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This book presents the papers from the 10th International Conference on Vibrations in Rotating Machinery. This conference, first held in 1976, has defined and redefined the state-of-the-art in the many aspects of vibration encountered in rotating machinery. Distinguished by an excellent mix of industrial and academic participation achieved, these papers present the latest methods of theoretical, experimental and computational rotordynamics, alongside the current issues of concern in the further development of rotating machines. Topics are aimed at propelling forward the standards of excellence in the design and operation of rotating machines. Presents latest methods of theoretical, experimental and computational rotordynamics Covers current issues of concern in the further development of rotating machines

Publisher: Elsevier ScienceReleased: Sep 11, 2012ISBN: 9780857094537Format: book

**Tribology Group and Mechatronics Informatics & Control Group **

**10th International Conference on Vibrations in Rotating Machinery **

**Cover image **

**Title page **

**Copyright **

**Keynote Addresses **

**Chapter 1: Modelling, dynamic behaviour and diagnostics of cracked rotors **

**ABSTRACT **

**1 INTRODUCTION **

**2 CRACK BREATHING MECHANISM **

**3 CRACK PROPAGATION AND SHAPE **

**4 IDENTIFICATION OF CRACKS IN ROTORS **

**5 CONCLUSIONS **

**Chapter 2: Model based signal processing in Smart rotating machines **

**ABSTRACT **

**1 INTRODUCTION **

**2 Detecting Traveling Wave Direction -Multiple Sensors **

**3 ORDER TRACKING WITH MULTIPLE SENSORS **

**4 ASYMMETRY AND DEFECT DETECTION IN ROTATING ELEMENTS **

**5 SUMMARY **

**Rotordynamics **

**Chapter 3: A full size rotor dynamic test rig for whole engine mechanics of aero engines **

**ABSTRACT **

**1 INTRODUCTION **

**2 ENGINEERING DESIGN OF THE SIMULATOR **

**3 SIMULATION TECHNIQUES **

**4 PROTOTYPE VALIDATION **

**5 Conclusion **

**Chapter 4: Dynamic analysis of a harmonically excited on-board rotor-bearing system **

**ABSTRACT **

**1 INTRODUCTION **

**2 ANALYTICAL MODELING OF AN ON-BOARD ROTOR-BEARING SYSTEM **

**3 NUMERICAL EXAMPLES AND DISCUSSION **

**4 CONCLUSIONS **

**Chapter 5: Vibration analysis of a shafting system for a marine diesel generator set including dynamic characteristics between shell and housing of generator bearing **

**ABSTRACT **

**1 INTRODUCTION **

**2 DESCRIPTION OF ROTOR SYSTEM FOR MARINE DIESEL GENERATOR SET **

**3 MODELLING FOR ROTORDYNAMIC ANALYSIS **

**4 COMPARISON OF EXPERIMENT RESULTS AND COMPUTATIONAL CALCULATION RESULTS **

**5 EFFECT OF GAP BETWEEN BEARING SHELL AND HOUSING **

**6 Conclusions **

**Chapter 6: An investigation into the dynamic response of a squeeze-film damped twin-shaft test rig **

**ABSTRACT **

**1 INTRODUCTION **

**2 TEST RIG **

**3 OVERVIEW OF COMPUTATIONAL METHODS **

**4 DISCUSSION OF RESULTS **

**5 CONCLUSIONS **

**Chapter 7: Identification of foundations in rotating machinery using modal parameters **

**ABSTRACT **

**2 INTRODUCTION **

**3 THEORY **

**4 NUMERICAL EXPERIMENTS **

**5 RESULTS AND DISCUSSION **

**6 SUMMARY OF CONCLUSIONS **

**Chapter 8: On the determination of bearing support pedestal conditions using shaker testing **

**ABSTRACT **

**INTRODUCTION **

**SHAKER TESTING PROCESS **

**EXAMPLE 1: LP TURBINE SYSTEM WITH VINTAGE SHRUNK-ON DISC DESIGN **

**HOW TO ASSESS THE ACCEPTABILITY OF THE MEASURED FREQUENCIES **

**BEARING SUPPORT STIFFNESS EVALUATION **

**MEASUREMENT ERRORS **

**STATIC AND DYNAMIC BEARING PEDESTAL STIFFNESS DEFINITION **

**ROTOR DYNAMIC MODELS FOR RIGID SUPPORTS **

**ROTOR DYNAMIC MODELS WITH OIL-FILM AND BEARING SUPPORT CHARACTERISTICS **

**EXAMPLE 2: ANOTHER VINTAGE DESIGN OF LP TURBINE SYSTEM **

**IDENTIFICATION OF RELATIVE STRENGTHS OF SIMILAR PEDESTAL STRUCTURES BY SHAKER TESTING **

**RESULTS AND DISCUSSIONS **

**CONCLUSIONS AND RECOMMENDATIONS **

**ACKNOWLEDGEMENTS **

**Chapter 9: Axial and radial dynamics of rotors on electrodynamic bearings **

**ABSTRACT **

**1 INTRODUCTION **

**2 RADIAL EDB MODELLING **

**3 AXIAL EDB MODELLING **

**4 UNIFIED MODELLING **

**5 CONCLUSIONS **

**Chapter 10: Model based design of a rotor supported by radial electrodynamic bearings **

**ABSTRACT **

**1 INTRODUCTION **

**2 TEST RIG DESIGN **

**3 EXPERIMENTAL VALIDATION **

**4 CONCLUSIONS **

**Cracks **

**Chapter 11: Acoustic emission for the detection of subsurface cracking in bearing condition monitoring **

**ABSTRACT **

**1 INTRODUCTION **

**2 EQUIPMENT AND TEST COMPONENTS **

**3 DATA ACQUISITION AND HANDLING **

**4 RESULTS **

**5 DISCUSSION **

**6 CONCLUSIONS **

**Chapter 12: Finite element vibration analysis of a rotating shaft system with an open crack by the harmonic excitation **

**ABSTRACT **

**1 INTRODUCTION **

**2 SHAFT WITH AN OPEN CRACK **

**3 FINITE ELEMENT MODEL OF THE SHAFT WITH AN OPEN CRACK **

**4 ANALYSIS OF FORCED VIBRATION BY HARMONIC EXCITATION **

**5 EXPERIMENTAL SYSTEM **

**6 COMPARISON WITH THE EXPERIMENT **

**7 CONCLUSION **

**8 ACKNOWLEDGEMENT **

**Chapter 13: On the effects of transverse annular cracks in rotating machines **

**ABSTRACT **

**1 INTRODUCTION **

**2 CASE STUDY **

**3 CRACK PERIODIC CLOSURE **

**4 VALIDATION OF THE THEORETICAL RESULTS **

**5 CONCLUSIONS **

**Blades **

**Chapter 14: 3D Blade root shape optimization **

**ABSTRACT **

**1 INTRODUCTION **

**2 BASE LINE BLADE MODEL **

**3 SHAPE VARIABLES **

**4 DESIGN OF EXPERIMENTS (DOE) **

**5 APPROXIMATION MODELS **

**6 OPTIMIZATION **

**7 CONCLUSION **

**8 ACKNOWLEDGEMENTS **

**Chapter 15: Analysis of LP steam turbine blade vibrations: experimental results and numerical simulations **

**ABSTRACT **

**1 INTRODUCTION **

**2 DESCRIPTION OF THE BLADE ROW **

**3 IN-FIELD RESULTS **

**4 NEW LAST STAGE BLADE DESIGN **

**5 MEASUREMENT RESULTS **

**6 CONCLUSIONS **

**7 ACKNOWLEDGEMENTS **

**Chapter 16: Semi-automatic mode naming methodology to classify impeller mode families **

**ABSTRACT **

**1 INTRODUCTION **

**2 METHODOLOGY **

**3 EXAMPLE OF APPLICATION **

**4 CONCLUSIONS **

**5 ACKNOWLEDGEMENTS **

**Chapter 17: A method for establishing the uncertainty levels for aero-engine blade tip amplitudes extracted from blade tip timing data **

**ABSTRACT **

**1 INTRODUCTION **

**2 BTT DATA PROCESSING **

**3 BTT UNCERTAINTY EXTRACTION METHOD **

**4 DISCUSSION **

**5 CONCLUSIONS **

**Chapter 18: Non-contact methods of sensing vibrations of turbine blades **

**ABSTRACT **

**1 THE CONCEPT OF THE BLADE VIBRATION MONITORING SYSTEM **

**2 NON-CONTACT SENSORS OF BLADE VIBRATIONS AND DISPLACEMENTS **

**3 MAGNETOELECTRIC SENSORS **

**4 CONCLUSIONS **

**5 ACKNOWLEDGEMENTS **

**Chapter 19: Estimation of turbomachinery blade vibrations from tip-timing data **

**ABSTRACT **

**1 INTRODUCTION TO TIP-TIMING MEASURING TECHNIQUE **

**2 MINIMUM VARIANCE SPECTRAL ESTIMATOR (MVSE), PRINCIPLE AND LIMITS **

**3 ADDITIONAL METHODS EXPLORED **

**4 IMPLEMENTATION OF ADDITIONAL METHODS ON A NUMERICAL EXAMPLE **

**5 REAL TEST CASE APPLICATION **

**6 CONCLUSIONS **

**Chapter 20: FSI-based forced response analyses of a mistuned high pressure compressor blisk **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORY **

**3 NUMERICAL STUDY **

**4 RESULTS **

**5 CONCLUSION **

**6 ACKNOWLEDGEMENTS **

**Chapter 21: The problem of complex shape tracking in a Campbell Diagram or how to overcome crossing/veering phenomena **

**ABSTRACT **

**1 INTRODUCTION **

**2 BACKGROUND EQUATIONS **

**3 A NEW CRITERION FOR ROTOR MODE SHAPE TRACKING **

**4 INDUSTRIAL APPLICATION **

**5 OVERCOMING VEERING/CROSSING PHENOMENA **

**6 CONCLUSION **

**Chapter 22: On the comparison of possibilistic and probabilistic methods for the determination of the worst-case response of mistuned bladed disks **

**ABSTRACT **

**1 INTRODUCTION **

**2 METHODOLOGY **

**3 NUMERICAL EXAMPLES **

**4 RESULTS AND DISCUSSIONS **

**5 CONCLUSIONS **

**Chapter 23: Forced response prediction of a mistuned bladed disk in the presence of aeroelastic coupling and model uncertainties **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORETICAL BACKGROUND **

**3 FORCED RESPONSE **

**4 SENSITIVITY ANALYSIS **

**5 CONCLUSION **

**6 ACKNOWLEDGEMENTS **

**Chapter 24: Inter-slip damping of twisted blades in opposed bundles under rotation **

**ABSTRACT **

**1 INTRODUCTION **

**2 FE MODEL OF TRIPLE-BLADE-BUNDLE WITH FRICTION COUPLINGS **

**3 NUMERICAL RESULTS OF FORCED RESONANT VIBRATION **

**4 MODEL ANALYSIS OF A SINGLE BLADE **

**5 DESCRIPTION OF DYNAMIC TESTS UNDER ROTATION **

**6 RESULTS **

**7 CONCLUSIONS **

**8 ACKNOWLEDGEMENTS **

**Chapter 25: An improved simulation method for blade-casing interaction phenomena **

**ABSTRACT **

**1 INTRODUCTION **

**2 CORRECTION TO CONTACT MODEL **

**3 RESULTS FOR A REAL BLADE MODEL **

**4 STUDY OF A SIMPLIFIED 2DOF BLADE MODEL **

**5 CONCLUSIONS AND FURTHER WORK **

**6 ACKNOWLEDGEMENTS **

**Chapter 26: Simulation of the dynamic behaviour of a group of blades with friction contacts **

**ABSTRACT **

**1 INTRODUCTION **

**2 THE MODEL **

**3 FEATURES OF THE TEST RIG **

**4 NON-LINEAR STATIC BEHAVIOUR **

**5 LINEAR DYNAMIC BEHAVIOUR WITH FRICTIONLESS CONTACT **

**6 NON-LINEAR DYNAMIC BEHAVIOUR WITH FRICTION CONTACT **

**7 CONCLUSIONS **

**8 ACKNOWLEDGEMENTS **

**Chapter 27: Vibration characteristics of a continuous cover blade structure with friction contact surfaces of a steam turbine **

**ABSTRACT **

**1 INTRODUCTION **

**2 ANALYSIS METHOD **

**3 RESULTS AND DISCUSSION **

**4 CONCLUSION **

**Rotordynamics Balancing **

**Chapter 28: An extended field balancing procedure for flexible rotors fully levitated by active magnetic bearings **

**ABSTRACT **

**1 INTRODUCTION **

**2 IDENTIFICATION PROCEDURE FOR RESIDUAL UNBALANCES **

**3 NUMERICAL MODEL OF THE ROTOR-AMB SYSTEM **

**4 NUMERICAL BENCHMARK OF PROPOSED BALANCING PROCEDURE **

**5 EXPERIMENTAL VERIFICATION **

**6 CONCLUSIONS **

**ACKNOWLEDGEMENTS **

**Chapter 29: Convergence on unbalance identification process based on genetic algorithm applied to rotating machinery **

**ABSTRACT **

**1 INTRODUCTION **

**2 METHODOLOGY **

**3 RESULTS AND DISCUSSION **

**4 CONCLUSION **

**5 ACKNOWLEDGEMENTS **

**Chapter 30: Observer design for rotating shafts excited by unbalance **

**ABSTRACT **

**1 INTRODUCTION **

**2 MODELLING AND CONTROLLER DESIGN **

**3 THEORY **

**4 APPLICATION TO A ROTOR TEST RIG MODEL **

**5 CONCLUSION **

**ACKNOWLEDGEMENT **

**Chapter 31: Use of modal weight sets for residual modal unbalance assessment of high speed balance quality of flexible rotors **

**ABSTRACT **

**1 INTRODUCTION **

**2 METHOD OF RMU EVALUATION WITH MODAL WEIGHT SETS **

**3 COMPARISON OF RMU VALUES OBTAINED WITH MODAL WEIGHT SETS AND IN SINGLE PLANES FOR FACTORY FINAL BALANCE VIBRATION LIMITS **

**4 RMU VALUES OBTAINED WITH MODAL WEIGHT SETS FOR FACTORY FINAL BALANCE VIBRATION LIMITS **

**5 CONCLUSION **

**Ambs and Control **

**Chapter 32: Experimental assessment of a new fuzzy controller applied to a flexible rotor supported by Active Magnetic Bearings **

**ABSTRACT **

**1 INTRODUCTION **

**2 EXPERIMENTAL APPARATUS **

**3 DETAILED MODEL **

**4 CONTROL STRATEGIES **

**5 EXPERIMENTAL RESULTS **

**6 CONCLUSIONS **

**Chapter 33: Self identification algorithm for the autonomous control of rotating systems **

**ABSTRACT **

**1 INTRODUCTION **

**2 THE D-DECOMPOSITION APPLIED TO PD CONTROLLERS **

**3 THE SELF-IDENTIFICATION ALGORITHM **

**4 TEST APPARATUS **

**5 EXPERIMENTAL RESULTS **

**6 CONCLUSION **

**7 ACKNOWLEDGEMENT **

**Chapter 34: Numerical and experimental identification of the static characteristics of a combined Journal-Magnetic bearing: Smart Integrated Bearing **

**ABSTRACT **

**1 NOMENCLATURE **

**2 INTRODUCTION **

**3 MAGNETIC ACTUATOR MODELING **

**4 EXPERIMENTAL SET-UP **

**5 RESULTS **

**6 CONCLUSIONS **

**7 ACKNOWLEDGMENTS **

**Chapter 35: Investigation of the vibration reduction of a flexibly supported Jeffcott rotor damped by semiactive elements working on the principle of squeezing thin layers of normal and magnetorheological oils **

**ABSTRACT **

**1 INTRODUCTION **

**2 THE PROPOSED DAMPING ELEMENT AND ITS MATHEMATICAL MODELLING **

**3 THE EQUATION OF MOTION OF THE STUDIED ROTOR SYSTEM **

**4 RESULTS OF THE COMPUTATIONAL SIMULATIONS **

**5 CONCLUSIONS **

**6 ACKNOWLEDGEMENT **

**Chapter 36: Modeling, design and control of a flexible rotor supported by active magnetic bearings **

**ABSTRACT **

**1 INTRODUCTION **

**2 CMODELING AND EIGENVALUE ANALYSIS OF A FLEXIBLE ROTOR SYSTEM **

**3 CONFIGURATION OF THE TEST RIG **

**4 ROTORDYNAMIC ANALYSIS **

**5 EXPERIMENTAL VERIFICATION **

**6 CONCLUSION **

**Chapter 37: Nonlinear vibration analysis of a rotating shaft supported by a repulsive magnetic bearing and vibration suppression using the axial control **

**ABSTRACT **

**1 INTRODUCTION **

**2 MAGNETIC FORCE OF THE REPULSIVE MAGNETIC BEARING **

**3 THEORETICAL MODEL **

**4 THEORETICAL ANALYSIS **

**5 VIBRATION SUPPRESSION USING THE AXIAL DISPLACEMENT CONTROL OF THE MAGNET **

**6 EXPERIMENT **

**7 CONCLUSION **

**Dampers and Seals **

**Chapter 38: Rotors supported by elastomer-ring-dampers – experimental and numerical investigations **

**ABSTRACT **

**1 INTRODUCTION **

**2 ELASTOMER BEHAVIOUR **

**3 OPTIMISED SHIFT PROCESS **

**4 TEST ROTOR **

**5 CONCLUSION **

**Chapter 39: Experimental techniques for determining rotordynamic coefficients of gas seals: results for short staggered labyrinth seals and comparison with CFD **

**ABSTRACT **

**1 INTRODUCTION **

**2 EXPERIMENTAL SETUP AND TEST PROCEDURE **

**3 RESULTS AND DISCUSSION **

**4 CONCLUSIONS **

**5 ACKNOWLEDGEMENTS **

**Chapter 40: Analysis of rotordynamic forces for high inlet pre-swirl rate labyrinth seals **

**ABSTRACT **

**1 INTRODUCTION **

**2 RECENT 3-D NUMERICAL PREDICTION **

**3 THE FIRST AND SECOND-ORDER MODELS **

**4 ROTORDYNAMIC ANALYSIS OF LABYRINTH SEALS **

**5 CONCLUSIONS **

**Bearings **

**Chapter 41: Investigation of the influence of thermal effects in the dynamic coefficients of a tilting pad journal bearing **

**ABSTRACT **

**1 INTRODUCTION **

**2 METHODOLOGY **

**3 RESULTS AND DISCUSSION **

**4 CONCLUSION **

**5 ACKNOWLEDGEMENTS **

**Chapter 42: Train lateral analysis of an offshore gas compressor train experiencing high unbalance sensitivity **

**ABSTRACT **

**1 INTRODUCTION **

**2 MODELING ASPECTS **

**3 ANALYSIS RESULTS **

**4 CONCLUSIONS AND RECOMMENDATIONS **

**Chapter 43: Investigation on the damping characteristics of elastohydrodynamic lubricated point contacts under dynamic loading **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORATICAL DEVELOPMENT **

**3 EHD DAMPING CHARACTERIZATION **

**4 REAL BEARING APPLICATION **

**5 CONCLUSIONS **

**6 ACKNOWLEDGEMENT **

**Chapter 44: Local linear approximation for the stiffness characteristics of elastohydrodynamic point contacts **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORETICAL MODEL **

**3 STIFFNESS APPROXIMATION RESULTS **

**4 CONCLUSION **

**Chapter 45: Experimental results of a novel tilting pad bearing operating in a small high speed turbocharger **

**Abstract **

**1 Introduction **

**2 Background **

**3 Description of the Engine Test Stand **

**4 Results and Discussion **

**5 Conclusions **

**6 Acknowledgments **

**Chapter 46: Analysis of the influence of hydrodynamic bearings with geometric discontinuities on the dynamic response of a rotating system **

**Abstract **

**1 Introduction **

**2 Methodology **

**3 Results and Discussion **

**4 Conclusion **

**5 Acknowledgements **

**Chapter 47: Analysis of the sensitivity to non-linear effects in the oil-film forces of journal bearings **

**ABSTRACT **

**1 INTRODUCTION **

**2 BEARING MODEL **

**3 SENSITIVITY ANALYSIS **

**4 CONCLUSIONS **

**Chapter 48: Analysis of the influence of force and moment dynamic coefficients on lubricated thrust bearings **

**ABSTRACT **

**1 INTRODUCTION **

**2 METHODOLOGY **

**3 RESULTS AND DISCUSSION **

**4 CONCLUSION **

**5 ACKNOWLEDGEMENTS **

**Rub, Whirl, Instability **

**Chapter 49: Dynamic instability of a rotor-bearing system with two asymmetric disks **

**ABSTRACT **

**1 INTRODUCTION **

**2 FE MODELING OF ROTOR-BEARING SYSTEM WITH TWO ASYMMETRICAL DISKS **

**3 DYNAMIC INSTABILITY ANALYSIS **

**4 COMPUTATIONS AND DISCUSSIONS **

**5 CONCLUSIONS **

**Chapter 50: Non-linear fluid bearing stability analysis in large high-speed motors and generators **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORY **

**3 APPLICATIONS AND RESULTS **

**4 SIMULATION OF FIELD VIBRATION **

**CONCLUSION **

**Chapter 51: Unique analytical model improves understanding of violent dynamic behaviour of advanced oilfield rotary steerable drilling systems **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORY **

**3 APPLICATION **

**4 RESULTS **

**5 IMPROVEMENTS **

**6 CONCLUSION **

**Chapter 52: Novel detection system improves understanding of backwards whirl and aids parameter optimization for advanced oilfield Rotary Steerable Drilling Systems **

**ABSTRACT **

**1 INTRODUCTION **

**2 STATEMENT OF THEORY AND DEFINITIONS **

**3 DESCRIPTION AND APPLICATION OF EQUIPMENT AND PROCESSES **

**4 PRESENTATION OF DATA AND RESULTS **

**5 CASE STUDIES **

**6 CONCLUSIONS **

**Chapter 53: Effect of contact parameter uncertainties of the dynamic behaviour of rubbing cyclic assemblies **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORETICAL DEVELOPMENTS **

**3 APPLICATION **

**4 CONCLUSION **

**Chapter 54: An analysis of rotor-stator interaction **

**ABSTRACT **

**1 INTRODUCTION **

**2 SDOF WITH TWO STOP-ENDS **

**3 THREE-DISKS ROTOR WITH ONE CONTACT **

**4 CONCLUSION **

**5 ACKOWLEDGEMENTS **

**Chapter 55: Dynamical analysis of a gyroscopic exercise tool considering collision and slide between the rotor and the case **

**ABSTRACT **

**1 INTRODUCTION **

**2 THEORETICAL MODEL **

**3 MOTION PATTERNS WITH PRECESSION **

**4 CONCLUSION **

**Chapter 56: Stability and bifurcation analysis of a flexible rotor-bearing system by numerical continuation **

**ABSTRACT **

**1 INTRODUCTION **

**2 NONLINEAR DYNAMIC MODEL OF A SYMMETRICAL FLEXIBLE ROTOR **

**3 BIFURCATION ANALYSIS BY NUMERICAL CONTINUATION **

**4 RESULTS **

**5 CONCLUSION **

**Condition Monitoring **

**Chapter 57: JSME v_BASE activities and some troubleshooting case studies of rotating machinery **

**ABSTRACT **

**1 INTRODUCTION **

**2 JSME v_BASE COMMITTEE **

**3 FORMAT OF CASE STUDY REPORT **

**4 CASE STUDIES (FORCED VIBRATION) **

**5 CASE STUDIES (SELF-EXCITED VIBRATION) **

**6 DISCUSSION **

**7 CONCLUSIONS **

**8 ACKNOWLEDGEMENTS **

**Chapter 58: Condition monitoring of rotating machines using on-shaft vibration measurement **

**ABSTRACT **

**1 INTRODUCTION **

**2 TEST RIG **

**3 PROPOSED METHOD FOR FAULTS CLASSIFICATION **

**4 FAULTS SIMULATION AND EXPERIMENTS **

**5 DATA ANALYSIS AND RESULTS **

**6 CONCLUSION **

**Chapter 59: Neural network based diagnosis of mechanical faults in IC engines **

**ABSTRACT **

**1 INTRODUCTION **

**2 SIGNAL PROCESSING AND FEATURE EXTRACTION **

**3 FEATURE SELECTION **

**4 BUILDING OF THE ANNS **

**5 RESULTS OF THE ANNS **

**6 CONCLUSION **

**ACKNOWLEDGEMENTS **

**Diagnostics and Faults - Fault Detection **

**Chapter 60: Anomaly detection of rolling elements using fuzzy entropy and similarity measures **

**ABSTRACT **

**1 INTRODUCTION **

**2 FUZZY ENTROPY AND SIMILARITY MEASURE **

**3 FEATURE EXTRACTION AND COMPUTATION **

**4 EXPERIMENTAL RESULTS AND DISCUSSION **

**5 CONCLUDING REMARKS AND FUTURE WORKS **

**Chapter 61: Fault identification of rolling element bearings from vibration signals: an application of Kalman and H∞ Filters **

**ABSTRACT **

**1 INTRODUCTION **

**2 ANALYSIS **

**3 RESULTS AND DISCUSSION **

**4 CONCLUSION **

**Chapter 62: Identification of multiple fault parameters in a flexible rotor-bearing-coupling system based on forced responses **

**ABSTRACT **

**1 INTRODUCTION **

**2 MODEL DESCRIPTION AND IDENTIFICATION ALGORITHM **

**3 DEVELOPMENT OF IDENTIFICATION ALGORITHM **

**4 RESULTS AND DISCUSSIONS **

**5 CONCLUSION **

**APPENDIX A COUPLING MATRICES **

**Chapter 63: Compensating for speed variation by order tracking with and without a tacho signal **

**ABSTRACT **

**1 INTRODUCTION **

**2 PHASE DEMODULATION AND ANGULAR RESAMPLING **

**3 COMPENSATING FOR SPEED VARIATIONS **

**4 IMPROVEMENT BY FURTHER ITERATION **

**5 CONCLUSION **

**Electrical Machines **

**Chapter 64: FEM-based vibration analysis of a soft mounted two-pole induction motor regarding electromagnetic excitation due to static rotor eccentricity **

**ABSTRACT **

**1 INTRODUCTION **

**2 ELECTROMAGNETIC FORCES **

**3 DATA OF THE ANALYZED MOTOR **

**4 FINITE ELEMENT MODEL **

**5 NATURAL VIBRATION ANALYSIS **

**6 FORCED VIBRATION ANALYSIS **

**6.1 Boundary conditions **

**6.2 Relative shaft displacements in the sleeve bearing housings **

**6.3 Bearing housing vibrations **

**6.4 Evaluation of the vibration behavior **

**7 CONCLUSION **

**Chapter 65: Analytical-computational approach to dynamic investigation of the electro-mechanical coupling effects in the rotating systems driven by asynchronous motors **

**ABSTRACT **

**1 INTRODUCTION **

**2 MODELLING OF THE ELECTROMECHANICAL SYSTEM **

**3 SOLUTION OF THE PROBLEM **

**4 COMPUTATIONAL EXAMPLES **

**5 FINAL REMARKS **

**Chapter 66: Modeling two-pole cage induction machine equipped with embedded force actuator **

**ABSTRACT **

**1 INTRODUCTION **

**2 MACHINE TO BE MODELED **

**3 DERIVING THE MODEL **

**4 FREQUENCY RESPONSE **

**5 MEASUREMENT TECHNIQUES **

**6 RESULTS **

**7 CONCLUSIONS **

**ACKNOWLEDGMENT **

**Chapter 67: Microvibration modelling and testing of a satellite reaction wheel assembly **

**ABSTRACT **

**1 INTRODUCTION **

**2 RWA MODELLING **

**3 RWA DISTURBANCE TEST **

**4 MODAL VALIDATION **

**5 CONCLUSION **

**6. ACKNOWLEDGEMENT **

**Torsional Vibration **

**Chapter 68: Torsional vibration of machines with gear errors **

**ABSTRACT **

**1 INTRODUCTION **

**2 MODELLING THE GEAR SYSTEM **

**3 SIMULATED EXAMPLE **

**4 CONCLUSIONS **

**ACKNOWLEDGEMENTS **

**Chapter 69: Calculations of lateral-torsional coupled vibration in AC motor-driven geared rotor system with mode synthesis approach **

**ABSTRACT **

**1 INTRODUCTION **

**2 ROTOR SYSTEM AND DYNAMICS OF ROTOR MODEL **

**3 RESULTS OF CALCULATION **

**4 CONCLUSIONS **

**Chapter 70: Efficient approach for encoder geometry compensation in time interval measurement of torsional vibration **

**ABSTRACT **

**1 INTRODUCTION **

**2 TIM PROCEDURE DESCRIPTION **

**3 ENCODER GEOMETRY CHARACTERIZATION AND CORRECTION **

**4 TORSIONAL VIBRATION MEASUREMENT SYSTEM **

**5 EXPERIMENTAL STUDY **

**6 CONCLUSIONS **

**Chapter 71: Electro-mechanical interaction in the torsional dynamics of LNG compression trains with LCI variable speed drive **

**ABSTRACT **

**1 TURBOMACHINERY TORSIONAL ANALYSIS **

**1.1 Modal analysis and Reduced Modal Model **

**1.2 Open-Loop Analysis vs. Closed-Loop Analysis **

**2 POWER ELECTRONICS AND VARIABLE SPEED DRIVES **

**2.1 ElectroMechanical Interaction in a system with a Variable Speed Drive **

**2.2 Harmonics and Interharmonics in a 12 pulse converter **

**3 CLOSED LOOP ELECTROMECHANICAL MODEL **

**4 VALIDATION OF THE MODEL **

**4.2 Constant Torque Set Point **

**4.3 Change in Torque Set Point **

**CONCLUSIONS AND NEXT STEPS **

**Author Index **

Published by Woodhead Publishing Limited

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Keynote Addresses

**Modelling, dynamic behaviour and diagnostics of cracked rotors **

**P. Pennacchi *, Politecnico di Milano, Dept. of Mechanical Engineering, Italy **

One of the most common incipient losses of structural integrity in mechanical structures is the development and propagation of a crack. This happens also in rotating machinery and a very rich, but also in some way confusing, literature about cracked rotors has appeared in the last 30 years.In the paper, a general and wide overview about the behaviour of cracked rotors will be presented, covering several aspects of this topic. In particular modelling, dynamic behaviour and diagnostics of cracks will be analyzed in detail, introducing also practical examples and cases of industrial machinery, including some topics barely documented in literature such as helical and annular crack development.

The propagation of shaft cracks is one of the most dangerous faults that can occur in rotating machinery [**1]. If this fault is not early detected, it can cause serious damage as well as long outages and expensive maintenance actions. **

Transverse cracks that propagate in the shafts of rotating machines cause a change of the local flexural stiffness of the rotor. Moreover, in horizontal machine-trains, the shaft weight causes rotor bending that gives rise to tensile axial stresses, acting in the lower area of the faulty cross-section, which tend to open the crack. Conversely, the axial compressive stresses generated in upper area of the cracked cross-section tend to cause the contact between the crack surfaces. Therefore, during a complete revolution of the shaft, a transverse crack can be subjected to a *breathing phenomenon*, that is a periodic closure and opening of the crack.

Transverse cracks can propagate in the cross-section of the shafts of rotating machines as a consequence of very high fatigue stresses. In general, the stress distribution in a rotor is rather complex, being the consequence of many concomitant static and dynamic loads. Owing to some of the most important of them, the cracked section is subjected to time-varying axial stresses generated by different causes, in operating condition, both at low and high rotational speeds. Some of these stresses are *periodic *as they depend on mechanical phenomena that are influenced by the shaft angular position. Other important axial stresses are *aperiodic *as they are caused by quasi-static loads. With regard to this, the stresses caused, for instance, by changes of the machine thermal condition can be very important. In general, these thermal transients occur within time intervals that are considerably longer than the revolution period of the shaft. Therefore, the corresponding axial stresses gradually increase, or decrease, during sufficiently long time intervals. Detailed analyses of thermal effects on breathing mechanism are presented in [**1][2]. **

In the case of very thin cracks, having planar surfaces, the time-varying axial stresses acting on the cracked section of the shaft can cause a temporary opening, or closure, of the crack. Negative compressive stresses can cause contact between the fracture surfaces, whereas positive tensile stresses tend to open the crack. This phenomenon is often called crack breathing.

The breathing mechanism has been analysed in literature by several authors: Mayes and Davies [**3] proposed the so called switching crack, in which the crack is either completely closed or open and passes abruptly from one state to the other. Nelson and Nataraj [4] proposed a switching criterion based on the curvature of the shaft, while Wauer [5] based his criterion on the sign of the total axial strain at extreme fiber of the cross section of the shaft. Mayes and Davies [6] improved their model by introducing a smoothing trigonometric function of the rotation angle of the section. However, all these approaches, along with similar ones [7][8], suppose that the area of the cracks that is in contact for various rotation angles is a priori known as observed by Andrieux and Varé [9]. Functions that rule the breathing of the crack are still used in the literature, as in Sinou and Lees [10], Patel and Darpe [11], Sawicki et al. [12], Ishida et al. [13][14] and Sinou and Faverjon [15]. **

A different approach was proposed by Dimarogonas and Papadopoulos [**16] by considering shaft elasticity and stress intensity factors, with a typical approach of Solid Mechanics. Starting from that and by the introduction of the concept of crack closure line by Darpe et al. [17][18] and of other improvements by Papadopoulos [19]. This method has been widely used (see for instance Papadopoulos [20] and Sekhar [21][22][23]). However, some limitations of this approach have been highlighted, such as the limitation to consider cracks deeper than 50% of the diameter [19] or thermal stresses or crack closure effects [1]. **

Other approaches, able to manage the previously mentioned limitations have been proposed in [**9][24] and [25]. **

However, owing to the interest in defining the true breathing behaviour of cracked shafts, some tests have been performed in the laboratory of the Dept. of Mechanical Engineering of Politecnico di Milano, as described in [**1], to measure the strains in different points of a cracked shaft, with 70 mm diameter, under different load conditions. To this aim, a series of strain-gauges have been applied close to the crack and also directly across the crack lips (see figure 1). **

**Figure 1 **Detail of strain-gauge positions close and across the crack, from [**1]. **

The horizontal cracked specimen was subjected to different stationary loads and rotated in different angular positions in order to excite the breathing of the crack.

Two different non trivial effects have been observed: the *crack closure effect *and the *local contact conditions of the crack lips *in closed crack configuration, which are now discussed:

a) Crack closure effect: Small loads, generating small bending moments in the locality of the crack, were not able to open the crack. The crack closure effect generates an internal bending moment that holds the crack closed. Only when the external bending moment overcomes the internal bending moment, then the lips of the crack start to open.

b) Local contact conditions of the crack lips: When the crack is closed, with an external bending moment that sums up to the internal bending moment, the measured compressive strain is much higher than the theoretical strain calculated assuming a linear compressive stress distribution over the cracked section. This can be explained by assuming that the contact is not spread over all the cracked area when the crack is closed, but it occurs only on a smaller portion of the cracked surface, or on the crack lips only, determining higher strains associated also to stress intensity factors. This aspect is also related to the crack closure effect.

Despite the fact that crack closure effects have been studied by several researchers (see for instance [**26]), their influence, on the breathing behaviour of rotating shafts, has never been modelled suitably, to the author’s knowledge. **

Despite the highly non-linear stress and strain distribution in the cracked area and the non-linear breathing behaviour, the overall load-strain behaviour results are quite linear. The overall load vs. deflection law can therefore easily be represented by a linear model like the FLEX model presented in [**1]. **

Cracked shaft diameter was larger than 70 mm when the crack had been initiated by means of a small notch generated by electro-erosion and had propagated roughly up to half way the shaft cross section by applying a constant bending load to the rotating shaft. The specimen was then machined and the diameter was reduced to the final one by turning, so that the initial slot was removed.

The final cracked section has the shape shown in **figure 2, as determined from ultrasonic test measurements. The cracked shaft has been clamped at one end but can be rotated around his axis by steps of 15° each. A vertical load has been applied at the other end and has been increased by steps. Theoretical stresses and strains are calculated assuming no crack. **

**Figure 2 **Shape of the crack and strain-gauge positions.

Strain-gauges from A1 to A11 were applied each 15°, as close as possible to the crack. Strain-gauges from A12 to A15 were applied to an integer section, which was sufficiently far away from the crack to be not influenced by its breathing behaviour and their measurements are used as reference signals. Strain-gauges from A16 to A28 were applied at 15° in correspondence of the crack, but on the integer part opposite to the crack. Strain-gauges from B31 to B39 were applied across the lips, as it is shown in **figure 2. **

Typical results are shown in **figure 3 for measuring point A6, in which the maximum effect of the crack is expected. Angle 0° indicates that crack axis (which passes close to measuring point A6) is directed vertically downwards (crack open), angle 180° indicates that crack axis is directed vertically upwards (crack closed). A flat zone in strain level (about 140 με) is clearly recognisable between 0° and 60° and between 300° and 360°, for a total range of angular positions of 120°. In this range of angular positions where the strain does not change, provided that sufficient load is applied, the crack is supposed to be definitely open. The strain for the open crack is not zero but a tensile strain of 140 με is measured on the open crack lips. **

**Figure 3 **Strain vs. rotation measured by strain-gauge A6.

This can be explained by the presence of an internal pre-stress on the crack lips due to the crack closure effect, generating a compressive strain of 140 με, when the strain-gauges have been applied to the shaft with no external loads. Only the loads that generate a similar value of tensile stresses are they able to open the crack. Similar results, but generally with higher values (up to 240 με) of compressive strains due to the crack closure effect, have been found in the other measuring points A3, A4, A5 and A7. The behaviour is different in positions that are closer to the crack ends, i.e. also closer to the crack tip, as in measuring point A10.

When the crack is closed (at the angular position of 180°), the compressive stress of 350 με in correspondence of maximum load, is much higher with respect to the theoretical value of 190 us, calculated considering the load applied on a un-cracked specimen. This can be attributed to the fact that only a smaller part of the cracked surface is in contact, generating locally higher stresses and also stress intensity factors which would be absent if the crack faces were completely in contact each other over the complete crack area. This strain magnification is present for all loads in proportion with the same value, but its value is different for different measurement points and tends to unity (no strain magnification) close to the crack ends (in measuring points A1 and A10), as expected.

At the measuring points close to the crack ends, when the loads generate tensile stresses, during the gradually opening of the crack, rather high stress intensity factors have been measured that are due to the closeness of the crack tip to the measuring points. At the measuring point A16 (opposite to A6), the maximum tensile strain is 240 με (opposite to the closed crack), which is somewhat higher than the theoretical value of 190 με: this might be caused by the fact that not all the cracked area is in contact with the opposite face.

The measured behaviour has been also simulated, with the aid of a model of the crack. The FLEX model used for calculating the breathing behaviour and the reduced stiffness of the cracked shaft is described in [**1] and the details are not reported here for the sake of brevity. The crack closure effect has been simulated by an external bending moment that tends to hold the crack closed, generating a maximum of 140 με of compressive strain. Figure 4 shows the comparison of calculated results obtained with the above specified model, with the experimental results in measuring point A6 for the maximum load. It is surprising how good the simplified model is able to reproduce the experimental behaviour. This occurs at almost all measuring points. The quasi-linear breathing behaviour model can be considered completely validated with these experimental results. **

**Figure 4 **Comparison of calculated and experimental results at point A6.

A crack may propagate from some small imperfections on the surface of the body or inside of the material and it is most likely to develop in regions of high stress concentration. Cracks in rotating shafts are most likely to appear due to sharp changes of the diameter or of the geometry of the shaft (for instance due to the presence of holes, slots for keys, threads and so on) in regions of high stress concentration.

Also thermal stresses that develop as a consequence of the working fluid in thermal machines, such as steam and gas turbines, and thermal shocks are responsible for generating high local stress intensity factors, which can cause the initiation of a crack and its propagation.

In rotating shafts, the cracks propagate generally in a plane perpendicular to the shaft axis, when axial bending stresses are prevailing, generating a *transverse crack*. A typical example is shown in **figure 5, where the actual shape of the crack in a generator was found definitively after dismantling the rotor and breaking it. The crack had propagated to nearly 50% of the cross section area. The starting point was in correspondence to a defect in a slot for the windings (see figure 5). **

**Figure 5 **Transverse crack in a generator (left); starting point (right), from [**1]. **

However, conical crack surfaces and helical crack surfaces, as well as annular and longitudinal cracks, have also been reported in the literature.

The crack may have any orientation at its starting point, depending on local conditions, but when the crack propagates more deeply, its direction is mainly radial and the cracked surface, although not exactly, is roughly planar, with vanishingly small curvatures.

The propagation velocity may change from case to case in rotating shafts. Propagation times of 74,000 up to 101,000 hours of operation are reported from detection, or suspected presence, to dangerous crack depth, but only 2,500 hours of operation has been enough to deepen consistently the crack in other cases. Very frequently the crack moves in steps, alternating in growth to stop: both can be seen on the cracked surface pattern where the rest lines called beach marks are recognizable. These are evident in **figure 5. **

Generally, when the crack approaches a dangerous depth, it propagates more quickly, with a propagation velocity that increases almost exponentially. The final growth, up to a critical dangerous depth, takes sometimes only few days of operation.

Generally, cracks propagate in surfaces which are roughly planar, even if not exactly as analyzed in detail in [**27][28], and perpendicular to the rotation axis of the shaft. However, if a high torque combines with high bending loads, the crack may also propagate along a helical path, therefore these cracks are called helical or slant cracks. **

Cracks caused by torsional stresses develop mostly along helical surfaces rather than along planar inclined surfaces. Slant cracks (with helicoid angles up to 45°) can develop only when torque is alternating, which is usually not the case in turbomachinery.

The crack studied in [**1][25], see figure 6, developed along a helical path with an angle of 6° only on the outer surface of the shaft, owing to the combined action of bending and torsion. Such a crack could develop at mid-span of double flow steam turbines in high power turbogenerators, where the maximum bending moment due to weight combines to the transmitted torque. **

**Figure 6 **Slightly helical crack highlighted by dye penetrant, from [**1]. **

The results of the theoretical and experimental analyses showed that at full load the differences between helical and flat crack are so small that they could be neglected.

When torsional load is removed, then higher differences arise, but mainly for the torsional degree of freedom, which is excited by the bending load by means of a coupling effect.

In this condition torsional deflections are generated by bending moments due to coupling effects and torsional vibrations are excited in rotating shafts. This constitutes a clear symptom of the presence of a helical crack in a shaft line: when during a run-down transient (at no torsional load) the torsional natural frequencies are strongly excited at the corresponding rotating speed, this could be due to the relevant coupling effect of the helical crack.

Occasionally, multiple crack initiations can occur along the circumference of the external surface of the shaft. This phenomenon can give rise to the propagation of a full-annular transverse crack [**2][29]. In general, the contour of the corresponding residual section is nearly a circle, the centre of which can be affected by an eccentricity with respect to the shaft axis (see figure 7). **

**Figure 7 **Cross-section of shaft showing an annular crack, from [**2]. **

The analysis of the breathing mechanism of annular cracks shows that the highest values of the eccentricity, as well as the lowest values of the radius, cause the highest values of the crack depth. The highest changes of the angle of the neutral axis, with respect to the reference, occur during a complete revolution. However, owing to the crack shape, even the highest values of the inclination angle of the neutral axis are limited. This reduces the amount of the complex flexion of the shaft, caused by its weight, and the levels of the super-synchronous vibrations.

Therefore, this type of crack, the propagation of which has been occasionally detected near high-pressure stages of steam turbines, can cause only small levels of the twice per revolution vibrations of the shaft that, in general, are considered the most common and characteristic symptom of the presence of a shaft crack.

Model based techniques are able to identify the presence, the position and even the depth of cracks in rotors. Crack diagnosis is performed by means of parity equations, by introducing *external forces *that are *equivalent *to the effects of the crack.

The starting point for the definition of equivalent external forces to cracks is the system of dynamic equations of the machine, obtained by considering the rotor modelled by means of finite beam elements, the bearings by equivalent damping and stiffness and the foundation by a suitable representation (pedestals, modal, transfer matrix or rigid).

The system of dynamic equations of a large rotating machine, with several d.o.f.s, is typically:

where the mass matrix [**M**] takes also into account the secondary effect of the rotatory inertia, the damping matrix [**C**] includes also the speed depending gyroscopic matrix and the stiffness matrix [**K**] takes also into account the shear effect.

Considering **eq. (1), it is difficult to identify the changes due to the developing fault in the matrices [ M], [C] and [K], which are of high order, from measurement of the absolute vibration xtotal in only few measuring planes along the shaft. **

In real rotating machines, the measurement points of the vibration along the shaft during operation are few and the transducers are normally in correspondence with the bearings. Only lateral vibrations are normally monitored, hence in the following only lateral behaviour of the rotor will be considered.

The consideration of further measuring planes along the rotor span, due to the presence of the casings and of the possible working fluids, is practically impossible, therefore methods that reconstruct modal shapes of the rotor cannot be used.

The right hand side (r.h.s.) external forces **F**(*t*) of **eq. (1) are composed of the weight (which is known) and by the original unbalance and bow (which are unknown). The system parameter changes due to the fault are indicated as[ dM], [dC] and [dK] and eq. (1) becomes: **

If the system behaviour is considered to be linear, which is acceptable for a wide class of faults [**30][31], then the total vibration xtotal can be considered as due to two superposed effects: **

**(3) **

It can be shown that the overall behaviour of a horizontal axis heavy cracked shaft is linear, under the conditions shown in [**1]. Only in extreme operating conditions, the non-linear effect of the breathing crack, which is weak in normal conditions, will influence its behaviour. **

The first vibration vector **x***ref *is the pre-fault vibration, which is due to the weight **W **. The second vibration **x***a *is due to the developing fault. The last is also called *additional vibration*. The vibration component **x***a *may be obtained by calculating the vector differences of the actual vibrations (due to weight, original unbalance, bow and fault) and the original vibrations measured, in the same operating conditions in a reference case (rotation speed, flow rate, power, temperature, etc.) before the fault was developing. A discussion about the possible errors introduced and their tracking is presented in [**32]. Recalling the definition of the pre-fault vibration xref., the following equation holds: **

which substituted in **eq. (2) with eq. (3) gives: **

The r.h.s. of **eq. (5) can be considered as a system of equivalent external forces which force the fault-free system to have the change in the additional vibration xa that is due to the developing fault only: **

**(6) **

A rather complete overview of the equivalent forcing systems to the most common faults in rotating machinery is presented in [**30][31]. **

Note that in **eq. (6) system parameters [ M], [C] and [K] are time invariant and known, but normally [C] and [K] are functions of the operating speed with regard to the gyroscopic effect and the bearing coefficients. Using this approach, the problem of fault identification is reduced to an external force identification by means of parity equations. The effect of a crack on the statical and dynamical behaviour of the rotor can be simulated in the frequency domain, by applying different sets of equivalent forces to the rotor in correspondence of the cracked beam element, one set for each of the harmonic components considered. **

The stiffness of a cracked shaft is periodic due to the breathing and the rotation of the crack, see [**1] where it is shown that the equivalent crack forces are given by the following expressions: **

of which **eqs. (8), (9) and (10) are respectively the first, the second and the third harmonic components of the crack force system. Usually higher order harmonic components are not considered for a practical reason: actual condition monitoring systems installed on real machines that performs order analysis normally store only 1X, 2X and sometimes 3X components. Note that the projections along reference axes of the harmonic component of the force system are not necessarily equal, thus the equivalent force system is not in general represented by rotating forces. **

From the experimental point of view and under the previously exposed hypothesis of linearity, the difference **x***a* = **x***tatal *– **x***ref*, between the measured vibration **x***totd *of a rotor system that has a fault and the reference case **x***ref*., represents the vibrational behaviour due to the fault, i.e. the *additional vibrations*. These vibrations are used in the identification procedure, since they are due to the impending fault only. In fact, the reference case vibrations **x***ref*. are given by **eq. (11): **

while those caused by the developing crack are given by:

If **eq. (12) is considered for an unknown crack, also [ Km] is unknown. Anyhow it can be approximated by [K] of the un-cracked shaft, from which it differs only very little: the crack affects the stiffness of one element only. Therefore the additional vibrations are given by: **

By applying the harmonic balance criteria in the frequency domain to **eq. (13) and considering the harmonic components of the additional vibrations Xn, the following equations are obtained for each one of the considered harmonic components: **

in **eq. (14) are those to be identified. For the sake of clarity and simplicity, a single fault is considered, while multiple faults can be handled using the method fully described in [30][31]. **

In the r.h.s. of **eq. (14), the equivalent force system is applied to the two nodes of the element that contains the crack. Since lateral vibrations only are considered, the model has 4 d.o.f.s per node (see figure 8) and the equivalent force is a vector of eight generalized forces. **

**Figure 8 **Degrees of freedom of an element and bending moments equivalent to crack.

Owing to energy considerations, the most important among these forces are the bending moments that are roughly equal and opposite on the two nodes of the cracked element (see **figure 8). **

In fact, cracks develop and propagate mainly due to axial stresses generated by bending moments in rotating shafts; therefore generally very high bending moments are present in correspondence of cracked elements. It can be shown that in a beam element loaded by shear forces and bending moments, the elastic deflection energy associated to the shear forces is much smaller than the energy associated to the bending moments. Therefore the first one is often neglected in comparison to the second one, as it has been done also in the Bernoulli’s beam in comparison to the Timoshenko’s beam. For this reason, the additional deflections due to the crack can be attributed to equivalent bending moments only.

Therefore the set of equivalent forces in the case of a crack is reduced to a couple of bending moments (with their relative phase) along two orthogonal directions for each *n*-th harmonic component.

, respectively each one on the reference system directions, are not full-element vectors that are convenient to be represented by means of:

**(15) **

where {**L**(*x*,*y*is a complex number representing the amplitude and the phase of the fault.

For a crack located in the *j*-th element of the shaft line, the corresponding equivalent force systems are:

where the only terms different from zero are those relative respectively to the rotational horizontal and vertical d.o.f.s of the extreme nodes of element *j*.

**Equation (14) can be now rewritten considering that, if the machine performs a speed transient, the condition monitoring systems collect data for many rotating speeds, so the additional vibrations could be available for several rotating speeds and a set of np rotating speeds is considered: **

**(17) **

Then, introducing the admittance matrix [**E **(*n***Ω**)] of the system:

**eq. (14) becomes: **

However, the equivalent force fault identification problem in **eq. (19) is overdetermined since the number of the observations (the measured vibrations at different rotating speeds) is greater than the number of the equivalent crack forces that have to be identified. The procedure used to solve the problem is determined, by recalling that the vibration measuring planes in real machines are normally corresponding to bearing location. **

Let the machine model have *nr *nodes and *nb *are measured at *np *rotating speeds in two orthogonal directions, and the supporting structure is represented by means of a foundation with *nf *d.o.f.s or modes [**31]. In case of rigid foundation, obviously nf = 0. The fully assembled model d.o.f.s are (4nr + nf) while per each rotating speed are measured only nb d.o.f.s. Note that ne, number of elements, is nr – 1 and nr >> nb. **

Since the fault has to be identified not only in its severity but also in its position, in general the procedure has to be repeated per each node of the rotor, unless the research of the fault is limited in a specified interval of the nodes.

**Equation (19) represents the general system of equations for all the d.o.f.s of the considered fully assembled machine. The admittance matrix [ E (nΩ)] has order ((4nr + nf)np × (4nr + nf)np). **

Now, least square identification is used here in order to evaluate the module, the phase and a residual of the fault, starting from the first element and moving along the rotor from element to element. Weighted least square technique, or more sophisticated techniques, can be employed in order to increase the robustness of the identification as described in [**33][34]. **

The equivalent force system, is applied in each element of the rotor model, so for all the rotating speeds the fault vector is of order ((4*nr* + *nf*)*np ×* 2). Therefore, in the first element, the localization matrix is obtained by combining the localization vectors of **eq. (16) for the i-th rotating speed: **

and for all the *np *rotating speeds:

**(21) **

, which vector is of order (2*nbnp* × 2), due to unitary force systems applied to the model is now calculated. This is done by first substituting **eq. (20) in the r.h.s. of eq. (19), and inverting matrix [ E(nΩ)], obtaining the matrix [H(nΩ)]. **

Then, the vibrations of the d.o.f.s, which are measured, are separated from the remaining d.o.f.s of the system, by considering only the rows of [**H**(*n***Ω**)] corresponding to the measured d.o.f.s. The partitioned matrix is of order (2*nbnp* × (4*nr* + *nf*)*np*) and following **eq. (23) is obtained: **

Now the complex vector:

**(24) **

, of order (2*nbnp* × 1), has to be estimated. The fitting is done in a least square sense, since the number of the unknowns (the module and the phase) is less than the equations (recalling that data are corresponding to several rotating speeds and each of the sets is composed by several measuring planes). The problem is equivalent to:

whose general solution is given by means of the pseudo-inverse calculation:

are the equivalent bending moments due to the crack, in the selected element, which is the first element as indicated by superscript (1) in **eq. (26). Finally the residual in the selected element is determined, by first obtaining the calculated response due to the identified fault in the selected element: **

**(27) **

and then by normalizing it:

The procedure is then iterated for all the *ne *elements of the rotor (or of the subset if the research is limited to a rotor part). If a fault only is considered, a set in ### of relative residuals given by **eq. (28), ordered by the element number, is obtained: **

**(29) **

indicates the most probable location of the fault, whose amplitude estimation is given by the corresponding values:

**(30) **

of **eq. (26). The closer to zero the minimum value of eq. (29), the better the estimation of the faults per each harmonic component. **

An example of model based identification of a crack, actually an annular crack, in a steam turbine from 1X vibrations is reported in [**2][29]. Figure 9 shows the identified position of the crack in correspondence of the 1st high pressure stage. This was confirmed after removing the blades and the annular crack was in the bottom of blade bucket. **

**Figure 9 **Identification of the crack position in a steam turbine (left); crack in the bottom of blade bucket (right).

It is worth noting that the 1X vibration components are due both to the breathing mechanism of the crack and to the local bow which generally has developed during the crack propagation. Therefore, the 1X component is useful for the localization of the crack, but not for the identification of its depth.

The 3X component is rather small and generally masked by some noise. Often this component can be recognized only when approaching the resonant condition at a rotating speed equal to ⅓ of the rotor 1st critical speed.

The 2X component is therefore the most suitable symptom for detecting position and depth of the crack; the highest values are obviously reached during a speed transient when approaching the resonant condition at ½ of the rotor 1st critical speed.

The final remark about the model based method regards the accuracy of the machine model. A full discussion would be far from the scope of this paper, but a reader interested in measures of accuracy in model based identification can refer to [**32]. **

Crack depth identification has been presented in [**35] for transverse cracks. The method, described in the previous section, identifies the crack position in a particular element of the rotor, whose length is known from the f.e.m. and equal to l (see figure 8). Figure 8 shows also the crack depth a, the d.o.f.s of the extremity nodes of the element and the bending caused by the equivalent moment components Mn (1X, 2X and 3X components) that are applied to this element. These equivalent bending moment components M1, M2 and M3 have been calculated from the corresponding 1X, 2X and 3X measured vibrations. **

Then the static bending moment **M **in correspondence of the same element, due to the weight and to bearing alignment conditions, is calculated from model data.

The moments **M**1, **M**2 and **M**3 represent the amplitude of the equivalent crack forces defined respectively by **eqs. (8), (9) and (10). If we neglect all terms of eqs. (8), (9) and (10) except the first one, we obtain: **

**(31) **

This assumption is reasonable if heavy, horizontal axis, industrial rotating machineries are considered, since the static deflection, in the shaft sections loaded by consistent bending moments, is much higher than the vibrations, especially when operating conditions far from resonances in critical speeds are analyzed. Moreover, it is possible to show that the projections along the reference axes are equal in case of 2X component, i.e. *M*2(*x*) = *M*2(*y*) = *M*2 and *φ*2(*x*) = *φ*2(*y*), and the equivalent force system is a rotating moment of amplitude *M*2.

have order (4*nr* + *nf*) × 1, the only elements different from zero are those corresponding to the d.o.f.s of the cracked element *j*-th. Therefore, it is more convenient to consider only the sub-matrix [*Δ***K***n*]|*j *of order 8 × 8 corresponding to those d.o.f.s and the displacement vector **x***s*|*j *of the nodes of the cracked element (see **figure 8): **

By recalling **eqs. (16) and (31), it follows that: **

and for the modulus:

**(34) **

The matrix [**ΔK***n*] is restricted to the nodes of the cracked element, therefore only the static deflections of the nodes of the cracked element are required in **eq. (34). Since in the crack, as in the Bernoulli’s beam, the shear force can be neglected with respect to bending moment flexibility, xs|j is composed mainly by rotational deflections of the extremity nodes. Therefore xs|j can be calculated by considering the statical bending moments due to static, fixed in space, force vector W acting on the cracked element. These bending moments do not change much from node to node of a element, for a suitably refined mesh of the rotor, and can therefore be considered constant in the cracked element and equal to M. The moment M is then proportional to the relative rotations of the extremity nodes of the cracked element, ψj + 1 – ψj (see figure 8). **

By considering the sub-matrix [**K***m*]|*j *of order 8 × 8 corresponding to those d.o.f.s extracted from the matrix [**K***m*], i.e. the mean value of the stiffness matrix of the cracked element, the statical deflections of the cracked element are given also by:

By replacing **eq. (35) in eq. (34), it finally results: **

**Equation (36) shows that ratio Mn / M depends only on the crack relative depth p = a/D, since [ΔKn]|j and [Km]|j of the cracked element are function of p only, if regular shapes with rectilinear tips are considered for the transverse crack. **

A similar ratio *Mn*′/*M *has been calculated for different cracks depths considering the equivalent length *lc *of a reference cracked beam element, instead of the length *l *of the cracked element in the model of the shaft. This equivalent length *lc *has been tuned by means of numerical 3D analyses as shown in [**1]. **

Moment *Mn*′ gives the same relative rotation of the nodes of the beam with length *lc *as *Mn *does with a beam with length *l*:

**(37) **

This is represented in **figure 10 for the 1X, 2X and 3 X components and expressed by the relationship in: **

**Figure 10 **Ratio of the bending moments on the equivalent cracked beam, as a function of crack relative depth *p* = *a*/*D *for the *n*X component.

**(38) **

In the same figure the curve *M*2*slot*′/*M *for an always open crack (a slot or notch) is shown: in this case the 2X component only is present and 1X and 3X component are absent.

**Equation (38) can then be used for determining the crack depth. However, as shown in [1], the length lc of the equivalent, reduced stiffness, beam element that simulates the behaviour of the cracked beam, is also depending on the relative crack depth p: **

**(39) **

The function *g*(*p*) is represented in **figure 11. Anyhow, coming from the identification procedure, the equivalent bending moments Mn are applied to an element with an actual length l instead of lc. It is worth noting that the nX measured displacements are the effect of the relative rotation of the cracked element extremity nodes, which is proportional to the product Mn · l of the identified nX bending moment component Mn applied to one element of the finite element model of the rotor, multiplied by its length l. **

**Figure 11 **Relationship between the crack relative depth *p*, the diameter *D *and the length *lc *of equivalent beam.

The equivalent bending moment component *Mn*′, applied to an equivalent cracked beam element of length *lc*, can therefore be calculated as:

**(40) **

By assuming that the static bending moment *M *applied to the original element of length *l *does not change along the element, the same *M *can be considered applied to the element with equivalent length *lc*. Recalling **eq. (38) we can derive: **

**(41) **

and using **eq. (39) we obtain: **

**(42) **

**Equation (42), shown in figure 12 for the nX components, can then be used for determining, from the known left hand side, the relative depth of the crack. **

**Figure 12 **Function for the calculation of the crack depth.

The proposed method has been validated by means of experimental tests performed on suitable test rigs, as described in detail in [**35][36]. An example is shown in figure 13. The crack position along the rotor corresponds again to element 20 and shaft diameter is 70 mm. Crack position is correctly identified by the minimum of residual curve. At the end of the tests the shaft was broken to check the actual shape and depth of the crack. From the analysis of figure 13, the crack average depth results of only about 14% in average, with a maximum depth of 11.3 mm equal to 16.1%. A relevant part of this depth is due to the notch used to let the crack starting the propagation, but form the consideration of figure 12, there is no remarkable difference between slot and 2X f(p) · g(p) curves for small crack depth. **

**Figure 13 **Crack depth identification in a test rig (left); crack shape and depth after shaft breaking.

The presence of cracks in rotors is one of the most analyzed topics in rotordynamics, due to the serious damages that may happen if this fault is not early detected. Several aspects of cracked rotors are covered in this paper, with special care to those which may affect real rotating machinery and with the support of experimental testing.

In the first part, the breathing mechanism is analyzed in detail and experimental results are presented in order to show the actual breathing of a cracked rotor. The second part presents some examples of different crack shapes and discusses crack propagation. Finally, the third part presents a model based method that, by means of inverse dynamics approach, allows the position and the depth of a crack to be identified using shaft vibrations measured by the condition monitoring system of the machine.

[1] Bachschmid, N., Pennacchi, P., Tanzi, E., Cracked Rotors, A Survey on Static and Dynamic Behaviour Including Modelling and Diagnosis. Springer, Berlin – Heidelberg, 2010.:1–401.

[2] Vania, A., Pennacchi, P., Chatterton, S. Effects of thermal transients on cracked shaft vibrations. In: *Proceedings of ASME Turbo Expo 2011 - GT2011*. British Columbia, Canada: Vancouver; 2011:1–8. [paper GT2011-46181, June 6-10].

[3] Mayes, I.W., Davies, W.G.R., The vibrational behaviour of a rotating shaft system containing a transverse crack. IMechE Conf. Vibration in Rotating Machinery, paper C168/76, Sept. 1976. 1976:53–64. [Cambridge, UK].

[4] Nelson, H.D., Nataraj, C. The dynamics of a rotor system with a cracked shaft. *Journal of Vibration and Acoustics*. 1986; 108:189–196.

[5] Wauer, J. Modeling and formulation of equations of motion for

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