Chin-Shong Chen

Optima CAE, Inc.,

Novi, Michigan

S. Natsiavas
Department of Mectianical Engineering,
Aristotle University of Ttiessaloniki,
Tfiessalonil<i, Greece

H. D. Nelson
Department of Engineering,
Texas Cfiristian University,
Fort Wortti, Texas

Coupled Lateral-Torsional
Vibration of a Gear-Pair
System Supported by a Squeeze
Film Damper
This paper presents a model and analysis of the coupled lateral-torsional vibration
of a gear-pair system supported by a squeeze film damper (SFD). Steady state
dynamic characteristics of the system are considered. First, insight is gained into
the dynamics of the system and the model is partially verified by investigating the
linear characteristics of a specific configuration. Then, the response of the nonlinear
system is examined for rotating unbalance excitation. The trigonometric collocation
method ( TCM) is employed to obtain steady-state responses, while direct integration
is used to verify these results. The sensitivity of the system to lateral-torsional coupling
is examined by comparing steady response with and without this effect. The response
sensitivity to various system parameters, e.g., gear mesh stiffness and damping, SFD
clearance to diameter ratio, and gear mass unbalance, is also studied. As expected, the
numerical results reveal that the lateral motion dominant modes may be significantly
attenuated by using an SFD, while the torsional motion dominant modes are sensitive
to gear mesh damping. The strong nonlinearity of the SFD is responsible for complex
dynamic response in some frequency ranges.

Introduction
Gearing systems represent one of the more common mechanisms for power transmission, and are often coupled with turbomachines that provide the source of power generation and extraction. Many current rotordynamic analysis tools treat the lateral deformation associated with shaft bending and torsional
deformation as decoupled mechanisms. Similarly, analyses of
geared system dynamics frequently focus only on torsional vibration. These are justifiable assumptions in many applications,
however, requirements for higher operating speed and power
transmission have increased the significance of lateral-torsional
coupling. Thus, ignoring this coupling may lead to highly inaccurate and misleading dynamic predictions.
Several researchers have investigated some aspects of lateraltorsional motion in geared systems. Lund (1978) presented a
method for calculating the coupled torsional-lateral vibrations
caused by unbalance and/or gear mesh errors. Iida et al. (1980,
1985, 1986) investigated, theoretically and experimentally, the
coupled torsional-lateral vibrations of linear geared systems.
Their results verified that the inclusion of lateral-torsional coupling may cause important changes in the dynamic behavior.
Similar conclusions were reached by other researchers, who
conducted experimental and/or theoretical studies on linear or
nonlinear geared rotor-bearing system dynamics (e.g. Mitchell
and Mellen, 1975; Simmons and Smalley, 1984; Schwibinger
and Nordmann, 1988; Ozgiiven, 1991). These studies also verified that conventional torsional models may not provide realistic
estimates of lateral-torsional vibrations of geared rotor-bearing
systems. Other researchers have examined the effect of oil film
or ball bearings on the dynamic tooth load, vibration and noise
of geared rotor systems (Simmons and Smalley, 1984; Hamad
and Seireg, 1980; Iwatsubo, 1988; Kishor and Gupta, 1989;
Kahraman and Singh, 1991).

Contributed by the Technical Committee on Vibration and Sound for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received Feb.
1993. Associate Technical Editor: J. Mottershead.

860 / Vol. 120, OCTOBER 1998

The major objectives of this study are to provide a realistic

procedure for modeling geared rotor systems, and to also obtain
an improved understanding of coupled torsional-lateral vibrations of geared systems involving a squeeze film damper. A
short bearing theory model with finite length correction factors
is used for the SFD in this work (Barrett et al., 1980); however,
the system equation formulation will accommodate whatever
damper model is appropriate for a particular appUcation.
The system in this study consists of two interacting gears
modeled with six dof, involving both lateral and torsional displacements. This system is strongly nonlinear, however, an insight into the dynamics is first obtained by analyzing the linearized model. Namely, the effects of mesh stiffness on the undamped natural frequencies and mode shapes, and the effects
of mesh and support damping on the steady-state response of
the linearized system are examined. Then, the response of the
nonlinear system, excited by rotating mass unbalance is investigated. Approximate periodic steady state responses are obtained
by employing the trigonometric collocation method (TCM)
(Samoilenko and Ronto, 1979; Nataraj and Nelson, 1989; Jean
and Nelson, 1990). A comparison of numerical results from
dynamic analyses involving decoupled lateral motion to results
from analyses involving lateral-torsional coupling is then provided. The predictions of TCM are verified by direct integration
of the equations of motion. Finally, numerical results are presented, illustrating the effect of some system parameters, e.g.,
gear mesh stiffness and damping, SFD clearance to diameter
ratio, and gear mass eccentricity, on the system response.
Mathematical Model and Analysis
A schematic of the gear-pair system analyzed in this work is
shown in Fig. 1. The gear-mesh interaction between gear-a and
gear-b is modeled as a general constitutive relation involving
the motion of the contact points between the two gears. Linear
(constant and time varying) or nonlinear relations may be specified by the analyst. The gears are also supported by a bearing
or shaft connection and the gear motion includes both lateral
and torsional components, as illustrated in Fig. 2.

Copyright 1998 by ASME

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gear-b

gear-b

gear-a

gear-a

_ pitch
circle
support
mechanism

Fig. 2 Geometry of gear-pair system

Fig. 1 Gear-pair system scliematic

{S']

The transmission error along the line of centers-(n) and the

perpendicular direction-(f) is denoted by e{t) and e,(t) respectively. The displacement of the contact points of the gears expressed in (, f)-components is related to the (x, }')-displacements of the gear center motion and the transmission eiTors by
the relation
[S]

[S,]lq]

(1)

These (, 0-components are then related to the line of action

(n', f')-components by the rotation transformation
[S'}

[PflV{S]

(2)

Combining Eqs. (1) and (2) provides the following relationship

between the line-of-action gear contact displacements, the fixed
reference gear center displacements, and any transmission errors:

= [A]{q}

-[Pp]'{e].

(3)

The ( ' , f')-components of the gear mesh interaction force are

statically equivalent to (j:, >>)-components as given by
{F}, = - [ A ] ' { F ' } , .

(4)

In general, the gear mesh force may be written in the form

{ F ' l , = IK',]{8'}

+ [C;](5'} + {N'},

(5)

where the first and second terms on the RHS of Eq. (5) respectively represent the linear stiffness and damping forces of the
interaction. Any nonlinear or time varying effects are included
in the {N'} vector. Using relations ( 3 - 5 ) , the gear mesh forces
associated with the ( q ) -components, are given by
{F}, = - ( [ / f j { q } + [CJ{q}) + [,]{Ae}
+ [,]{Ae} - [A]'{N'}.

(6)

The first two terms on the RHS of Eq. (6) respectively represent
equivalent linear stiffness and damping forces associated with

Nomenclature
( a } , {b) = Fourier coefficient vectors
c = damping coefficient
C, D, L = SFD radial clearance, diameter, length
[C'g] = mesh damping matrix: w',
/'-reference
[Cj] = mesh damping matrix: x,yreference
= mass eccentricity
e = mesh transmission error
displacement
Ae = mesh displacement difference
{e} = mesh transmission error
displacement vector
F = force
/ = gear polar moment of inertia
k = stiffness coefficient
[K} = stiffness matrix
[Kg] = mesh stiffness matrix: ',
r'-reference
[Kg] = mesh stiffness matrix: x, yreference
m = gear mass, number of harmonics
Journal of Vibration and Acoustics

[M] = mass matrix

Nc, Nd = number of collocation points,
dof
[N'} = nonlinear gear mesh force vector
n, t = line of centers reference
n', t' = line of action reference
{q] = gear center displacement vector
R = gear contact circle radius
[5,/,] = rotation/rigid body transformation matrix (Appendix)
[ T,/,] = rotation transformation matrix
(see Appendix)
t = time
T = torque
u = gear center displacement
X, y = fixed reference
a = (y /3) = line of action re: xaxis
/? = pressure angle
y = line of centers angle re: x-axis
6 = gear mesh displacement at contact point
fi = SFD oil viscosity
(f) = unbalance angle
6 = torsional deformation angle

u! = natural frequency
ft = spin speed, n^, = il(Ra/Rb)
C, = damping ratio
Subscripts
a, b = gear indices
c, s = cosine, sine
e = external
g = gear mesh
j = 7'th harmonic component
n, t = pressure angle axes
', t' = line of centers axes
o = static component
p, d = polar, diametral
r, t = radial, transverse
.s = SFD
u = unbalance
X, y = fixed reference axes
a, P, y,6 = related angle
Superscripts
a, b = gear indices
t = transpose
' = denotes ', f'-components
=

d/dt

OCTOBER 1998, Vol. 120 / 861

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Gear-a

^
0,0

Gear-b

Gear-a

Gear-b

P u r e L a t e r a l Mode o f

1 s t Coupled Mode
Wi = 669 r a d / s

Geaia

Wa = 808 r a d / s

xj
0.0'

Gear-a

Gear-b

Gear-a

Gear-b
2nd Coupled Mode
"3=

P u r e L a t e r a l Mode o f

1097 r o d / s

"4=

Geaib

1695 r a d / s

Gear-a

Gear-a

Gear-b

Gear-b
3 r d Coupled Mode
^5=

4 t h Coupled Mode
w. = 5488 r a d / s

1841 r a d / s

Fig. 3 Gear-pair modes, (k,;'lk, = 6) (o: fit = 0, 2w, . ..\o':Ut

the gear mesh mechanism. The next two terms are referred to
as "static transmission error excitation" forces and the last
term includes any nonlinear or time varying characteristics of
the gear mesh model.
As illustrated in Fig. 1. the driving gear-a of the six dof gearpair system is supported by an SFD. In addition, it is assumed
that there is a linear isotropic stiffness and damping interaction
between each gear and its surrounding environment. The governing equations for the system allow for excitation by external
forces and torques, rotating unbalance, and static transmission
errors. The system equations can then be written in the general
matrix form (see Appendix I):
[Af]{q} + [ C ] { q ) + [/i:]{q) = { F } + { F } , - ^

(7)

The [M], [C], and [K] arrays are the system mass, damping,
and stiffness matrices respectively excluding any effects from
the gear mesh mechanism. The SFD forces, included in {F},,,
are derived from a model which is based on short bearing theory
with finite length correction factors. The closed form expressions for the radial and tangential components of the fluid film
forces are obtained from Barrett et al. (1980).
The presence of the SFD introduces strongly nonlinear terms
in the system model. The most widely used numerical technique
in determining the response of nonlinear systems is direct numerical integration of the equations of motion. This method is
often a valuable tool for transient analyses but it is time-consuming and generally inefficient for steady-state analyses of large
862 / Vol. 120, OCTOBER 1998

= TT, 3W, . . .

order or strongly nonlinear systems. In addition, it is difficult

to employ this method to capture multiple solution branches
and incapable of determining unstable solutions. Thus, the trigonometric collocation method was employed in this work to
search for periodic solutions.
The trigonometric collocation method was developed and
formalized for periodically excited systems by Samoilenko and
Ronto (1979). Nataraj and Nelson (1989) presented a methodology that combines component mode synthesis with the collocation method for application to large order systems. Jean and
Nelson (1990) presented a similar approach, using a condensation strategy, for direct analysis of large order systems in physical coordinates negating the need for component mode synthesis. The TCM assumes that a periodic steady state solution of
the system equations, Eq. (7), can be approximated by a finite
Fourier series of the form:
m

{q} = {a) + I [{%) c o s ( i f i r ) + (b,) sin(;?)]

(8)

where O is the fundamental excitation frequency. The assumed

solution is then required to satisfy the equations of motion at a
specified number of equi-spaced collocation points, Nc, where
iVc a (2m -(- 1) to assure a unique solution (In this work, N^
was always selected as (2m -I- 1)). The substitution of Eq. (8),
evaluated at the A^^. collocation points, into Eq. (7) produces N^
X N^ nonlinear algebraic equations, where N^ is the number of
degrees of freedom of the system. These equations are solved
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cOn (radys)
in^

10

kb/ka = 4.5

/
6~^/
10^ I

-_
-

^/ /

"

/
z

-~
_

^ '

^'-^^y-^-

//

^"^

itf

of the gear-pair, while the fourth (we = 5488 rad/s) coupled

mode is dominated by torsional motion of the gear-pair.
Figure 4 illustrates the effects of the gear mesh stiffness on
the undamped natural frequencies of the geared system. The
frequencies are plotted versus the nondimensional mesh stiffness to support stiffness ratio {kf^lka). As stated earlier, the
pure lateral-motion modes are independent of the mesh stiffness,
while all other modes are dependent. The sensitivity of the

(|im, jirad)
10"*

1 - ^

1 1,
il
1',
;^
/

i
yu

10

irf

\ 1 1 11 111

10

10

10

10

10

10

10

Stiffness Ratio (ktn' / k^)

Fig. 4

"x
.,a
-Uy
,,a

4 - ^

s
10 :
:
-

'.

A- '^

y V^
:
' '
:
"
r

'j

'
'
1000 2000 3000 4000
Spin Speed (rad/s)

5000

6000

(a) Response of Gear-a

Numerical Results
To gain insight into the dynamics of the model, the SFD
mechanism was first excluded and an analysis of the resulting
linear system was performed. This provided a notion of the
system "frequencies and modes" as well as the sensitivity of
coupling between the lateral and the torsional motions. The
nominal parameter values of the gear-pair system are presented
in Appendix II. For this preliminary study, all the numerical
results are based on the choice of constant mesh stiffness and
damping coefficients, zero static transmission error, and isotropic support properties. The translation and rotation support
damping coefficients were chosen on the basis of single dof
viscously damped models. The gear mesh model was selected
to include only the tangential components, k,',' and c , , , with
the damping coefficient chosen from Lin et al. (1988), see
Appendix II.
Linear System. The undamped natural frequencies and
modes of the linear gear-pair system, excluding the SFD, are
determined from
[M]{q) +aK]

^
\ /

f
lo' I

^ - ,-^- - -

- ' /

numerically, using the Levenberg-Marguardt algorithm, and

yield the coefficients contained in {a^}, {a;}, and {b^} (j =
1, m). In order to verify the predictions of the TCM, Eq. (7) was
also solved using direct integration. The Runge-Kutta-Fehlberg
method with adaptive time step control was employed for this
purpose (Forsythe et al., 1977).

=
,A

: //'

Effect of mesh stiffness on system naturai frequencies

- -ue

i .7 ^

10

+ \K,])[q}

= {0},

(9)

where [Kg] represents the contribution of the gear mesh to the

system stiffness matrix. The mode shapes of this system, for a
gear mesh/support stiffness ratio of six, are shown in Fig. 3.
The second (W2 = 808 rad/s) and fourth (UJA - 1695 rad/s)
modes involve pure lateral motion of gear-a and gear-b respectively. They are independent of the gear mesh stiffness, since
the gear centers move perpendicular to the line of action. The
first coupled mode (Wi = 669 rad/sec) is dominated by torsional
motion of gear-a. The second (ws = 1097 rad/s) and third (wj
= 1841 rad/s) coupled modes are dominated by lateral motion
Journal of Vibration and Acoustics

(|im, p,rad)
lO'^

" "r"'

r"

^ I

II
3

10

u^

\
j

10

/ 1

,' -

; /

-' / \ ~ -i

10

7
1 j
5

' /

\ .
10-' \:l

'
1000

'

2000 3000 4000

Spin Speed (rad/s)

'

5000 6000

(b) Response of Gear-b

Fig. 5

Unbalance response: linear system

OCTOBER 1998, Vol. 120 / 863

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mesh damping on forced response was also investigated to further validate the model and yielded anticipated results, i.e.,
modes with significant support motion (mesh deformation)
were strongly attenuated by support damping (mesh damping).

at/C

Nonlinear System. In the nonlinear system investigations,

the SFD was included for the support of gear-a. As for the linear
studies, the system was excited by a gear-a mass eccentricity of
12.7 /Ltm. Steady state periodic responses were obtained by the

Ux (^m)
10
:Ca=00w/oSFD
: ^ 3 = 0.05 w/o SFD

10

: with SFD

10'

</c
Fig. 6

Gear-a steady state orbits

10
natural frequency to the mesh stiffness is clearly highest for
the 4th coupled mode which includes relatively large mesh
deformation.
Forced response of the gear-pair system, excited by a mass
eccentricity of gear-a ( = 12.7 fMO), is shown in Pig. 5. As
expected, the results illustrate the excitation of all modes except
mode four which involves only pure lateral motion of gear-b.
These results simply reconfirm that significant torsional motion
can be excited by lateral excitation, and that this coupling should
be included in rotor system models. The effect of support and

1000

2000

3000

4000

5000

6000

Spin Speed (rad/s)

(a) Lateral Response of Gear-a
ue (jxrad)
10
: Ca = 0.0 w/o SFD

xlO
:Ca = 0.05 w/o SFD
C/D-2.143x10
.3 (Eu-12.7 M-m)
C/D-5.000xlO'

0.8

: with SFD

0.6

0.4

0.2

2000
0
0

3000

4000

Spin Speed (rad/s)

1000

2000

3000

4000

5000

6000

Spin Speed (rad/s)

Fig. 7

Effect of SFD C/D ratio on unbalance response

864 / Vol. 120, OCTOBER 1998

(b) Torsional Response of Gear-a

Fig. 8

Effect of SFD and mesli damping on unbaiance response

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TCM which were then verified by direct integration. Figure 6

displays two typical steady state orbits of the driving gear at
two specific speeds (1200 and 5500 rad/s). The first is close
to the 2nd coupled mode (Wj) and the second is in the neighborhood of the 4th coupled mode (ujf,). The effect of the SFD
clearance to diameter ratio is illustrated in Fig. 7. Substantial
attenuation of response was realized for those speeds associated
with significant lateral motion at the SFD location.
A qualitative sensitivity study of lateral/torsional coupling
was performed by evaluating the SFD load and gear-a lateral
response due to rotating unbalance of gear-a. The response was
evaluated with and without the inclusion of the coupling from
the mesh mechanism. Of course, the power transmitted through
the system provides a gear mesh load, equilibrated by the gear
supports, for both the coupled and uncoupled models. The nominal value of this load for each gear is simply the transmitted
torque divided by the gear radius. Significant differences in
response were noted in the comparison. The SFD loads, for
instance, were shown to vary by as much as an order of magnitude in the vicinity of some critical speeds.
The effect of the SFD on the steady state response of the
gear-pair system is shown in Fig. 8. As anticipated, the peak
responses of modes with significant motion at the SFD location
were attenuated, e.g., the pure lateral mode of gear-a and the
lateral-dominated modes of the gear-pair. The effect of the mesh
damping on the response of the nonlinear gear-pair system was
investigated. As expected, its influence on the steady-state response is only significant for the torsional dominated mode (uje)
which possesses relatively large tooth mesh deformation.
In closing, it is interesting to note that for some combinations
of the system parameters, no stable periodic solution may be
possible. One such example is shown in Fig. 9. In order to
reveal the system dynamics in those frequency ranges, direct
integration of the equations of motion was performed. Figure
10 shows the history and corresponding response spectrum for
the vertical response of gear-a at w = 5425 rad/s. Likewise,
Fig. 11 shows the same diagrams at w = 5435 rad/s. Clearly,
the first figure demonstrates the existence of a large-order subharmonic motion, while the second figure shows the presence
of a chaotic motion of the system. Additional information on

2.74
2.76
Time (s)

2.78

2.8

(a) Time History

U.4

0.61

1.16

2.( 5'

0.43
30.f

0.3

0.2

0.1

ll

JL

,/
>_
. , . . . u^
:J
1000 2000 3000 4000 5000 6000 7000 8000
Frequency (rad/s)
(b) Spectrum Response

Fig. 10 Time history and spectrum of gear-a response: subfiarmonic

motion (w = 5425 rad/s, ; / C = |)

this aspect of the system response is presented in Chen et al.,

1994a.

Summary

"0

1000

2000

3000

4000

5000

6000

Spin Speed (rad/s)

Fig. 9 Effect of mass eccentricity on unbalance response: nonlinear
system

Journal of Vibration and Acoustics

The coupled lateral-torsional vibrations of a gear-pair system,

supported by an SFD and excited by mass unbalance were
investigated. A 6-dof mathematical model of a gear-pair system
was developed with gear interaction modeled by a general mesh
element including stiffness, damping and transmission error.
The mesh element may be nonlinear or linear (constant and
time varying) as appropriate for a specific situation. In this
work, however, a linear mesh model was selected and the SFD
OCTOBER 1998, Vol. 120 / 865

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12

12.02 12.04 12.06 12.08 12.1

Time (s)
(a) Time History

0.4

0.44

29.f

3.5

References

0.3

0.2

0.1

0
0

with normal engineering experience for linear systems. That is,

the gear mesh properties strongly influenced those modes with
significant tooth deformation and the support properties strongly
influenced those system modes with significant support motion.
The presence of an SFD at the gear-a support introduces
strongly nonlinear support forces. The TCM was used to locate
steady state orbits of the system due to mass unbalance excitation, and this solution method was validated by comparison
with direct integration solutions. Comparisons of forced response with and without mesh coupling were made, and illustrate the possibility of significant differences. Parametric studies
involving changes in system parameters (e.g., mesh stiffness,
mass unbalance), were performed demonstrating the effects of
these parameters on the dynamic behavior of the coupled system. These results were generally consistent with normal expectations and reports by other researchers. Unbalance excitation
was found to strongly excite torsional dominated as well as
lateral dominated modes. The gear mesh model significantly
influenced the response characteristics of modes with relatively
large gear mesh deformation, and the SFD significantly influenced the response of modes with notable motion at the SFD
support. It was also shown that, when the gear-pair system with
the SFD is excited by high mass unbalance, multiple steady
state solutions may appear for some frequency ranges. One such
range is located near a lateral-dominated mode, while another
is in the vicinity of a torsional-dominated mode of the gearpair. The system exhibits irregular, aperiodic long-time response
within these frequency ranges.

J,

.j^ i_J LI- uL

J*
1000 2000 3000 4000 5000 6000 70008000
Frequency (rad/s)

(b) Spectrum Response

Fig. 11 Time liistory and spectrum of gear-a response: cliaotic motion
(w = 5435 rad/s, El/C = |)

provided the only source of nonlinearity. Since the SFD nonlinearity was strong, the TCM was employed to locate periodic
steady state responses. The gear pair model may be treated
as a "finite element component," for use in modeling more
complicated geared rotor systems. Additionar information on
this modeling procedure may be obtained in Chen et al., 1994b.
Several model validation and parametric studies were performed. First, the effects of the mesh stiffness on the undamped
natural frequencies and mode shapes of the linear gear-pair
systems (without the SFD) were investigated. The forced response of this linearized system due to rotating unbalance of
the driving gear was also examined. Results were consistent
866 / Vol. 120, OCTOBER 1998

Barrett, L. E., Allaire, P. E., and Gunter, E. J., 1980, "A Finite Length Bearing
Correction Factor for Short Bearing Theory," ASME Journal of Lubrication
Technology, Vol. 102, pp. 283-290.
Forsythe, G, E., Malcolm, M, A., and Moler, C. B., 1977, Computer Methods
for Mathematical Computations, Prentice-Hall, Inc., Englewood Cliffs, NJ.
Chen, C, S., Natsiavas, S., and Nelson, H. D., 1997, "Stability Analysis and
Complex Dynamics of a Gear-Pair System Supported by a Squeeze Film
Damper," ASME JOURNAL OF VIBRATION AND ACOUSTICS, Vol, 119, pp. 85-88.
Chen, C. S., Nelson, H. D., and Natsiavas, S., 1994b, "Modeling and Analysis
of Geared Rotordynamic Systems," Proceedings, IFToMM 4th International Conference on Rotor Dynamics, Chicago, IL, September 7-9, pp. 205-212.
Hamad, B., and Seireg, A., 1980, "Simulation of Whirl Interaction in PinionGear Systems Supported on Oil Film Bearings," ASME Journal of Engineering
for Gas Turbines and Power, Vol. 102, pp. 508-510.
lida, H., Tamura, A., and Yamada, Y., 1980, "Coupled Torsional-Flexible
Vibration of a Shaft in a Geared System of Rotors (1st Rep.)," Bulletin ofJSME,
Vol. 23, No. 186, pp. 2111-2117.
lida, H., Tamura, A., and Oonishi Y., 1985, "Coupled Torsional-Flexural Vibration of a Shaft in a Geared System (3rd report)," Bulletin ofJSME, Vol. 28,
No. 245, pp. 2694-2698.
lida, H., Tamura, A., and Yamamoto, H., 1986, "Dynamic Characters of a
Gear Train System with Softly Supported Shafts," Bulletin ofJSME, Vol. 29,
No, 252, pp. 1811-1816,
Iwatsubo, T., 1988, "Vibration and Noise of a Geared Rotor System-Considered Lateral and Torsional Motion," IMechE C247/88.
Jean, A. N., and Nelson, H. D., 1990, "Periodic Response Investigation of
Large Order Non-Linear Rotordynamic Systems Using Collocation," Journal of
Sound and Vibration, Vol. 143, No. 3, pp. 473-489.
Kahraman, A., and Singh, R., 1991, "Non-Linear Dynamics of a Geared RotorBearing System with Multiple Clearances,'' Journal of Sound and Vibration, Vol.
144, No. 3, pp. 469-506.
Kishor, B., and Gupta, S. K., 1989, "On the Dynamic Analysis of a Rigid
Rotor-Gear Pair-Hydrodynamic Bearing System," ASME JOURNAL OF VIBRA,
TION. ACOUSTICS, STRESS, AND RELIABILITY IN DESIGN, Vol.

H I , pp. 234-240.

Lin, H. H., Huston, R. L., and Coy, J. J., 1988, "On Dynamic Loads in Parallel
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{F;;

m''Etnl

COS inht)\0

{%] = m^EtillsmiflhOlO

0
0

cos0i,sin(^fc

0|'

sin (/>* - cos (^,

0|'

{F}, = L(F + FJ, (f,, + F,), r, F, F,y, TJ

F = F,. cos (p F, sin </>
Fs_y = F,. sin (f) + F, cos (/>

APPENDIX I

F F, (see Barrett et al., 1980)

System Arrays

(f) = t a n ' '

iu';/u'i)

[M] = diag (m", m\ i;, m*, m", Ip)

APPENDIX
System Parameters

[C] = diag (c, c, c'li, c,,, Cj, c^)

[K] = diag {k, K, kl, h, h, k'e)

Gear and Support Properties

m" = 8.975 kg

r.-{:}!

[fi*] =

m" = 9.124 kg
i; = 21.45 i C k g - m ^

[0]

[5^] =

/* = 5.097 10-3 kg-m^

[0]
cos i/f
sin i//

[T,]

R" = 10.29 mm

sin i/
cos 4i

R'' = 54.00 mm
k, = 5.683 MN/m,

[q} =lul

u';

{el =U;;
{&'\=Vb"
{8} =16'[Pp] =

u'l, u", M* u'l,\'

k, = 4.5 yfe

k$ = 9.483 KN/rad

e'! e',, e",\

/fe^ = 28.68 KN/rad

S'l. &" 6"r\'

k,;' = 35 MN/m

61 6';, 6';i'
[Tp]
[0]

II

C = 0.05,

[0]
[Tp]

C = C^ = 0.025

c,Y = 2t,,,.4k,.,r;j';,iRaRfi{Rli';,

+ /?.Vp)

SFD Properties
p. = 6.895 lO-^N-sec/m'

{Fl
. ,.. =

{F:,}

+ {F,}

+ {F;;,} +

{F,) = m'-F^lfi^cos (a,f)|cos (/>sin(^

{ F;;,, } = m"Fn^ sin (n01 -sin </) cos (/) 0

Journal of Vibration and Acoustics

F = 17.145 mm

(FL)

0
0

0|'

F) = 35.56 mm

0 01'

C = 76.2 ^m

OCTOBER 1998, Vol. 120 / 867

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