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Research Papers

Effect of Unbalance Force Vector Orientation on the Whirl Response of Cracked Rotors

[+] Author and Article Information
Mohammad A. AL-Shudeifat

Aerospace Engineering,
Khalifa University of Science and Technology,
Abu Dhabi 127788, United Arab Emirates
e-mail: mohd.shudeifat@ku.ac.ae

Hanan Al Hosani

Aerospace Engineering,
Khalifa University of Science and Technology,
Abu Dhabi 127788, United Arab Emirates
e-mail: hanan.alhosani@ku.ac.ae

Adnan S. Saeed

Aerospace Engineering,
Khalifa University of Science and Technology,
Abu Dhabi 127788, United Arab Emirates
e-mail: adnan.saeed@ku.ac.ae

Shadi Balawi

Aerospace Engineering,
Khalifa University of Science and Technology,
Abu Dhabi 127788, United Arab Emirates
e-mail: Sbalawi@tamu.edu

1Present address: Mechanical Engineering, Texas A&M, College Station, TX 77843.

Contributed by the Technical Committee on Vibration and Sound of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received February 6, 2018; final manuscript received September 5, 2018; published online October 16, 2018. Assoc. Editor: Costin Untaroiu.

J. Vib. Acoust 141(2), 021001 (Oct 16, 2018) (10 pages) Paper No: VIB-18-1053; doi: 10.1115/1.4041462 History: Received February 06, 2018; Revised September 05, 2018

The combined effect of a crack with unbalanced force vector orientation in cracked rotor-bearing-disk systems on the values and locations of critical whirl amplitudes is numerically and experimentally investigated here for starting up operations. The time-periodic equations of motion of the cracked system are formulated according to the finite element (FE) time-varying stiffness matrix. The whirl response during the passage through the critical whirl speed zone is obtained via numerical simulation for different angles of the unbalance force vector. It is found that the variations in the angle of unbalance force vector with respect to the crack opening direction significantly alters the peak values of the critical whirl amplitudes and their corresponding critical whirl speeds. Consequently, the critical speeds of the cracked rotor are found to be either shifted to higher or lower values depending on the unbalance force vector orientation. In addition, the peak whirl amplitudes are found to exhibit significant elevation in some zones of unbalance force angles whereas significant reduction is observed in the remaining zones compared with the crack-free case. One of the important findings is that there exists a specific value of the unbalance force angle at which the critical whirl vibration is nearly eliminated in the cracked system compared with the crack-free case. These all significant numerical and experimental observations can be employed for crack damage detection in rotor systems.

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Figures

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Fig. 1

FE model of the intact shaft

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Fig. 2

Schematic diagrams of the crack in the shaft cross section (a) before the shaft rotation and (b) after the shaft rotation

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Fig. 3

The SpectraQuest MFS-RDS rotordynamic simulator

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Fig. 4

The DDC of the cracked rotor-bearing-disk system in (a) and the SDC in (b)

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Fig. 5

Numerical simulation vibration amplitudes with respect to the starting up time and the unbalance force vector angle β at μ=0.22 in ((a)–(c)) and μ=0.44 in ((d)–(f)) of the DDC cracked rotor system

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Fig. 6

Numerical simulation vibration amplitudes with respect to the starting up time and the unbalance force vector angle β at μ=0.22 in ((a)–(c)) and μ=0.44 in ((d)–(f)) of the SDC cracked

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Fig. 7

Effect of the unbalance mass values on the whirl response of the cracked DDC and SDC configurations in (a) and (d) at med=0.0001 , (b) and (e) at med=0.001 and in (c) and (f) at med=0.01 where the black line indicates to the crack-free cases

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Fig. 8

The obtained critical rotational speeds of the DDC and SDC systems obtained by numerical simulation in (a) and (b) and the experimental response in (c) and (d): (a) uncracked DDC, (b) uncracked SDC, (c) uncracked DDC, and (d) uncracked SDC

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Fig. 9

The experimental vibration amplitudes versus the starting up rotational speed Ω and the unbalance force vector angle β at μ=0.22 of the DDC cracked rotor system

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Fig. 10

The peaks of the experimental vibration amplitudes with respect to the unbalance force angle β at μ=0.22 of the DDC cracked rotor system

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Fig. 11

The experimental vibration amplitudes versus the starting up rotational speed Ω at μ=0.22 of the DDC cracked rotor system for a varying unbalance force vector angle

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Fig. 12

Experimental vibration amplitudes versus the unbalance force vector angle in (a) and versus both the starting up rotational speed Ω and the unbalance force vector angle in (b) and (c) at μ=0.44 of the DDC cracked rotor system

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Fig. 13

Experimental vibration amplitudes versus the starting up rotational speed Ω nd the unbalance angle β at μ=0.22 of the SDC cracked rotor system in (a) and their corresponding peaks in (b)

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Fig. 14

The experimental vibration amplitudes versus the starting up rotational speed Ω for varying unbalance force angle β at μ=0.22 of the SDC cracked rotor system

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Fig. 15

The experimental vibration amplitudes versus the starting up rotational speed Ω and the unbalance force vector angle β at μ=0.44 of the SDC cracked rotor system

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