EUS 3 publication J. W. LUND Deperiment of Machine Design, The Techscal Univer of Boner Tynaby, Denmark Paper No. 73-DET-103 Stability and Damped Critical Speeds of a Flexible Rotor in Fluid-Film Bearings 4 method is described for calculating the threshold speed of instability i the damped ‘critical speeds of a general flexible rotor im luis journal bearings, It is onalogous tothe Myke for numerical cond suppert configu properties, also noxon asthe st fatenlation includes hy a rok meshod for cal ‘computation. The rotor model ca sim ting critical spends and is readily programmed any practical shaft geometry The bearings are represented by their linearized dynamic ress and damping coficients of the bearing, and the ie internal damping i the shaft and destabilicing aero wamic forces, To demonstrate the application ofthe method, results are sown for an industrial, multistage compressor. Introduction AAs iroportant part of the standatd design procedure for a rotor i the ealeitaton of is erica! speeds, Furthermore, in recent years methods have become available o investigate whether arlor may experience instability heeae of the journal bearings, interoal shaft damping, neradynamie excitation, or from other sources. This paper describes a compstatinal method to perform both types of caleuations sinllaneotsly ‘The critical speeds of » rotor are frequently computed assum ing the bearings to act as rigid supports. Te fy however, well ianown that earings have Rexiility which inherently lower the erica speeds but at Teast. with oil-ubricatedheatings, shop test normally contin the results of the rigid bearing ele: tions. "The primary ease of this apparent discrepancy ix the substantial Bearing damping which acts in neres with the shaft flexibility, thereby contributing to a stifling af the beasing The effect, which depends on the ratiobetween that and beast sills is ineuded by the present method.” A somvetional siti sped cleuation ins, by ie very naire, the undamped resonant freqencienof the rotor. In the general case, a eae Sidered present, ii the damped natural Frequencies which are to be determined. Thus, denoting any rotor amplitide ax {ree vibration can be expresed as lx coe (at +) = Re lise + indeed CL) Gontsibuted by the Vibration and Sound Committee ofthe Design Engineering Division of Tux Awmnicax Soctery or Myenawieat Exarwenis for presentation ag the Design Engineering Technical Conference Cincinnati, Oho, September 0-12, ‘Manuserint feccived at ASME Headquarters, June 6, 1073. Paper No. 73: ‘Sectos Copies wil be aisle until June, 1974 where [is the amplitude, ¥is an appropriate phase angle, e i the damped natural freency, his the corresponding damping exponent, ands isthe eamples frequeney ery @ Usually A is negative such that the vibration dies ally with Tine. Should 2, however, become positive, the am= plitide will increase with time and the rt Thus ‘oth the eitca speeds ofthe rotor and its threshold of stability are determined from n calculation of those vals of, ano called the cigenvalies, nt which the system ean perform damped free exponen: Damped Natural Frequencies and Their Modes o study the nature of the eigenvalues, am analysis has been performed for a uniform shaft supported at the ends in damped hearings, ‘The analy given in the Appendix. ‘Numerical results have been obtined for «uniform shaft with length of 50 in, a diameter of 4 in, Young's modalus of 3-10 psi and a weight density of 0.283 Ib in’, For simplicity the sbaft is treated as a uniform heam, disregarding shear deformations, rotary inertia, and gyroscopic effects. It is supported at the ends in identical bearings, and with rigid bearings the natural fre- ‘quencies are 127.11 eps, 508.44 eps, 1143.0 eps, 2085.78 pe, ete ‘When the rigid supports are replaced by resilient bearings, represented by spring coofiient and a damping eoelfiient, the results are shown in Figs 1 se 2 for bearing stifiness values of 20,000 and 60,000 Ib in, respectively. ‘The abscissa isthe damp= jing exponent A see, equation (1); the ordinate is the eoree sponding damped natiral frequency win eps, and the values on the earves give the bearing damping evelieient in Ib-see in,Using a an example bearing damping coefficient of 500 sseesin., Big. L shows chat the (wo lowest modes ae rately damped. The thied shows up at a frequency slightly below the first rigid bearing eritieal speed: the fourth mode comes in just above thesevond rigid hearing eritiea, and similarly forthe higher odes, Hence, the critieal speeds obcerved in a text would agree swell with the results obtained on the basis of rigid bearings but the mode number diflers from the critical speed munber, ‘Sienna up the hearing as showin Pig, 2 veshnin she-second tind third modle being eritiealy damped instead of the frst and the second, asin Fig' Tn this ease, the first eritieal speed eorre= sponds with the first mode and, ax befor, the fren” ix jst hrelow the value compnted with rigid bearings. For the second and the higher eritieal speeds, the situation is the same as pre viously stated. “i the analysis in the Appenin,isshewn that a maison of {sro modes ean be eiteally damped for this simple shaft-bearing system, As disused later, this seems to be generally true vt ‘les for systems that are reasonably’ clase to being symmetric Tn an actual rotor, the hearings nsually have different stifiness and damping propetties i say, the vertical and horizontal dix rections. This each mode will spit up into ¢wo, ane mode corne= “pong to he nisi beasng stiffness ond one rahe 0 Ye maximiim heating stiffness. Tn the absence of any damping and ‘with no interference from other modes, itis readily seen that the totor will he i state of backward precession between the tw0 modal frequencies and, although the presence of damping and the ‘overlapping of medes complicate the pietire, iis normally found that one mode has predominantly forward precession while the Sher de ia predoininastly i ackwand Brevession, This be further amplified by the gyroseopie moments in the rotor. AS ‘an example, Fig, shows the damped naira frequencies of the ‘same uniform shaft as jst considered but now supported in pain cslindvical bearings. ‘The journal diemeter is 4 in, the rail snequnet. oF ring "20,000 b/in. Bearing amoing coeicient given Iu seein. by values om curves CJarance i 0.002 ny the bearing longs in, theo viscosity 00 entpase, andthe Iearng oud, esl to bal the shaft ———Nomenctatue A > erowetctional ate of Kun, Kop 4 = ~BeR toast dee shat in EAT} = emporio ot srement of damped B= 4 5C4 msi of support eit sla vibrations damping coefficients in/rad € = logarithmic decrement of Fon Bool support damping eel 1 = shat leoat, i. rl at dang tad cients with units Mey My = bering moments, Ibn, ee Th-sec/in, Ib-see/rad, ‘ma = mass at station’ no. 1, ed ne Tiin.-see/in, or Ib-in, To-see?/in meni see/rad fist index is ‘modal norm ha reed Greetion of reaction; = NE te, the comples fre vibrations of shaft, second index is ampli- quency, rad sec a td direction = tine, see Cann anoete D = 4X 4 complex mattis of Vo Vy = shew forces, Ib o b-96t*/in. residual bending mo- Xq = modal funetion no, n fora geet ten and see forces Troodre bath cule B= Young's modules, pi 2 y = lil shaft displacements eee eared Jue = beating rections at shat ia fandamental resonant fe- = coordinate along axis ; ends, Ib ‘Shaft, along a ‘quency of simply sup- @ = shear modal, pai ported beam, ra/see 1 cross-sectional, transverse eee tenes of afreefree beans, —tndeses moment of inertia af shaft, int ee eee 2 = sdlirection; in the ne F = imaginary unit ees plane Jom = pola mass moment of ine tion of shaft (a > 0.75 y= sedivection; in the ye eetia at station no. 7 for aieular’ ross seo. plane Tin. n60? ay n= rotor station number Joy = transverse mass moment 17 = phase angle between stress n= in Appendis, the mode ‘inertia at station fand strain im bysteretie Win. ssnct damping = 4 4 eats af suppeet A= aet{D), sida determi = ferentiation with nee silliness eoetivients nant spect to time a Transartinne af the ACMEght e880, Por hic typeat har hr aefowrstiaass Voce set Tour damping cities nich se farce the bing Someta tuner an, eee spd the sor ted "TheTets are obtain from the anys nthe Append, With the rotor speed wach andthe damp natal e- Jen a ont mame ofthe motes are hom in Fi 3 The camer wakes the carves give te fg dee Inet te he danping exponent 2m) @ ~ frequency, eps logarithmic deeren 8) When the value of 6 exceeds §, that particular mode is well damped. As jist diseussed, each rotor mode actually consists of taco modes, one with forwatd precession and one will bi precession, identifi by the letters "and “B,” respectively, on the carves. In addition, “IE identifies even modes where the end amplitudes are in phase, anc 0” are far the odd modes where the fend smmplitudes are out of phise. The frst rotor mode is even, ‘he second is odd, and so on. In Fig. 3 the hackward prece sional modes of the fest and second rotor modes are cvtially ‘daraped and are, therefore, nck shov, ‘On the figure is curve for the synchoaous feoquency at which any mass unbalance exites the rotor. "The intense belween this curve and any of the modal frequency’ enrves give the damped sritigal speeds of the rotor. It js seen that the fist and second moles never become excited while the (hid mode is synchronous at approximately 125 eps or 7300 rpm, This woud in practice be recognized as the fist critical speed of the rotor in close agree ment with the 127 eps calculated for rigid beaving supports, A. ‘imilar agreement is seen between the fourth mode and the second rigid bearing critical speed of 50S eps but this speed eannot be reached because the rotor becomes wnstable in oilwhip at 9100 ne sa tt pt sithag fon wey see a a ec tof Lf fo] aa} sacquve. crs SFARD PRECESSION senrwrer reson | 1 580 og wceenier — | “, i ‘ors ast Fat — sce Journal of Engineering for Industry sa ——— or rag (arouse "The whit frequency at onset of instability 78 eps, very clase toone-half ofthe rotational frequency, woul be expected. ‘The rotor whirls in its first mode (with forward prevession) but this rode is not the first critical speed, ns jst dissed, The thresh- ‘old of instability i, chevefore, not at iwiee the fist eiteal speed, ‘4 is otherwise an accepted rile of thumb although, as seen, i ‘equals twice the frequency of the fint_mode. This example demonstrates that even though a rigid bearing eitiea speod eal- culation may secegfully prediet unbalance reponse peaks, the same rests cannot hecesarily be vsed ly predict. the speed al ‘which oilhip is encountered. Analysis For the purpose of computing the damped, natural frequencies (eigenvalues), a rotor-beating system can he represented mathe- matically by asifness matrix, daraping mattis, and an inertia tmatrix from which the eigenvalue problem ean be formulated ‘The dimension of the resulting matrix, however, equals 8 timer the number of mass stations in the system which, in a praeieal rotor ealeslation, may mean a matrix size of, for example, 240 by 240, Further complications arise from the matrix being symmetric, reiiring special modifications in the available stan- dard methods for ealeulating eigenvalues. For these reasons an alternative method is desirable an, inthe following, a compita- tional proeedire is developed, based on the widely sed method hy MyKlestad and Probl [1 ~T Nambers in brackets designate References xt end of paper. ‘The rotor is aupported in tuid-lm bearings whose dynamic ‘properties are given through a set of stiffness and damping coet- ficients. The bearing reaction, for example, in the xirecto can be expressed as HKase = Kigy = Kil = Koad Ait — Bag — Bea ~ Bog renetion in direction ® a‘and similarly forthe reactions in they, 8, and directions (ot indicates differentiation with respect to time). There are 32 coeficents in all which ean be arranged in a stifiness matrix K and s damping matrix 2, respectively "The eoelfcients are obtained from the lubrication equation (Reynold’s equation) as the gradients of the hydrodynamic forees. A numerical scheme for such a ealeaation ean be found in (Id). For conventional journal bearings, only the radial coef- ficients, namely, Key Kryy Kory Kym anid the four corresponding damping coelicents, are of importance, On the other hand, for very short rotors of at higher-order shaft modes the angular coaifcients may also be of significance equation (4) also describes certain aerodynamic forces in ‘urbomachinery. In axial flow compressors and turbines, a radial displacement of the wheel in a stage sets up a transverse farce, proportional to the displacement. With the notation of equation () the coelient of proportionality becomes [25] r Dh o Ky = ~Kye = where 7 is the stage torque, + isthe piteh radius, ji the vane height; and BT a dimensionless parameter, Bing the geadient CF the normalized stage ficient) cirve ns'a function of the clearancesto-vane height ratio (2 is of the order af 1). ‘The re= ‘maining tlfuess and damping coefficients are equal to zero. ‘Asin the conventional Myklestad-Prohl method, the rotor is represented in the calalations by aseries of lumped masses, called stations, which are connected by uniform shaft sections. Sta tions are provided atthe two free ends ofthe rotor, atthe bearing enter lines, at places where heavy components are mounted of the shaft such as wheels, impellers, or thrust collars and at loca tions where the shaft diuneter changes significantly. ‘The shaft section between two stations ean then be assumed to be uniform tnd its mass may be treated either as being distributed [8], or it may be lumped at the ends of the section atthe stations. When the latter procedure is chosen, as in the present analysis, there rst be a silicient number of stations to represent adequately the highs wode in the frequency range of interest. The redial smplitudes at station number are, and ge and the correspond ing angular amplitades are Band gx. For free vibrations of the form given in equation (1), these queetities become complex and the equations of motion for station m are Gee ¥ig. 4) Vin) (Vag mary avinl S=vel y mat Mon ( ~ ) Man * Yetinis + Qnde we My) Corned = orb ++ fit © fe In the further analysis, the derivatives of the variables with respect to # are also required tay Cs EEE Hiden al ac == Fig. 4 Sign conv lon for rial deplacement, ongulat displacement “heer force (es in 1 pane tina) fe rune. —aina) — La ® ‘The shaft sections are assumed to have internal material dumping of hysteretic type where the dissipated energy is independent of, frequency. The stress leads the corresponding strain by an angle ‘y which is « material property. ‘The hysteresis loop in thestres- strain plane isan ellipse whose ares, proportional sin 7, gives a measure of the dissipated energy stich that siny Vite ‘where x¢ is equal to the logarithmic decrement for theshaft. The Telationship between bending strain and bending stress beromes co) 0 1 1 oem gp Meco y — ge My sin y we ®) OF = By Masiny + py My cosy (Me = eM) o (a, + at a” Evite ‘When the whirl orbit is eireular, this effect may be aecounted for by making the B-modulus complex (20) "The adopted forms of internal shaft damping is representative of ‘material bysteretie damping and dry freon. It independent of frequency. In much rotor dynamic analysis the internal damping is considered in another form, namely, a5 frequeney~ dependent, viscous damping which is proportional to the en trained strain velocity (4-6, Tn that ease the shaft equations oo 1 ao ‘ib ag od wf e(2r0%) arora © wy -% a gi — 262 tan re( 0%) -arn-ot where 36 is equal to the logarithmic decrement of the viseous damping. ‘These esjzations take the place of equation (9) when viseous damping is consider. Transactions af the ASME‘Whernas the hysterstie form of danping always is destabilizing, internal viscous dampmg doesnot bea to act destabilizing Until thorotorrachgscerisin peed whith, in tho sel an Alamped, isotropic supparts, equal the frst ertial spau ‘The hysteretic form of internal damping, used in the following, is believed to be a more valid representation for a prittica rotor than viseous damping, but the smbject matter is wot well wner= stood. From the conventional eam equations, modified by equation (0), the transfer eqtations for a shaft section heeome (Gee Fig 4) L tags = ae be + [avn = er EDV +e , (2 DY oy ays 6 ~ (ea) (Ve TV) 1 tue tess net bet Te eg ele " Genie ele Oe Fn ht ABD yy oye “G Ca) Wnt er] aa = [hare = er) onsite ta +f eo] tans Ot [nce ta ehvite We +o Oat ie) Monit = Mag # hV in Myatt = Mn hV a Fons = Vw ‘The equations for the derivatives of the variables with respect to «sare obviously identical to the foregoing eqtntions ‘The two ends of the rotor are assumed tobe fee, ‘Thus, with a total of ¥ rotor stations, the boundary conditions are Ma = My = Va= Pn = 0 02) My = My = View = Vow = 0 aay ‘The ealeulation proceduce is analogous to the one used in the MyKlestad-Prohl methed. Ths, with an assimed vale of & total of 4 calculations is performed. In the first enleslation, x= Iwhile ys = 6, = 1 =0. Inthe while 2 4, = 0, and simi ealeulations, with 8 = 1 and = 1, respoctively. With the starting values being independent of the value of s, the starting ‘values of the derivatives are zero dn dO _ a ln a “ds "ds "de 7 de de ~ de de ee ay “Thus, in each of the four ealeulations, the values of the variables and their derivatives are known atthe ist rotorstation, There after repetitive nse of equations (6), (7) and (11) makes it prsai= ile co go through the shaft station by” station antl the ‘ation, number is veached. ‘The results of the four calcula tions may be combined in « matrix equation Journal of Engineering for Industry Max) (n srial pf Vow , vow} La where D is 4 % 4 matrix whose frst column fs as its elements the values of Mss M's) Way and V'arobtained fom the fist rotor eaonlation with 2 — 1, and similarly for columns 2,3, and 1 ‘To satisfy the boundary condition of equation (13), equation (15) must be equal to zero. ‘The values of for which this is satis fied and where the solution isnot trivial, are shove values which make the determinant of D equal ta 2ee0 A = det (D) = 0 (6) Assume that for some value # ~ sy, the corresponding, computed Mleterminant ie A= do, A firs-onder expansion yields ASA + @- a) a wt, ealeulated from tw as) where As is the determinant of the matrix D where the elements in column k have been replaced by their derivatives as obtained from the four rotor ealculations, ‘Eauiation (17) may he solved to yield a new estimate of the a a/(@), ‘To prevent the solution to converge toward an already obtained root, assnme that a total of J roots has heen found. As Ais a polynomial ins, these rons can be eliminated by division whereby ‘equation (17) is replaced by A a attend Tl @-«) Hence equation (19) i replaced by a9) ‘The roots occur either as real, separate roots, oF in conjugate pars. Tn the latter ease, both roots should be eliminated in ‘equation (21) when one of them has been found. ‘Starting with some estimated value of « equation (21) ean be ‘wed repeatedly until the difference hetween two successive values Lheeomes sficiently small. Tn the eleulations performed to ob tin the reslts in the present paper, the accepted etror is such thatthe eigenvalues are determined to an accuracy of § signifi: ‘cant figures oF better. Typically the number of iterations ve- ‘quired for convergence is 5-10 Calculations for an Industrial Compressor ‘To illustrate the application of the metho, ealenlaions are performed for an Sstage centrifugal compressor, typical of ma ‘hinery for chemical processing plants, "The rotor weight 1400 lit has an overall length of 1 in. al a beating pin of 8.7 jn. Overhing at one end is the coupling while the thrust collar is overhung at the opposite end. ‘The eenter of gravity is almost mnidway between the two intial beatings, whieh hawve journal diameter of 5 it length of 1.5 in, and a tudial clearance of (00035 in. The ibieation oil has a viscosity of 16.9 eentipoise‘1 120 deg F, decreasing to 8.1 centipoise at 100 deg F, The de- sli speed of the aunchine is S00 rpm, ‘A standard ertiel speed map for the rotor is shown in Fig. 5 1t gives the undampedl eritieal speeds at 4 fnetion of bearing lise, assuming the two bestings to be identical. Such a iagzam is normally prepared as a check ofthe design of the shaft ‘and the bearings froma a stilfness Point of view: ‘Also shown on the diagram are the horizontal and vertical stiffness, labeled Kis and Kay, respectively, for a5 shoe tilting pal journal hearing as considered later in Figs, 7 and 8 Because of a small difference in load between the two bearings, there are two curves for each of the sifinesses, Where he stile ness eves intersect the curves for the shaft are the undamped critical spoeds of the rotor, Tt is seen that to reach the design speed of 8500 ypm (142 xps) the rotor passes throng five extieal speeds and is approaching a sixth eritical speed. When damping is included, however, the situation changes significantly as shown later. For later reference, Pig 5 shows that with tiid beatings the fins foe eritieal spends are:_627 eps, 229 pe, proximately 500 eps. To explore the posibility of snpporting the rotor in plain eslindvical journal bearings with dimensions it given, Fig. 6 shows the resulting damped natural fre- ‘aveney dingram. The same explanatory comments apply as xiven in connection with the disewssion of Pig. 3. Tt is fond thatthe rotor passes throngh four damped critical speeds, natnely, the first mode with forwant precession at 2748 rpm (8 = 0.857), the frst mode with backward precession at 607 mpm (5 = 0.208), the second mode with forward precession al 4180 ypmu (@ ~ 2.27) nil the third mode with forward precession at GNA rpm 1.12), is the logatithmie deevement, defined in equation (3. ‘The backward provessional modes of the second asd third rotor modes are eitically damped over the speed range and begin to appear at 8500-9000 rpm as seen in Pig. &Theve af these four critical speeds are xo well damped {hs they cannot be expected to amplify any unbalance vibrations significantly. Only the critial speed of 337 rpm will he elesly observed by measure= the frst eritial speed eave tothe Fist At id ts. and it will be Mentified frequency of OG eps, it seen Lo be Gu Dearing ertieal af 627 eps. ‘Although they resi in a satisfactory rotor performance from «an unsignee response point of view, the plain evlindrieal bear ings cause the rotor to became \instable in oilwhip. In Fig. 6, the lowest mode (EE) loses its damping at 6100 rpm and is un- stable begoud this thigshold speed becaise of the negative Iogaritnis decrements ‘The whi frequency 32407 cy fie less than half the rotational frequency, and Te is interesting ¢o note that this feegueney stays wikualLe coustynt with, increas speed past the onset of instability, m fat frequently dbserved in sn ws es Selim ode aan assoc oa 0a Pa han re = = ssf 09 ad OT ror ae __ton oj Was as = 10 z E Be 2 “ Saat » {ete mt Sane Fcinem cs m ‘S-BICKWARD PRECESSI i ven moana ie i “28s osnowent sod 3000 ont S065 ane Toa ‘00 sru.are fa, 6, emp nol Heuer af # supe camper in pn ‘Sind oa beans Becoming w table, the rotor whiels in the forwant preces- sonal mode of its ist mode wheteas its the backward sional_med eo resonate ant, 7 identified as The frst extical speed, ‘The instability threshold speed, therefore, will be substantily Ls the observed evitical speed ‘8 threshold speed of 2400 rpm below the design speed of the rotor, itis dilfelt to devise reat for modifying the plain eyliodvial bearing that will stable operation at top speed. 1 tilting pad joural bearings. ‘The beating dimensions are the same a ysed for the Pl epfindieal hearings. ‘The tilting pad bearing have five shoes of th, centrally pivoted and set without preload ‘veetor passes through the pivot of the bottom "The resulting diagram for the damped natural frequencies is shown in Fig. 7 As with the plain evlindvieal hearing, the rotor passes through four evtieal speeds, but with the exception of the test, Critical speed at 3530 rpm which now is the forward precessional THIN | 1 1 7 = Ht | s20 5 = 229 = ! en? E iit! hh il w 6 Transactions of the ASMEsu RTO sarquncr. 08 % i nfo oewiay pacesson | 11 aroma PaCS sf = AUGED HG (Lg t0p aecReMeaT on Reso — Sian Fad Tit S0 seca. Fig. 7 Damped natural fequencies of 8 stage compressor in {ermal bearings (5 peas). na po mode ofthe frst rotor mode, the other ertieal speeds are srvmshy dlaraped, ‘Thus there is no sacrifice in unbalance response per formance, and the rotor has been made inherently stable against cilwhip, ‘To check the margin of stability, ealeulations have heen per- formed with destabilizing seredynamie forces at each of the 8 impellers and with an internal hysteretic shaft damping of 0.1 in Togarivimie decrement to simate any’ dey frieton in the shrink fits of the wheels and sleeves, No ncceable change i fod in ‘he modal damping exponents "The retor, however, i also provided with floating oilseals 6.8- in, inboned of ench journal bearing. From experience itis known, that such seals on occasions beluve as if they were not free, a in that case they act ax fixed, unloaded plain eslindrieal beatings ‘which ie» potential source of instability me hea (oa) of. ae ann eee cen eee Tew a DSTO fe a Ew zu Ze sd sd ol af “| : i a FRR aces hs | SAEED. se) alone — rst 4 La Moot coor — san —arat Hor wi src Fig. 8 Damped nett requencles of # sos cmprstr iting pod [ovimal bearings (3 pad) sui ol ale. ‘Simulating Mh ciseals a unloaded eslindieal bearings with a Jength of 125 in, the resulting frequency diagram is short in Fig. 8. A comparison with Fig. 7 shows that the seals eanse a shift in che mode curves, althongh the change in the fst evitieal speed ie smal and, of greater importance the rotor hecomes un- Mable at S280 rpm, Therefore, to insure adequate stability margin the destabilizing capability of the seals should be re- duced. ‘The simplest method is to eut_one or several cireumfer= ‘ential yeooxes in the geal surface, hereby preventing the buildap of the hydrodynamie pressies'm the film to become ton lage, When it is not possible or feasible t0 make modifications those components which are responsible for the instability, the rotor may be stabilized by provid external damping by-means ‘if damper beatings. "This is illustrated in Fig. 9 which apilies to any eee Tt \ Hi ‘(ie = uy-— + J i Ney E Lis ENG | | {i eu fl \ fis, tl = Lithsy , = 1 1 z peer | [il Nail fir ise cinapee at cee) || | | [ LUM TT LL ’ 0 1 0 DAMPING OESFCAENT, BS: SEC/INDH Fig. 9 Stabilization of stoge_ comp ‘mounted in damper bearinge wih sito. In pin cyindeal journal Searing, (0,000 1m and damping coef ies to demper bearing rotor cere?the compressor rotor supported in plain evlindsiea bearings and running at 9000 rpm. The damper bearings sre built in between the bearing howsings and the pedestals. They have a sifness of 100,000 Iba. while the damping eoeiient is varied over a range as shown in Fig. 8. ‘The eritieal move isthe forward pre= fessional mode of the first rotor mos, Mentified as Ist,P,” and is stable when the damping eooticent is hetween, 40 and 4000, see/in. ‘The optimum damping vale is 2 Tbssee/in. which, at the same time, also improves the damping of the other modes Even thotigh the damper beatings could be made somewhat slilfler than the selected valve of 100,000 Ihr they still may be {oo soft for the applieation. In that case an alternative method isto provide damper hoaring which neta dretly on the shat CObvionsly, the most convenient location would be one of theshaft fends outboard of the bearings, int calculations show the effect to be negliible. Tnstead, aleulations have been performed scith a damper bearing lorated at the center of the rotor, an the results for the first mode (Forward! provosston) are given by the dotted curve in Fig. ‘The bearing i assigned! a nominal tifaess of 500 I in, for centering purposes, an its damping coallcient is varied over ‘range as shown. As ean be seen, the bearing is yor lficient stabilizing the rotor but, in practice, ib world be diet to provide a damper Dears a this paet ation Summary and Comlusions A methoal has heon develo to eal frequencies (the eigenvalues) of general flexible rotor supported in idl joenal hearings, The ror mode also incorporates interal hystereie shaft damping and destabilizing aerodynamic forces. ‘The method is basielly an extension of the Myklestad-Prohl ‘method for calculating eiteal speeds, which utilizes the comp fational procedure of the well-known Tolzer method, Ax sich, ‘the method ean readily be applied to a wide variety of rotor and support configurations and is easily programmed for numerical computation. The program is simple with n fast exeeution time, ‘The calculated eigenvalies establish the stability margin of the rotor system, conveniently expressed in terms of the logarithinie decrement of the eigenvalue closest tothe threshold of instability 1 the margin is insilficent, or the rotor even is Fund to heeome hinstable, the program can be wed to explore possible cans of improvement, either by reducing or eliminating thesnurees eas: ingg the instability, by design modifeations of the shaft or the hearings, oF by providing stabilizing external damping trough damper hearings. In pesforming seh ivestigations, and. to ‘optimize corrective measures, the program can he a valuable Hesign tool ‘The obtained damped natural frequencies also establish the actual critica xpoeds of the rotor, inching the stiffening effect ‘ofthe dampingin The earings. These result givea more realistic hase than the conventional speed epleulation for assessing oy potential trouble from passing Hhrough oe opezating close to 2 critieal speed. In addition, knowing the logarithmie decrement a the etical speeds and, thereby, the response amplifiation ctor, means are provided for evalating the rotors sensitivity 10 mass unbalance, late the damped natural APPENDIX ‘The eigenvalues for a sniform shaft, supported a the ends in identical bearings which are represented by’ single stiffness and ‘single dashpot, may be determined from impedance matching ft the besrings. Ignoring contributions from shear deformation, rotary inertin, and gyroscopic moments, the conventional beam equation is o aa 2) a2 ; (2122) +008 sera se-on en where fy and fy sre th finetion The solutions to the homageneons equation are the modal functions, Xe fora froefree beam. “The associated resonant fre= ‘quencies, are the solutions tothe transeendental equation meae)e(8)- Dearing renetions and 3(2) is the delta ey * fi on = Tl en Net The solution ate The moat 0 em plserXade = J es) Nee the maa nom Wot @=1) N= funte t = 3) em bra ea) where = pl is the total shaft mass and (nis the assigned value of Ny at 2 = “The normal coordinates, ty 2- E Men 7) Assuming a solution for 9y of exponential form, equation (27) ca bo substituted into equation (22). Making use of equation (25), the soliton heeomes het Nadi ae 28 Nala? + et) CS) With a bearing stiles, A, and a damping evelicient, , the bearing renetion is frm (K+ aby-a0) eo) nd analogously for, Beeanse of symmetry, (2) = sx) and (Nor = (Ny) where the plis sim applies to the even modes Good) and the mis sgh (0 the ad mes (w even). "This, by combining equations (26)-(20), the eigenvalues for the shaft- hearing systens re determined from the equation on 1 1 mt | \e, mee wo) * Kes, ~ 3 1 1 (yo YG) PL hats 7 th shat pane, din toh hs eqation, The natn may be sed realy Tia esl ae shown in Figs, Tan 2 where #1872 = 2.937810" and K is equal to 20,000 and 60,000 Ib in. respectively Transactions of the ASMEWith «reat, i is found from equation (30) that there ean exist ‘at most two pains of real roots, one pair for the even modes and fone pair for the add modes, Hence, a maximura of (wo modes will he critically damped. When the bearings are ofthe uid-flm {ype they cannot, in general, be represented by a single silluess ‘nila single damping coefficient, Instead of just one impedance, four impedances are required a ey ‘and similasy for Zy Zp an Zyp where the first inde gives the digection of the reaction force and the second index gives the amplitude divection, By matching impedances at the bearings, the eigenvalues are determined from the determinantal equation e+e) tu | | hye Fay + Sed = wre af pada 2 ven by onto 0), The Het ta) A AL ae hl + Labs (8) Whereas the one-dimensional beating in equation (30) only Yields one eigenvalue per shaft mode, there are two eigenvs ‘with the two-dimensional foid-flm bearing (an eigenvalue is considered to consist ofa paie of roots). Cortesponding to the two eigenvalues, euch mode has a forward precessional com ‘ponent and w backward precessional component. As in the pre= vious ease, equation (83) shows that there are, at most, to pairs ff eal roots. Thus a maximum of «eo mode components ean be critically damped, one even snd one old mode component, ‘Typical results are shown in Fig. where the shaft is the same ox considered in Figs. 1 and 2 but the bearings are of the plain ‘eslindrial type with dimensions ne given in the discussion References 1 Peohl, M. A, “A Gayeral Method for Caleulatiog Critical speeds of Pesiie Hotore” Jounel of Applied Aechanien, Vol 2 ‘Tass. ASME, Vole 7, 185, pp. Ala Ac8, 2 Nivkiestad, N02, "A New Method of Caleulating Natural ‘Modes of Uacoupied Beniling Vibration of Airplane Wings sd other ‘Types of Beams” Sverna ofthe avamanticl Sioney, Ap. 144, Ps 188502, ‘3 Timoshenko, S Vibration Pratoms in Knaincring, D. Va Nostrand Compan, Tne, 1080 “S'Dimenthers, FM, Blarwral Vibrations of Rotating Shafts Buttersorthe, London, 1061 5°" Gladwell, GM. Le, and Bishop, RB. D.. “The Vibration of Rotating Shafts Supported in Flexible Beat." Journal of lanical Engineering Setenee, Vol I. No. 8, 1080, pp. 105-200 1, "Pedersen, PT. "Rotors With Unsjnumetrial Pestle Bear- ings" disertation, Department of “Applied Mechanics, Teche University uf Destnarly Nay 1000, Tang, Mand Trumblet,P. R..“Dynanie of Synchronous Processing ‘Tusborotons With, Particular Reference to. Balan Part 1 “Voanretical Foundations,” Journal of Applied Mechante, Vall St, Taawm, ASME, Vl 86, Series Mor: 1904, pp, 1NB-122 ‘Land J, W. and Ores, FI. “Calulations and Exper ‘ments on the Unbuiance Response of faible Rotor Joust oF Exaintuaine ron Inpnarnt, Tiana. ASME, Series Vol SBN, Now. 1907, pp. 735-706 ‘9 "Gunter, Er J., "Dynanie Stability of Rotor Bearing Systems, Journal of Engineering for Industry {NASA SP-5,Offe ul Tahnaogy Useation, U.S, Government ating Office, 190, 10, Suter, P.» "Lagerachwlebigheit und -dampfong bel der Brien Kriichen Draiahl” Tecinische Rundichau Suis Vol. 3 1962, pp. 38-44 11 Kran, E, “Der Eins dos Sifims von Glitager suf die Schiwingunges vou! Maschinenwelln,” VDI-Bericte, Vol. 0, 108, po. 135 2 "Ono, K and Tamura, Ax “On the Vibrations of Horizontal Shaft Supported in Oi-Labricnter Journal Bearings” Bullet of Tayn Soci ef Mehanieal Rmginetrs, Wl. 11, No, 1908, np. 8U3- we 13. Holmes, “The Vibration of « Rigid Shaft on Short Sleeve earings" Journal of Meehaniea! Bugincering Sccner, Vol. Nov, 1900, p38 4 "Lund, J, “Rotoreasing Dynamics Design Technology, Part VIE: The Thre Labe Bearing and outing Wing Beare," Report No, APAPL-TIt-i6-t5, Part VIL, Wright-Patterson Ae Force Base, Ohio, Feb. 1968, 18) Lishd, J. W., “Spring ane! Dampin Ing Pad Joursal Botring,” Tranmetions of he ALE. Val. 7.164, pp. Biase ie i ‘ 7 Pesta, Dapfannnd fon Gleitagern! Arche, VoL. 22, No, aw TS" Smnith, DM. Zournal Brings tm Turtomachinery, Chapman sand Bell Ll 100, "9. Giienicke, 1, "Federsnd Dimpfongskonstanten von Gileit- lagers for Turbomsiehinen sd deren Hino au das Slyingunes ‘erhalten eines einfahen Totore disertation, Tachnssrhe Hot [Sule area 30. Giienicke, ngencure xperimenta Tovetigation ofthe tse and Damping Coeficients of Turbine Bearings and Their Application to stability” Prediction,” Jowrnal. Beoringe for Reciyrcating, and Turin Machinery, S$asposiary in Novus, Sept. 10, pps 12 138 2 Mitchell, J. R., Holmes, Raa van Ballegooyen, Ho, “Ex perimental Deteraination of» Beatie Ol-Fuls Steen” Proce ‘ngs, Trtitation of Mechanical Enainetre, Vol. 180, Part 3K, 1980 190, Paper No. 2, pp 90-96. 22 Glienieke, 3. "ehwinguneund. Stabiititsantersuchungen dieklagerten itotoren” “Moortelnacke Zech. Val. No.4 Ape. 1073, yy. 19919, 28" Somaya, Te "Stabe laufendan, smmucitireien Well elle erlrn, 193, 24 De Choushury, Pz and Gunter, E. J "Dynamic Sabuity of Flexible otorBearig System” epore ‘No, MEAOIO-IOLI0U. University of Virginia, Charlottesville, Dee, 1970. 25" Alford 9.8, "Protecting Turhomachinery Fron Sel-Exeited Rotor Whit! dora of Baaieting or Power, nas. ASME, Series A, Vol. 87, ict 1968, pp. 335-3 "20. Pollmann, "5 Welle mie Spulterregun No, 15, May 1060, 37 Winer, C3. ‘Turbmenttern lr in spindsechon Gletager ‘sation, Feehnisehe. Hoel einer in Gleitlagon rotarenden onschrit' Berihte. VDE, Sere 1 “Lagtabhingige instabile Bewepungen von Absertation, Technocne Hochschule Darmstadt, BS Gasch, 1, “Selbstaroute Blegeschwinsingen stration, Vol. 28. No.1 S881 yp. 313 hk es "Shaft Wil induced by toe tnternal Dat Journal of Apiied Mehanes, Paper no, WeATAET “The Concept of Complex, Damping” rotiorendor 50 "Sfyllestad, NO, Journal of Appr Mchanice, Sep. 198. Brown, Ps Pee Bearings and. Dampers for Advanced Jet Engines Suits of Aycomtive Engineers Paper No, 700318, No onal Air Transportation Meeting, New York, N. ‘32. Tuhl Lav and Booker, J.P." A Fi Dissribated Paranieter Turborolor items” sormsa or EXCISE. ‘eran teptemny, mess ASME, Series B; Vol My Nov, Feb. 1072, pp. 120-132 Pate io U.S.