Professional Documents
Culture Documents
Repor t
No. C-120710-001
TORSI ONAL SYSTEM DYNAMI C ANALYSI S
OF AN
WEG 300 HP I NDUCTI ON MOTOR W. VFD
COUPLED TO AN
ARI EL JGQ/ 2 COMPRESSOR
FOR THE
DYPROTEC PROJECT
Prepared f or
ANGI Energy Syst ems, LLC.
15 Pl umb St reet
Mi l t on, WI 53563
Prepared by
Charl es W. Yei ser
December 7, 2010
RBTS
Inc. ROTOR BEARING TECHNOLOGY & SOFTWARE, INC.
RBTS
Inc. ROTOR BEARING TECHNOLOGY & SOFTWARE, INC.
TERMS AND CONDI TI ONS
Consul t i ng servi ces are of f ered on a best ef f ort basi s; resul t s, opi ni ons and
recommendat i ons are drawn based upon i nf ormat i on and anal ysi s bel i eved t o
be correct and appl i cabl e. Nevert hel ess, no warrant y or guarant ee i s
expressed or i mpl i ed.
i i
TABLE OF CONTENTS
Sect i on Ti t l e Page
1. I NTRODUCTI ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
2. SUMMARY, CONCLUSI ONS AND RECOMMENDATI ONS . . . . . . . . . . . . . . 2-1
2.1 SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2. 2 CONCLUSI ONS AND RECOMMENDATI ONS . . . . . . . . . . . . . . . . . . . . . . 2-6
3. TORSI ONAL VI BRATI ON ANALYSI S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3. 1 I NTRODUCTI ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3. 2 TORSI ONAL NATURAL FREQUENCY AND MODE SHAPES . 3-2
3. 3 STEADY-STATE TORSI ONAL RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
APPENDI CES
Appendi x A St ress/ Fat i gue Anal ysi s
Appendi x B Ref erenced Engi neeri ng Mat eri al s
i i i
1-1
1. I NTRODUCTI ON
A t orsi onal vi brat i on anal ysi s of a mot or-dri ven JGQ/ 2 compressor dri ve
t rai n was perf ormed by RBTS f or t he Dyprot ec proj ect . The dri ve t rai n
t echni cal i nf ormat i on was suppl i ed by ANGI Energy Syst ems, LLC. (ANGI )
duri ng t he mont hs of November and December 2010. Addi t i onal coupl i ng
and compressor mass-el ast i c and t orque-ef f ort dat a were recei ved f rom
t he respect i ve manuf act urers duri ng t hi s t i me peri od.
The compressor dri ve t rai n i s envi si oned t o provi de l oaded operat i on over
a range of speeds f rom 900 t o 1800 rpm. The anal yzed t rai n
conf i gurat i on consi st s of a VFD cont rol l ed 300 HP WEG i nduct i on mot or
(Frame 586/ 7T) t hat i s connect ed t o an Ari el JGQ/ 2 compressor
(AP020713). Thi s t orsi onal vi brat i on st udy i ncl uded t he sel ect i on of a
sui t abl e coupl i ng, as wel l as possi bl y a compressor-mount ed f l ywheel
assembl y and ot her hardware modi f i cat i ons, t o provi de accept abl e dri ve
t rai n t orsi onal perf ormance. Af t er several prel i mi nary cal cul at i ons, a
cust omi zed T. B. Woods HSH 42 f l exi bl e di sc coupl i ng was sel ect ed f or
t hi s appl i cat i on. The anal yt i cal t orsi onal vi brat i on st udy f or t he above
mot or-dri ven, reci procat i ng compressor appl i cat i on are present ed i n t hi s
report .
The anal yses cont ai ned i n t hi s report were carri ed out t o det ermi ne t he
dri ve t rai n t orsi onal nat ural f requenci es, mode shapes of vi brat i on, and
t orsi onal response (t orques/ st resses and angul ar mot i ons) under vari ous
reci procat i ng compressor l oad condi t i ons. The response dat a were
ut i l i zed t o eval uat e t he t orsi onal f at i gue f act ors of saf et y of vari ous
el ement s al ong t he dri ve t rai n, as wel l as t o assess t he manuf act urer' s
t orsi onal vi brat i on l i mi t s. Compressor perf ormance charact eri st i cs
ut i l i zed i n t he anal ysi s were suppl i ed by t he compressor manuf act urer
(Ari el ) and are i ncl uded i n Appendi x B of t hi s report .
A f l exi bl e di sc coupl i ng was sel ect ed f or t hi s reci procat i ng compressor
appl i cat i on t o obt ai n accept abl e margi ns of avoi dance wi t h promi nent
mechani cal and el ect ri cal t orsi onal exci t at i ons and t he f requency of t he
t rai n' s f undament al t orsi onal t wi st mode of vi brat i on over i t s operat i ng
speed range. To f ul l y quant i f y t he dri ve t rai n' s dynami c behavi or, t he
mot or and compressor' s t orque-ef f ort perf ormance dat a was used t o
generat e t orsi onal response over t he requi red anal yt i cal operat i ng speed
range of 900 1800 rpm. The response dat a was ut i l i zed i n conj unct i on
wi t h an advanced t orsi onal st ress/ f at i gue anal ysi s, as wel l as ot her
manuf act urer perf ormance l i mi t s, t o conf i rm t hat t he dynami c shaf t
t orques and t orsi onal vi brat i ons were wi t hi n accept abl e l evel s t hroughout
t he dri ve t rai n.
1-2
Thi s report document s t he t orsi onal vi brat i on anal yses perf ormed f or t he
Dyprot ec JGQ/ 2 compressor dri ve t rai n, havi ng a cust omi zed T. B. Woods
HSH 42 coupl i ng. Sect i on 2 present s a syst em perf ormance summary,
concl usi ons, and recommendat i ons. Sect i on 3 present s a det ai l ed
descri pt i on of t he t orsi onal vi brat i on anal yses.
2-1
2. SUMMARY CONCLUSI ONS AND RECOMMENDATI ONS
A f i ni t e-el ement based t orsi onal vi brat i on anal ysi s of t he proposed
Dyprot ec proj ect JGQ/ 2 dri ve t rai n, havi ng a f l exi bl e di sc coupl i ng,
i dent i f i ed several harmoni c i nt erf erences (t orsi onal resonances) wi t h t he
dri ve t rai n' s t orsi onal t wi st modes of vi brat i on wi t hi n t he compressor' s
anal yt i cal desi gn operat i ng speed range of 900 1800 rpm.
Two compressor perf ormance condi t i ons were anal yzed t o eval uat e t he
t rai n' s st eady-st at e dynami c t orsi onal response over a range of speeds
bet ween 900 1800 rpm. The resul t i ng t orque dat a were subsequent l y
ut i l i zed i n an advanced st ress/ f at i gue anal ysi s t o quant i f y t he robust ness
of t he cri t i cal dri ve t rai n el ement s. As requi red, vari ous ot her si mul at ed
vi brat i on dat a were al so compared agai nst t he manuf act urers' and/ or end-
user' s perf ormance requi rement s. A summary of t he anal ysi s resul t s,
concl usi ons and recommendat i ons f ol l ow.
2. 1 SUMMARY
A schemat i c represent at i on of t he dri ve t rai n mat hemat i cal model i s
present ed i n Fi gure 2-1. A det ai l ed descri pt i on of t hi s model i s
cont ai ned i n Sect i on 3.
The comput ed dri ve t rai n t orsi onal nat ural f requenci es are present ed i n
Tabl e 2-1. The l owest "f undament al " t orsi onal t wi st nat ural f requency
(Mode # 1) of t he syst em i s 14, 162 mi n
- 1
(cpm) whi ch pl aces t hi s
f requency bet ween t he 7
t h
and 8
t h
orders of t he maxi mum operat i ng
speed (i . e. 7. 87 t i mes t he maxi mum speed of 1800 rpm).
Fi gure 2-2 present s t he Campbel l Di agram (Cri t i cal Speed Map) f or t he
model ed dri ve t rai n. Thi s di agram provi des a graphi cal present at i on of
t he t orsi onal nat ural f requenci es (hori zont al l i nes) al ong wi t h mul t i pl es
of t he dri ve speed t o expedi t i ousl y i dent i f y i nt erf erences (i nt ersect i ons)
wi t h harmoni c exci t at i ons (t ypi cal l y bet ween 1
st
t hrough t o 12
t h
orders).
Thi s map present s i nt erf erences wi t h t he f i rst t wo modes of vi brat i on
(Modes #1 & #2) f or t he model ed dri ve t rai n. The cri t i cal speed map
has been annot at ed wi t h an "X" at each i nt erf erence poi nt . Ref erri ng
t o t hi s f i gure, t here are harmoni c i nt erf erences (t orsi onal resonances)
wi t h Mode #1 and t he 8
t h
12
t h
mul t i pl es of t he runni ng speed wi t hi n
t he 900 1800 rpm speed range.
2-2
The f i rst and second mul t i pl es of t he mot or el ect ri cal suppl y l i ne
f requency (30 - 60Hz) i s wel l bel ow t hi s t rai n' s f undament al nat ural
f requency.
Fi gure 2-3 present s t he f undament al t orsi onal t wi st mode shape of t he
dri ve t rai n (Mode # 1). Typi cal l y, f or di rect -dri ve mot or/ compressor
syst ems, t hi s mode of vi brat i on i s responsi bl e f or t he maj ori t y of t he
dynami c ampl i f i cat i on of t he dri ve t rai n t orques and, as such, i s t he
"mode of concern" f or t hi s arrangement of equi pment . I t s f requency
(14, 162 cpm) i s bet ween t he 7
t h
and 8
t h
orders of t he maxi mum runni ng
speed. An exami nat i on of t hi s mode shape reveal s t hat t he maxi mum
t orsi onal st rai n, as i dent i f i ed by i ts node (l ocat i on where i t crosses t he
shaf t cent erl i ne), i s l i kel y t o occur i n t he mot or dri ve shaf t . Si mi l arl y,
an eval uat i on of Mode #2, (Fi gure 2-4) demonst rat es t hat t he maxi mum
vi brat ory t orque l evel s owi ng t o t hi s mode of vi brat i on i s l i kel y t o occur
i n t he mot or dri ve shaf t , as wel l as i n t he compressor crankshaf t .
Torsi onal response anal yses were perf ormed t o cal cul at e t he dynami c
t orques al ong t he dri ve t rai n, resul t i ng f rom t he i nput (mot or) and l oad
(compressor) t orques, usi ng a non-synchronous st eady-st at e response
anal ysi s. Thi s t ype of anal ysi s consi ders t he compressor t orque as
def i ned by one compl et e cycl e (crank revol ut i on). Accordi ngl y, t he
manuf act urer-suppl i ed t orque ef f ort curves and appropri at e phase
rel at i onshi ps f or each t hrow i n t he compressor are i ncl uded as part of
t he si mul at i on. Thus, t hi s anal ysi s met hod capt ures t he exact l oadi ng
pat t ern at each t hrow l ocat i on t o comput e t he exact syst em response
at vari ous l ocat i ons al ong t he dri ve t rai n.
Two JGQ/ 2 compressor perf ormance condi t i ons were anal yzed t o
def i ne i t s gas compressi on operat i on over a range of speeds bet ween
900 1800 rpm. The compressor perf ormance condi t i ons ut i l i zed i n
t he t orsi onal response anal ysi s are summari zed i n Tabl e 2-3. The
manuf act urer-suppl i ed compressor t orque-ef f ort and operat i onal dat a
are cont ai ned i n Appendi x B of t hi s report .
2-3
Torsi onal Response wi t h Loaded Compressor Perf ormance
Torsi onal f orced response cal cul at i ons were perf ormed f or t he sel ect ed
desi gn poi nt compressor l oadi ng condi t i ons f or t he JGQ/ 2 compressor
(Load Cases #1 & #2). To eval uat e t he i nf l uence of nearby resonances
at t he ext remes of t he speed envel ope, t he st eady-st at e dynami c
response associ at ed wi t h t hi s compressor perf ormance condi t i on was
eval uat ed over an expanded range of speeds bet ween 600 2100 rpm.
Accept abl e t orsi onal response was det ermi ned by t he f ol l owi ng cri t eri a:
1. Mot or
Maxi mum dri ve shaf t vi brat ory t orque l i mi t of 91, 870 i n-l bf
( 1)
Maxi mum mot or core speed osci l l at i on l i mi t of 2 3%
( 2)
2. Compressor
Maxi mum dri ve st ub vi brat ory t orque l i mi t of 20, 630 i n-l bf
( 1)
Maxi mum crankshaf t vi brat ory t orque l i mi t of 28, 400 i n-l bf
( 1)
3. Coupl i ng
Maxi mum vi brat ory t orque l i mi t of 38, 220 i n-l bf
( 3)
1. Maxi mum vi brat ory t orque l i mi t corresponds t o a t orsi onal shaf t
f at i gue f act or of saf et y of 1. 5 under rat ed l oad t orque condi t i ons of
10, 420 i n-l bf (see Appendi x A f or f at i gue cal cul at i ons).
2. Common i ndust ry l i mi t .
3. Manuf act urer' s vi brat ory t orque l i mi t at t he mot or' s rat ed t orque of
10, 420 i n-l bf and a coupl i ng rat i ng of 73, 000 i n-l bf see Appendi x B f or
f urt her det ai l s.
2-4
Owi ng t o t he subst ant i al quant i t y of dat a generat ed by t he response
anal yses, a represent at i ve sampl e of t he t orsi onal response resul t s
have been sel ect ed f or present at i on i n mai n body of t hi s report .
However, t he f ul l compl ement of t he t orsi onal resul t s i s provi ded i n t he
f orm of summary t abl es f or al l of t he eval uat ed perf ormance
condi t i ons.
The si mul at ed t orsi onal response f or t he dri ve t rai n was det ermi ned t o
be accept abl e over a range of operat i ng speeds bet ween 900 1800
rpm. The si mul at ed t orsi onal response was f ai rl y si mi l ar f or al l cases
consi dered. For ref erence, a di scussi on of t he t orsi onal response
resul t s correspondi ng t o a maxi mum HP condi t i on i s present ed herei n.
Load Case #1 Resul t s
Fi gure 2-5 present s t he appl i ed t orques at each of t he compressor
t hrows, as wel l as t hei r t ot al , as a f unct i on of crank angl e f or t he
compressor perf ormance condi t i on correspondi ng t o Load Case #1.
Fi gure 2-6 present s t he t rai n' s t orsi onal response (combi ned order
vi brat ory t orque ampl i t udes) as a f unct i on of speed at vari ous l ocat i ons
on t he mot or shaf t and coupl i ng under t he compressor perf ormance
condi t i ons correspondi ng t o t hi s l oad case. Despi t e t he presence of
several t orsi onal resonances, t here i s l i t t l e, or no, dynami c
ampl i f i cat i on of t he vi brat ory t orque wi t hi n t he operat i ng speed range.
The i ncreases i n dynami c t orque l evel s at speeds around 2025, 1770,
1575, 1415, and 1290 rpm are t he resul t of t orsi onal resonances
bet ween t he f i rst t orsi onal t wi st mode of vi brat i on and t he 7x 11x
harmoni c orders of compressor t orque, respect i vel y. The si mul at ed
mot or shaf t and coupl i ng response l evel s are wi t hi n t he gui del i nes f or
accept abl e t orsi onal perf ormance.
Fi gure 2-7 present s si mi l ar dat a f or t he compressor crankshaf t
el ement s. Ref erri ng t o t hi s dat a, despi t e t he presence of several
t orsi onal resonances, t here are rel at i vel y smal l dynami c ampl i f i cat i ons
of t he vi brat ory t orque wi t hi n t he operat i ng speed range. Si mi l ar t o t he
previ ous dat a, t he i ncreases i n dynami c t orque l evel s at speeds around
2025, 1770, 1575, 1415, and 1290 rpm are t he resul t of t orsi onal
resonances bet ween t he f i rst t orsi onal t wi st mode of vi brat i on and t he
7x 11x harmoni c orders of compressor t orque, respect i vel y. The
predi ct ed l evel s of vi brat ory t orque i n t he compressor crankshaf t are
wi t hi n t he gui del i nes f or accept abl e t orsi onal perf ormance over t he
ent i re speed range.
2-5
Fi gure 2-8 present s t he compressor auxi l i ary dri ve mot i ons i n t erms of
t he si ngl e order harmoni c ampl i t udes. Si mi l ar t o t he previ ous t orque
dat a, t he af orement i oned resonances are apparent i n t he response
resul t s. Al so, t he not abl e i ncreases i n t he 1x and 2x osci l l at i on
ampl i t ude l evel s at t he l ower speeds are t he resul t of non-resonant
behavi or t hat occurs as a consequence of sl owi ng t he syst em down
t he 1x and 2x component s of t orque produce hi gher angul ar
di spl acement s as t he speed decreases. The si mul at i on resul t s are
wi t hi n accept abl e l evel s over t he operat i ng speed range.
Fi nal l y, Fi gure 2-9 present s t he mot or core t orsi onal osci l l at i on resul t s
i n t erms of t hei r combi ned order ampl i t udes. Si mi l ar t o t he previ ous
t orque dat a, t he not abl e i ncrease i n t he osci l l at i on ampl i t ude l evel at
t he l ower speeds i s t he resul t of non-resonant behavi or t hat occurs as
a consequence of sl owi ng t he syst em down t he 1x and 2x
component s of t orque produce hi gher angul ar di spl acement s as t he
speed decreases. Wi t hi n t he vi ci ni t y of each operat i ng poi nt , t he
si mul at i on resul t s are wi t hi n accept abl e l evel s.
The f ul l compl ement of t he t orsi onal response resul t s f or t he sel ect ed
compressor perf ormance (Load Cases #1 & #2) i s summari zed i n Tabl e
2-4.
2-6
2. 2 CONCLUSI ONS AND RECOMMENDATI ONS
1. Based on t he anal ysi s perf ormed and present ed i n t hi s report , t he
si mul at ed t orsi onal vi brat i ons i n t he JGQ/ 2 compressor dri ve t rai n are
accept abl e over a range of speeds bet ween 900 1800 rpm.
The sel ect ed coupl i ng t o connect t he mot or dri ver t o t he compressor
i s a cust omi zed T. B. Woods HSH 42 (machi ned st eel spacer ). The
mot or and compressor-si de coupl i ng hubs must be f abri cat ed f rom
st eel and be bored f or keyl ess shaf t i nt erf erence f i t s. The
compressor si de hub must be short ened t o mat ch t he avai l abl e l engt h
on t he compressor dri ve st ub shaf t . Ref er t o Appendi x B f or more
coupl i ng i nf ormat i on.
2. The st ress/ f at i gue anal ysi s i ndi cat es accept abl e l evel s of t orsi onal
shaf t st ress i n t he ent i re dri ve t rai n wi t hi n t he af orement i oned
recommended operat i ng speed range.
3. The VFD vendor shoul d be consul t ed t o conf i rm t hat t hei r equi pment
wi l l not cause any t orque pul sat i ons i n t he el ect ri c mot or dri ver.
4. Any modi f i cat i ons t o t he JGQ/ 2 compressor set up/ perf ormance whi ch
woul d si gni f i cant l y i nf l uence t he harmoni c cont ent of i t s crank-ef f ort
charact eri st i cs (For exampl e: changi ng cyl i nder si zes,
unl oadi ng/ di sabl i ng t hrows, rest agi ng, et c. ) shoul d be eval uat ed vi a
t orsi onal anal yses t o ensure t hat t he resul t i ng dynami c t orques are
wi t hi n accept abl e l evel s.
5. Any modi f i cat i ons t o t he compressor dri ve t rai n whi ch woul d
si gni f i cant l y i nf l uence i t s t orsi onal dynami c charact eri st i cs (For
exampl e: changi ng mot ors, coupl i ngs, f l ywheel s, et c. ) shoul d be
eval uat ed vi a t orsi onal anal yses t o ensure t hat t he resul t i ng dynami c
t orque l evel s are wi t hi n accept abl e l evel s.
6. I t i s recommended t hat t he t orsi onal response dat a present ed i n t hi s
report be shared wi t h t he vari ous component manuf act urers (mot or,
coupl i ng, compressor, and VFD) so t hat t hey are aware of t he
predi ct ed l evel s of t orsi onal response t hat t hei r component s are
ant i ci pat ed t o experi ence.
2-7
Fi gur e 2-1
Throw #1
W
E
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3
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0
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P
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Aux Drive
2-8
Tabl e 2-1
Torsi onal Natural Frequency Anal ysi s
ANGI Dyprot ec Proj ect 07-Dec-2010
WEG 300 HP Mot or T. B. Woods HSH 42 Coupl i ng
Ari el JGQ/ 2 Compressor
Torsional Twist Natural Frequency
Mode Number (Min
-1
or CPM)
1 14,162
2 25,959
3 29,303
4 46,952
5 49,370
6 69,095
7 75,801
8 94,941
9 140,735
10 150,923
11 204,628
12 224,375
13 298,626
14 396,649
15 448,342
16 455,843
17 497,640
18 572,354
19 578,928
20 602,884
21 737,465
22 860,959
23 967,978
24 1,120,713
25 1,175,124
26 2,071,551
27 2,520,705
2-9
Fi gur e 2-2
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0
0
2
.
2
0
0
2
.
4
0
0
2
.
6
0
0
2
.
8
0
0
3
.
0
0
0
3
.
2
0
0
3
.
4
0
0
3
.
6
0
0
M
o
d
e
#
1
@
1
4
,
1
6
2
c
p
m
M
o
d
e
#
2
@
2
5
,
9
5
9
c
p
m
1
x
M
e
c
h
a
n
i
c
a
l
2
x
3
x
4
x
5
x
6
x
7
x
8
x
9
x
1
0
x
1
1
x
1
2
x
M
i
n
S
p
e
e
d
M
a
x
S
p
e
e
d
-
I
n
t
e
r
f
e
r
e
n
c
e
M
o
d
e
#
1
@
1
4
,
1
6
2
c
p
m
M
o
d
e
#
2
@
2
5
,
9
5
9
c
p
m
1
x
M
e
c
h
a
n
i
c
a
l
2
x
3
x
4
x
5
x
6
x
7
x
8
x
9
x
1
0
x
1
1
x
1
2
x
M
i
n
S
p
e
e
d
M
a
x
S
p
e
e
d
-
I
n
t
e
r
f
e
r
e
n
c
e
X
X
X
X
X
X
2-10
Fi gur e 2-3
F
i
r
s
t
T
o
r
s
i
o
n
a
l
T
w
i
s
t
M
o
d
e
o
f
V
i
b
r
a
t
i
o
n
2-11
Fi gur e 2-4
S
e
c
o
n
d
T
o
r
s
i
o
n
a
l
T
w
i
s
t
M
o
d
e
o
f
V
i
b
r
a
t
i
o
n
2-12
Tabl e 2-2
Torsi onal Forced Response Anal ysi s
ANGI Dyprot ec Proj ect 07-Dec-2010
WEG 300 HP Mot or T. B. Woods HSH 42 Coupl i ng
Ari el JGQ/ 2 Compressor
Load Compressor
Case Speed Power Description of Compressor
Number (rpm) HP Performance
Stage #1 - (1) 5-1/8" JGU Cylinder
Stage #2 - (1) 3-5/8" JG Cylinder
1 1750 264
PS/PD = 349.92/1324.92 psig, Flow = 3.179 MMSCFD
Stage #1 - Throw #1 is Double-Acting (HEVPKT = 100%)
Stage #2 - Throw #2 is Double-Acting (No Pkt)
2 1750 192
PS/PD = 199.92/1324.92 psig, Flow = 1.573 MMSCFD
Stage #1 - Throw #1 is Double-Acting (HEVPKT = 100%)
Stage #2 - Throw #2 is Double-Acting (No Pkt)
Two-Stage Operation
2-13
Load Case #1 Compr essor Tor que-Ef f or t
Fi gur e 2-5
A
N
G
I
-
D
Y
P
R
O
T
E
C
P
R
O
J
E
C
T
-
A
R
I
E
L
J
G
P
/
2
C
O
M
P
R
E
S
S
O
R
-
C
O
M
P
R
E
S
S
O
R
T
O
R
Q
U
E
-
E
F
F
O
R
T
P
E
R
F
O
R
M
A
N
C
E
L
O
A
D
C
A
S
E
#
0
1
-
T
W
O
-
S
T
A
G
E
-
2
6
4
H
P
@
1
7
5
0
R
P
M
-
P
S
/
P
D
=
3
4
9
.
9
2
/
1
3
2
4
.
9
2
P
S
I
G
,
F
L
O
W
=
3
.
1
7
9
M
M
S
C
F
D
-
B
O
T
H
T
H
R
O
W
S
A
R
E
D
O
U
B
L
E
-
A
C
T
I
N
G
C
r
a
n
k
A
n
g
l
e
(
d
e
g
)
0
2
0
4
0
6
0
8
0
1
0
0
1
2
0
1
4
0
1
6
0
1
8
0
2
0
0
2
2
0
2
4
0
2
6
0
2
8
0
3
0
0
3
2
0
3
4
0
3
6
0
-
1
.
0
0
0
-
0
.
8
0
0
-
0
.
6
0
0
-
0
.
4
0
0
-
0
.
2
0
0
0
.
0
0
0
0
.
2
0
0
0
.
4
0
0
0
.
6
0
0
0
.
8
0
0
1
.
0
0
0
1
.
2
0
0
1
.
4
0
0
1
.
6
0
0
1
.
8
0
0
2
.
0
0
0
2
.
2
0
0
2
.
4
0
0
2
.
6
0
0
2
.
8
0
0
3
.
0
0
0
3
.
2
0
0
3
.
4
0
0
3
.
6
0
0
3
.
8
0
0
J
G
Q
/
2
T
o
t
a
l
T
o
r
q
u
e
J
G
Q
/
2
T
h
r
o
w
#
1
J
G
Q
/
2
T
h
r
o
w
#
2
2-14
Load Case #1 Mot or and Coupl i ng Dynami c Tor ques
Fi gur e 2-6
A
N
G
I
-
D
Y
P
R
O
T
E
C
P
R
O
J
E
C
T
-
A
R
I
E
L
J
G
Q
/
2
C
O
M
P
R
E
S
S
O
R
-
M
O
T
O
R
S
H
A
F
T
A
N
D
D
R
I
V
E
C
O
U
P
L
I
N
G
V
I
B
R
A
T
O
R
Y
T
O
R
Q
U
E
S
L
O
A
D
C
A
S
E
#
0
1
-
T
W
O
-
S
T
A
G
E
-
2
6
4
H
P
@
1
7
5
0
R
P
M
-
P
S
/
P
D
=
3
4
9
.
9
2
/
1
3
2
4
.
9
2
P
S
I
G
,
F
L
O
W
=
3
.
1
7
9
M
M
S
C
F
D
-
B
O
T
H
T
H
R
O
W
S
A
R
E
D
O
U
B
L
E
-
A
C
T
I
N
G
S
p
e
e
d
(
R
P
M
)
6
0
0
7
0
0
8
0
0
9
0
0
1
,
0
0
0
1
,
1
0
0
1
,
2
0
0
1
,
3
0
0
1
,
4
0
0
1
,
5
0
0
1
,
6
0
0
1
,
7
0
0
1
,
8
0
0
1
,
9
0
0
2
,
0
0
0
2
,
1
0
0
0
.
0
0
0
0
.
4
0
0
0
.
8
0
0
1
.
2
0
0
1
.
6
0
0
2
.
0
0
0
2
.
4
0
0
2
.
8
0
0
3
.
2
0
0
3
.
6
0
0
4
.
0
0
0
4
.
4
0
0
4
.
8
0
0
5
.
2
0
0
5
.
6
0
0
6
.
0
0
0
6
.
4
0
0
6
.
8
0
0
7
.
2
0
0
7
.
6
0
0
8
.
0
0
0
M
o
t
o
r
C
o
r
e
-
E
l
#
1
3
M
o
t
o
r
S
h
a
f
t
-
E
l
#
1
6
M
o
t
o
r
S
h
a
f
t
-
E
l
#
1
7
M
o
t
o
r
S
h
a
f
t
@
D
E
B
r
g
-
E
l
#
1
8
M
o
t
o
r
S
h
a
f
t
D
r
i
v
e
E
n
d
-
E
l
#
2
0
D
r
i
v
e
C
o
u
p
l
i
n
g
-
E
l
#
2
1
M
i
n
.
S
p
e
e
d
M
a
x
.
S
p
e
e
d
M
o
t
o
r
S
h
a
f
t
(
L
i
m
i
t
=
+
/
-
9
1
,
8
7
0
i
n
-
l
b
f
)
D
r
i
v
e
C
o
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p
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g
M
i
n
.
S
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d
M
a
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.
S
p
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d
M
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r
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(
L
i
m
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=
+
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-
9
1
,
8
7
0
i
n
-
l
b
f
)
D
r
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v
e
C
o
u
p
l
i
n
g
2-15
Load Case #1 Compr essor Cr ankshaf t Dynami c Tor ques
Fi gur e 2-7
A
N
G
I
-
D
Y
P
R
O
T
E
C
P
R
O
J
E
C
T
-
A
R
I
E
L
J
G
Q
/
2
C
O
M
P
R
E
S
S
O
R
-
C
O
M
P
R
E
S
S
O
R
C
R
A
N
K
S
H
A
F
T
V
I
B
R
A
T
O
R
Y
T
O
R
Q
U
E
S
L
O
A
D
C
A
S
E
#
0
1
-
T
W
O
-
S
T
A
G
E
-
2
6
4
H
P
@
1
7
5
0
R
P
M
-
P
S
/
P
D
=
3
4
9
.
9
2
/
1
3
2
4
.
9
2
P
S
I
G
,
F
L
O
W
=
3
.
1
7
9
M
M
S
C
F
D
-
B
O
T
H
T
H
R
O
W
S
A
R
E
D
O
U
B
L
E
-
A
C
T
I
N
G
S
p
e
e
d
(
R
P
M
)
6
0
0
7
0
0
8
0
0
9
0
0
1
,
0
0
0
1
,
1
0
0
1
,
2
0
0
1
,
3
0
0
1
,
4
0
0
1
,
5
0
0
1
,
6
0
0
1
,
7
0
0
1
,
8
0
0
1
,
9
0
0
2
,
0
0
0
2
,
1
0
0
0
.
0
0
0
0
.
4
0
0
0
.
8
0
0
1
.
2
0
0
1
.
6
0
0
2
.
0
0
0
2
.
4
0
0
2
.
8
0
0
3
.
2
0
0
3
.
6
0
0
4
.
0
0
0
4
.
4
0
0
4
.
8
0
0
5
.
2
0
0
5
.
6
0
0
6
.
0
0
0
6
.
4
0
0
6
.
8
0
0
7
.
2
0
0
7
.
6
0
0
8
.
0
0
0
J
G
Q
/
2
D
r
i
v
e
S
t
u
b
-
E
l
#
2
2
J
G
Q
/
2
T
h
r
o
w
s
#
1
-
#
2
-
E
l
#
2
5
M
i
n
.
S
p
e
e
d
M
a
x
.
S
p
e
e
d
J
G
Q
/
2
D
r
i
v
e
S
t
u
b
J
G
Q
/
2
C
r
a
n
k
s
h
a
f
t
M
i
n
.
S
p
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d
M
a
x
.
S
p
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d
J
G
Q
/
2
D
r
i
v
e
S
t
u
b
J
G
Q
/
2
C
r
a
n
k
s
h
a
f
t
2-16
Load Case #1 Compr essor Auxi l i ar y Dr i ve Osci l l at i ons
Fi gur e 2-8
A
N
G
I
-
D
Y
P
R
O
T
E
C
P
R
O
J
E
C
T
-
A
R
I
E
L
J
G
Q
/
2
C
O
M
P
R
E
S
S
O
R
-
C
O
M
P
R
E
S
S
O
R
A
U
X
I
L
I
A
R
Y
D
R
I
V
E
T
O
R
S
I
O
N
A
L
O
S
C
I
L
L
A
T
I
O
N
S
L
O
A
D
C
A
S
E
#
0
1
-
T
W
O
-
S
T
A
G
E
-
2
6
4
H
P
@
1
7
5
0
R
P
M
-
P
S
/
P
D
=
3
4
9
.
9
2
/
1
3
2
4
.
9
2
P
S
I
G
,
F
L
O
W
=
3
.
1
7
9
M
M
S
C
F
D
-
B
O
T
H
T
H
R
O
W
S
A
R
E
D
O
U
B
L
E
-
A
C
T
I
N
G
S
p
e
e
d
(
R
P
M
)
6
0
0
7
0
0
8
0
0
9
0
0
1
,
0
0
0
1
,
1
0
0
1
,
2
0
0
1
,
3
0
0
1
,
4
0
0
1
,
5
0
0
1
,
6
0
0
1
,
7
0
0
1
,
8
0
0
1
,
9
0
0
2
,
0
0
0
2
,
1
0
0
0
0
.
2
0
.
4
0
.
6
0
.
8 1
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
1
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
2
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
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v
e
-
S
t
#
2
8
H
n
=
3
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
4
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
5
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
6
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
7
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
8
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
9
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
1
0
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
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v
e
-
S
t
#
2
8
H
n
=
1
1
.
0
0
(
d
)
J
G
Q
/
2
A
u
x
D
r
i
v
e
-
S
t
#
2
8
H
n
=
1
2
.
0
0
(
d
)
M
i
n
.
S
p
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d
M
a
x
.
S
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1
X
O
s
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t
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s
2
X
O
s
c
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a
t
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3
X
-
1
2
X
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s
c
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a
t
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s
M
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.
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i
l
l
a
t
i
o
n
s
2
X
O
s
c
i
l
l
a
t
i
o
n
s
3
X
-
1
2
X
O
s
c
i
l
l
a
t
i
o
n
s
2-17
Load Case #1 Mot or Cor e Osci l l at i ons
Fi gur e 2-9
A
N
G
I
-
D
Y
P
R
O
T
E
C
P
R
O
J
E
C
T
-
A
R
I
E
L
J
G
Q
/
2
C
O
M
P
R
E
S
S
O
R
-
M
O
T
O
R
C
O
R
E
T
O
R
S
I
O
N
A
L
O
S
C
I
L
L
A
T
I
O
N
S
L
O
A
D
C
A
S
E
#
0
1
-
T
W
O
-
S
T
A
G
E
-
2
6
4
H
P
@
1
7
5
0
R
P
M
-
P
S
/
P
D
=
3
4
9
.
9
2
/
1
3
2
4
.
9
2
P
S
I
G
,
F
L
O
W
=
3
.
1
7
9
M
M
S
C
F
D
-
B
O
T
H
T
H
R
O
W
S
A
R
E
D
O
U
B
L
E
-
A
C
T
I
N
G
S
p
e
e
d
(
R
P
M
)
6
0
0
7
0
0
8
0
0
9
0
0
1
,
0
0
0
1
,
1
0
0
1
,
2
0
0
1
,
3
0
0
1
,
4
0
0
1
,
5
0
0
1
,
6
0
0
1
,
7
0
0
1
,
8
0
0
1
,
9
0
0
2
,
0
0
0
2
,
1
0
0
0 2 4 6
M
o
t
o
r
C
o
r
e
-
S
t
#
1
3
(
v
)
M
i
n
.
S
p
e
e
d
M
a
x
.
S
p
e
e
d
M
o
t
o
r
C
o
r
e
(
2
%
)
M
o
t
o
r
C
o
r
e
(
3
%
)
M
i
n
.
S
p
e
e
d
M
a
x
.
S
p
e
e
d
M
o
t
o
r
C
o
r
e
(
2
%
)
M
o
t
o
r
C
o
r
e
(
3
%
)
2-18
Tabl e 2-4A
Torsi onal Forced Response Anal ysi s
ANGI Dyprot ec Proj ect 07-Dec-2010
WEG 300 HP Mot or T. B. Woods HSH 42 Coupl i ng
Ari el JGQ/ 2 Compressor
Motor Shaft
and Drive Coupling Maximum Torque Maximum Torque Maximum Torque Maximum Torque Maximum Torque Maximum Torque
Vibratory Torques Amplitude Amplitude Amplitude Amplitude Amplitude Amplitude
and Speed and Speed and Speed and Speed and Speed and Speed
Notes: 1. All values are maximum combined order torque amplitudes - Units of measure are in-lbf (0-peak)
Notes: 2. Motor drive shaft combined order torque amplitude limit = 91,870 in-lbf (Fatigue S.F. = 1.5)
Notes: 3. Coupling combined order torque amplitude limit = 38,220 in-lbf (OEM Limit)
- - -
@ 1769 rpm @ 1771 rpm - - - - - - - - - - - -
Motor Shaft Drive End - El#20
29,185 25,278 - - - - - - - - -
@ 1769 rpm @ 1771 rpm - - - - - - - - - - - -
29,317 25,436 - - - - - - - - - - - -
@ 1769 rpm @ 1771 rpm - - - - - - - - - - - -
29,336 25,460 - - - - - - - - - - - -
@ 1769 rpm @ 1771 rpm - - - - - - - - - - - -
29,347 25,476 - - - - - - - - - - - -
- - - - - - - - -
@ 1770 rpm @ 1770 rpm - - - - - - - - - - - -
Motor Core - El#13
Motor Shaft - El#16
Motor Shaft - El#17
Motor Shaft @ DE Brg - El#18
Case 01 Case 02 - - -
25,721 22,947 - - -
- - - - - - - - -
Drive Coupling - El#21
24,470 19,824 - - - - - - - - - - - -
@ 1770 rpm @ 1768 rpm - - - - - - - - - - - -
2-19
Tabl e 2-4B
Torsi onal Forced Response Anal ysi s
ANGI Dyprot ec Proj ect 07-Dec-2010
WEG 300 HP Mot or T. B. Woods HSH 42 Coupl i ng
Ari el JGQ/ 2 Compressor
Compressor Drive
Stub and Crankshaft Maximum Torque Maximum Torque Maximum Torque Maximum Torque Maximum Torque Maximum Torque
Vibratory Torques Amplitude Amplitude Amplitude Amplitude Amplitude Amplitude
and Speed and Speed and Speed and Speed and Speed and Speed
Notes: 1. All values are maximum combined order torque amplitudes - Units of measure are in-lbf (0-peak)
Notes: 2. Compressor drive stub combined order torque amplitude limit = 20,630 in-lbf (Fatigue S.F. = 1.5)
Notes: 3. Compressor crankshaft combined order torque amplitude limit = 28,400 in-lbf (Fatigue S.F. = 1.5)
- - -
- - -
- - -
- - -
- - - - - -
- - -
- - -
- - -
@ 1772 rpm @ 1176 rpm - - -
- - - - - - 10,123
- - - Case 01
- - - - - -
- - -
@ 1177 rpm - - -
- - - 14,670
- - -
- - -
Case 02
JGQ/2 Drive Stub - El#22
18,153
@ 944 rpm
JGQ/2 Throws #1-#2 - El#25
10,660
2-20
Tabl e 2-4C
Torsi onal Forced Response Anal ysi s
ANGI Dyprot ec Proj ect 07-Dec-2010
WEG 300 HP Mot or T. B. Woods HSH 42 Coupl i ng
Ari el JGQ/ 2 Compressor
Motor Core
Torsional Maximum Maximum Maximum Maximum Maximum Maximum
Oscillations Thermal Load Thermal Load Thermal Load Thermal Load Thermal Load Thermal Load
and Speed and Speed and Speed and Speed and Speed and Speed
Notes: 1. All values represent maximum combined order thermal load amplitudes - Units of measure are percent running speed
Notes: 2. Typical acceptable limit for low HP applications is between 2 - 3 percent
- - -
- - -
- - -
- - - - - -
- - - - - - - - -
- - -
Case 01 Case 02 - - -
- - -
- - - 1.4 1.1
@ 900 rpm @ 900 rpm
Motor Core - St#13(v)
2-21
Tabl e 2-4D
Torsi onal Forced Response Anal ysi s
ANGI Dyprot ec Proj ect 07-Dec-2010
WEG 300 HP Mot or T. B. Woods HSH 42 Coupl i ng
Ari el JGQ/ 2 Compressor
Compressor
Auxiliary Drive Maximum Maximum Maximum Maximum Maximum Maximum
Torsional Oscillations Amplitude Amplitude Amplitude Amplitude Amplitude Amplitude
Order and Speed Order and Speed Order and Speed Order and Speed Order and Speed Order and Speed
0.182 0.120 - - - - - - - - - - - -
@ 900 rpm @ 900 rpm - - - - - - - - - - - -
0.149 0.113 - - - - - - - - - - - -
@ 900 rpm @ 900 rpm - - - - - - - - - - - -
0.018 0.011 - - - - - - - - - - - -
@ 1800 rpm @ 1800 rpm - - - - - - - - - - - -
0.016 0.010 - - - - - - - - - - - -
@ 1800 rpm @ 1800 rpm - - - - - - - - - - - -
0.017 0.011 - - - - - - - - - - - -
@ 1800 rpm @ 1800 rpm - - - - - - - - - - - -
0.020 0.016 - - - - - - - - - - - -
@ 1800 rpm @ 1800 rpm - - - - - - - - - - - -
0.029 0.017 - - - - - - - - - - - -
@ 1800 rpm @ 1800 rpm - - - - - - - - - - - -
0.113 0.132 - - - - - - - - - - - -
@ 1770 rpm @ 1770 rpm - - - - - - - - - - - -
0.108 0.094 - - - - - - - - - - - -
@ 1573 rpm @ 1573 rpm - - - - - - - - - - - -
0.056 0.068 - - - - - - - - - - - -
@ 1416 rpm @ 1416 rpm - - - - - - - - - - - -
0.055 0.039 - - - - - - - - - - - -
@ 1287 rpm @ 1287 rpm - - - - - - - - - - - -
0.026 0.061 - - - - - - - - - - - -
@ 1180 rpm @ 1180 rpm - - - - - - - - - - - -
Notes: 1. All values represent maximum single order harmonic oscillation amplitudes - Units of measure are degrees (0-peak)
Notes: 2. Harmonic oscillation amplitude limit = 1.00 degrees for 0.5x, 1.0x, & 1.5x orders (OEM Limit)
Notes: 3. Harmonic oscillation amplitude limit = 0.50 degrees for 2.0x order (OEM Limit)
Notes: 4. Harmonic oscillation amplitude limit = 0.25 degrees for all orders above 2.0x (OEM Limit)
- - -
- - -
- - -
- - -
- - -
- - - - - -
- - -
- - -
- - -
- - - - - -
- - - - - -
- - -
JGQ/2 Aux Drive - St#28(d) 12.0x 12.0x - - -
JGQ/2 Aux Drive - St#28(d) 11.0x 11.0x - - -
JGQ/2 Aux Drive - St#28(d) 9.0x
JGQ/2 Aux Drive - St#28(d) 10.0x 10.0x - - -
9.0x - - -
- - -
- - - - - -
- - - - - -
- - -
- - - JGQ/2 Aux Drive - St#28(d) 8.0x 8.0x - - -
JGQ/2 Aux Drive - St#28(d) 7.0x 7.0x - - -
- - - - - -
- - -
JGQ/2 Aux Drive - St#28(d) 6.0x 6.0x - - -
5.0x - - - JGQ/2 Aux Drive - St#28(d) 5.0x
- - -
- - - - - -
- - - - - -
- - -
- - -
JGQ/2 Aux Drive - St#28(d) 1.0x
JGQ/2 Aux Drive - St#28(d) 4.0x 4.0x - - -
JGQ/2 Aux Drive - St#28(d) 3.0x 3.0x - - -
- - - - - -
JGQ/2 Aux Drive - St#28(d) 2.0x 2.0x - - - - - - - - -
Case 01 Case 02 - - - - - -
1.0x - - -
- - - - - -
3-1
3. TORSI ONAL VI BRATI ON ANALYSI S
3. 1 I NTRODUCTI ON
A t orsi onal vi brat i on anal ysi s of t he Mot or-Coupl i ng-Compressor dri ve
t rai n was conduct ed t o eval uat e i t s dynami c perf ormance. The anal ysi s
was perf ormed f or vari ous syst em operat i ng condi t i ons. General l y, such
anal ysi s produced t he f ol l owi ng resul t s:
NATURAL FREQUENCY and t hei r MODE SHAPES:
Thi s anal ysi s det ermi nes (f or a gi ven operat i ng condi t i on) al l of t he
nat ural f requenci es and t hei r modes of vi brat i on. I f any nat ural
f requency i s cl ose t o t he operat i ng speed, t hen a resonant condi t i on
may occur. Dependi ng on t he amount of dampi ng associ at ed wi t h t hi s
mode t he resonant vi brat i on l evel s may or may not be seri ous. Al so,
t he mode shapes gi ve an i ndi cat i on of where t he peak vi brat i ons are
occurri ng and where correct i ve measures woul d be of most hel p.
RESPONSE:
The response st udi es consi st of a f orced response and a t i me t ransi ent
response anal ysi s t hat produces t orsi onal vi brat i on l evel s of t he dri ve
t rai n as a f unct i on of t i me. Thi s anal ysi s al so det ermi nes t he average
and osci l l at i ng t orques at each l ocat i on al ong t he dri ve t rai n.
To const ruct a t orsi onal vi brat i on model , t he dri ve t rai n i s i deal i zed
mat hemat i cal l y as a seri es of l umped i nert i as t hat are connect ed by
t orsi onal spri ngs. I f known, t he shaf t i ng geomet ry can be i nput di rect l y
i nt o t he si mul at i on and t he resul t i ng i nert i as and t orsi onal spri ng val ues
are comput ed i nt ernal l y by t he comput er program. Al t ernat i vel y, t he
anal yst may cal cul at e t he i nert i as and st i f f ness dat a and t he resul t i ng
val ues can be i nput f or each el ement and/ or st at i on al ong t he dri ve t rai n.
The syst em eval uat ed i s a si ngl e branched syst em t hat can operat e over
a range of speeds bet ween 900 1800 rpm. The dri ve t rai n mat hemat i cal
model i s present ed i n Fi gure 3-1. Not e t hat t he model consi st s of 28
st at i ons and 27 el ement s. The dri ve coupl i ng i s represent ed by el ement
21 i n t he model and i s bounded by st at i ons 21 and 22. Throws #1 & #2 of
t he JGQ/ 2 compressor are l ocat ed at st at i ons 25 and 26, respect i vel y.
Graphi cal present at i ons of compl et e i nput dat a set s f or t he dri ve t rai n
t orsi onal model are present ed i n Fi gures 3-2 and 3-3.
3-2
3. 2 TORSI ONAL NATURAL FREQUENCY AND MODE SHAPES
The t orsi onal nat ural f requency and mode shape resul t s are comput ed
accordi ng t o t he f ol l owi ng f i ni t e-el ement based mat ri x sol ut i on procedure:
TORSIONAL VIBRATION ANALYSIS
NATURAL FREQUENCY AND MODE SHAPE SOLUTION PROCEDURE
[ ] { } [ ] { } [ ]{ } { } F X K X D X M = + +
& & &
WHERE: {X} = A column vector containing all system degrees of freedom
[M] = Diagonal mass and inertia matrix
[D] = Damping matr ix
[K] = System st iffness mat rix assembled from the st iffness of al l sections and
spr ings, etc.
(1)
{ }
[ ] { } [ ] { } [ ] { } { } F X K X D X M
O F LET
= + +
=
& & &
If we assume the solution to equation (2) to be of the form
{ } { }
t
e a X
=
&
Where a and are complex quantit ies. Then:
{ } { } { }
t t
e b e a X
= =
&
{ } { } a b =
where
similar ly:
{ } { }
t
e b X
=
& &
(2)
(3)
(4)
(5)
(6)
Substituting equation(3), (4), and (6) and combining with equation (5) yields:
Solving for using QR2 algorithm
- Real part of is growth or at tenuation factor
- Imaginary part of is frequency
Substitute back in (2)
Solving for {a} yields mode shapes
[ ] [ ] [ ] [ ] } 0 { } {
2
= + + a K D M
(7)
(8)
[ ]
[ ] [ ] [ ] [ ]
D M K M
I
1 1
0 { }
{ }
{ }
{ }
b
a
b
a
3-3
Accept ed desi gn pract i ce di ct at es t hat t he t orsi onal f requenci es shoul d be
at l east 10% above or bel ow t he operat i ng speed range and t he second
harmoni c (t wi ce operat i ng speed) as wel l as 5% away f rom hi gher order
harmoni cs. I f t he comput ed t orsi onal nat ural f requenci es i ndi cat e t hat
t here are i nt erf erence(s) at several orders and modes, a t orsi onal / st ress
response anal ysi s i s requi red t o det ermi ne t he dynami c t orques al ong t he
syst em shaf t i ng and, more i mport ant l y, t o eval uat e t he dynami c
ampl i f i cat i on. I f t he resul t s i ndi cat e t hat t he t orques/ st resses are not
accept abl e, t hen modi f i cat i ons t o t he syst em i n t o mi t i gat e t he operat i onal
i nt erf erences and reduce t he syst em t orsi onal response shoul d be
undert aken.
3-4
3. 3 STEADY-STATE TORSI ONAL RESPONSE
Thi s anal ysi s comput es t he st eady-st at e t orsi onal response i n whi ch t he
dri ve t orque i s appl i ed at t he mot or core and t he act ual compressor l oad
t orques are appl i ed at each of t he t hrows t o det ermi ne t he syst em' s
response. Accordi ngl y, t hi s eval uat i on cal cul at es t he exact syst em
response at vari ous l ocat i ons al ong t he dri ve t rai n. The st eady-st at e
f orced response resul t s are comput ed accordi ng t o t he f ol l owi ng f i ni t e-
el ement based mat ri x sol ut i on procedure:
TORSIONAL VIBRATION ANALYSIS
FORCED RESPONSE SOLUTION PROCEDURE
[ ] { } [ ] { } [ ]{ } { }
t i
e F X K X D X M
= + +
& & &
(1)
WHERE: {X} = A column vector containing all system degrees of freedom
[M] = Diagonal mass and inertia matr ix
[D] = Damping matr ix
[K] = System st iffness mat rix assembled from the st iffness of al l shaft sections
and spr ings, etc.
If we assume the solution to equation (1) to be of the form:
{ } { }
t i
e a X
=
{ } { }
t i
e a i X
=
&
{ } { }
t i
e a X
2
=
& &
(2)
Substituting equation (2) into equat ion (1) yields:
(3) [ ] [ ] [ ] [ ]{ } { }
t i t i
e F e a K D i M
= + +
2
Equation (3) can be solved wi th complex arithmet ic for {a}
For mult iple frequencies equation (3) is solved for each frequency
The total response can be computed from the superposit ion of all of the f requencies as shown in
equation (4)
{ } { }
t i
nFreq
j
j
j
e a X
=
=
1
(4)
3-5
Fi gur e 3-1
Throw #1
W
E
G
3
0
0
H
P
M
o
t
o
r
A
r
i
e
l
J
G
Q
/
2
C
o
m
p
r
e
s
s
o
r
T
.
B
.
W
o
o
d
s
H
S
H
4
2
C
o
u
p
l
i
n
g
Throw #2
Motor Core
Aux Drive
3-6
Fi gur e 3-2
1
2
3
4
5
6
7
8
9
1 0
1 1
1 2
1 3
1 4
1 5
1 6
1 7
1 8
1 9
2 0
2 1
2 2
2 3
2 4
2 5
2 6
2 7
L = 3 . 1 5 0 , O D 1 = O D 2 = 3 . 3 4 6
L = 2 . 0 4 7 , O D 1 = O D 2 = 3 . 7 3 8
L = 1 . 8 9 0 , O D 1 = O D 2 = 3 . 7 4 0
L = 1 . 7 7 2 , O D 1 = O D 2 = 4 . 2 8 0
L = 2 . 1 8 5 , O D 1 = O D 2 = 4 . 7 2 4
L = 0 . 4 5 3 , O D 1 = 4 . 7 2 4 , O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 0 . 3 9 4 , O D 1 = O D 2 = 5 . 0 0 0
L = 1 . 7 7 2 , O D 1 = O D 2 = 4 . 8 3 1
L = 1 . 9 6 9 , O D 1 = O D 2 = 4 . 3 3 1
L = 1 . 8 5 0 , O D 1 = O D 2 = 4 . 3 2 9
L = 5 . 8 1 2 , O D 1 = O D 2 = 3 . 8 7 5
L = 1 . 5 6 3 , O D 1 = O D 2 = 3 . 8 7 5
L = 1 4 . 0 0 0 , O D 1 = 2 . 2 5 0 , K t = 2 . 8 5 7 e + 0 7
L = 1 . 0 0 0 , O D 1 = 2 . 6 2 5 , K t = 2 . 3 5 2 e + 0 8
L = 5 . 4 3 8 , O D 1 = 2 . 9 9 7 , K t = 1 . 3 1 0 e + 0 7
L = 3 . 7 5 0 , O D 1 = 2 . 9 9 7 , K t = 2 . 3 1 0 e + 0 7
L = 4 . 0 0 0 , O D 1 = 2 . 9 9 7 , K t = 1 . 9 5 0 e + 0 7
L = 3 . 7 5 0 , O D 1 = 2 . 9 9 7 , K t = 2 . 3 1 0 e + 0 7
L = 4 . 6 8 7 , O D 1 = 2 . 9 9 7 , K t = 6 . 9 0 0 e + 0 6
T
o
r
s
i
o
n
a
l
S
t
i
f
f
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e
s
s
M
o
d
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A
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I
-
D
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A
r
i
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l
J
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2
C
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p
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s
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r
W
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G
3
0
0
H
P
M
o
t
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r
(
F
r
a
m
e
5
8
6
/
7
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)
-
T
B
W
o
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d
s
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S
H
4
2
C
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(
A
P
I
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c
.
)
S
p
e
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d
R
a
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e
=
9
0
0
-
1
8
0
0
r
p
m
N
o
t
e
:
L
=
L
e
n
g
t
h
o
f
e
l
a
s
t
i
c
e
l
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m
e
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t
(
i
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)
K
t
=
T
o
r
s
i
o
n
a
l
s
t
i
f
f
n
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s
s
(
i
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-
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b
f
/
r
a
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)
O
D
=
O
u
t
e
r
d
i
a
m
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t
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r
(
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I
D
=
I
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r
d
i
a
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t
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r
(
i
n
)
Branch #1 - Motor - Coupling - Compressor
3-7
Fi gur e 3-3
1
2
3
4
5
6
7
8
9
1 0
1 1
1 2
1 3
1 4
1 5
1 6
1 7
1 8
1 9
2 0
2 1
2 2
2 3
2 4
2 5
2 6
2 7
L = 3 . 1 5 0 , O D 1 = O D 2 = 3 . 3 4 6
L = 2 . 0 4 7 , O D 1 = O D 2 = 3 . 7 3 8
L = 1 . 8 9 0 , O D 1 = O D 2 = 3 . 7 4 0
L = 1 . 7 7 2 , O D 1 = O D 2 = 4 . 2 8 0
L = 2 . 1 8 5 , O D 1 = O D 2 = 4 . 7 2 4
L = 0 . 4 5 3 , O D 1 = 4 . 7 2 4 , O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 9 0 7 , O D 1 = O D 2 = 4 . 8 1 2
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 3 . 7 4 0 , O D 1 = O D 2 = 4 . 8 2 0
L = 0 . 3 9 4 , O D 1 = O D 2 = 5 . 0 0 0
L = 1 . 7 7 2 , O D 1 = O D 2 = 4 . 8 3 1
L = 1 . 9 6 9 , O D 1 = O D 2 = 4 . 3 3 1
L = 1 . 8 5 0 , O D 1 = O D 2 = 4 . 3 2 9
L = 5 . 8 1 2 , O D 1 = O D 2 = 3 . 8 7 5
L = 1 . 5 6 3 , O D 1 = O D 2 = 3 . 8 7 5
L = 1 4 . 0 0 0 , O D 1 = 2 . 2 5 0 , I p = 0 . 0 0 0 e + 0 0
L = 1 . 0 0 0 , O D 1 = 2 . 6 2 5 , I p = 0 . 0 0 0 e + 0 0
L = 5 . 4 3 8 , O D 1 = 2 . 9 9 7 , I p = 0 . 0 0 0 e + 0 0
L = 3 . 7 5 0 , O D 1 = 2 . 9 9 7 , I p = 0 . 0 0 0 e + 0 0
L = 4 . 0 0 0 , O D 1 = 2 . 9 9 7 , I p = 0 . 0 0 0 e + 0 0
L = 3 . 7 5 0 , O D 1 = 2 . 9 9 7 , I p = 0 . 0 0 0 e + 0 0
L = 4 . 6 8 7 , O D 1 = 2 . 9 9 7 , I p = 0 . 0 0 0 e + 0 0
I p = 7 5 8 1 . 7
I p = 7 5 8 1 . 7
I p = 7 5 8 1 . 7
I p = 1 0 6 1 . 0
I p = 9 6 9 . 5
I p = 4 5 . 4
I p = 8 1 . 5
I p = 1 5 1 . 7
I p = 1 5 1 . 6
I p = 7 1 . 7
I p = 3 5 . 6
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Branch #1 - Motor - Coupling - Compressor
APPENDIX A
St r ess/Fat i gue Anal ysi s
RBTS
MOTOR DRIVE EXTENSION SHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
1 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
TORSION LOADING V1.02
CONFIG. #1: General Stress Concentration
MOTOR SHAFT @ DRIVE END BEARING
Shaft Geometry: WEG 300 HP Motor (Frame 586/7T)
Shaft Profile Drawing No. 10000538550
Reference diameter for nominal stress (d) d = 4.3287 (in)
Material: Alloy 4140 Steel (OEM Specs)
Ultimate tensile strength (Sut) Sut = 116,000.0 (psi)
Yield strength (Syt) Syt = 79,800.0 (psi)
Shaft Endurance Limit:
From Ref.[1], Section 3;
Se = ka kb kc kd ke S'e Se = 38,645.4 (psi) ................. [Eq. (8)]
ka = a (Sut)^b ka = 0.8946 ................................... [Eq. (9)]
From Table 3.1, and considering the shaft a = 1.3400
is ground; b = -0.0850
For 2"<d<=10"
kb = 0.91 d^-0.157 kb = 0.7230 (d<=10) ................. [Eq. (10b)]
For d > 10" kb = 0.6 [Eq. (10c)]
kc = 1 for bending and torsion kc = 1.0000 ................................... [Eq. (11)]
kd = ST / SRT ............................................................................ [Eq. (12)]
Consider maximum operating temperature = 121 C
From Table 3.2; kd = 1.0220
ke = miscellaneous- effects factor, ke = 1.0 ke = 1.0000
S'e = 0.504 Sut for Sut < 200 ksi S'e = 58,464.0 (psi) ................. [Eq. (1a)]
RBTS
MOTOR DRIVE EXTENSION SHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
2 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
Stress Concentration Factors:
User-Specified Factor
Fatigue Stress Concentration Factor (Kfs) Kfs = 1.80
Fatigue Forces:
Mean/Average component of torque (Tm) Tm = 10,420 (in-lbf)
Alternating component of torque (Ta) Ta = 130,120 (in-lbf)
Fatigue Stresses
J/c =3.14 x (d)^3 /16 J/c = 15.9 (in^3)
Txym = mean torsional shear stress
=Tm c / J Txym = 654.3 (psi) ................. [Eq. (25)]
Txya = amplified alternating torsional shear stress
= Kfs Ta c / J Txya = 14,706.3 (psi) ................. [Eq. (26)]
S'm = Von Mises mean stress
= [(Sxm)^2 + 3 (Txym)^2] ^ 0.5 S'm = 1,133.2 (psi) ................. [Eq. (21)]
Sxm = 0
S'a = Von Mises alternating stress
= [ (Sxa)^2 + 3 (Txya)^2] ^ 0.5 S'a = 25,472.0 (psi) ................. [Eq. (22)]
Sxa = 0
Fatigue and Yielding Factors of Safety
Sxmax = Sxm+ Sxoa = 0 ............................................................................ [Eq. (33)]
Txyoa = Ta c / J ............................................................................ [Eq. (36)]
Txymax = Txym +Txyoa Txymax = 8,824.4 (psi) ................. [Eq. (34)]
S'max = [(Sxmax)^2+3 (Txymax)^2]^0.5 S'max = 15,284.3 (psi) ................. [Eq. (32)]
For Generic Stress Riser;
n (fatigue) = Se Sut / ( S'a Sut + S'm Se ) n (fatig) = 1.50 ................................... [Eq. (30)]
n (yielding) = Syt / S'max n (yield) = 5.22 ................................... [Eq. (31)]
RBTS
MOTOR DRIVE EXTENSION SHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
1 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
TORSION LOADING V1.02
CONFIG. #1: General Stress Concentration
MOTOR SHAFT @ DRIVE END
Shaft Geometry: WEG 300 HP Motor (Frame 586/7T)
Shaft Profile Drawing No. 10000538550
Reference diameter for nominal stress (d) d = 3.8750 (in)
Material: Alloy 4140 Steel (OEM Specs)
Ultimate tensile strength (Sut) Sut = 116,000.0 (psi)
Yield strength (Syt) Syt = 79,800.0 (psi)
Shaft Endurance Limit:
From Ref.[1], Section 3;
Se = ka kb kc kd ke S'e Se = 39,323.1 (psi) ................. [Eq. (8)]
ka = a (Sut)^b ka = 0.8946 ................................... [Eq. (9)]
From Table 3.1, and considering the shaft a = 1.3400
is ground; b = -0.0850
For 2"<d<=10"
kb = 0.91 d^-0.157 kb = 0.7357 (d<=10) ................. [Eq. (10b)]
For d > 10" kb = 0.6 [Eq. (10c)]
kc = 1 for bending and torsion kc = 1.0000 ................................... [Eq. (11)]
kd = ST / SRT ............................................................................ [Eq. (12)]
Consider maximum operating temperature = 121 C
From Table 3.2; kd = 1.0220
ke = miscellaneous- effects factor, ke = 1.0 ke = 1.0000
S'e = 0.504 Sut for Sut < 200 ksi S'e = 58,464.0 (psi) ................. [Eq. (1a)]
RBTS
MOTOR DRIVE EXTENSION SHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
2 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
Stress Concentration Factors:
User-Specified Factor
Fatigue Stress Concentration Factor (Kfs) Kfs = 1.85
Fatigue Forces:
Mean/Average component of torque (Tm) Tm = 10,420 (in-lbf)
Alternating component of torque (Ta) Ta = 91,870 (in-lbf)
Fatigue Stresses
J/c =3.14 x (d)^3 /16 J/c = 11.4 (in^3)
Txym = mean torsional shear stress
=Tm c / J Txym = 912.1 (psi) ................. [Eq. (25)]
Txya = amplified alternating torsional shear stress
= Kfs Ta c / J Txya = 14,876.5 (psi) ................. [Eq. (26)]
S'm = Von Mises mean stress
= [(Sxm)^2 + 3 (Txym)^2] ^ 0.5 S'm = 1,579.7 (psi) ................. [Eq. (21)]
Sxm = 0
S'a = Von Mises alternating stress
= [ (Sxa)^2 + 3 (Txya)^2] ^ 0.5 S'a = 25,766.8 (psi) ................. [Eq. (22)]
Sxa = 0
Fatigue and Yielding Factors of Safety
Sxmax = Sxm+ Sxoa = 0 ............................................................................ [Eq. (33)]
Txyoa = Ta c / J ............................................................................ [Eq. (36)]
Txymax = Txym +Txyoa Txymax = 8,953.4 (psi) ................. [Eq. (34)]
S'max = [(Sxmax)^2+3 (Txymax)^2]^0.5 S'max = 15,507.8 (psi) ................. [Eq. (32)]
For Generic Stress Riser;
n (fatigue) = Se Sut / ( S'a Sut + S'm Se ) n (fatig) = 1.50 ................................... [Eq. (30)]
n (yielding) = Syt / S'max n (yield) = 5.15 ................................... [Eq. (31)]
RBTS
COMPRESSOR CRANKSHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
1 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
TORSION LOADING V1.02
CONFIG. #1: General Stress Concentration
COMPRESSOR DRIVE STUB
Shaft Geometry: JGQ/2 Compressor Drive Extension
Ariel Drawing JGQ/2 Crank Drawing D-1972 - Rev 0
Reference diameter for nominal stress (d) d = 2.5000 (in)
Material: ASTM A668 Class DH (Forged Carbon Steel)
Ultimate tensile strength (Sut) Sut = 90,000.0 (psi)
Yield strength (Syt) Syt = 45,000.0 (psi)
Shaft Endurance Limit:
From Ref.[1], Section 3;
Se = ka kb kc kd ke S'e Se = 33,395.1 (psi) ................. [Eq. (8)]
ka = a (Sut)^b ka = 0.9141 ................................... [Eq. (9)]
From Table 3.1, and considering the shaft a = 1.3400
is ground; b = -0.0850
For 2"<d<=10"
kb = 0.91 d^-0.157 kb = 0.7881 (d<=10) ................. [Eq. (10b)]
For d > 10" kb = 0.6 [Eq. (10c)]
kc = 1 for bending and torsion kc = 1.0000 ................................... [Eq. (11)]
kd = ST / SRT ............................................................................ [Eq. (12)]
Consider maximum operating temperature = 121 C
From Table 3.2; kd = 1.0220
ke = miscellaneous- effects factor, ke = 1.0 ke = 1.0000
S'e = 0.504 Sut for Sut < 200 ksi S'e = 45,360.0 (psi) ................. [Eq. (1a)]
RBTS
COMPRESSOR CRANKSHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
2 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
Stress Concentration Factors:
User-Specified Factor
Fatigue Stress Concentration Factor (Kfs) Kfs = 1.73
Fatigue Forces:
Mean/Average component of torque (Tm) Tm = 10,420 (in-lbf)
Alternating component of torque (Ta) Ta = 20,630 (in-lbf)
Fatigue Stresses
J/c =3.14 x (d)^3 /16 J/c = 3.1 (in^3)
Txym = mean torsional shear stress
=Tm c / J Txym = 3,396.4 (psi) ................. [Eq. (25)]
Txya = amplified alternating torsional shear stress
= Kfs Ta c / J Txya = 11,633.1 (psi) ................. [Eq. (26)]
S'm = Von Mises mean stress
= [(Sxm)^2 + 3 (Txym)^2] ^ 0.5 S'm = 5,882.7 (psi) ................. [Eq. (21)]
Sxm = 0
S'a = Von Mises alternating stress
= [ (Sxa)^2 + 3 (Txya)^2] ^ 0.5 S'a = 20,149.1 (psi) ................. [Eq. (22)]
Sxa = 0
Fatigue and Yielding Factors of Safety
Sxmax = Sxm+ Sxoa = 0 ............................................................................ [Eq. (33)]
Txyoa = Ta c / J ............................................................................ [Eq. (36)]
Txymax = Txym +Txyoa Txymax = 10,120.7 (psi) ................. [Eq. (34)]
S'max = [(Sxmax)^2+3 (Txymax)^2]^0.5 S'max = 17,529.6 (psi) ................. [Eq. (32)]
For Generic Stress Riser;
n (fatigue) = Se Sut / ( S'a Sut + S'm Se ) n (fatig) = 1.50 ................................... [Eq. (30)]
n (yielding) = Syt / S'max n (yield) = 2.57 ................................... [Eq. (31)]
RBTS
COMPRESSOR CRANKSHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
1 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
TORSION LOADING V1.02
CONFIG. #1: General Stress Concentration
COMPRESSOR MAIN JOURNALS/PINS
Shaft Geometry: JGQ/2 Bearings & Pins (Min. Dia.)
Reference diameter for nominal stress (d) d = 2.9970 (in)
Material: ASTM A668 Class DH (Forged Carbon Steel)
Ultimate tensile strength (Sut) Sut = 90,000.0 (psi)
Yield strength (Syt) Syt = 45,000.0 (psi)
Shaft Endurance Limit:
From Ref.[1], Section 3;
Se = ka kb kc kd ke S'e Se = 32,457.8 (psi) ................. [Eq. (8)]
ka = a (Sut)^b ka = 0.9141 ................................... [Eq. (9)]
From Table 3.1, and considering the shaft a = 1.3400
is ground; b = -0.0850
For 2"<d<=10"
kb = 0.91 d^-0.157 kb = 0.7660 (d<=10) ................. [Eq. (10b)]
For d > 10" kb = 0.6 [Eq. (10c)]
kc = 1 for bending and torsion kc = 1.0000 ................................... [Eq. (11)]
kd = ST / SRT ............................................................................ [Eq. (12)]
Consider maximum operating temperature = 121 C
From Table 3.2; kd = 1.0220
ke = miscellaneous- effects factor, ke = 1.0 ke = 1.0000
S'e = 0.504 Sut for Sut < 200 ksi S'e = 45,360.0 (psi) ................. [Eq. (1a)]
RBTS
COMPRESSOR CRANKSHAFT; FATIGUE CALCULATIONS AT DRIVER RATED TORQUE
2 of 2 ANGI - DYPROTEC PROJECT - ARIEL JGQ/2 COMPRESSOR - FATIGUE ANALYSIS
Stress Concentration Factors:
User-Specified Factor
Fatigue Stress Concentration Factor (Kfs) Kfs = 2.20
Fatigue Forces:
Mean/Average component of torque (Tm) Tm = 10,420 (in-lbf)
Alternating component of torque (Ta) Ta = 28,400 (in-lbf)
Fatigue Stresses
J/c =3.14 x (d)^3 /16 J/c = 5.3 (in^3)
Txym = mean torsional shear stress
=Tm c / J Txym = 1,971.4 (psi) ................. [Eq. (25)]
Txya = amplified alternating torsional shear stress
= Kfs Ta c / J Txya = 11,820.9 (psi) ................. [Eq. (26)]
S'm = Von Mises mean stress
= [(Sxm)^2 + 3 (Txym)^2] ^ 0.5 S'm = 3,414.6 (psi) ................. [Eq. (21)]
Sxm = 0
S'a = Von Mises alternating stress
= [ (Sxa)^2 + 3 (Txya)^2] ^ 0.5 S'a = 20,474.4 (psi) ................. [Eq. (22)]
Sxa = 0
Fatigue and Yielding Factors of Safety
Sxmax = Sxm+ Sxoa = 0 ............................................................................ [Eq. (33)]
Txyoa = Ta c / J ............................................................................ [Eq. (36)]
Txymax = Txym +Txyoa Txymax = 7,344.6 (psi) ................. [Eq. (34)]
S'max = [(Sxmax)^2+3 (Txymax)^2]^0.5 S'max = 12,721.1 (psi) ................. [Eq. (32)]
For Generic Stress Riser;
n (fatigue) = Se Sut / ( S'a Sut + S'm Se ) n (fatig) = 1.50 ................................... [Eq. (30)]
n (yielding) = Syt / S'max n (yield) = 3.54 ................................... [Eq. (31)]
APPENDIX B
Ref er enced Mat er i al s