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Millsaps
G. L. Reed
Marine Propulsion Laboratory,
Department of Mechanical Engineering,
Naval Postgraduate School,
Monterey, CA 93943
Introduction
Rotating machines are designed to avoid resonance by operating either below or above the first lateral bending critical
speed. These are refeixed to as subcritical and supercritical operation, respectively. There are several advantages to supercritical
designs including reduced system weight and cost. However,
there is a problem in that the rotor must pass through one or
more critical speeds (resonances) when being started and again
when coming to rest.
Large amplitude lateral vibrations occurring during these
transitions can cause tip rubs of airfoils and seals in turbomachines as well as increased bearing reactions. In order to avoid
damage due to rubbing, nominal tip clearances are specified
well in excess of those necessary for steady-state supercritical
operation. This degrades a turbomachines aerodynamic performance. In particular, larger clearances create lower efficiencies for both turbines and compressors and lower the stall
margin in compressors. Therefore, methods to reduce vibrations during transition through critical speeds can offer substantial benefits.
The first published analysis of an oscillator accelerating
through resonance was due to Lewis [1] in 1932. While this
single degree of freedom, constant amplitude forcing model
approximates the behavior of a rotor; the real force due to
an imbalance scales quadratically with rotor speed. Analytical
solutions were obtained in terms of Fresnel integrals, and solutions were given for various constant acceleration rates and
damping levels. These classical results qualitatively predict the
observed behavior of an accelerating or decelerating rotor. The
maximum amplitude for a quickly accelerating or decelerating
rotor is significantly smaller than the corresponding steady-state
response near resonance. Furthermore, there is a shift in the
instantaneous speed at which the maximum vibration amplitude
occurs. This apparent shift in the critical speed occurs at a
higher speed for accelerating rotors and lower one for decelerating rotors.
Poschl [2] and Baker [3] obtained similar results to those
of Lewis. Meuser and Weibul [4] extended the analysis to
Contributed by the International Gas Turbine Institute and presented at the
International Gas Turbine & Aeroengine Congress & Exhibition, Orlando, FL,
June 2 - 5 , 1997. Manuscript received by the ASME Headquarters March 7, 1997.
Paper No. 97-GT-234. Associate Technical Editor: H. A. Kidd.
Analytical Model
F=me9
F=mee
yi =
SHAFT
IMBALANCE(tm)
DISK
h*(t -
Fig. 1 Two-degree-of-freedom lumped mass and stiffness model of rotating shaft and disk assembly with direct and cross-coupled linear stiffness and damping
l_o
0"
{*U
M]
c
^X}
^XX
c
= me\ ..
L
Kxx
Kx)
K.
]{;}
cos V - v sm
.,
2
,
\ .
e sin e + e cos r(
x2
Xi
y2
ne\,-A
Ml
>j .
(9 sin 9n + 92cos9)~
x2 -
(2)
^yy
\-~)y2
\ M
Kyy
yi.
(3)
Xli
yi
y\
and
(6)
(6 cos 9 - 92 sin 9)
T)f(T)dT,
(1)
(5)
yi-
(7)
(4)
(8)
Nomenclature
Cxx, Cyy = modal direct damping (Ns/m)
CXy, Cyx = modal cross damping (Ns/m)
E, = kintic energy of lateral motion
(J)
e = radial location of eccentric
mass (m)
h = shaft acceleration rate (rads/
s2)
h* = impulse response function
/ K = polar moment of inertia (m 4 )
K = stiffness (N/m)
Kxx, Kyy = modal direct stiffness (N/m)
0.6
0.7
0.8
0.9
1
1.1
1.2
r/q (non-dimensional frequency)
R(t) = h\t)
to the natural frequency of the system. A lower value of q
implies a faster accelerationfewer cycles to get to critical.
The nondimensional frequency is r/q and is equal to unity at
the natural frequency. The nondimensional amplitude, R, is
given by
R =
Kx
(9)
4.1 Constant Acceleration and Deceleration. For simplicity, symmetric stiffness and damping coefficients and no
cross terms will be used in the predictions in this section. The
parameters used in the calculations to be presented, which are
given in Table 1, are nominally equal to the experimental facility's modal properties.
(10)
where x(t) and y(t) are the instantaneous orthogonal displacements. Figure 3 gives predictions from the model for acceleration rates of 0 (steady state), 1, 250, 500, 1000, and 2000 rpm/
s, respectively. The amplitude is reduced by approximately 50
percent for the highest acceleration case from the steady-state
solution, and there is a shift from about 2700 rpm to about 3000
rpm of the apparent critical speed. The same generic behavior
occurs for the case of a decelerating rotor, as shown in Fig. 4.
However, the apparent critical moves to a lower speed.
Figure 5 shows predictions for a constant acceleration rate
with various levels of damping. With no damping, the vibrational energy that is put into the rotor during the time when the
rotor was near the natural frequency is "locked in" since there
is no way to dissipate it. These are, essentially, free vibrations
in the way that even if the forcing were stopped, they would
persist. The oscillation period is close to the undamped natural
period of the rotor. When damping is present, the vibrational
energy is quickly dissipated once the speed is sufficiently far
from the critical speed.
4.2 Nonconstant Acceleration and Acceleration Scheduling. One striking feature of the curves shown in Figs. 3 and
4, is that the amplitude for the cases with fast acceleration is
lower than the slower ones near the rotor's natural frequency.
1 rpt i/sec n
steady stal
250 rpm/se
500 rp n/sec
1000rpm/s !C
2000 rp n/sec
/
/TN
^ r
2400
2600
2800
RPM
+ ++
*
+
accel= 120000 pm/min
+
+
+
>
r7!
V
+
11-*1-4-
2400
2500
2600
2700
2800
RPM
2900
3000
3100
to
fWIJvxKw&m
3200
2400
Fig. 5 Effect of damping on the ring down of energy stored in the rotor
while passing through critical. The acceleration rate is 360 rpm/s [q =
338).
2500
2600
2700
2800
2900
RPM
3000
3100
3200
it*^
3300
3400
(11)
TU,
l^2
(12)
where Izz is the polar moment of inertia, and the total (potential
and kinetic) energy of the lateral vibration E given by
E,
\M{x2 + f)
+{K(x2
+ y2).
(13)
Experimental Confirmation
10
15
Fig. 9 Comparison of orbits from the model calculated with the measured acceleration schedule (a) to orbits that were directly measured
(fa). Distances are in mils.
Fig. 10 Experimental rotor facility. From left to right is (1) optical encoder, (2) controllable electric motor, (3) shaft coupling, (4) main shaft,
(5) inboard bearing, (6) x and y-proximeters, (7) disk, and (8) out board
bearing, motor controller.
Steady-state
Constant acceleration (90,000 rpm/min)
Scheduled acceleration (Best Case)
Model
Experiment
20.5
12.0
10.9
20.5
12.2
10.7
close agreement. This indicates that the model contains all the
dominant physical characteristics necessary for accurate predictions in both steady state as well as transient operation. This is
true at least for the range of parameters used in this investigation
and with a motor which can deliver sufficient torque so as to
prescribe the acceleration.
The model predicted a maximum amplitude of 12 mils for a
constant acceleration of 90,000 rpm/min and a 10.9 mil amplitude for the "optimum" schedule. This is a 9 percent reduction.
The measured reduction was even larger (12 percent reduction).
However, due to the nature of the experimental procedure (the
measurements are not directly repeatable) and the magnitude
of the experimental uncertainty, a great deal of confidence cannot be placed on this particular number. The model and the
experimental results both indicate that a reduced acceleration
rate, once the nominal critical speed is reached, can lead to a
reduced lateral response.
6
Conclusions
The validated linear, planar two-dimensional rotor model was
used to show that it is possible to reduce lateral vibrations in a
rotor by using a reduced acceleration rate after reaching the
rotor's natural frequency. Preliminary experimental results support this conclusion.
While all the efforts described focused on simple rotors, the
general technique should be applicable to a standard rotor with
more complex characteristics including several vibration modes,
gyroscopic coupling, etc. This method should also be applicable
to decelerating rotors.
Acknowledgments
This work was sponsored by NAVSEA03-Z. The authors
would like to express their gratitude to Mr. John Hartranft, Mr.
Dan Grohgan, and Mr. Phil Matis of NAVSEA for their interest
and support.
8
References