ROTORDYNAMIC STABILITY MEASUREMENT DURING FULL-LOAD,
FULL-PRESSURE TESTING OF A 6000 PSI REINJECTION CENTRIFUGAL COMPRESSOR
by
J. Jeffrey Moore
Supervisor, Rotordynamics Group
Stephen T. Walker
Development Engineer
and
Mark J. Kuzdzal
Manager, Core Technology Group
Dresser-Rand Company
Olean, New York
J. Jeffrey Moore is the Supervisor of
Rotordynamics at Dresser-Rand Company,
Olean Operations, in Olean, New York. He
has been employed at Dresser-Rand for
four years. Prior to joining Dresser-Rand,
Dr. Moore worked for Solar Turbines Inc.,
in San Diego, California, in the Gas
Compressor Group. His interests include
prediction of rotor/fluid interaction forces
with CFD, bearing and seal design, and
aerodynamics. He has authored nine
technical papers in the area of rotordynamics and aerodynamics.
Dr. Moore holds B.S., M.S., and Ph.D. degrees (Mechanical
Engineering) from Texas A&M University.
Stephen T. Walker is a Development
Engineer at Dresser-Rand Company, Olean
Operations, in Olean, New York. His main
focus is mechanical component design and
solid modeling.
Mr. Walker has been employed with
Dresser-Rand since obtaining his B.S.
degree (Mechanical Engineering, 1998).
Mark J. Kuzdzal is the Manager of Core
Technologies at Dresser-Rand Company,
Olean Operations, in Olean, New York. He
is currently responsible for overseeing
rotordynamics, materials, solid mechanics,
and acoustics disciplines. Mr. Kuzdzal’s
areas of expertise focus on rotordynamics,
bearing performance, and product/process
development. He has coauthored five
technical papers, holds one U.S. Patent and
has one pending.
Mr. Kuzdzal has been employed with Dresser-Rand since
obtaining his B.S. degree (Mechanical Engineering, 1988) from the
State University of New York at Buffalo.
ABSTRACT
Full-load, full-pressure rotordynamic stability measurements
were conducted on a seven-stage, back-to-back centrifugal
29
compressor. To validate rotordynamic predictions, the rotor was
excited while operating at full load and full pressure during factory
testing. This was accomplished through means of a magnetic
bearing, which was attached to the free end of the rotor. This
device injected an asynchronous force into the rotor system to
excite the first forward whirling mode. This technique measures
the rotor’s logarithmic decrement (log dec), which indicates the
level of stability, or damping, in the rotor. The device is designed
to be nonintrusive to the original dynamics of the rotor and may be
easily installed/removed on the test stand. This paper discusses the
techniques used to measure the rotordynamic stability from a full-
load, full-pressure test of a 6000 psi reinjection compressor. The
results demonstrate the effectiveness of swirl brakes and damper
seals in producing a compressor that becomes more stable as
discharge pressure increases. This approach to compressor design
is in stark contrast to traditional designs in which the stability
degrades with increasing pressure, ultimately leading to rotordy-
namic instability. This technology ensures trouble-free startup and
operation of these compressors in the field, minimizing risk for the
end-user.
INTRODUCTION
Centrifugal compressors are used widely in the oil and gas
industry in applications such as gas gathering, transmission, and
reinjection. Reinjection compressors have traditionally created the
greatest challenge to the rotordynamic designer due to the high
pressure and power density. The high-pressure process gas
produces significant excitation and reaction forces on the rotor.
Improved understanding and management of the aerodynamic
forces acting on the rotor system are required during the design
cycle of this class of machinery. Devices such as swirl brakes and
damper seals have been developed to reduce excitation forces and
improve damping in the rotor to prevent rotordynamic instabilities
from occurring.
Starting in the early 1970s, rotordynamic instabilities received
great attention due to an unstable reinjection compressor in the
North Sea (Wachel, 1975). Rotordynamic instability occurs when
the forward driving forces exceed the resisting dissipation forces,
which leads to self-excitation of the first whirling mode of the
rotor. The result can be large subsynchronous vibration that is
limited only by contact between the rotor and stator parts, often
resulting in mechanical damage to the compressor. Examples of
this phenomenon are widely reported in the literature including
Wachel (1975), Fulton (1984), Kirk (1985), Kuzdzal, et al. (1994),
and Memmott (2000a).
In traditional practice, the instability is not encountered until
very late in the project cycle resulting in costly downtime and
hardware changes. If full-load testing is not performed at the
30 PROCEEDINGS OF THE THIRTY-FIRST TURBOMACHINERY SYMPOSIUM • 2002
factory, these problems may not be discovered until the unit
reaches the field. Depending on the application, the loss of
production and service expense can run in the millions of dollars.
Since full-load, hydrocarbon factory testing can be expensive, an
alternative method is desired. Furthermore, even if a unit is Class-
1 tested and no subsynchronous vibration is recorded, the exact
stability margin is not known, only that the compressor has a
positive logarithmic decrement. A device that directly measures
stability at a variety of operating conditions would demonstrate
adequate stability margins exist. Furthermore, even when only
inert gas or reduced pressure (Class-3) testing is selected, valuable
data can be acquired to validate rotordynamic models minimizing
risk in the field. This paper documents the use of a magnetic
bearing exciter used during full-load, full-pressure testing to
measure the rotordynamic stability of the rotor. The test results are
used to validate rotordynamic models of the compressor.
DESCRIPTION OF HIGH-PRESSURE COMPRESSOR
Full-load, full-pressure rotordynamic stability measurements
were conducted on a seven-stage, back-to-back (BTB) centrifugal
compressor (Figure 1). In a BTB centrifugal compressor, gas enters
the inlet of the machine, travels through a series of impellers, and
then exits. Before the gas reenters the case, it is generally cooled
using an intercooler. Upon reentry the gas passes through another
series of impellers and then the final discharge. When intercooling
is employed, higher compressor efficiencies are possible and may
allow for a less costly cooler design than if cooling at the final
discharge pressure.
Figure 1. Photo of High-Pressure Compressor Bundle.
Because the thrust of the first and second sections of a BTB
compressor act in opposite directions, thrust balance requirements
are minimized. This is especially important at off-design operation
(higher and lower flow). A rotating shaft spacer, residing under the
division wall, is used to balance residual thrust forces. This in
combination with the BTB arrangement eliminates the need for a
large diameter balance piston. The division wall seal is employed to
minimize leakage from the second section discharge pressure from
the first section discharge. As a result, the division wall seal has less
pressure drop (∆P) and is at a smaller diameter than a balance piston.
A shaft-end seal is used to drop the second section inlet pressure
down to the first section inlet (dry gas seal pressure) and
contributes to recycle leakage. Due to the relatively high-pressure
differential, careful attention must be placed on the design of this
seal from a rotordynamics perspective. Again, due to the low
diameter of this seal, its leakage is relatively low. Therefore, the net
result is less recycle leakage and better efficiency for the BTB
arrangement over a straight-through design.
Typically, high-pressure centrifugal compressors are heavily
scrutinized for rotordynamic stability. The logarithmic decrement
of the rotorbearing system’s first natural frequency is compared
against the expected excitation in the system. Employing modal
concepts, a designer strives to keep destabilizing forces away from
the midspan of the rotor where they are most likely to drive the first
natural frequency unstable. Conversely, damping sources
introduced at or near the rotor midspan can be very beneficial to
rotordynamic stability. One such device is a damper seal. This
device has been proven to provide more damping than detrimental
cross-coupled stiffness in laboratory testing. The seal effect
damping is enhanced when the tangential velocity of the gas
entering the damper seal is minimized by shunt injection and/or
swirl brakes. The embodiment tested included a damper seal at the
midspan of the rotor with shunt injection and swirl brakes.
The magnetic bearing exciter (MBE) is mounted on the
nondrive-end of the compressor rotor. More details of the MBE
design features and testing procedure will be discussed later in the
paper. The compressor configuration employs a modular, split
bundle concept as shown in Figure 1. This concept allows for
efficient removal of the entire compressor bundle from the case
including the bearings, gas seal, and coupling hub.
Further attributes of the machine include high efficiency
impellers coupled with low solidity vane diffusers (LSD). Tandem
dry gas seals, which rotordynamically have insignificant radial
forces, are used to seal the compressed gas from the environment.
The rotor is supported with five-shoe tilt-pad bearings in series
with sealed, spring supported squeeze-film dampers (SFD). For a
full description of the damper bearing, refer to Kuzdzal and Hustak
(1996).
The reinjection compressor has a 7500 psi (517 bar) case rating
and was designed to achieve a final discharge pressure in excess of
6000 psi (413 bar) at the design point. Extensive full-load full-
pressure testing was conducted at and below this pressure. The
testing included injecting asynchronous forces into the rotor-
bearing system using a magnetic bearing mounted on the free end
of the compressor rotor.
ROTORDYNAMIC MODELING
Accurate rotordynamic modeling of high-pressure centrifugal
compressors is crucial to the success of this class of machinery.
With gas densities approaching half that of water, the prediction
and management of gas forces in seals and secondary passages are
required. With the improved accuracy of computational fluid
dynamics (CFD), the destabilizing forces that exist in the
compressor can be predicted and better managed.
A rotor can be modeled using finite element techniques resulting
in the general linear system of differential equations,
[ M ] X&& + [C] X& + [ K ] X = F (t ) (1)
For the homogeneous solution (free vibration), a harmonic solution
is assumed as,
X (t ) = X e st
(2)
The eigenvalue may be solved for and takes the form of,
s = −ζ ω n + ω d i (3)
The real part of the eigenvalue determines the level of damping or
stability, where ζ is the damping ratio. The logarithmic decrement
(δ) is another common way to state the level of damping in a
system and is related to the damping ratio by,
πζ
δ= (4)
−ζ2
Notice the log dec is not defined for damping ratios (ζ) equal to
and greater than one. Bearing and seal reaction forces may be
modeled by linear stiffness and damping matrices:
é K xx K xy ù é C xx C xy ù
[K ] = ê K
s
K yy úû
[C ] = ê C
s
C yy úû
(5)
ë yx ë yx
For centered annular seals, skew symmetry of these matrices
exists,
 ROTORDYNAMIC STABILITY MEASUREMENT DURING FULL-LOAD, 31
FULL-PRESSURE TESTING OF A 6000 PSI REINJECTION CENTRIFUGAL COMPRESSOR

K xy = − K yx C xy = − C yx K xx = K yy C xx = C yy (6) an example of the complex, recirculating flow field inside the cells
of the seal. By optimizing the geometry of the holes, damping is
To improve the stability in annular seals, the cross-coupled stiffness maximized while keeping leakage to a minimum.
(Kxy) is minimized while direct damping (Cxx) is maximized.
The tilting-pad journal bearing coefficients are obtained using a
bearing code (Nicholas, et al., 1979) that solves the Reynolds
equation. Tilting-pad journal bearings have essentially no Kxy. In
series with the tilt-pad bearings, a sealed squeeze-film damper is
employed. The configuration allows optimal damping to be
selected and makes the system less sensitive to journal bearing
clearance tolerance. An uncavitated, 2 short-film damper solution
has been found to model this class of damper well according to
Lund, et al. (2001), given as,
3
æ Lö
Cd = π µ R ç ÷ (7)
è Cø
for a centered damper. A mechanical spring is used to offset the
gravity load on the bearing allowing near-centered operation.
A special type of annular gas seal, referred to here as a damper
seal, provides a positive, stabilizing effect (damping) as opposed to
a negative, destabilzing one. Furthermore, the damping effect
becomes more pronounced as the inlet pressure into the seal
increases. Since all sources of destabilizing forces cannot be
eliminated in a compressor, damper seals are important since they
provide increased damping at a rate faster than the destabilizing
force increases. The net result is an increase in rotor stability (log
dec) with increasing discharge pressure. This behavior is in stark
contrast to typical compressor designs. Traditionally, as the
discharge pressure of a centrifugal compressor increases, the desta-
bilizing forces increased while damping from the bearings
remained constant. As a result, the higher the discharge pressure,
the greater the risk of rotor instability. This new philosophy or goal Figure 3. Predicted Flow Field Inside Damper Seal.
of centrifugal compressor design is to reverse the traditional trend
and provide a rotor that becomes more stable with increased The code of Kleynhans and Childs (1996) is utilized to calculate
pressure. Figure 2 shows a graphical view of this trend for a hypo- the damper seal rotordynamic coefficients and has been
thetical compressor. extensively validated to medium-pressure test rig data (Holt and
Childs, 2002). The code solves the turbulent bulk flow equations
using the Blasius friction factor model but adds an extra degree of
freedom to represent the cells. The results are frequency-dependent
stiffness and damping coefficients. To minimize cross-coupled
stiffness in the seal, antiswirl measures are employed at the seal
entrance. A damper seal is used at the division wall. As previously
mentioned, the seal is ideally located at the point of largest
amplitude for the first forward whirling mode providing maximum
damping effectiveness. A damper seal can also be applied to a
balance piston on a straight-through compressor with good results.
Finally, the labyrinth seals are modeled with a combination of
bulk-flow and computational fluid dynamic approaches. The
impeller eye seals are modeled using the two control-volume, bulk-
flow code of Kirk (1990) with good results (Moore, 2001). The
seals are straight-through, teeth-on-stator designs.
Labyrinth seals are well known to be destabilizing in the
presence of inlet preswirl (Childs, 1993). Therefore, swirl brakes
Figure 2. Example of Traditional and New Design Philosophy for are used at all critical locations upstream of the various labyrinth
Rotor Stability. seals inside the compressor. Using three-dimensional CFD
techniques, these swirl brakes have been optimized. Figure 4
Several types of damper seals exist and are widely reported in shows a typical swirl brake. The swirl brake transforms a normally
the literature including: honeycomb seals (Memmott, 1994; destabilizing seal into a stabilizing one.
Memmott, 1999; Zeidan, et al., 1993), hole pattern (Yu and Childs, Swirl brakes are used on all the impeller eye seals. A three-
1998; Holt and Childs, 2002), and pocket type (Richards, et dimensional CFD model has been used to optimize their design.
al.,1995). For the present study, a variation of the hole pattern seal, The secondary passage outside the impeller shroud is coupled to
referred to as a damper seal, is used. Its geometry is optimized the primary bladed passage of the impeller, allowing the swirl
through the use of CFD analysis and test rig measurements. A brakes to be optimized for a variety of operating conditions and
three-dimensional (3D) CFD code with new boundary conditions impeller families. Figure 5 shows a close-up of the CFD model
was developed specifically for modeling the complex flows inside near an impeller eye seal showing the swirl brakes. Moore and Hill
the damper seals. Chochua, et al. (2001), provide a thorough (2000) show additional detail in analysis and design of the swirl
description of the code and methodology used. Figure 3 provides brakes used in the compressor.
32 PROCEEDINGS OF THE THIRTY-FIRST TURBOMACHINERY SYMPOSIUM • 2002
Figure 4. Swirl Brake Installation at Impeller Eye Location.
Figure 5. CFD Model for Swirl Brake Analysis.
As previously described, the shaft-end labyrinth seal contains
the ∆P generated by the first compressor section. This seal
typically has a large pressure differential and is relatively long.
Therefore, for maximum accuracy, the rotordynamic coefficients
are calculated using 3D CFD techniques presented by Moore
(2001). Figure 6 shows a vector plot for the flow field inside the
17-tooth, teeth-on-stator labyrinth seal. Swirl brakes are also used
upstream of this seal to effectively block preswirl, resulting in seal
coefficients that are stabilizing to the rotor system.
The excitation arising from the centrifugal impellers is estimated
using a modified form of the Wachel number (Wachel and von
Nimitz, 1981). After benchmarking the formulation on numerous
test cases operating with different mole weight gases, the author’s
company has adopted the following form and is referred to as the
modal predicted aero cross-coupling (MPACC) (Memmott, 2000a;
Memmott, 2000b) as shown in Equation (8). Notice, mole weight
has been eliminated from the originally proposed Wachel
formulation. By taking a modal sum based on the first whirling
mode shape, an effective Kxy is calculated on the midspan of the
rotor allowing it to be overlaid on a passive excitation plot.
æ ρD ö 2
NI s
HPj
MPACC = × åN×D
j =1
ç ÷ xj
× h j è ρs ø j
(8)
j MPACC
Figure 6. Vector Plot of a 17-Tooth Shaft End Labyrinth Seal.
Utilizing a suite of rotordynamics software developed at the
author’s company, a full rotordynamic analysis is performed.
Figure 7 shows a predicted response plot (vibration amplitude
versus speed) with midspan unbalance showing a well damped first
critical speed and no modes in the operating speed range. No seal
effects are included in this calculation in accordance with API
Standard 617, Sixth Edition (1995) guidelines.
Figure 7. Predicted Rotor Response with Midspan Unbalance.
Figure 8 shows a passive excitation chart with and without the
effect of the labyrinth and damper seals. The plot shows the
predicted log decrement of the first forward whirling mode versus
cross-coupled stiffness placed at the midspan of the rotor. The plot
demonstrates how much excitation a rotor system can withstand
before going unstable (negative log dec). The multiple curves show
the effect of increasing discharge pressure, demonstrating a
substantial increase in the threshold Kxy required to drive the
system unstable.
Overlaid on the plot is the MPACC number calculated at 6000
psi discharge pressure. The rotor stability margin (SM) is
defined in Equation (9) as the ratio between the threshold Kxy to
the predicted aerodynamic excitation (MPACC). Due to the
optimal damping from the squeeze-film bearings, the rotor
exhibits reasonable stability margin when no seals are included,
resulting in a stability margin of 1.5. When the seals are
included, stability is greatly improved, increasing the stability
margin to over 18.
K xy (δ = )
SM = (9)
 ROTORDYNAMIC STABILITY MEASUREMENT DURING FULL-LOAD,
FULL-PRESSURE TESTING OF A 6000 PSI REINJECTION CENTRIFUGAL COMPRESSOR
Figure 8. Passive Excitation Plot with and without Labyrinth Seal
Effects at 6000 PSI Discharge Pressure.
The log dec at a given pressure is represented by the intersection
between the MPACC number and the log dec curve as shown in
Figure 8. Note that a different MPACC number is calculated for
each discharge pressure. Included in these rotor stability calcula-
tions are the bearings, impeller eye seals, division wall damper
seal, and shaft end labyrinth. Figure 9 shows the resulting
predictions and demonstrates stability increasing with increasing
pressure. Equation (4) shows that the log dec approaches infinity as
the first whirling mode approaches critical damping (ζ = 100
percent). At a discharge pressure of 6000 psi, the damping ratio (ζ)
equals 98 percent and explains the high predicted log dec. These
results will later be compared to the test measurements.
Figure 9. Predicted Log Dec Versus Discharge Pressure.
MAGNETIC BEARING EXCITER DESIGN
Since stability calculations combine results from a variety of
codes, validation of the end result is important and is the focus of
the remainder of this paper. Synchronous response to imbalance
can be measured using shaft displacement probes showing the
vibration amplitudes and locations of critical speeds.
Rotordynamic stability, on the other hand, results in zero amplitude
until an instability is reached, at which point linear theory predicts
unbounded vibration amplitudes.
33
Modal testing is a well-known method for extracting system
natural frequencies and logarithmic decrement. The challenge in
rotor systems is supplying dynamic excitation to the rotating shaft
in a noncontacting, nonintrusive manner. Impact methods have
been used with some success with centrifugal pumps (Marscher
and Campbell, 1998). However, the high speed and hazardous
environment around compressors makes this approach undesirable.
Magnetic bearings have been successfully used in place of oil
bearings in many applications. Modern magnetic bearings with
laminated construction of advanced materials have excellent
control and frequency response. This study utilizes a magnetic
bearing on the free end of the compressor to generate dynamic
forces to excite the rotor. Baumann (1999) used a similar approach
on a multistage compressor by attaching a stub-shaft to the free
end. Unfortunately, the added mass moved the nodal point of the
lateral mode near the original journal bearing location. Therefore,
the oil bearing was moved outboard of the magnetic bearing. While
effective, this approach does not satisfy the goal of making nonin-
trusive measurements of the rotor system.
The present work attempts to satisfy the following requirements
for the exciter:
1. Nonintrusive—have minimal effect on lateral modes of the
original system by keeping added mass to a minimum
2. No changes in oil bearing location on the shaft
3. Installed and removed easily from machine while on the test
stand
4. Have sufficient capacity to excite the rotor system
Clearly, number 1 and 4 are in conflict. However, by utilizing
advanced magnetic materials with higher flux density, a powerful
bearing was designed of minimal size. Use of lightweight alloys
and a hollow, stiff-shaft design results in minimal addition of mass
to the rotor system. The exciter assembly adds only 2.5 lb to a rotor
weighing over 400 lb.
Figure 10 shows a solid model assembly of the original
assembly as shipped to the client. Figure 11 shows a similar view
with the magnetic bearing exciter installed. Minimal modifications
of the original compressor housings were required to accommodate
the magnetic bearing. This approach did not move the location of
the radial oil bearings. A digital control system was custom
designed for the application and allows control of excitation
frequency range and magnitude. A digital tracking filter triggered
by the excitation signal was used to isolate the exciter response
from other frequencies in the spectrum, yielding good signal to
noise ratio.
Figure 10. Solid Model of Original Assembly.
34 PROCEEDINGS OF THE THIRTY-FIRST TURBOMACHINERY SYMPOSIUM • 2002
Figure 11. Solid Model with Magnetic Bearing Exciter Added.
Next, the behavior of the rotor with the exciter installed is inves-
tigated analytically. Table 1 compares the predicted log dec and
frequency with and without the exciter. The addition of the exciter
hardware has little effect on the rotor system verifying nonintrusive
measurement.
Table 1. Comparison of Predicted First Whirling Mode with and
without Magnetic Bearing Exciter.
Figure 12 shows the predicted results of an asynchronous,
forward whirling excitation from the magnetic bearing while the
rotor is at its operation speed (12,900 rpm). The model contained
only the bearing reaction forces (no seals) and represents the low-
pressure operation of the compressor to be presented later. The
predicted response shows a well-damped first mode and demon-
strates adequate capacity of the exciter bearing. A modal
identification algorithm (MIA) uses this constant force injection
sweep to excite the first whirling mode. This swept sine wave
excites the first, forward whirling mode allowing the log dec and
natural frequency to be identified. The magnitude of the forcing
function is not important as long as it is sufficient to provide
measurable amplitudes.
Figure 12. Predicted Asynchronous Excitation with Magnetic
Bearing Exciter.
The results are compared to the predicted eigenvalue in Table 2.
The MIA result shows good correlation to the eigen analysis,
verifying that the modal characteristics can be accurately extracted
by excitation from the free end of the rotor.
Table 2. Comparison of Predicted Exciter Results to Predicted
Eigenvalue.
TEST SETUP
Figure 13 shows the flow loop used during testing in accordance
with ASME PTC-10 (1997) test specification. A 15,000 hp steam
turbine was used as the driver through a gearbox. The package
coupling was used between the gearbox and the compressor to
closely duplicate the conditions in the field. Orifice flowmeters
were placed to measure the flow in each section as well as in
between the sections to directly measure the division wall seal
leakage. Nitrogen is used as the test gas for the full-load, full-
pressure portion of this testing, including all the exciter tests.
Figure 13. High-Pressure Test Loop Layout.
Once the exciter tests were complete, an ASME PTC-10 (1997)
Class-1 test was performed to satisfy contractual requirements.
This test specification requires the test gas to closely simulate the
mole weight and gas properties of the field gas. This is accom-
plished by blending local pipeline gas with carbon dioxide and/or
propane. The resulting mixture results in nearly identical gas
densities, test speeds, and volume reduction as field operation. The
compressor including package auxiliaries is then tested under full
pressure on the hydrocarbon blend.
Figure 14 shows a photograph of the compressor casing installed
in the high-pressure test stand. A data acquisition system automat-
ically acquires and displays both performance and mechanical
instrumentation.
TEST RESULTS
After performance and mechanical checks were complete, the
flow loop was depressurized to a minimal level (Pd2 = 140 psi),
and the compressor was throttled to the design flow and speed.
Since no significant gas forces would be present at this reduced
pressure, this condition allowed the basic rotordynamic behavior to
 ROTORDYNAMIC STABILITY MEASUREMENT DURING FULL-LOAD,
FULL-PRESSURE TESTING OF A 6000 PSI REINJECTION CENTRIFUGAL COMPRESSOR
Figure 14. Photo of Compressor in High-Pressure Test Facility.
be identified. Figure 15 shows the frequency response plot from
asynchronous excitation of the first mode using the magnetic
bearing exciter while the compressor is operating at 12,900 rpm
and 140 psi discharge pressure. The response shows a well-damped
first mode, attributed to the squeeze-film damper bearings. It
should be noted that the rotor speed remains constant while the
injection force sweeps through the frequency range resulting in a
peak response at the first rotor natural frequency.
Figure 15. Frequency Response Plot from Exciter Sweep (No Gas
Forces, 12,900 RPM, Pd2 = 140 PSI).
Nitrogen is added to the loop until 1000 psi discharge pressure
is reached while running at the same speed and volume flow rate
(Q). Figure 16 shows the exciter results at 1000 psi discharge
pressure. Even at this relatively low pressure, the gas forces are
significant and result in a highly damped rotor system, indicated by
the flat frequency response and gradual phase shift.
Figure 16. Frequency Response Plot from Exciter Sweep (12,900
RPM, Pd2 = 1000 PSI).
35
Nitrogen is incrementally added in steps of 1000 psi at the
compressor discharge, while maintaining design flow and speed up
to 5000 psi. At 5000 psi the compressor was discharge throttled
until it reached 6000 psi. Figure 17 plots these test points on a
compressor map. Exciter data were taken at each of these points
resulting in frequency response plots similar to Figure 16, yet more
highly damped.
Figure 17. Pressure and Flow Points Measured During Test.
Using the modal identification algorithm (MIA) presented
earlier, the measured logarithmic decrement is determined and
plotted in Figure 18. The log dec without the gas forces is 1.24,
representing a rotor that is quite stable. As the discharge pressure
increases, the log dec increases as well. This result confirms that
the stabilizing gas forces (damping) increase at a faster rate than
the destabilizing forces. As the discharge pressure approaches
6000 psi, the rotor is nearing critical damping (ζ = 1.0), making
identifying modal characteristics more difficult. The rotor demon-
strated good stability up to the design pressure of 6000 psi with
discharge densities exceeding 20 lb/ft3.
Figure 18. Measured and Predicted Rotor Log Dec Versus
Discharge Pressure.
Also shown in Figure 18 are the stability predictions from
Figure 9. The results show good agreement at the low-pressure
point, validating the bearing and squeeze-film damper analysis
approach. The predictions show good correlation to the measured
log dec as the discharge pressure is increased, though the log dec
is slightly underpredicted near 4000 psi discharge pressure. As
previously mentioned, the mode is approaching critical damping
(ζ = 1.0) as discharge pressures reach 6000 psi, resulting in high
log dec values and good agreement between test and prediction.
36 PROCEEDINGS OF THE THIRTY-FIRST TURBOMACHINERY SYMPOSIUM • 2002
Figure 19. Comparison of Results with Previously Published Data.
The most dominant component affecting rotor stability is the
damper seal at the division wall. Due to its central location and
high-pressure differential, it provides substantial damping to the
first whirling mode. The results confirm in practice the good
correlation of the damper seal code that has been demonstrated by
Holt and Childs (2002). Due to the high-stage pressure differential,
the impeller eye labyrinths also play an important role. The swirl
brakes on these seals have transformed these components from
destabilizing into a significant stabilizing feature, further
contributing to the good rotor stability.
Figure 19 compares the current measured results to those
previously published by Baumann (1999) for two different
compressors in the same class as the present machine. Machine 1
showed an initial increase in log dec but then decreased, leading to
instability (log dec < 0) near 3600 psi, due to a drop in the first
natural frequency. The second case (Machine 2) presented by
Baumann (1999) shows a flatter behavior by selective use of swirl
brakes. These results are presented for comparison purposes only
and do not necessarily reflect the current state-of-the-art for that
manufacturer.
Based on the successful full-load, full-pressure nitrogen test, the
MBE was removed and a Class-1, full-pressure hydrocarbon test
was performed. Figure 20 shows a vibration spectrum at the design
pressure demonstrating a clean spectrum with no sign of instability
(subsynchronous vibration).
Figure 20. Vibration Spectrum During Class-1 Test 6000 PSI
Discharge.
SUMMARY AND CONCLUSIONS
Rotordynamic stability in high-pressure compressors is of
concern to both the original equipment manufacture (OEM) and
end user. Great strides in modeling techniques of fluid dynamic
forces in seals and bearings have permitted improved under-
standing of their effect on stability. While accurate predictions are
now possible, the need to minimize risks during field startup of
equipment has necessitated improved testing techniques. Even
when full-load, full-pressure testing is performed using the field
gas, the margin against instability was not traditionally known.
Future increases in power and pressure or mechanical wear of
critical components could invite problems.
The OEM and client have three testing options for new
centrifugal compressors: low-pressure Class-3 test; full-load, full-
pressure inert gas; and full-pressure Class-1 hydrocarbon tests. An
advanced testing method has been presented in this work that
directly measures the rotordynamic stability under a variety of
conditions utilizing a magnetic bearing as a dynamic exciter. This
device adds value to all three testing options.
Tests at low pressure can identify potential issues with the
mechanical rotor system, since little influence from the test gas
exists. This testing also validates the rotorbearing models further
improving confidence in the predictions. Full-load, full-pressure
inert gas can simulate similar gas density, pressure, and power as
the field conditions. Incrementally increasing the gas pressure
inside the compressor allows the effect of aerodynamic gas forces
be directly measured. Finally, if a Class-1 hydrocarbon test is
performed, the exact field conditions can be duplicated guaran-
teeing adequate stability. With the use of the magnetic bearing
exciter, the exact stability margin can be measured.
The results presented in this paper demonstrate that a high-
pressure compressor can be designed that continually increases in
stability as discharge pressure is increased. This result has been
accomplished by eliminating known destabilizing sources and
introducing damper seals. These devices increase their damping
with pressure. This result contrasts traditional designs that have a
threshold pressure of instability. These measurements demonstrate
that the analytical prediction tools accurately model this complex
rotordynamic system.
The design of the magnetic bearing exciter accomplished its
goals of performing nonintrusive measurements and allowing easy
installation/removal on the test stand. Future testing is planned to
further characterize rotor stability at off-design operation and to
improve the data reduction algorithm to characterize overdamped
modes. The experience gained in this test program is supporting
the development of high-pressure compressors with discharge
pressures approaching 15,000 psi (1000 bar).
NOMENCLATURE
[C] = Rotor damping matrix
Cd = Squeeze-film damping
[Cs] = Bearing or seal damping matrix
Cxx, Cyy = Direct damping
Cxy, Cyx = Cross-coupled damping
Dj = Diameter of impeller (j)
{F(t)} = Unbalance forcing vector
hj = Diffuser width of impeller (j)
HPj = Horsepower of impeller (j)
[K] = Rotor stiffness matrix
[Ks] = Bearing or seal stiffness matrix
Kxx, Kyy = Direct stiffness
Kxy, Kyx = Cross-coupled stiffness
L = Squeeze-film damper length
[M] = Rotor mass matrix
MPACC = Modal predicted aero cross coupling
N = Rotor speed (rpm)
Pd2 = Compressor discharge pressure
Q = Compressor volume flow rate
 ROTORDYNAMIC STABILITY MEASUREMENT DURING FULL-LOAD,
FULL-PRESSURE TESTING OF A 6000 PSI REINJECTION CENTRIFUGAL COMPRESSOR
Qd = Compressor design volume flow rate
R = Squeeze-film damper radius
SM = Stability margin
{X(t)}
_ = Rotor displacement vector
X = Eigenvector (mode shape)
xj = Modal amplitude at impeller (j)
δ = Logarithmic decrement (log dec)
ε = Squeeze-film damper eccentricity
ζ = Damping ratio
ρd = Stage discharge density
ρs = Stage suction density
µ = Absolute viscosity
ωn = Undamped natural frequency
ωd = Damped natural frequency
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38 PROCEEDINGS OF THE THIRTY-FIRST TURBOMACHINERY SYMPOSIUM • 2002

ACKNOWLEDGEMENT
The authors would like to acknowledge the dedicated members
of the Dresser-Rand test department, including Mr. Gary Colby,
Mr. Charles Dunn, and Mr. Richard Antle, for their extensive
contributions during the test program. They would also like to
thank the Dresser-Rand technical staff for their efforts and
suggestions. Thanks also go to Dr. Yunbae Kim and Dr. Gocha
Chochua of Dresser-Rand Company for their contributions in the
CFD modeling. Finally, the authors want to thank Dresser-Rand
for permission to publish this work.