By Fredric F. Ehrich

This generation provides a few 50 tables and figures, reflecting new units and phenomena because the 1992 version, rather within the layout of rotating equipment. 4 chapters disguise vibration concerns in layout; analytic prediction of rotordynamic reaction; and balancing of versatile.

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Sample text

The rotor configuration is shown in Fig. 18. 18 Bearing 2 Small aircraft engine rotor. weight with high lateral stiffness and a very high first flexural critical speed, the first flexural critical speed N , on rigid bearings being 26,610 rpm. T he rotor is assumed to be supported on rolling-element bearings without dam ping, and the bearings are attached to a stator of weight equal to the rotor. T he stator is supported on dam ped flexible m ounts and has a natural frequency Nf of 8654cycles/min.

In the normal sense of bearing analysis, they are inherently stable. They can, how ever, become unstable in the sense of a classical linear, sam pled-data feedback control system. Magnetic bearings develop lower stiffnesses than hydrodynamic bearings. Incorporating magnetic bearings on a rotor markedly increases the rotor diam eter and length at the bearing location. These changes in the rotor, in com bination with a reduced bearing stiffness, typically yield a slight increase in the first critical speed, how ever, the second, third, and fourth critical speeds may be reduced considerably.

W hen the direction of the steady load on the bearing varies with respect to the coordinate axes (x and y ) , the three-lobe bearing is preferred over the elliptical or offset cylindrical types. The bearings m entioned above, with fixed geom etry, may exhibit instability under certain operating conditions. The tilting-pad bearing of Fig. 2 1 /is highly stable and should be em ployed when unstable operation is a possibility. Four-, five-, and six-pad arrangem ents are commonly used. T he load direction may be between two pads or central to a pad.

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