Automatic Generation of Component Modes for Rotordynamic Substructures

1989 ◽  
Vol 111 (1) ◽  
pp. 6-10 ◽  
Author(s):  
S. H. Crandall ◽  
N. A. Yeh

Dynamic analysis models are customarily employed in turbomachinery design to predict critical whirling speeds and estimate dynamic response due to loads imposed by unbalance, misalignment, maneuvers, etc., Traditionally these models have been assembled from beam elements and been analyzed by transfer matrix methods. Recently there has been an upsurge of interest in the development of improved dynamic models making use of finite element analysis and/or component mode synthesis. We are currently developing a procedure for modelling and analyzing multi-rotor systems [1] which employs component mode synthesis applied to rotor and stator substructures. A novel feature of our procedure is a program for the automatic generation of the component modes for substructures modelled as Timoshenko beam elements connected to other substructures by bearings, couplings, and localized structural joints. The component modes for such substructures consist of constraint modes and internal modes. The former are static deflection shapes resulting from removing the constraints one at a time and imposing unit deflections at the constraint locations. The latter have traditionally been taken to be a subset of the natural modes of free vibration of the substructure with all constraints imposed. It has however been pointed out [2] that any independent set of geometrically admissible modes may be used. We take advantage of this and employ static deflections under systematically selected loading patterns as internal modes. All component modes are thus obtained as static deflections of a simplified beam model which has the same span and same constraints as the actual substructure but which has piecewise uniform dynamic properties. With the loading patterns we employ, all modes are represented by fourth order polynomials with piecewise constant coefficients. We have developed an algorithm for the automatic calculation of these coefficients based on exact integration of the Timoshenko beam equation using singularity functions. The procedure is illustrated by applying it to a simplified system with a single rotor structure and a single stator structure. The accuracy of the procedure is examined by comparing its results with an exact analytical solution and with a component mode synthesis using true eigenfunctions as internal modes.

2007 ◽  
Vol 2007 ◽  
pp. 1-19 ◽  
Author(s):  
Alexander Zuyev ◽  
Oliver Sawodny

A control system describing the dynamics of a rotating Timoshenko beam is considered. We assume that the beam is driven by a control torque at one of its ends, and the other end carries a rigid body as a load. The model considered takes into account the longitudinal, vertical, and shear motions of the beam. For this distributed parameter system, we construct a family of Galerkin approximations based on solutions of the homogeneous Timoshenko beam equation. We derive sufficient conditions for stabilizability of such finite dimensional system. In addition, the equilibrium of the Galerkin approximation considered is proved to be stabilizable by an observer-based feedback law, and an explicit control design is proposed.


2017 ◽  
Vol 17 (07) ◽  
pp. 1750077 ◽  
Author(s):  
Zhiyang Lei ◽  
Jinpeng Su ◽  
Hongxing Hua

Non-uniform mass distribution on a beam will lead to the coupling between lateral and axial vibrations of the beam. To simulate the mass eccentricity, a double-layered Timoshenko beam model is developed. Based on Hamilton’s principle, the coupled governing equations are derived and mass and stiffness coupling coefficients are also derived. Moreover, the spectral element method (SEM), with high frequency accuracy by employing the dynamic shape functions, is utilized to study the dynamic properties of the beam. In addition, a corresponding finite element model is established to verify the SEM model. The coupling vibration characteristics are investigated and the coupling mechanism is revealed. Furthermore, the effects of mass non--uniformity on the free vibration and forced vibration of the beam with classical and flexible boundary conditions are analyzed. Finally, an optimal control method for reducing the contributions of bending modes under the axial excitation is presented with the results displayed.


1993 ◽  
Vol 115 (1) ◽  
pp. 19-24 ◽  
Author(s):  
Ji Yao Shen ◽  
Jen-Kuang Huang ◽  
L. W. Taylor

In this paper a distributed parameter model for the estimation of modal characteristics of NASA Mini-Mast truss is proposed. A closed-form solution of the Timoshenko beam equation, for a uniform cantilevered beam with two concentrated masses, is derived so that the procedure and the computational effort for the estimation of modal characteristics are improved. A maximum likelihood estimator for the Timoshenko beam model is also developed. The resulting estimates from test data by using Timoshenko beam model are found to be comparable to those derived from other approaches.


Author(s):  
Ian Wood ◽  
Ahmad Barari ◽  
Ebrahim Esmailzadeh

When designing a vehicle structure, an optimum design is desired because the structure has a significant impact on its performance. The structure impacts other components in the vehicle as well. The designing process usually involves complex iteration. Analyses must be done at the early stage of the vehicle’s development (body-in-white) to minimize the amount of parameter changes needed during the late stage of development. Successfully implementing this strategy reduces the time and cost required to develop an effective vehicle structure. A method known as Simple Structural Surfaces can be used to model the vehicle structure as several planar sheets, as well as determine the forces in each sheet. The downside of using this method is that by using it, determining the deflections in the structure is difficult. In order to eliminate this difficulty, the vehicle is modeled as several beam elements instead. In this method, a finite element method is used to numerically solve for the deflections, reaction forces, and internal loading on each element of the structure. This Simple Structural Beam model can be adapted to allow optimization of the static property of the structure bending stiffness. Dynamic properties of the vehicle structure are also examined through vibration analysis, by determining the fundamental natural frequency of the structure. Vibration also has a large impact on the structure’s performance. The goal of the research is to obtain a design that will optimize the static and dynamic properties of the vehicle’s structure. In the beam elements, the parameters involved are the length, orientation, cross-sectional area, and moment of inertia. The optimizing process is automated and determines the beam dimensions with largest stiffness to weight ratio. The fundamental natural frequency calculated must be distant from the frequency of the engine, as resonance is also a concern for structural performance. Resonance occurs when the natural frequency of the system is equal to the frequency of a connecting component. This increases the amplitude of vibration significantly and is undesirable for any structural design.


2001 ◽  
Vol 29 (1) ◽  
pp. 23-43 ◽  
Author(s):  
D. Tsihlas ◽  
T. Lacroix ◽  
B. Clayton

Abstract Different numerical sub-structuring techniques for the representation of tire modal behavior have been developed in the past 20 years. By using these numerical techniques reduced dynamic models are obtained which can not only be used for internal studies but also be provided to the automobile industry and linked to reduced dynamic vehicle models in order to optimize the coupled vehicle-tire response for noise vibration and harshness purposes. Two techniques that have been developed in a custom-made finite element code are presented: 1) the component mode synthesis type models for which the wheel center interface is free and 2) the Craig and Bampton type models for which the wheel center interface is fixed. For both techniques the interface between the tire and the ground is fixed. The choice of fixed or free wheel center boundary condition is arbitrary. In this paper we will compare the formulation of these two numerical methods, and we will show the equivalency of both methods by showing the results obtained in terms of frequency and transfer functions. We will show that the two methods are equivalent in principle and the reduced dynamic models can be converted from one to the other. The advantages-disadvantages of each method will be discussed along with a comparison with experimentally obtained results.


2016 ◽  
Vol 121 ◽  
pp. 559-571 ◽  
Author(s):  
Sebastião C.P. Gomes ◽  
Elisane B. Zanela ◽  
Adriana E.L. Pereira

1981 ◽  
Vol 14 (3-4) ◽  
pp. 335-344 ◽  
Author(s):  
A. Tessler ◽  
S.B. Dong

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