 2'300
0=5.5 in
<( l1D�O.l3 (L�0.73)
u 2000 CO'=O.OOS
set clearance
0
: ils/in.

1500
w�243.5lbs
<( tJ.=1.93xl0-6 reyns

0
-' '000
p=8.09xl0-5

Table 7. Stiffness and Damping Coefficients of Loaded

500
Coupling-end Outer Oil Seal Bushing.
Speed (cpm)
3000 6000 8400 10800 14000

ECCENTRICITY (DIM.) Stiffness (lb/in):

KXX 7.83xl04 7.47x!O" 7.26xlo' 7.12x10" 7.07xl04

Figure 1 8 . Load vs Eccentricity Curve for Outer Oil Seal KXY 5.43xl0s 4.87xlo' 4.53xlo' 4.59xlo' 4.91xlo'
KYX -1.64xlo' -2.29xlo' -2.71xl0S -3.18x!o' -3.83xlo'
Bushing with 0.005 IN Diametral Clearance and 1 71 0 PSI KYY 9.69xl04 8.73x!O" 8.13xl04 7.76xl0" 7.48xl04
Pressure Drop . Damping (lb-sec/in):
cxx 1.04xlo" 7.29xlo' 6.17xl0" 5.62xlo' 5.22xl0"
CXY 0 0 0 0 0
Two extreme conditions were assumed to assess the seal CYX 0 0 0 0 0
CYY 3.54xlo' 1.56xlo' 1.03xlo' 8.02xlo' 6.59xlo'
effects. In case one, it is assumed that the seal is centered, and Eccentricity (DIM) 0.68 0.545 0.45 0.38 0.31
therefore, carries no load (but still contributes stiffuess and
Seal Parameters
damping). In case two, it is assumed that the seals are support­ D=5.5 in
ing the entire shaft load, so that the tilt pad bearings become UD�O.l3 (L�0.73)
CD'=0.005 in
unloaded. �i.et clearance

Thbulations of the stiffness and damping coefficients for w�313.4lbs

tJ.=1.13xl0·-G reyns
differing operating speeds for the outer seal bushing previously p�B.09x!o-s
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR 41

Effect of Oil Seals on C ritical S peeds

A comparison map showing the difference between support­
ing the shaft at the bearings and supporting it at the seals is
shown in Figure 19. The dramatic change in the critical speeds MODE 2 FREQUENCY = 8,640.4 CPM

when the seals act as load-carrying bearings is illustrated in this c

figure. Seal lock-up increases the first critical speed, but it T
H
0
-· u
decreases the second and third critical speeds. This is the same R
u
p

effect achieved by a bearing span reduction. s

L
I
T
N
G
E
N
E
D
N
ROTOR SUPPORTED ON
D

Bearings Only--

:!:
0... Locked Outer
� Seal BushIng$-··---

lB � � � � 60
AXIAL LENGTH, Inches

Figure 21 . Mode Shape at S econd Undamped C ritical Speed

(8640 CPM) for Rotor Supported Locked in Outer Oil Seal
Bushings Only (Kb 5 X 1 fY LB IIN) . Journal bearings not
=

included .

5 6 7
SYNCHRONOUS UNBALANCE RESPONSE
10 1121 10
STIFFNESS PER SUPPORT, Lb/In A synchronous unbalance response analysis simulates the
rotor response due to unbalance [4, 5]. These results indicate
Figure 1 9. Undamped Critical Speed Map S h awing Comparison the rotor sensitivity at the critical speeds, which reflects the
B etween Compressor Supported in Journal B earings and Com­ effectiveness of the bearing damping.
pressor Supported in Locked Outer Oil Seal Bushings .
Criteria
The mode shapes corresponding to the rotor model, which The rotor unbalance criteria used in this analysis consists of
assumes that the shaft is supported only by the outer oil seal the following:
bushings, are illustrated in Figures 20 and 21. Note that the • In-Phase: ten percent of the rotor weight at the impeller
figures indicate bearing locations at rotor stations 10 and 31, wheels (at 90 degrees)
which are the seal locations. The original model (Figure 7) shows
• Out-of-Phase couple at rotor ends:
that the tilt pad bearings are located at stations 7 and 34. These
ten percent of bearing No. 1 load at the thrust collar (at 0
mode shapes were plotted at an assumed seal bushing stiffness of
degrees)
5 x 105lb/in. The most important observation results from a
ten percent of bearing No. 2 load at the couping (at 180
comparison of Figures 10 and 21. Under normal conditions,
degrees)
with the bearings supporting the rotor, the undamped second
• Coupling: ten times the Navy standard-4W/N (at 180
critical speed is 11100 cpm. However, if the seals support the
degrees)
rotor, the second undamped critical speed drops to 8640 cpm.
This observation warrants further investigation, which will be • Thrust collar: one mil eccentricity (at 0 degrees)
pursued in the unbalance response analysis. Summary of Results
The results of three configurations are presented in a series of
tables, Bode plots, and polar plots of the predicted synchronous
unbalance response. The configurations consider different com­
binations of rotor support. The bearing characteristics for these
MODE I FREQUENCY � 6,038.5 CPM special cases were presented previously. All of the amplitudes
c
herein are equivalent to one-half peak-to-peak. These am­
T
H
0 plitudes should only be used for comparison purposes, since
u
R
p they are dependent on the assumed amount of unbalance.
u
5
L
I
Unless specifically noted, these cases assume that the bearings
T
N and seals are supported by a rigid casing and base. The
G
E
N -------- -...,....:�
descriptions of the station numbers in the computer model are
E
D - - ---- - N listed in Table 8.
D
Con figuration 1
Configuration 1 represents the rotor response for the existing
tilt pad bearings carrying all of the load with locked, centered
outer oil seal bushings. The peak responses occur between 5400
lB 20 JB 40 50 60
AXIAL LENGTH, Inches
cpm and 5550 cpm at all locations except the coupling end
bearing and coupling, which have peaks betweeen 5700 cpm
Figure 20 . Mode S hape at First Undamped C ritical Speed ( 6039 and 6300 cpm (Thble 9). These peak response speeds correlate
CPM) for Rotor Supported in Locked Outer Oil Seal B ushings well with the first critical speed of 5400 cpm measured in the
Only (K.b 5 x 1 fY LB IIN) . Journal bearings not included .
= refinery. The response amplitudes at the running speed (8400
42 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

Table 8. Rotor Computer Model Station Location Cross high synchronous vibration. Specifically, it is believed that the
Reference. seals lock up and alter the rotor/bearing system characteristics.
It was previously reported that the magnitude of the outer
Station Number Location bushing lockup forces could be several times the rotor weight.
Therefore, the seals could act as bearings supporting the shaft.
5 Thrust Collar
In addition, the undamped critical speed analysis results indi­
7 Thrust End Bearing
cated that if the oil seals support the rotor, the second critical
10 Outer Seal Bushing
speed could decrease into the running speed range. Locked
19 First Stage Wheel
outer seal bushings carrying the shaft load are considered in
22 Second Stage Wheel
configurations 2 and 3.
31 Outer Seal Bushing
34 Coupling End Bearing
Configuration 2
37 Coupling
The rotor response for the locked outer oil seal bushings
carrying all of the rotor load is considered as configuration 2. In
cpm) are presented in Thble 10. The response plots for this case this case, the tilt pad bearings become unloaded, so that the
are presented in Figures 22, 23 and 24. The amplitude distribu­ centered journal assumption was used for the tilt pad stiffness
tion along the shaft at running speed is shown in Figure 25. and damping. In this case, the bearing pedestals are assumed to
Up to this point, the rotor model does not indicate peak be rigid. Peak responses between 5550 cpm and 6300 cpm are
responses near the running speed. However, under certain shown in Table 11. However, there is still no response near the
operating conditions, this machine periodically experiences running speed. The rotor amplitudes at running speed are

Table 9. S ynchronous Peak Response Amplitudes (Mils) for Compressor Configuratio n Number One-C onsiders Rotor
Supported in Tilting Pad journal Bearings with Rigid Pedestals . Effects of Locked, Unloaded ( Centered) Outer Oil Seal
Bushings also Included.

Shaft Location
5 7 10 19 22 31 34 37
Thrust Thrust Seal First S econd Seal Coupling Coupling
Collar End Thrust S tage Stage C oupling End
Bearing End Wheel Wheel End Bearing

First Peak
Horizontal (X) Peak 0. 30 0. 28 0. 33 0.79 0. 82 0. 25 0. 10 0. 33
Peak Speed 5400 5550 5550 5550 5550 5400 6300 6000
Vertical (Y) Peak 0.24 0. 23 0. 33 0. 86 0. 88 0. 26 0. 09 0. 33
Peak Speed 5400 5400 5550 5550 5550 5400 6000 5700
Second Peak
Horizontal (X) Peak No Peak(l) No Peak No Peak No Peak No Peak No Peak No Peak No Peak
Peak Speed
Vertical (Y) Peak No Peak No Peak No Peak No Peak No Peak No Peak No Peak No Peak
Peak Speed
(l) Note: No peak found up to 13950 cpm.

Table 1 0. S ynchronous Response Amplitudes (Mils) at Running Speed (8, 400 CPM) for C ompressor Configuration Number
One-Considers Rotor Supported in Tilting Pad]ournal Bearings with Rigid Pedestals . Effects of locked, unloaded (centered)
outer oil seal bushings also included .

Shaft Location
5 7 10 19 22 31 34 37
Thrust Thrust Seal First Second Seal Coupling Coupling
Collar End Thrust Stage Stage C oupling End
Bearing End Wheel Wheel End Bearing

Horizontal (X) 0. 12 0. 14 0. 20 0. 39 0. 39 0. 05 0. 12 0. 28
Vertical (Y) 0. 10 0. 13 0. 20 0. 39 0. 38 0. 05 0. 11 0. 27

% Change From Case

Without Seals
Horizontal (X) -37 -30 -17 +11 +15 +67 +9 +12
Vertical (Y) -38 -28 -13 +11 +12 +25 0 +8
+=Increase
-=Decrease
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR 43

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5 6 B 10 11 12 13 14 IS 7 B 9 10 11 12 13 14 15

ROTOR SPEED <KRPM J ROTOR SPEED <KRPMl

Figure 22a . Synchronous Response Amplitudes vs Rotor Speed Figure 2 3a . S ynchronous Response A mplitudes vs Rotor Speed
at Thrust-end Bearing Location for Compressor Con figuration at S econd S tage Wheel Location (Near Rotor Center) for
Number One-Considers Rotor Supported in Tilting Pad jour­ C ompressor Configuration Number O ne-Considers Rotor
nal B earings with Rigid Pedestals . Effects of locked, unloaded Supported in Tilting Pad Journal Bearings with Rigid Pedestals .
(centered) outer oil seal bushings also included . Effects of locked, unloaded (centered) outer oil seal bushings
also included .
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ROTOR SPEED IKRPMl
ROTOR SPEED <KRPMl

Figure 22b . Response Phase Angles vs Rotor Speed at Thrust­ Figure 2 3b . Response Phase A ngles vs Rotor Speed at Second
end Bearing Location for C ompressor Configuration Number S tage Wheel Location ( Near Rotor Center) for Compressor
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Figure 2 3c . Nyquist Plot of Response at Second S tage Wheel

Figure 22c . Nyquist Plot of Response at Thrust-end Bearing Location ( Near Rotor Center) for Compressor C onfiguration
Location for Compressor Configuration Number One . Number One .
44 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

DASHED LINE • X-DIRECTION SOLI D LINE• Y- DIRECTION D _L _IN _E _•__

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5 6 7 9 10 II 12 13 1"1 IS
21
ROTOR SPEED (KRPM)
ROTOR STATION NUMBER

Figure 24a . S ynchronous Response Amplitudes vs Rotor Speed
at Coupling-end Bearing Location for Compressor Configura­
tion Number One-Considers Rotor Supported in Tilting Pad
journal Bearings with Rigid Pedestals . Effects of locked, un­
loaded (centered) outer oil seal bushings also included .
DASHE D LIN E
, ..
• X-DIRECTION
Figure 25. Magnitude of S ynchronous Response Amplitude
Vectors (Magnitude Only) Along Rotor Shaft at Running Speed
(8400 CPM) for Compressor Configuration Number One .
presented in Thble 12. The response plots are presented in
Figures 26, 27, and 28. Response distribution along the rotor at
the running speed is depicted in Figure 29.
SOLID LINE .. Y-DIRECTION

, .. Configuration 3
u;
w The rotor is supported in locked outer oil seal bushings in
w
"' ...
(j
w
configuration 3. However, this case also assumes that the
� bearing support pedestals are flexible. The assumed pedestal
w ••• stiffness was 1 X 105 lb/in in the horizontal and vertical
..J
(j
z directions at both bearings. Responses at 8550 cpm and 9600
a:
w
UJ
l2B cpm are shown in Table 13. This assumed system simulates the
a: mechanism that could cause high vibration at the running
I
IL
•• speed. The amplitudes at the running speed are listed in Table
14. The response plots for this case are presented in Figures 30,
31, and 32. The rotor amplitude distribution at the running
6 S lei 11 12 13 1"1 IS speed is presented in Figure 33.
ROTOR SPEED ( KRPM)

Figure 24b . Response Phase Angles vs Rotor Speed at Coupling­

ROTOR STABILITY
end Bearing Location for Compressor Configuration Number
One . Rotor stability is assessed by calculating the damped eigen­
values of the rotor/bearing system [6, 7]. The damped eigen­
91! value is a complex number composed of a real part (ll.), which is
the growth factor and an imaginary part (wd), which is the
damped natural frequency.
The log decrement (8) is used to indicate the stability of a
system. It represents the natural logarithm of the ratio of two
successive amplitudes of system vibration, and is computed by
the formula: 8 - 2'1Tll./wd. If 8 is positive, the system is stable.
=

If 8 is negative, the system is unstable. From experience, it is

desirable to have a log decrement (8) of + 0. 25 or greater.

B earings Carry Rotor without S eal Effects

The log decrements for varying aerodynamic cross-coupling,
assuming the tilt pad bearings carry the rotor and neglecting the
oil seal effects, are listed in Table 15. Note that the rotor is stable
in all cases. The logarithmic decrement is + 0. 9 with no
aerodynamic cross-coupling. With 40592 lb/in of cross-coupling
(beta 8), the logarithmic decrement is reduced to + 0. 2. The
=

"beta value" was introduced by Alford [8].

271il
DASHED LINE • X-DIRECTION SOLID LINE • Y-DIRECTION
B earings Carry Rotor with Locked Centered Oil S eals
FULL SCALE AMPLITUDE • 0.2 MILS
AMPLITUDE PER DIVISION = 0.0 1 MILS The aerodynamic cross-coupling log decrements responses,
assuming the tilt pad bearings support the rotor, are listed in
Figure 2 4c. Nyquist Plot of Response at Coupling-end Bearing Table 16. This case also includes the effects of locked outer oil
Location for C ompressor Con figuration Number One . seal bushings in the centered position. In all cases, the rotor is
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR 45

Table 1 1 . Synchronous Peak Response Amplitudes (Mils) for Compressor C o nfiguration Number Two-Conside rs Rotor
Supported in Locked, Outer Oil S eal Bushings with Rigid Pedestals . Also considers effects of unloaded (centered) tilting pad
journal bearings on rigid p edestals .
Shaft Location
5 7 10 19 22 31 34 37
Thrust Thrust Seal First Second Seal Coupling C oupling
Collar End Thrust S tage S tage Coupling End
B earing End Wheel Wheel End B earing
First Peak
Horizontal (X) Peak 0. 24 0. 20 0. 32 0.97 1.00 0. 28 0. 08 0. 38
Peak Speed 5550 5550 5700 5700 5700 5700 5850 5850
Vertical (Y) Peak 0. 19 0. 16 0. 20 0. 63 0. 65 0. 15 0. 10 0. 33
Peak Speed 5850 5850 6150 6000 6000 5850 6600 6300
Second Peak
Horizontal (X) Peak No Peak1) No Peak No Peak No Peak No Peak No Peak No Peak No Peak
Peak Speed
Vertical (Y) Peak No Peak No Peak No Peak No Peak No Peak No Peak No Peak No P eak
Peak Speed

(I) Note: N o peak found up to 13950 cpm.

Table 12 . Synchronous Response Amplitudes (Mils) at Running Speed (8, 400 C PM) for Compressor C o n figuration Number
Two-Considers Rotor Supported in Locked, Outer Oil Seal Bushings with Rigid Pedestals . Also considers effects of u n loaded
(centered) tilting pad journal bearings on rigid pedestals.
Shaft Location
5 7 10 19 22 31 34 37
Thrust Thrust Seal First Second Seal C oupling C oupling
Collar End Thrust Stage Stage Coupling End
B earing End Wheel Wheel End Bearing

Horizontal (X) 0. 06 0. 09 0. 17 0. 39 0. 39 0. 07 0. 08 0. 23
Vertical (Y) 0. 05 0. 07 0. 15 0. 40 0. 40 0. 06 0. 09 0. 26

% Change From Case

Without Seals
Horizontal (X) -68 -15 -19 +11 +15 +133 -27 -8
Vertical (Y) -69 -61 -35 +14 +18 +50 -18 +4
+=Increase
-=Decrease

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. 05
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Ul
12 0

0:
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10 11 12 13 14 15
••
ROTOR SPEED <KRPMl

Figure 2 6a . Synchronous Response Amplitudes vs Rotor Speed

G 9 10
at Thrust-end Bearing Location for Compressor Configuration 11 12 13 14 15

ROTOR SPEED <KRPMl

Number Two-- C onsiders Rotor Supported in Locked, Outer
Oil Seal Bushings with Rigid Pedestals . A lso considers effects of Figure 2 6b . Response Phase A ngles vs Rotor Speed a t Thrust­
unloaded (centered) tilting pad journal bearings on rigid pedes­ end Bearing Location for C ompressor Configuratio n Number
tals . Two .
46 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

90 90

270
270
DASHED LINE • X-DIRECTION SOLID LIN£ • Y-DIRECTION
DASHED LIN£ • X-DIRECTION SOLID LINE • Y-DIRECTION

FULL SCALE AMPLITUDE 1.0 MIL

FULL SCALE AMPLITUDE MILS
•
0.2
AMPLITUDE PER DIVISION MILS
•

AMPLITUDE PER DIVISION 0.0 1 MILS

• 0.05
•

Figure 26c . Nyquist Plot of Response at Thrust-end Bearing Figure 27c . Nyquist Plot of Response at Second S tage Wheel
Location for C ompressor Configuration Number Two . Location (Near Rotor C enter) for Comp ressor Configuration
Number Two .
DASHED L INE • X-DIRECTION SO L ID L INE • Y-DIRECTION
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5 6 10 11 12 13 l"t 15
ROTOR SPEED (KRPM) 7 9 1B II 12 13 I" IS
ROTOR SPEED (KRPMl
Figure 27a . Synchronous Response Amplitudes vs Rotor Speed
at S econd S tage Wheel Location (Near Rotor Center) for Figu re 28a . Synchronous Response Amplitudes v� Roto r Speed
C ompressor C o nfigu ration Nu rn,ber Two-C pnsiders Roto r a t Coupling-end Bearing Location for Compressor Configura­
Supported i n Locked, O uter Oil Seal Bushings with Rigid tion Number Two-Considers Rotor Supported in Locked,
Pedestals. Also considers effects of unloaded (cente red) tilting Outer Oil Seal Bushings with Rigid Pedestals . A lso considers
pad j oumal bearings on rigid pedestals . effects of unloaded (centered) tilting pad jou rnal bearings on
rigid pedestals .
SOL ID L INE Y-DIRECTION
368 DASHED X-D IRECTI O N SO LI D Y-DIRECT ION
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6 8 9 IB II 12 13 1'4 IS 5 6 B 9 UJ II 12 13 14 IS
ROTOR SPEED (KRPMl ROTOR SPEED (KRPMl

Figure 2 7b . Response Phase Angles vs Rotor Speed at Second Figure 28b . Response Phase A ngles vs Rotor Speed at Coupling­
S tage Wheel Location (Near Rotor Center) for C ompressor end B earing Location for C ompressor C onfiguration Number
Configuration Number Two . Two .
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR 47

90 .S _.:.DA�S�H E
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�.:. E•
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tt:
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ROTOR STATION NUMBER

Figure 29. Magnitude of S ynchronous Response Amplitude

Vectors (Magnitude Only) Along Rotor Shaft at Running Speed
270 (8400 CPM) for C ompressor C onfiguration Numbe r Two .
DASHED L I NE • X-D I RECT I O N S O LI D L I NE • Y-DIRECT I O N

FULL SCALE AMPLITUDE = 0. IMILS stable, but less stable than the case without seal e ffects . The
AMPLITUDE PER DIVISION 0.01 MILS
=
logarithmic decrement with no aerodynamic cro s s -coupling is
Figure 28c . Nyq uist PJot of Response at Coupling-end Bearing + 0.9. The logarithmic decrement decrease s to + 0.11 with an
Location for Compressor C onfiguration Number Two . aerodynamic loading of 40592 lb/in.

Table 1 3 . Synchronous Peak Response Amplitudes (Mils) for C ompressor Configuration Number Three-C onsiders Rotor
Supported in Locked, Outer Oil Seal Bushings . Also considers effects of unloaded (centered) tilting pad journal bearings on
flexible pedestals (Kp 1 x1 0 5 lblin) .
=

Shaft Location
5 7 10 19 22 31 34 37
Thrust Thrust Seal First Second Seal C oupling Coupling
Collar End Thrust Stage S tage Coupling End
Bearing End Wheel Wheel End B earing

First Peak
Horizontal (X) Peak 0.76 0.71 0.60 0.51 0.48 0.11 0.17 0.36
Peak Speed 7800 7800 7950 6150 6150 4650 6600 6450
Vertical (Y) Peak 0.58 0.52 0.44 0.75 0.76 0.06 0.34 0.70
Peak Speed 6750 6750 7050 7050 7050 5400 7200 7050
Second Peak
Horizontal (X) Peak No Peak(l) No Peak No Peak 0.48 0.45 No Peak 0.44 0.70
Peak Speed 8550 8550 9600 9300
Vertical (Y) Peak No Peak No Peak No Peak No Peak No Peak No Peak 0.38 0.66
Peak Speed 9450 9000
(l) Note: No peak found up to 13950 cpm.

Table 1 4. Synchronous Response Amplitudes (Mils) at Running Speed (8, 400 CPM) for C o mp ressor Configuration Number
Three-Considers Rotor Supported in Locked, Outer Oil Seal Bushings . A lso considers effects of unloaded (centered) tilting
pad journal bearings on flexible pedestals (Kp 1 x1 0 S lblin) . ==

Shaft Location
5 7 10 19 22 31 34 37
Thrust Thrust Seal First Second Seal C oupling Coupling
Collar End Thrust Stage Stage Coupling End
B earing End Wheel Wheel End Bearing

Horizontal (X) 0.72 0.67 0.58 0.48 0.45 0.16 0.36 0.63
Vertical (Y) 0.45 0.43 0.41 0.53 0.51 0.11 0.36 0.65
48 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

DASHED L I N E • X - D I RECT I ON S OL I D L I NE .. Y- D I RE C T I ON D A SHED LINE ., X - D I RECTION SOLID L I NE "' Y - DI R E C T I O N

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5 6 10 11 12 13 1 -4 IS 10 I I 12 13 14 15
R O T OR SPEED ( KRPM) ROTOR SPEED C KRPM J

Figure 30a . Synchronous Response Amplitudes v s Rotor Speed Figure 31 a . Synchronous Response Amplitudes vs Rotor S peed
at Thrust-end Bearing Location for Compressor Configuration at S econd S tage Wheel Location (Near Rotor Center) for
Number Three-Considers Rotor Supported in Locked, Outer Compressor Configuration Number Three-Considers Rotor
Oil Seal B ushings . A lso considers effects of unloaded (centered) Supported in Locked, Outer Oil S eal Bushings . A lso considers
tilting pad journal bearings on flexible pedestals (Kp 1 X 1 05 = effects of unloaded (centered) tilting pad journal bearings on
lb!in) . flexible pedestals (kp 1 X 1 0 5 lblin) . =

360
D A S HE D L I NE • X - DIREC T I O N SOLI D L I N E • Y - DIRECTION

360
D ASHED L I NE .. X - DIREC T I O N SOL I D L INE "" Y - D I RECTION

300
300
u;
w u;
w w
"' 2 4 0 w
l? "' 2 4 0
"
w
w

::: 0
w 180
-' w 180
" - - - - - -'
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120
if
w /
IJl / w 120
0: IJl
I / 0:
"- I
"-
60
60

5 6 10 I I 12 13 14 IS
10 I I 12 13 14 15
ROTOR SPEED ( K RPM )
ROTOR SPEED C KRPM J

Figure 30b . Response Phase Angles vs Rotor Speed at Thrust­ Figure 31 b . Response Phase A ngles vs Rotor Speed at S econd
end Bearing Location for Compressor Configuration Number S tage Wheel Location (Near Rotor Cente r) for C ompressor
Three . C onfiguration Number Three .
90
90

2 70
2 70 DASHED L I N E • X-DIR E C T I O N SOLID LINE • Y-DIRECT I O N

D A S HED L I NE = X - D I RECT I ON SOL I D L I NE = Y - D I RECT I ON

FULL S CALE AMPLI TUDE � 0. 8 MILS
FULL S CALE AMPL I TUDE = 0. 8 M ILS AMPLITUDE P E R DI V I SION � 0 . 04 MIL S
AMPL I TUDE P E R D I V I S I ON = 0.05 M ILS
Figure 31 c . Nyquist Plot of Response at Second S tage Wheel
Figure 30c . Nyquist Plot of Response at Thru st-end Bearing Location ( Near Rotor Center) for C ompressor Configuration
Location for Compressor Configuration Number Three . Number Three .
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR 49

DASHED L I NE X-DIRECTION SOL I D L I NE '!' - D I RECT I O N DASHED L I NE "' X - D I R E CT I ON S O L I D L I NE Y - D I RE C T I ON

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H .2

a. w
" f­
a: :J N:
5 .2S
.I
"'
Ul o: : o: :

a:
!.! · w·
m: m:

�· !5
z:
:
�:
��
5 6 10 11 12 13 14 15 11 21
ROTOR SPEED (KRPMl ROTOR STATION NUMBER

Figure 32a . Synchronous Response Amplitudes at Coupling-end
Bearing Location for C ompressor Configuration Number
Three-Considers Rotor Supported in Locked, Outer Oil Seal
Bushings . Also considers effects of unloaded (centered) tilting
pad journal bearings on flexible pedestals (Kp 1 X 1 0S lb/in) .
Figure 33. Magnitude of S ynchronous Response Amplitude
Vectors (Magnitude Only) A long Rotor Shaft at Run n i ng S peed
(8 400 CPM) for Compressor Configuration Number Three .
=

D A S H E D L INE • X-DIRECTION SOL I D L I NE • '!' - D I RECT I ON Table 1 5. Rotor S tability vs . Aerodynamic Cross-cou pling for
360
/I Compressor Supported in Tilting Pad journal Beari ng s Only.
/ I
Oil seal bushing effects not considered .
3 00 I
-- I
u; Total
w I
w
"' I Aero Q Aero Q
"'
2<0

w I Frequency
�
Beta Per Wheel 2 S tages
I I
w Value (lb/in) (lb/in) (cpm) L o g Dec
I I
190

"' I
..J

z I
a: I 0 0 0 4, 646 + 0. 9
I
w
Ul 1 2 , 537 5, 074 4 , 701 + 0. 9
12 0
a:
J:
a. 2 5, 074 10, 148 4, 723 + 0. 8
60
3 7, 6 11 15, 222 4, 724 + 0. 7
4 10, 148 20, 296 4, 722 + 0. 6
8 20, 296 40, 592 4,716 + 0. 2
5 10 II 12 13 14 15

ROTOR SPEED (KRPMl

Figure 32b . Response Phase Angles vs Rotor Speed vs Rotor

Speed at Coupling-end Bearing Location for Compressor Con­
figuration Number Three . Table 1 6. Rotor S tability vs . Aerodynamic Cross-coupling for
Compressor Supported in Tilting Pad journal Bearings o n Rigid
90 Pedestals . Locked, unloaded (centered) outer oil seal bushing
effects included .

Total
Aero Q Aero Q
Beta Per Wheel 2 S tages Frequency
Value (lblin) (lb/in) (cpm) Log Dec

0 0 0 5, 024 + 0. 9
1 2, 537 5, 074 5, 024 + 0. 8
2 5, 074 10,148 5, 027 + 0. 7
3 7 , 6 11 15, 222 5, 032 + 0. 6
4 10, 148 20, 296 5, 038 + 0. 5
8 20, 296 40, 592 5, 083 + 0. 11

Locked Seals Carry Rotor­

Unloaded B earings on Rigid Pedestals
2 70
The rotor stability, assuming locked outer oil seal b ushings
DASHED LINE • X-DIRECTION SOLID LINE • Y-DIRECTION support the rotor, is listed in Table 17. In addition, it is assumed
FULL SCALE AMPLITUDE = 0. 5 MILS
that the tilt pad bearings are unloaded. The bearing pedestals
AMPLITUDE PER DIVISION = 0 . 02 MILS are assumed to be rigid. \Vith no aerodynamic cross-coupling,
the logarithmic decrement is + 0. 7. If an aerodynamic load of
Figure 32c . Nyquist Plot of Response at Coupling-end Bearing 40592 lb/in is considered, the rotor would be marginally stable
Location for Compressor Con figuration Number Three . (with a logarithmic decrement of + 0. 01).
50 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM

Table 1 7. Rotor S tability vs . A erodynamic C ross-coupling for

C ompressor Supported in Locked, Outer Oil Seal Bushings .
Also considers effects of unloaded (centered) tilting pad journal
bearings on rigid p edestals .

Total
Aero Q A ero Q
Beta Per Wheel 2 S tages Frequency
Value (lblin) (lblin) (cpm) Log Dec

0 0 0 5, 190 + 0. 7
1 2, 537 5, 074 5, 1 90 + 0. 6
2 5, 074 10, 148 5, 196 + 0. 5
3 7, 6 11 15, 222 5, 204 + 0. 5
4 10, 148 20, 296 5,213 + 0. 4
8 20, 296 40, 592 5, 263 + 0. 0 1

Locked Seals Carry Rotor-

Unloaded Bearings on Flexible Pedestals
The rotor stability results, assuming locked outer oil seal
bushings support the rotor, are listed in Table 18. In this case, it
is also assumed that the tilt pad bearings are unloaded, but the
bearing pedestals are considered to be flexible, with stiffnesses
of 1 X 105 lb/in. In this case, the system is unstable under all
conditions . With no aerodynamic cross-coupling, the logarith­
mic decrement is - 0 . 13. For an aerodynamic cross-coupling Table 20 . Bearing Retainer Fit Clearances (Inches) at C oupling­
end Bearing .
value of 40592 lb/in, the logarithmic decrement is - 0 . 5 .

Table 1 8 . Rotor S tability vs . Aerodynamic Cross-coupling for Retainer OD 1 1 .2490 ± g :&xJ7 (inches)
Compressor Supported in Locked, Outer Oil Seal Bushings . 11 .2490 1 1 .2483
A lso considers effects of unloaded (centered) tilting pad journal
bearings on flexible pedestals ( Kp 1 x1 OS) .
= Mating Bore 11. 251 0. 002 0. 0027
11 . 250 ± 8 : 886 11. 250 0. 001 0.0017
Total
Aero Q (Inches)
Aero Q
Beta Per Wheel 2 S tages Frequency
Value (lblin) (lblin) (cpm) Log Dec fore , the only real restraint results from friction at the bolted
interface . If this restraint mechanism does not hold the bearings
0 0 0 4, 005 - 0. 13 tightly (as would be the case if the bolts vibrated loose), the
1 2, 537 5, 074 4, 035 - 0. 18 bearing retainer would be loose in the m ating bore . This i s
2 5, 074 10, 148 4, 067 - 0. 24 where the bearing pedestal stiffness modifies the analysis . I f the
3 7 , 6 11 15, 222 4, 099 - 0. 29 seals lock up and support the rotor, the bearings become
4 10, 148 20, 296 4, 1 3 1 - 0. 34 unloaded. This "flexible pedestal" model corresponds to config­
8 20, 296 40, 592 4, 267 - 0. 5 uration 3 .
When the bearings are loaded , the bearing retainers are held
firmly down in the bore . Therefore, even if the retainers were
I n summary, the present rotor/bearing system on rigid bear­
not fully restrained by the bolting, they would "bottom out. "
ing pedestals is stable, with or without seal effects, for aerody­
The result is a, stiff pedestal support under the bearings . This
namic cross-coupling as high as 20000 lb/in. This corresponds to
model would correspond to configuration 1 .
a beta value of four, which is considered a very high value for
A field modification was made on the coupling-end journal
most turbomachinery. In general, the seal effects decrease
bearing in order to minimize the possibility of the bearing
system stability. Stability is highest with no seals , and lowest
retainer becoming loose. Two 3/8 in holes were drilled and
with the seals carrying all of the load. If bearing pedestal
tapped radially through the compressor end head plate at 45
flexibility is introduced, the system is unstable.
degrees off top-dead-center (Figure 34) . Dog-point set screws
were installed in these holes to restrain the bearing retaiper in
EVALUATION OF RADIAL BEARING
the event that the axial cap screws became loose. TherefoFe, this
RETAINER FITS modification would help prevent the radial retainer fr�edom
One normally considers the bearing supports on a barrel which introduces the "flexible pedestal" effect, as 'previously
compressor to be very rigid, because the bearings are usually described.
tucked into the end head of the casing. However, in this case,
the bearings are "breach-mounted" into the case and axially SUM MARY AND CO NCLUSIONS
bolted through the retainers against a vertical face . This analysis has shown that the present rotor/bearing system
I n order t o physically install these bearing retainers, there has can run as two entirely different systems that correlate well with
to be some clearance between the retainer outside diameter and field observations .
the bore of the mating part. Clearances of 0. 5 mils to 2. 2 mils on The first system corresponds to the "normal" running condi­
the thrust end are indicated in Th.ble 19. Clearances of 1. 0 mils to tion. In this case, the bearings support all, or most, of the
2. 7 mils on the coupling end are indicated in Table 20. There- gravitational load. In this case , the seal bushings operate at low
 EFFECTS OF HIGH PRESSURE OIL SEALS ON THE ROTORDYNAMIC RESPONSE OF A CENTRIFUGAL COMPRESSOR
VIEW A-A
Figure 34. Coupling-end B earing Modified With Set Screws to
Secure Retainer in Bore .
eccentricities, which is similar to the centered condition as­
sumed in this analysis .
The second system corresponds to the condition where there
are high vibration levels at the running speed. In this case, the
seals carry the rotor weight and unload the bearings . Due to this
unloading, a level of flexibility can be introduced under the
bearing retainers. Note that in order to meet the assumptions for
the second system, two requirements must be met:
• Seal Bushing Lock Up . The outer seal bushings must be
locked against their vertical sliding faces. The outer seal bush­
ings are subjected to a 1710 psi pressure differential. This can
generate a friction force of l517 lb (2. 6 times the rotor weight) .
Therefore, these bushings can lock up and act similar to plain
journal bearings with external pressurization.
• Flexible Bearing Pedestals. The tilt pad j ournal bearing
pedestals must become effectively flexible (or loose). This is how
the bearing pedestal effective flexibility (looseness) fits into the
analysis. If the seals lock up and support tile rotor, the bearings
become unloaded. This "flexible pedestal" inodel corresponds to
the configuration 3.
When the bearings are loaded, the bearing retainers are held
firmly down in the bore. Therefore, even if the retainers were
not fully restrained by the bolting, they would 'bottom out. " The
result is a stiff pedestal support under the bearings. This model
would correspond to the configuration 1 .
For the first system (with the bearings carrying all of the load,
locked centered seals, and rigid bearing pedestals), the peak
response speeds are between 5400 cpm and 6000 cpm . The peak
response at 5400 cpm correlates well with the first critical speed
measured in the field. However, there are no peak responses
near the running speed for this case.
For the second system (with locked outer seal bushings
carrying all of the load, unloaded tilt pad bearings, and flexible
bearing pedestals), there are peak response speeds near the
running speed (8400 cpm). These responses correspond to the
excitation of the second critical speed. In this mode, the
amplitudes at the ends of the rotor are high relative to the rest of
the shaft. Therefore, in this condition, the rotor is very sensitive
to unbalance at the thrust collar and coupling.
51
The stability analysis showed that the present rotor-bearing
system is very stable with or without s e al effects for aerodynamic
cross-coupling values as high as 20000 lb/in. This corresponds to
a "beta value" of four, which is considered a very high value for
most turbomachinery [8] . The stability is highest with no seals.
The stability is reduced if the s eals carry the entire rotor. F or
40592 lb/in of aerodynamic cross-coupling load, the system is
marginally stable . This corresponds to a beta value of eight.
When bearing pedestal flexibility is introduced under the
unloaded bearings , the logarithmic decrements indicate an
unstable syste m .
Therefore, this analysis h a s demonstrated that the recycle gas
compressor bearings must be rigidly supported at all time s in
order to maintain vibration control. To this end, the coupling­
end bearing retainer was modified with additional res training
set screws. The purpose of this modification was to minimize the
chance for bearing radial looseness, which can introduce effec­
tive pedestal flexibility when the bearings become unloaded.
Subsequent to this modification, the compressor ran for three
years without failure .
REFERENCES
1 . Salamone, D . J . , "Journal Bearing Design Types and Their
Applications to Turbomachinery, " Proceedings of the Thir­
teenth Thrbomachinery S ymposium, Turbomachinerry Lab­
oratories, D epartment of M echanical Engineering, Texas
A&M University, C ollege S tation, Texas, pp. 179- 188 ( 1984) .
2. Barrett, L. E . , Gunter, E . J . and Allaire , P. E . " Optimum
Bearing and Support Damping for Unbalance Response and
S tability of Rotating M achinery, " Journal of Engineering for
Power, 'fransactions of AS M E , 1 00 (1), pp. 89-94 ( 1978).
3. Salamone, D . J . , "Introduction to Hydrodynamic Journal
B ea r i n g s , " Vi b ra t i o n I n s ti t u t e M i n i c o u rs e N o t e s­
Machinery Vibration Monitoring and Analysis, C larendon
Hills, Illinois : .The Vibration Institute, pp . 4 1 -56 ( 1985).
4. Lund, J . W. and Orcutt, F. K . , " C alculations and E xperi­
ments on the Unbalance Response of a Flexible Rotor, "
Journal of Engineering for Industry, 'fransactions of AS M E
(November 1967) .
5. Salamone, D . J . and Gunter, D . J . , "Effects of S haft Warp
and Disk Skew on the Synchronous Unbalance Respons e of a
Multimass Flexible Rotor in Fluid Film Bearings, " Topics in
Fluid Film Bearing and Rotor Bearing System Design and
Optimization, AS M E Book No. 100118 (1978) .
6. Gunter, E . J . , " Dynamic S tability of Rotor-Bearing Sys­
tems , " NASA SP-113 (1966).
7. Lund, J . W. , " Stability and Damped Critical Speeds of a
Flexible Rotor in Fluid Film Bearin gs , " Journal of E ngineer­
ing for Industry, 'fransactions of A S M E , pp. 509-51 7 ( M ay
1974) .
8. Alford, J . S . , " Protecting Turbomachinery from S elf E xcited
Rotor Whirl , " Journal of Engineering for Power, 'fransactions
of AS M E , pp. 333-344 (October 1 965) .
ACKNOWLEDGEMENT
Special thanks to M r. M alcolm Leader, Assistant Chief E ngi­
neer, Salamone Turbo Engineering, Incorporated, for his valu­
able assistance in the preparation of the art work u s e d in this
paper.
52 PROCEEDINGS OF THE FIFTEENTH TURBOMACHINERY SYMPOSIUM