Composite Structures 136 (2016) 626–634

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Composite Structures
journal homepage: www.elsevier.com/locate/compstruct

Spin test of three-dimensional composite rotor for flywheel energy

storage system
N. Hiroshima a,⇑, H. Hatta a,b, M. Koyama c, J. Yoshimura d, Y. Nagura d, K. Goto a,b, Y. Kogo d
a
Department of Space and Astronautical Science, The Graduate University for Advanced Studies School of Physical Sciences, Sagamihara, Japan
b
Institute of Space and Astronautical Science, Japan Aerospace Exploration Agency, Sagamihara, Japan
c
Department of Interdisciplinary Science and Engineering, Meisei University, Hino, Japan
d
Department of Materials Science and Technology, Tokyo University of Science, Noda, Japan

a r t i c l e i n f o a b s t r a c t

Article history: A rotating disk often undergoes severe vibration at high rotation speeds because of unstable joining
Available online 5 November 2015 between the disk and a drive shaft. As described herein, three connection methods between a driving
shaft and an annular rotation disk made of three-dimensionally carbon-fiber reinforced composite were
Keywords: discussed to achieve stable rotation at high rotation speeds by changing the hub material and joining
3-Dimensional reinforcement geometry: the connecting device. In two of the three methods, the vibration amplitude increased at a
Finite element analysis (FEA) tip speed higher than 500 m/s. Key factors that caused the vibration were analyzed. Results show that
Vibration
the third method by which a resin ring (hub) was inserted between the disk and rotation shaft main-
Resin transfer molding (RTM)
tained stable joining, even at high-speed rotation.
Ó 2015 Elsevier Ltd. All rights reserved.

1. Introduction Therein, rh stands for the outer radius of a hub, DT signifies a

A flywheel system used for electric energy storage consists of a
metallic shaft, a high-speed rotating disk, and a hub linking the
disk with the shaft [1]. Carbon fiber reinforced plastics (CFRPs)
offer an important potential benefit for high-speed rotating disks
because of their high specific strengths. Cooling or press fitting is
generally adopted for fixing of a disk with a spindle via some
device (hub). However, the inner radius of the disk tends to expand
much more than the outer radius of the hub by centrifugal force
under high-speed rotation. This difference tends to cause separa-
tion of the disk and hub, leading to vibration of the rotation
system. This study was conducted to devise a stable connection
method that can suppress this vibration problem.
Fig. 1 presents the relation of displacement of the inner radius
of a disk dD and outer radius of a hub dH by centrifugal force and
deformation mismatch induced by cooling or press fitting dFIT.
Joining between the disk and the hub is stable if the following
condition is satisfied.
dD < dH þ dFIT
In the case of cooling fit, dFIT is expressed as shown below.
dFIT ¼ rh DT a
⇑ Corresponding author. Tel.: +81 467 67 5545; fax: +81 467 67 7593.
E-mail address: hiroshima.noboru@keh.biglobe.ne.jp (N. Hiroshima).
temperature difference between room temperature and cooling
fit temperature, and a represents the thermal expansion
coefficient.
When the ratio of the inner to the outer radius of the disk,
k = r1/r2, is large, then detachment of the joint is unlikely to occur
because centrifugal force acting on a hub causes a large dH.
However, when k is small, as might be desirable for a high-
performance flywheel to take advantage of lightweight and
high-strength CFRPs, a hub does not deform much because of the
weaker centrifugal force acting on the hub, resulting in a negligibly
small dH. Therefore, Eq. (1) becomes the following.
dD < dFIT ð3Þ
When rh is small, dFIT is also small. Consequently, maintaining
the connection becomes more difficult under high speed rotation.
However, when rh is large, dFIT is large. The connection can be
maintained easily, but in this situation, a hub might fracture before
a disk fracture occurs [2].
Hub configurations have been designed to produce large defor-
ð1Þ
mation during rotation. Takahashi et al. devised an elaborate hub
composed of a rim and spokes with k of 0.78, which has an axially
thick central portion to maintain its connection [3]. Ha et al. used
ð2Þ
an aluminum alloy hub with k of 0.55, which has radially expand-
able slits by centrifugal force to improve the connection-keeping
speed [1]. However, these methods limit the energy density by

http://dx.doi.org/10.1016/j.compstruct.2015.10.035
0263-8223/Ó 2015 Elsevier Ltd. All rights reserved.
 N. Hiroshima et al. / Composite Structures 136 (2016) 626–634 627

Nomenclature

r, h, z cylindrical coordinates G shear modulus

Vf total volume fraction of fiber rr, rh normal stress in radial and circumferential directions
Vfr volume fraction of fiber in the radial direction tc thickness of flange part in cap hub
Vfh volume fraction of fiber in the circumferential direction rh outer radius of a hub
Vfz volume fraction of fiber in the axial direction x angular velocity
r1, r2 inner and outer radii dD displacement of the inner radius of a rotating disk
k r1/r2 dH displacement of the outer radius of a rotating hub or
E elastic modulus shaft
EL longitudinal elastic modulus dFIT deformation mismatch induced by cooling or press fit
ET transverse elastic modulus dRC displacement of the inner radius of the flange part of a
mLT Poisson’s ratio relating contraction in the T direction as cap hub
a result of extension in the L direction dRB displacement of the outer radius of central boss of the
mTT Poisson’s ratio relating contraction in the T direction as 3DCF
a result of extension in the T direction

including the hub because hubs of large ks introduce a large vol-

ume of metal, making them extremely massive. Table 1
Physical and elastic properties of carbon fiber, matrix resin, POM, and steel.
The authors have developed an optimum design of three-
dimensional carbon fiber composite disk (3DCF) for high-speed Material Mass Longitudinal Transverse Poisson’s Tensile
rotation, which is reinforced not only in the radial (r) and circum- density elastic elastic ratio strength
modulus modulus
ferential (h) directions but also in the axial direction [2]. Results q (kg/ EL (GPa) ET (GPa) mLT mTT (MPa)
show that an optimized disk with k of 0.13 has a burst tip speed m3)
of 1520 m/s and energy density including its hub of 121 Wh/kg. T1000G 1800a 294a 40b 0.31b 0.33b 6370a
Developing a method for a stable disk-hub connection for a small T300 1760c 230c 40b 0.31b 0.33b 3530c
k disk is crucially important for attaining these targets. Epoxyb 1250 3.4 – 0.36 – NA
This paper is intended to seek a means of overcoming the diffi- POMd 1400 2.5 – 0.35 – 63
SNCM616 7800 206 – 0.3 – 1180e
culties described above. First, a trial 3DCF disk with k of 0.14 was
manufactured. Next, three different connection methods were a
Toray carbon fiber America, T1000G data sheet [4].
b
applied to evaluate and discuss their effects on vibration through Hiroshima et al. [2].
c
Toray carbon fiber America, T300 data sheet [4].
spin tests. When the connection becomes loose, the dynamic vibra- d
CP-15X, Polyplastic Co., Ltd.
tion of the rotor assembly increases. The vibration was monitored e
JIS G4103, ultimate strength.
at several positions using laser and gap sensors to elucidate the
vibration behavior of the rotor assemblies.
three types were used. Type I corresponds to Fig. 2(a). A burst tip
2. Design speed of type I was estimated as 1520 m/s. Its outer radius was
cut to 140 mm from the trial fabric [2]. Type I has a boss with a
2.1. Three-dimensional composite design height of 20 mm near the center, this portion was used for connec-
tion to a cap hub. Type II is the one after removing a part of the
The three-dimensional (3D) reinforcement was formed using a boss in type I. By the cutting, the top surface is horizontally shaped.
3D fabric [2] reinforced in the r, h, and z directions. This fabric The bottom is inclined with an angle of 5 deg as presented in Fig. 2
was composed of high-strength type PAN-based-carbon-fiber (Tor- (b). Type III has no bottom inclined such as type II (top and bottom
ayca T1000G; Toray Co. Ltd., Japan) for r and h bundles, and low- surface both horizontal).
strength type PAN-based-carbon-fiber (Torayca T300; Toray Co. The composite disk was formed by resin transfer molding
Ltd., Japan) for z bundles because of small stress in the axial direc- (RTM). In the RTM process, liquid resin is infiltrated in the porous
tion [4]. Shikibo Ltd., Japan supplied this fabric. The burst tip speed medium in the 3D fabric. This speed is proportional to the pressure
(BTS) of the 3DCFs reinforced with the fabric was calculated using gradient and permeability of the medium and is reversely propor-
the ABAQUS commercial code (ver. 6.2). The elastic constants of tional to viscosity of the liquid [5]. The 3D-fabric has low perme-
the 3DCFs were estimated using the equivalent inclusion method ability because of its high volume fraction of fibers. To shorten
[2]. Table 1 presents the material properties of the fiber, resin, the time necessary for RTM processing and to complete the process
and steel used in the calculations. Table 2 shows the average vol- within a life-time of the resin, a pressure gradient was produced by
ume fractions of the fibers in the 3DCFs. Disk configurations of reducing pressure in a die cavity.

Fig. 1. General image of cooling and shrink fit.

628 N. Hiroshima et al. / Composite Structures 136 (2016) 626–634
Table 2
Volume fractions of fiber in two types of 3DCF disks with optimized design.
Vfr [%] Vfh [%] Vfz [%] Vf [%]
Type I 0.191 0.261 0.028 0.48
Types II, III 0.183 0.252 0.024 0.459
A cyanate ester type resin, 180 deg cure type (EX-1545; Konin-
klijke Ten Cate nv.) was used for the matrix. In the resin infiltration
process, a metal die was held at 60 °C. Then resin was infused into
a cavity in the die with pressure of 912 hPa (0.9 atm) for the first
60 s. Subsequently, the die pressure was decreased to 608 hPa
(0.6 atm) throughout the RTM process. The initial pressure
0.9 atm was intended to avoid the resin flow taking a shortcut to
the exit and leaving air in the 3D-fabric. Once a steady resin flow
front formed in the fabric under a weak pressure condition
(0.9 atm in the die cavity), the high pressure gradient (0.6 atm)
pushed the flow front to the exit without leaving the void. These
resin flow conditions were determined experimentally using a
transparent acryl matched die [6]. The resin was cured at 185 °C
for 5 h.
2.2. Rotor design including hub
Three configurations for connecting the disk to a hub were
examined to find a method that was adaptable to high-speed rota-
tion. Fig. 3 shows the concept of a cap hub interface for type I. In
this method, the metal cap hub was press-fitted onto the center
boss of the disk. Thicker flange thickness tc of the cap hub induces
stronger centrifugal forces. Consequently, at a certain tc, dRC can be
equal to dRB. This equal displacement prevents the generation of
excess stresses near the joining. SNCM616 was adopted for the
cap hub material because of its excellent machinability, low cost,
Fig. 2. Axial symmetry diagrammatic illustration of the 3DCF disk: (a) type I (Cap hub), (b) type II (Tapered coupling), and type III with no tapered (POM ring).
and high strength. Fig. 4 shows test fixtures used for a type I spec-
imen. The outer and inner radii of the outer flange were designed
using FEA and were set respectively to be 41 and 31 mm (tc = 10 mm),
which produced a slightly increased pressure on the contact
surface, thereby avoiding slippage by the torque of acceleration.
FEA calculations showed that the cap hub stress does not exceed
its strength at a tip speed of 1400 m/s and that the excess radial
and circumferential stresses do not appear in the 3DCF disk.
Fig. 5 shows test fixtures used for the type II specimen. Settings
of this type have been used for spin tests made of metal and C/C
disks up to a tip speed of 500 m/s [7,8]. Fig. 6 depicts the mecha-
nism for maintaining the type II connection. In this system, the
driving shaft was cooling-fitted to the 3DCF. When the angular
velocity increases, the 3DCF tends to expand outwardly, causing
separation as depicted in Fig. 6(a). The tapered ring has an angle
of 5 deg on its bottom face. The tapered ring is thrust upward by
the disk spring force (depicted in Fig. 6(b)). This upward motion
of the tapered ring adjusts the disk center to the shaft center. This
connection is called tapered coupling.
Fig. 7 shows test fixtures used for the type III specimen. The
specimen consists of three parts, a disk, a shaft, and a poly-
oxymethylene (POM) ring. In Fig. 7, a metal shaft was press-
fitted into the POM ring after POM ring’s cooling fit into the
3DCF. Polymer materials have a high thermal expansion coefficient
compared with metals. The deformation mismatch induced by
cooling fit (dFIT in Eq. (2)) depends on thermal expansions of the
materials and determines the speed at which a separation of a disk
and hub occurs. The POM resin has anti-creep properties among
polymer materials and is expected to exhibit less stress relaxation
of the fitting (compression) stress introduced by cooling fit. The
thermal expansion coefficient of this POM polymer (CP-15X;
Polyplastic Co., Ltd.) was 110 (le/K), which is four times greater
than that of aluminum alloy, indicating that the separation speed
 N. Hiroshima et al. / Composite Structures 136 (2016) 626–634 629

Fig. 3. Concept of the cap hub interface formed by press fit: (a) design of tc to equalize displacement (dRC = dRB) for no interaction during rotation and (b) cap hub press-fit
slightly on the boss.

Fig. 4. Type I test fixtures for spin test (Cap hub): (a) assembled fixtures and (b) outlook of the specimen with the fixture.

Fig. 5. Test fixtures for type II spin test (Tapered coupling): (a) setting of the specimen and (b) outlook of the specimen with the fixture.

doubles when POM is used as hub material because the deformation
of a rotating disk is proportional to the square of the angular velocity.
Before a spin test, mass unbalances in specimens are adjusted
using balancing machines. Regarding type I, mass unbalance was
checked using a dynamic balancer (FH-224G; Mitutoyo Corp.).
The residual unbalance was reduced to 0.29 (g mm) adjusted by
removing a slight mass of a cap hub. Regarding type II and III,
the mass unbalance was checked using a dynamic balancer (FH-
216; Mitutoyo Corp.). Residual unbalances were reduced respec-
tively to 0.15 and 0.14 (g mm). These residual unbalances were
on a level of grade G1 according to the balance quality grade [9],
thereby allowing maximum rotation speeds of 70,000 rpm for type
I and 100,000 rpm for types II and III.
3. Experiment
3.1. Spin tests
Spin tests were conducted using a spin tester (Maruwa Co. Ltd.,
Japan) driven by an air turbine, as illustrated in Fig. 8. The test
chamber pressure was reduced to 80 Pa. The rotation speed was
increased intermittently at a rate of 100 m/s. As shown in Fig. 9,
630
Fig. 6. Tapered ring operation at high-speed rotation: (a) separation of inner surface of the disk from the shaft and (b) disk caught between tapered ring and shaft flange by
thrusting motion of tapered ring with spring disk.
Fig. 7. Test fixtures for spin tests using POM ring between 3DCF and shaft (type III).
Fig. 8. Schematic diagram of the spin tester.
Fig. 9. Positions of displacement measurements. Three sensors were attached at the
same angle in the circumferential direction for type II.
N. Hiroshima et al. / Composite Structures 136 (2016) 626–634
displacement sensors were placed at three points, U, L, and O,
where point P is the intersection point of the disk mid-plane and
axial center of the shaft. Although point P cannot be measured
directly using a sensor, its amplitude level is important for vibra-
tion behavior, as described later. In Fig. 9, two gap sensors (eddy
current sensor, PU-05; Applied Electronics Co., Japan) were placed
at U and L, each at a distinct distance from P to measure the radial
amplitude at each point.
Measuring the vibration amplitude on 3DCF disks surface by the
gap sensors generated much noise. Therefore, a laser sensor (lkg-
15; Keyence Co., Japan) was used to measure the amplitude of
the outer radius at point O.
Amplitude was measured at three points for type II tests, but
only at point U for type I and III tests.
3.2. Mechanical testing
To evaluate the effect of shear stresses that appear around the
boss for type I, double notched compression tests (DNC) [10] were
conducted for the 3DCF. The DNC method has been used to evalu-
ate the interlaminar shearing strength (ILSS) of CFRPs and C/Cs.
Reportedly, the ILSS of a plain woven CFRP is between 62 and
65 Pa [11].
Fig. 10 shows dimensions of DNC test specimen. The specimens
were cut from a radial location between 94 and 149 mm. The lon-
gitudinal direction in a specimen is set parallel to the r direction of
the disk. The reason for cutting from this area is that the r bundles
of the disk are nearly horizontal. Tri-axial strain gauges were
patched on surfaces of both sides between two notches to obtain
the shear stress. Fig. 11 shows an image of the testing. A specimen
was at first sandwiched between test fixtures and was slightly
compressed by bolts at a torque of 0.1 N. A specimen with the fix-
ture was placed on a L-shaped metal base. Then it was compressed
longitudinally at a rate of 0.1 mm/min using a screw-driven
mechanical testing machine (Autograph AG-5000A; Shimadzu
Corp.). For three specimens among six, loading was once released
after a certain amount of load to ascertain whether permanent
residual strain remained or not. The shear strength of the 3DCF
was determined by dividing the ultimate load by the area between
Fig. 10. Dimensions of double notched compression (DNC) test specimen.
 N. Hiroshima et al. / Composite Structures 136 (2016) 626–634
Fig. 11. Double notched compression (DNC) test specimen assembled with test
fixture.
the two notches. Cracking patterns appearing in the tests were
observed using an optical microscope (BH2-UMA; Olympus Corp.)
after the tests.
4. Stress analysis
Finite element analysis (FEA) was performed to assess the stress
distributions in a disk and around joining during spin tests using a
commercial code (ABAQUS ver. 6.11). Regarding type I tests, the
shear stress at the corner of the boss and in a disk were calculated.
Fig. 12(a) portrays an analytical model composed of eight axisym-
metric rectangle node elements. In this figure, contact elements
along the colored boundary lines between the cap hub and the
3DCF disk, where the friction factor was set to 0.15. Displacement
in the z direction was constrained on top of the shaft center. The
model had 8795 elements and 18,634 nodes. Fig. 12(b) shows the
shear stress distribution at a rotation speed of 35,900 rpm, at
which the disk fractured completely.
For type II tests, FEA analysis was conducted for discussion of
in-plane slippage between the tapered ring and the disk. Fig. 13
shows the model for type II, in which 158,223 elements and
171,578 nodes constitute a half disk. Contact elements with the
friction factor of 0.15 [12] were used for all interfaces between
Fig. 12. Half FEA model for the type I disk (a) and calculated distribution of shear stress rzr at the burst rotation speed (b) stress concentration appears near the root of the
boss region.
631
Fig. 13. Half FEA model for the type II: (a) perspective view and (b) axial cross-
section.
the metal shaft and 3DCF disk. The 3DCF disk has a mass unbalance
of 19.3 [g mm] in it before reducing the whole mass unbalance
including test fixtures to 0.15 [g mm]. Mass elements with a total
amount of 19.3 [g mm] equivalent to the disk mass unbalance were
added on the left side of the cross section of the 3DCF disk. To
express the load of a thrusting spring, the equivalent axial force
of 980 N was applied upwardly from the bottom of the tapered
ring. Displacement in the z direction was constrained on top of
the shaft. Displacement in the r direction of the shaft center axis
was constrained. Displacement in the h direction on cross section
of the half model in Fig. 13 was constrained.
5. Results and discussion
5.1. Type I (cap hub)
Fig. 14 shows the maximum amplitude during a spin test for
type I measured at point U in Fig. 9. A horizontal axis shows the
rotational speed in round per minute (rpm). In the figure, a small
peak at 1500 rpm resulted from first-order resonance. The second
spike of amplitude was caused by self-excitation at 3500 rpm. This
excitation ceased at around 8000 rpm. Subsequently the amplitude
632 N. Hiroshima et al. / Composite Structures 136 (2016) 626–634

Fig. 12(b) shows that FEA exhibited shear stress reaching

30 MPa at around the corner of the boss and the disk part. Compar-
ison of the FEA of shear stress with the result of DNC testing led to
the conclusion that the shear stress concentration around the cor-
ner region brought a fracture to type I test specimen. Conse-
quently, the reason for the increase in amplitude from
30,000 rpm in Fig. 14 was shear damage, which loosened the hub
and disk connection and which induced great unbalance.
Reinforcements, z bundles not perpendicular but tilted to hori-
zontal, are one method to improve the shear strength of a 3DCF
disk. Making the disk center thicker might be effective to reduce
the shear stress. However, the volume and mass increase in a disk
center do not contribute to the energy density of a disk including a
hub. Because of the future probability of improving rotor perfor-
mance, further approaches to a cap hub method (type I) were
discontinued.
Fig. 14. Rotational speed and measured maximum amplitude of the shaft during
the spin test of type I (Cap hub).
5.2. Type II (Tapered coupling)

Fig. 16 shows the maximum amplitude during a spin test for

increased gradually and then soared after 30,000 rpm. At
type II with the tapered coupling measured at point U in Fig. 9.
35,900 rpm (526 m/s) the disk fractured. Because normal stresses
The vibration behavior of type II in Fig. 16 is similar in the following
rr and rh are about one-seventh of the tensile strength of the
respects to those of type I in Fig. 14: 1) first-order resonance around
3DCF at this speed, the fracture can be attributed only slightly to
1500 rpm, 2) increase in amplitude from 3500 to 10,000 rpm, and 3)
the tensile stress deriving from high-speed rotation.
continuous amplitude increase after 10,000 rpm. The amplitude
DNC tests showed that shear strength was 36.5 MPa on average
increased sharply above 28,000 rpm. The spin test was stopped at
with standard deviation of 2.48. Fig. 15 shows side views of a spec-
34,900 rpm (559 m/s) with amplitude of 250 lm because a larger
imen before (a) and after (b) testing. Voids were not visible in the
amplitude was anticipated when the rotation speed was increased
picture before testing (a). Therefore, the RTM process was appar-
further.
ently completed properly. In the picture after testing (b), a crack
To understand the above-described characteristics in terms of
runs straight connecting the corners of the notches. Although the
the vibration behavior of type II in Fig. 16, Fourier-transform anal-
shear strength was expected to improve by the out-of plane rein-
ysis was conducted. Fig. 17 presents results of Fourier-transformed
forcement by z bundles, it turned out to be 36.5 MPa on average.
amplitude shown in Fig. 16. In the figure, the horizontal axis repre-
This result was low compared with shear strengths of the lami-
sents the frequency (Hz). The axis in the depth direction shows
nates and unidirectional composites. Similar effect of the
rotational speed. The vertical shows intensity. Two characteristic
through-the-thickness reinforcement has been described in an ear-
intensity patterns are shown in the figure: synchronous with fre-
lier report [13].
quency and asynchronous. The asynchronous intensity composed
of frequencies near to its first-order resonance of 1500 rpm
appeared at a rotation speed at 3000 rpm and disappeared above
12,000 rpm. This pattern is not problematic for high-speed rotation
but the source of the amplitude increases from 3500 to 10,000 rpm,
appearing not only in Fig. 16 but also in Fig. 14. This asynchronous
intensity is probably unique to the spin tester used for these tests
and can be related to self-excited vibration.
The synchronous vibration might result from rotational
unbalance in the specimen. The mass unbalance in the specimen

Fig. 15. Axial polished surface of a double notched compression (DNC) specimen: Fig. 16. Rotational speed and measured maximum amplitude of the shaft during
(a) before DNC and (b) after DNC. the spin test of type II (Tapered coupling).
 N. Hiroshima et al. / Composite Structures 136 (2016) 626–634
Fig. 17. Vibrational spectra of type II specimen.
including the fixture increased slightly after spin tests. Conse-
quently, the centering mechanism of the tapered ring was
suspected not to work as expected. The result of a spin test with
no tapered disk showed a similar intensity pattern to that in
Fig. 16, which suggests that a small tapered angle can cause
inhomogeneous in-plane slippage at the interface between the
tapered ring and the disk. The 3DCF disk originally has a certain
amount of unbalance, which can trigger slippage and which cause
further mass unbalance. Consequently, vibration with a larger
amplitude might be induced when rotational speed increases.
FEA were conducted to simulate in-plane slippage along the
disk/shaft interface. Fig. 18 presents results of the FEA for the dis-
tribution of anti-symmetric radial displacement at 20,000 rpm.
This figure presents a larger shift of the inner wall of the disk hole
toward the left side. In this direction, the mass unbalance was
Fig. 18. Antisymmetric radial displacement at 20,000 rpm induced by mass
unbalance embedded in the left-hand side of the disk.
633
added. The gap is 0.045 mm for the left side wall and 0.021 mm
for the right side.
The in-plane slippage of the 3DCF disk was determined experi-
mentally from amplitude measurements at the three points in
Fig. 9: U, L, and O. Three sensors must be placed at the same angles
in the circumferential direction. In-plane slippage length between
the disk and tapered ring was determined from the difference in
amplitude between point P and O. Amplitude at these two points
is expected to be the same if in-plane slippage does not occur. Con-
sequently, the difference in amplitude between the two provides
the in-plane slippage length. Only the shaft amplitude appears at
point P, whereas in-plane slippage in addition to the shaft ampli-
tude at point P appeared at point O. In Fig. 18, only the in-plane
slippage is shown as two different gaps (0.045 and 0.021 mm)
between the shaft and disk in the radial direction. These two values
are observed at point O as the maximum (0.045 mm) and the min-
imum (0.021 mm) of vibration around the shaft center axis if the
shaft amplitude at point P is not added. In Fig. 18, in-plane slippage
is 12 lm: half of the difference in the two gaps.
Although the amplitude at point P is necessary for confirmation
of in-plane slippage, its measurement at point P is impossible.
However, the amplitude at point P can be found indirectly consid-
ering the deformation mode of the specimen in Fig. 5 under the fol-
lowing assumption.
When the type II rotor rotates, the amplitude (displacement)
from the rotational axis results from bending of a shaft and a spin-
dle, as shown in Fig. 5. The spindle diameter is 7.9 mm, which is
smaller than that of the shaft, 22 mm. The spindle length is
268 mm (not presented in Fig. 5) from the spin tester’s holder to
the shaft, whereas that of the shaft is 135 mm, as shown in
Fig. 9. From these figures, it can be inferred that the spindle is easy
to bend, whereas the shaft is stiff, bending less. Consequently,
herein, the shaft is assumed to be a rigid body. Only the spindle
bends to generate amplitude, which means that the shaft does
not bend, but rather tilts from the rotational axis and maintain a
straight line during rotation. Under this assumption, the amplitude
at point P can be interpolated linearly using direct measurements
at two points (U and L).
Fig. 19 shows the maximum amplitude measured at point O
with interpolation to find point P. Consequently, the difference
between the two represents the in-plane slippage length. Both
amplitudes were inaccurate below 12,000 rpm because large
amplitude caused by self-excitation always adds energy to a vibra-
tion system. The difference of two curves is 15 lm at 20,000 rpm,
which suggests in-plane slippage. This value is near the FEA result
of: 12 lm. Actually, Fig. 19 shows that in-plane slippage between
Fig. 19. Measured and interpolated maximum amplitude.
634 N. Hiroshima et al. / Composite Structures 136 (2016) 626–634
Fig. 20. Rotational speed and measured maximum amplitude of the shaft during
the spin test of type III (POM ring).
Fig. 21. Half model FEA of type III (POM ring): (a) half model and (b) distribution of
normal stress rr at tip speed of 800 m/s.
the 3DCF disk and tapered ring resulted from high-speed rotation
with an initial mass unbalance imbedded in the 3DCF disk.
A tapered coupling with a larger tapered angle is required to
improve the centering function and reduce amplitude levels. How-
ever, an elaborate mechanism is necessary to push down the
tapered ring to the initial position without rotation. Otherwise,
once penetrating the tapered ring into the disk hole brings a
high-stress condition to the 3DCF disk. Because of its complex
design for the push up and down mechanism of a tapered ring, fur-
ther approaches to the tapered coupling (type II) were
discontinued.
5.3. Type III (POM ring)
Fig. 20 shows the maximum amplitude for type III measured at
the U position in Fig. 9. The amplitude levels are lower than those
of type I and II, and accommodate 130 lm at 50,000 rpm.
Fig. 21 shows FEA results for a type III (POM ring). Fig. 21(a)
shows a half model of a type III (POM ring). In this calculation, only
the parts of three components related to their connection were
modeled for contact analysis. Contact elements were used for all
interfaces between the metal shaft, the POM ring and the 3DCF
disk. Fig. 21(b) shows a distribution of normal stress rr at 800 m/s
tip speed. Normal stress rr is negative near the contact surface
of the POM ring and the disk at this speed. In our calculations,
similar negative normal stress was estimated up to 1220 m/s
tip-speed. Consequently, this method is probably capable of
sustaining the shaft–3DCF disk connection during high-speed
rotation without generation of slippage.
6. Conclusions
Three methods for joining a driving shaft to a disk were exam-
ined using high-speed spin tests. As the rotation disk material,
three-dimensional carbon-fiber-reinforced composite (3DCF) was
emphasized, with a small inner to outer radius ratio.
A cap hub system press-fitted onto the outer surface of a central
boss part of the 3DCF disk was examined first. In this case, the disk
fractured at a tip speed of 526 m/s because of the shear stress con-
centration near the joining region.
In the second system, the 3DCF disk joined to the shaft via
tapered surfaces applied thrust to adjust the disk center to the
rotational axis. In this method, a 3DCF disk’s initial unbalance
caused inhomogeneous slippage along the surfaces, and induced
high-amplitude vibration at a tip speed higher than 559 m/s.
The third system attached a polymer cylinder between the shaft
and disk. The polymer cylinder permits a high value of press and
cooling fit deformation. By virtue of this benefit, the rotation sys-
tem can achieve the highest rotation speed without interfacial slip-
page. The spin test described herein was conducted up to a tip
speed of 800 m/s with no visible damage.
Acknowledgement
This work was partly supported by the Space-Lab project, spon-
sored by the Japan Aerospace Exploration Agency.
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