Hindawi Publishing Corporation

Mathematical Problems in Engineering

Volume 2016, Article ID 1647575, 12 pages
http://dx.doi.org/10.1155/2016/1647575

Research Article
Shafting Alignment Computing Method of New Multibearing
Rotor System under Specific Installation Requirement

Qian Chen, Qi Yuan, Ming Lei, and Mengyao Wang

School of Energy and Power Engineering, Xi’an Jiaotong University, Xi’an, Shaanxi 710049, China

Correspondence should be addressed to Qi Yuan; qyuan@mail.xjtu.edu.cn

Received 30 June 2015; Revised 21 December 2015; Accepted 27 December 2015

Academic Editor: Yuri Vladimirovich Mikhlin

Copyright © 2016 Qian Chen et al. This is an open access article distributed under the Creative Commons Attribution License,
which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

The shafting of large steam turbine generator set is composed of several rotors which are connected by couplings. The computing
method of shafting with different structure under specific installation requirement is studied in this paper. Based on three-moment
equation, shafting alignment mathematical model is established. The computing method of bearing elevations and loads under
corresponding installation requirements, where bending moment of each coupling is zero and there exist preset sag and gap in
some couplings, is proposed, respectively. Bearing elevations and loads of shafting with different structure under specific installation
requirement are calculated; calculation results are compared with installation data measured on site which verifies the validity and
accuracy of the proposed shafting alignment computing method. The above work provides a reliable approach to analyze shafting
alignment and could guide installation on site.

1. Introduction
The shafting of large rotating machinery is a multibearing
rotor system. Shafts are manufactured separately and then
connected by rigid or flexible couplings. All shafts have
some form of catenary due to their own weight; thus,
shafts are not straight. So in the installation, each bearing
elevation should be adjusted along the vertical direction
to keep the catenary curve smooth when the machine is
running. Unreasonable bearing elevation will bring about
extra bearing load which causes the vibration of shaft. When
the bearing load is light, the formation of bearing oil film is
difficult which induces self-excited oil film oscillation. When
the bearing load is heavy, grinding pad phenomenon is prone
to happen. Misalignment is a condition where the centerlines
of coupled shafts do not coincide. It causes over 70% of
rotating machinery vibration problems. Misalignment causes
a decrease in motor efficiency, and misaligned machine is
more prone to failure due to increased loads on bearing and
couplings [1]. Misalignment conditions are generally classi-
fied as angular, parallel, and the combination of these two.
Shaft misalignment effects negatively influence the rolling,
sealing, and coupling parts and can also produce eccentricity
in the air gap.
Misalignment of rotor causes generation of reaction
forces in the coupling which are the major cause of machine
vibration. Gibbons [2] first evaluated the misalignment forces
generated in various types of coupling. Patel and Darpe
[3] studied coupling characteristics under misalignment
condition experimentally. They measured excitations forces
due to parallel misalignment and angular misalignment,
respectively. Force variation for angular misalignment case
shows significant 1x and 3x harmonic vibration. Parallel
misalignment on the other hand has significant 1x, 2x, and 3x
components. Sekhar and Prabhu [4] numerically presented
the effect of coupling misalignment on rotor vibration. It
was shown that the location of coupling with respect to the
bending mode shape has a strong influence on vibration.
Research on dynamic response of misalignment rotor is lim-
ited. More importantly, there are discrepancies in the findings
of different investigators. For example, vibrations at twice
the rotational speed (i.e., 2x) and its harmonics are reported
[5, 6] as a characteristic misalignment feature. Contrary to
this, Al-Hussain and Redmond [7] reported coupled lateral
2 Mathematical Problems in Engineering
and torsional 1x vibration for parallel misalignment. It is
also reported that different types of couplings reveal different
frequencies composition in the vibration response under the
same misalignment condition.
The main investigations of shaft alignment date from
the late 1960s. Early studies demonstrated the feasibility of
aligning two shafts using an arrangement of strain gages and
load cells [8, 9]. However, despite many advantages of such
methods, including quickness and accuracy, this technique
has a few limitations in its application for long shafts with
several inaccessible bearings. In general rotating mechanical
system, shaft alignment is traditionally achieved using some
form of dial indicator alignment method [10], with the
most common techniques being the rim and face method
and the reverse indicator method [11]. The dial indicator
alignment method ensures bearing elevations according to
dial indicator readings measured at predetermined locations.
In 1980s, laser shaft alignment technique became a hot
research topic. Perry [12] presented a high-precision laser
alignment system based on two position sensing detectors
(PSDs) and showed that the system enabled a simpler and
more accurate alignment of two shafts than using traditional
dial indicator alignment method. As a result of their inherent
accuracy, laser alignment systems have been widely applied
for a diverse range of shaft alignment applications, including
rotor systems [13] and gas turbines [14]. Simmons et al. [15]
developed laser instrumentation system for reliably measur-
ing casing, thermal distortion, and alignment deviation on
a large combustion turbine. This system could accurately
measure deflection and misalignment which are important
for cold condition shafting alignment. Liao [16] constructed
a measurement system comprising a laser light source and
a detector to facilitate the alignment of two rotating shafts.
The main purpose of these shafting alignment methods men-
tioned above is to decrease the gap and sag of every coupling.
These methods are efficient to deal with the alignment of
small rotating machinery which does not pay attention to
the influence of bearing elevation for bearing load. However,
for the shafting alignment of large rotating machinery, such
as steam turbine generator set or ground-based heavy-duty
gas turbine generator set, bearing elevations significantly
influence bearing loads distribution. So these methods above
are inefficient and may bring about irrational bearing load
distribution for large rotating machinery.
For large rotating machinery alignment, bearing eleva-
tions should firstly be ensured through calculation. There
are mainly two assumptions in calculation corresponding to
two different installation requirements: the first assumption
is that the bending moment of every bearing is zero and
the second assumption is that the bending moment of every
coupling is zero. Taking a 600 MW turbo-generator set
with double bearing support as the study object, He et al.
[17] calculated bearing elevations and loads based on these
two assumptions, respectively. It was shown that bearing
elevations and loads gained from the second assumption are
more reasonable through comparison. The latter calculation
method based on the second assumption does not apply to
shafting in addition to double bearing support, because the
catenary curve of every double bearing supported rotor is
calculated firstly and each bearing elevation is adjusted to
make each coupling fulfill the zero to zero condition. With
the rapid development of unit capacity, shafting structures
become more compact and more complex. Besides shafting
with double bearing support, shafting with single bearing
support and shafting with synchro-self-shifting (3S) clutch
are widely introduced in the design of turbo-generator unit.
There are various factors such as thermal distortion, fluctu-
ation of bearing oil film thickness, and unequal settlement
of foundation, which disturb the alignment condition and
rotor position in operation compared with cold condition.
In cold condition, there exist a preset gap and sag in rigid
couplings before connection to compensate for the change
in rotor position caused by the above factors in thermal
condition. Study for new structure shafting alignment com-
puting method under specific installation requirements is
meaningful and necessary.
Based on three-moment equation, shafting alignment
mathematical model was established by using transfer matrix
method in this paper. Corresponding mechanical boundary
conditions of different installation requirements, where the
bending moment in couplings is zero and there exist a gap and
sag in couplings, were determined. Detailed mathematical
derivation of new structure shafting under different mechani-
cal boundary conditions was conducted. Through calculation
by means of programming, bearing elevations and loads of
shafting with single bearing support, with double bearing
support, and with synchro-self-shifting clutch under different
installation requirements, were obtained, respectively.
2. Shafting Alignment Computing Method
2.1. Shafting Alignment Mathematical Model. The shafting
of large rotating machinery is a multibearing rotor system.
Several rotors are coupled together, which are supported on
bearings. The following assumptions are made to simplify
the model: (1) ignoring the fluctuation caused by bearing
oil film, shafting elevations at the bearings are regarded as
bearing elevations; (2) compared with the entire shafting, the
length and weight of overhang are negligibly small so two
shafting overhangs are not taken into account in mechanical
equation derivation; (3) bearing support is viewed as a hinge
support in modeling. Figure 1 shows a typical multisupport
bearing system which is composed of rotors and bearings. It
has 𝑁 bearings and 𝑁 − 1 beam spans ranked from the 2nd
to the 𝑁th. The weights of rotors and blades are viewed as
distributed load 𝑞.
The multibearing rotor system is a redundant structure
that is difficult to be solved directly. In order to facilitate
solving, it is separated into several simply supported beams.
There exists unknown value bending moment on each beam
as Figure 2 shows.
Deflection angles at bearings are caused by three factors,
respectively: bending moments at bearings, shafting weight,
and elevation difference between adjacent bearings. Take the
𝐼th bearing as study object. The left deflection angle of the 𝐼th
bearing caused by bending moment 𝛾𝑖󸀠 is given by
𝛾𝑖󸀠 = 𝑀𝑖−1 𝜑𝑖−1,𝑖
󸀠 󸀠
+ 𝑀𝑖 𝜑𝑖,𝑖 , (1)
Mathematical Problems in Engineering 3

(2) (3) (N)

1 2 3 ··· K ··· N−1 N

Figure 1: Multisupport redundant beam system.

MI−1 MI
𝜙󳰀i
I−1 I
The Ith span

MI MI+1
𝜙󳰀󳰀
i
I I+1
The (I + 1)th span

Figure 2: Deflection angles at bearings of each span.

where 𝑀𝑖−1 and 𝑀𝑖 are the bending moments at the (𝐼 − I−1

󸀠
1)th and 𝐼th bearing. Flexibility coefficient 𝜑𝑖−1,𝑖 is the left 𝛽Li,i
deflection angle of the 𝐼th bearing caused by unit moment
󸀠 I
at the (𝐼 − 1)th bearing; 𝜑𝑖,𝑖 is the left deflection angle of the 𝛽Ri+1,i
𝐼th bearing caused by unit moment at the 𝐼th bearing. I+1
Similarly the right deflection angle of the 𝐼th bearing
yi
caused by bending moment 𝛾𝑖󸀠󸀠 is given by yi−1 Li L i+1 yi+1

𝛾𝑖󸀠󸀠 = 𝑀𝑖 𝜑𝑖,𝑖
󸀠󸀠 󸀠󸀠
+ 𝑀𝑖+1 𝜑𝑖+1,𝑖 . (2) Figure 3: Deflection angle caused by elevation difference.

Taking the influence of elevation difference between adjacent

bearings and shafting weight into consideration, the total
deflection angles at the left and right side of the 𝐼th bearing where 𝑦𝑖−1 and 𝑦𝑖 are the elevations of the (𝐼 − 1)th and 𝐼th
are given, respectively, by bearing. 𝐿 𝑖 is the length of the 𝐼th span.
Similarly, the right deflection angle of the 𝐼th bearing
caused by elevation difference in the (𝐼 + 1)th span is given by
𝜙𝑖󸀠 = 𝛾𝑖󸀠 + 𝜃𝑖,𝑖
𝐿 𝐿
− 𝛽𝑖,𝑖 , (3)

𝜙𝑖󸀠󸀠 = 𝛾𝑖󸀠󸀠 + 𝜃𝑖+1,𝑖

𝑅 𝑅
+ 𝛽𝑖+1,𝑖 , (4) 𝑅 𝑦𝑖 − 𝑦𝑖+1
𝛽𝑖+1,𝑖 = . (6)
𝐿 𝑖+1
where 𝜙𝑖󸀠 is the total deflection angle at the left side of the 𝐼th
bearing and 𝜙𝑖󸀠󸀠 is the total deflection angle at the right side Since shafting catenary curve is smooth when the machine is
𝐿
of the 𝐼th bearing. 𝜃𝑖,𝑖 is the deflection angle at the left side running, total deflection angles at the left and right sides of
of the 𝐼th bearing caused by the weight of the 𝐼th span, and every bearing are equal:
𝑅
𝜃𝑖+1,𝑖 is the deflection angle at the right side of the 𝐼th bearing
caused by the weight of the (𝐼 + 1)th span. 𝛽𝑖,𝑖 𝐿 𝑅
and 𝛽𝑖+1,𝑖 are 𝜙𝑖󸀠 = −𝜙𝑖󸀠󸀠 (𝑖 = 2, 3, . . . , 𝑁 − 1) . (7)
the deflection angles caused by elevation difference at the left
and right sides of the 𝐼th bearing as shown in Figure 3. Thus, the moment equilibrium equation can be expressed as
The left deflection angle of the 𝐼th bearing caused by
elevation difference in the 𝐼th span is given by
󸀠 󸀠 󸀠󸀠 󸀠󸀠 𝐿 𝑅
𝑀𝑖−1 𝜑𝑖−1,𝑖 + 𝑀𝑖 (𝜑𝑖,𝑖 + 𝜑𝑖,𝑖 ) + 𝑀𝑖+1 𝜑𝑖+1,𝑖 + 𝜃𝑖,𝑖 + 𝜃𝑖+1,𝑖
𝐿 𝑦𝑖−1 − 𝑦𝑖 (8)
𝛽𝑖,𝑖 = , (5) 𝐿 𝑅
𝐿𝑖 − (𝛽𝑖,𝑖 − 𝛽𝑖+1,𝑖 ) = 0.
4 Mathematical Problems in Engineering

This equation for bearings is ranked from 2nd to (𝑁 − 1)th

and can be written in matrix form

󸀠 󸀠󸀠 󸀠󸀠
{ 𝑀2 }
𝜑2,2 + 𝜑2,2 𝜑3,2 { }
{
{ }
[ 󸀠 󸀠 󸀠󸀠 󸀠󸀠 ]{{ 𝑀3 }}
}
[ 𝜑2,3 𝜑3,3 + 𝜑3,3 𝜑4,3 ]{{ }
}
[ ]{ }
[ ]{{
{ .
. }
}
}
[ d d d ]{ . }
[ ]{{ }
}
[ 󸀠 󸀠 󸀠󸀠 󸀠󸀠 ] 𝑀 }
{
[ 𝜑𝑖−1,𝑖 𝜑𝑖,𝑖 + 𝜑𝑖,𝑖 𝜑𝑖+1,𝑖 ]{ 𝑖 }
[ ]{ }
[ ]{{ . } }
[ d d d ]{{
{ . }
}
}
[ ]{{ . }
}
[ 󸀠
𝜑(𝑛−3),(𝑛−2) 󸀠
𝜑(𝑛−2),(𝑛−2) 󸀠󸀠
+ 𝜑(𝑛−2),(𝑛−2) 󸀠󸀠
𝜑(𝑛−1),(𝑛−2) ] {
{ }
}
[ ]{{𝑀𝑛−2 }
}
{
{ }
}
󸀠
𝜑(𝑛−2),(𝑛−1) 󸀠
𝜑(𝑛−1),(𝑛−1) 󸀠󸀠
+ 𝜑(𝑛−1),(𝑛−1) { }
[ ] 𝑀
{ 𝑛−1 }
𝐿 𝑅 𝐿 𝑅 (9)
{
{ 𝜃2,2 + 𝜃3,2 − (𝛽2,2 − 𝛽3,2 ) }
}
{
{ }
}
{
{ 𝜃𝐿
+ 𝜃 𝑅
− (𝛽𝐿
− 𝛽 𝑅
) }
}
{
{ 3,3 4,3 3,3 4,3 }
}
{
{ }
}
{
{ . }
}
{
{ .. }
}
{
{ }
}
{
{ }
}
𝐿 𝑅 𝐿 𝑅
= −{ 𝜃𝑖,𝑖 + 𝜃𝑖+1,𝑖 − (𝛽𝑖,𝑖 − 𝛽𝑖+1,𝑖 ) }
{
{ }
}
{
{ . }
}
{
{ . }
}
{
{ . }
}
{
{ }
}
{
{ }
{
{ 𝜃(𝑛−2),(𝑛−2) + 𝜃(𝑛−1),(𝑛−2) − (𝛽(𝑛−2),(𝑛−2) − 𝛽(𝑛−1),(𝑛−2) )}
𝐿 𝑅 𝐿 𝑅
}
}
{
{ }
}
{ 𝐿 𝑅 𝐿 𝑅 }
{ 𝜃 (𝑛−1),(𝑛−1) + 𝜃𝑛,(𝑛−1) − (𝛽(𝑛−1),(𝑛−1) − 𝛽𝑛,(𝑛−1) ) }

and simplified form It is divided into 𝑚 segments and 𝑚 + 1 node as shown in

Figure 4.
[𝜑] ⋅ {𝑀} = − {𝛽} , (10) Figure 5 shows the forces and moments of the 𝑗th shaft
segment on the 𝐼th span. From the equilibrium of forces and
where [𝜑] is the flexibility coefficient matrix, {𝑀} is the moments, an equation is derived by Timoshenko and Gere
moment vector, and {𝛽} is the deflection angle vector. [18]:
Moment equilibrium equations express the relationship
between moments, deflection angles, and elevations at every
bearing which lay the foundation of shafting alignment 𝑄𝑗+1 = 𝑄𝑗 − 𝑞𝑗 𝑙𝑗 ,
computation. However, only moment equilibrium equations (11)
1
are not enough for calculating the bearing elevations and 𝑀𝑗+1 = 𝑀𝑗 + 𝑄𝑗 𝑙𝑗 − 𝑞𝑗 𝑙𝑗2 .
loads, since the number of unknown quantities exceeds the 2
number of equations. Thus, every bearing moment and other
mechanical boundary conditions should be calculated firstly In matrix form,
by using transfer matrix method.

2.2. Transfer Matrix Method. The transfer matrix method is {𝑍}𝑗+1 = [𝐾]𝑗 {𝑍}𝑗 , (12)
a fast and easy way to get the parameters such as moment,
shear force, and deflection which are important in shafting
alignment calculation. This method could guarantee high where
computational accuracy and save time. Although finite ele-
ment method is versatile, it takes more time to build geometry
𝑇
model and requires more computational resources. This is {𝑍}𝑗 = {𝑀𝑗 , 𝑄𝑗 , 1} ,
the reason for using transfer matrix method in shafting
alignment calculation. 𝑞𝑗 𝑙𝑗2
Usually, shafting is divided into several segments with dif- [1 𝑙𝑗 ] (13)
[ ]
ferent diameters in calculation. The mechanical relationship [𝐾]𝑗 = [0 1 −𝑞2 𝑙 ] .
[ 𝑗 𝑗]
between two arbitrary nodes could be represented by using
transfer matrix method. Take the 𝐼th span as the study object. [0 0 1 ]
Mathematical Problems in Engineering 5

n−1 n n+1 HP IP LP1 LP2

3 4 GEN EXC
2 ··· ··· m
1 m+1
1 2 3 4 5 6 7 8
C1 C2 C3 C4 C5
(1) (m)
I−1 (2) ··· ··· I Figure 6: Configuration diagram of single bearing support shafting.
(3)

Figure 4: 𝐼th span of the rotor.

2.3. Bearing Moment and Load Calculation. In moment equi-
librium equations, the expression of deflection angle vector
{𝛽} has the elevation of every bearing which is unknown in
value. With moment vector, the number of unknown qualities
y
is more than equations. Thus, boundary conditions such as
bending moment of every coupling being zero, are introduced
to make equations solvable. During the installation of shaft-
ing at site, bearing elevations are determined by using the
assumption that bending moment of each coupling is zero.
qj Qj+1
Mj This method reduces the bending moment on each coupling,
thus enhancing the stability and reliability of turbo-generator
Qj set. Under this assumption, bending moment of each bearing
is derived in a certain order by using transfer matrix method.
Every bearing elevation can be solved by plugging bearing
bending moment vector into moment equilibrium equations.
Due to structure difference, mechanical boundary conditions
Mj+1
of shafting in different configuration are distinct. So bending
moment calculation order is diverse. Take the single bearing
support shafting as example to illustrate bearing moment and
z load calculation procedure based on transfer matrix method.
Figure 5: Applied force of the 𝑗th shaft element. The shafting of a 1000 MW ultra supercritical turbine with
single bearing support is shown in Figure 6. This shafting
is composed of a high pressure rotor (HP), intermediate
pressure rotor (IP), two low pressure rotors (LP1 , LP2 ),
If there is no coupling within the 𝐼th span, the relationship generator (GEN), and exciter rotor (EXC). High pressure
between the (𝐼 − 1)th bearing and the 𝐼th bearing can be rotor is supported with two bearings. Intermediate pressure
written as rotor and low pressure rotors are supported with single
bearing. Generator and exciter rotor are supported with three
{𝑍}𝑚+1 = [𝐷]𝑖 {𝑍}1 , bearings. Single bearing support shafting is compact in struc-
𝑀 1 𝐷12 𝐷13 𝑀 ture which decreases the entire length of shafting and reduces
{ }
{ } { }
{ } (14) the negative influence of base/foundation deformation on
𝑄} [ ]
{ = [0 1 𝐷23 ] { 𝑄 } . alignment.
{ } { }
{ 1 }𝑚+1 [0 0 1 ]𝑖 { 1 }1 Without considering the influence of two overhangs,
simplified configuration diagram of single bearing support
Transformation matrix [𝐷]𝑖 = [𝐾]𝑚 [𝐾]𝑚−1 ⋅ ⋅ ⋅ [𝐾]1 . shafting is shown in Figure 7. Because of intermediate
If there exists coupling within the 𝐼th span and the pressure rotors, low pressure rotor and exciter rotors are
coupling locates at the node 𝑛, the relation between the (𝐼 − single bearing supported; there exists shear force in couplings
1)th bearing, the coupling, and the 𝐼th bearing meets the C1, C2, C3, and C5 to support the rotor. Since generator rotor
following equations: is double bearing support, shear force in coupling C4 is zero.
From the 8th span, spans with couplings are analyzed
{𝑍}𝑛 = [𝑔]𝑖 {𝑍}1 , firstly in reverse order. In the 8th span, the bending moment
(15) and shear force in bearing 8 and coupling C5 meet the
{𝑍}𝑚+1 = [𝐺]𝑖 {𝑍}𝑛 , following relation:

where 𝑀8 1 𝐺12 𝐺13 𝑀𝐶5

{ }
{ } [ {
{ }
}
]
𝑄8 } = [0 1 𝐺23 ] { 𝑄𝐶5 } .
[𝑔]𝑖 = [𝐾]𝑛−1 [𝐾]𝑛−2 ⋅ ⋅ ⋅ [𝐾]1 , { (17)
(16) { } { }
[𝐺]𝑖 = [𝐾]𝑚 [𝐾]𝑚−1 ⋅ ⋅ ⋅ [𝐾]𝑛 . { 1 } [0 0 1 ]8 { 1 }
6 Mathematical Problems in Engineering

MC1 = 0 MC2 = 0 MC3 = 0 MC4 = 0 MC5 = 0

QC1 ≠ 0 QC2 ≠ 0 QC3 ≠ 0 QC4 = 0 QC5 ≠ 0
M1 = 0 M8 = 0

2nd span 3rd span 4th span 5th span 6th span 7th span 8th span
1 2 3 4 5 6 7 8

Figure 7: Simplified configuration diagram of single bearing support shafting.

With the boundary condition that 𝑀𝐶5 = 0 and 𝑀8 = 0, the

expression of shear force in coupling C5 and bearing 8 can be
obtained:

8 8
𝑀8 + 𝐺13 𝐺13
𝑄𝐶5 = − 8
= − 8
,
𝐺12 𝐺12 (18)
8
𝐹8,8 = 𝑄8 = 𝑄𝐶5 + 𝐺23 .

When calculating bearing load, shear force in the right and

left sides of bearing should be ensured firstly. It should be Fi,i
Fi,i+1
noted that when analyzing the 𝐼th span and the (𝐼 + 1)th
span, there exist two different shear forces 𝑄𝑖 in bearing 𝐼.
To distinguish these two different shear forces, we define 𝐹𝑖,𝑗
to express the shear forces in bearing 𝐼 when analyzing the I Ri
𝑗th span.
The bending moment and shear force in bearing 7 and
coupling C5 meet the following equation: Figure 8: Applied force in bearing.

𝑀𝐶5 1 𝑔12 𝑔13 𝑀7

{
{ }
} [ { }
{ } 𝑀6 and 𝑀7 have been solved in the analysis of spans
]
{ 𝑄𝐶5 }
{ }
= [0 1 𝑔23 ] { 𝑄7 } .
{ }
(19) with couplings. Substituting them into (3), shear forces are
{ 1 } [0 0 1 ]8 { 1 } obtained:
7
𝑀7 − 𝑀6 − 𝐷13
𝐹6,7 = 𝑄6 = ,
Substituting 𝑀𝐶5 = 0 and (18) into (19), moment and shear 7
𝐷12 (22)
force in bearing 7 are obtained:
7
𝐹7,7 = 𝑄7 = 𝑄6 + 𝐷23 .
8
𝐹7,8 = 𝑄7 = 𝑄𝐶5 − 𝑔23 , Figure 8 shows the shearing forces and bearing reaction force
8 8
(20) of bearing 𝐼. According to force balance, the bearing reaction
𝑀7 = 𝑀𝐶5 − 𝑔12 𝑄7 − 𝑔13 . force is given by
𝑅𝑖 = 𝐹𝑖,𝑖+1 − 𝐹𝑖,𝑖 . (23)
Applying the same method to the 6th, 5th, 4th, and 3rd span,
bending moments and shear forces in bearings 6, 5, 4, 3, and 2
are obtained successively. So far, the unknown moment vector 3. Calculation of Results and Analysis
{𝑀} in equilibrium equations has been determined. Value of
3.1. Zero Bending Moment in Couplings. Based on the above
every bearing elevation can be solved by plugging {𝑀} into
mathematical modeling and derivation work, shafting align-
equations.
ment program is developed to calculate bearing elevations
There is no coupling with the 2nd and 7th span. We take
and loads of shafting system with different structure under
the 7th span as example to illustrate the computing method
the condition that the bending moment value of each
of shear force on bearing. Bending moments and shear forces
coupling is zero. Bearing elevations and loads of single
in bearing 6 and bearing 7 meet the following equation:
support shafting and shafting with 3S clutch are calculated,
respectively, and compared with the installation data to verify
𝑀7 1 𝐷12 𝐷13 𝑀6 the accuracy and validity of the computing method proposed
{ }
{ } [ { }
{ }
𝑄 ] above.
{ = [0 1 𝐷23 ] { 𝑄6 } . (21)
{ 7} } { } The first step of shafting alignment calculation is to divide
{ 1 } [0 0 1 ]7 { 1 } each rotor into discrete elements. Bending stiffness, mass, and
Mathematical Problems in Engineering 7

1 329
3 63 154 214 274 281 311 327 1
3 63 154 214 274 281 311 32732

1 2 3 4 5 6 7C5 8 1 2 3 4 5 6 7C5 8
C1 C2 C3 C4 C1 C2 C3 C4
(a) Rotor system with mass diameter (b) Rotor system with bending stiffness diameter

Figure 9: The schematic diagram of single support shafting with mass and stiffness diameter of the 1000 MW turbine generator shafting.

Table 1: Bearing elevations and loads of single support shafting.

Bearing number Computed bearing Installation bearing Elevation relative Computed bearing
elevation/mm elevation/mm error/% load/N
1 7.378 7.345 0.45 62459
2 5.553 5.367 3.47 187711
3 4.075 4.147 −1.74 485221
4 1.780 1.840 −3.26 717365
5 0 0 / 338437
6 0 0 / 337054
7 7.394 7.397 −0.04 328476
8 11.155 11.130 0.22 6338

length of shafting should remain unchanged before and after

12
modeling. The mass diameter represents the mass of each ele-
ment which could be obtained from mass conservation. The 8
10
bending stiffness diameter represents the bending stiffness of
Deflection (mm)

each element. The bending stiffness will be impaired where 8

the cross section of rotor abruptly changes. 45∘ method and 7
1
strain energy method have been widely used in engineering 6
to calculate the stiffness diameter of rotor. Figure 9 shows the 2
schematic diagram of the single bearing support 1000 MW 4
3
turbine generator shafting with both mass diameter and
2
bending stiffness diameter. The shafting is divided into 328
4
segments and has 329 nodes. 0
Giving the elevations of the 5th and 6th bearing as 0 mm, 5 6
bearing elevations and loads distribution of single bearing 0 10 20 30 40
support shafting are calculated and compared with installa- Axial length (m)
tion data measured on site. The calculation and comparison
results are shown in Table 1. The maximum relative deviation Figure 10: Catenary curve of single support shafting of the 1000 MW
turbine generator.
is 3.47% at the 2nd bearing.
Figure 10 shows the catenary curve calculation result
of single bearing support shafting. Section bending stress
calculation result under corresponding elevations is shown 332 nodes. Giving the elevations of the 7th and 8th bearing
in Figure 11. Bending stress of each coupling is 0 MPa which as 0 mm, bearing elevations and loads distribution of single
meets the installation requirement that bending moment bearing support shafting are calculated and compared with
of every coupling is zero. The maximum bending stress is installation data from the company. The calculation and
26.68 MPa at the end of generator rotor. comparison results are shown in Table 2. The maximum
The configuration diagram of shafting with synchro-self- relative deviation is −6.14% at the 1st bearing.
shifting clutch is shown in Figure 12. High pressure rotor and Figure 15 shows the catenary curve calculation result of
low pressure rotors are supported by two bearings. Interme- shafting with 3S clutch. Section bending stress calculation
diate pressure rotor is supported by one bearing. Generator result under corresponding elevations is shown in Figure 16.
rotor and exciter rotor are three-bearing supported. Bending Bending stress of each coupling is 0 MPa which meets
moment and shearing force of each coupling are shown in the installation requirement that bending moment of every
Figure 13. The bearing moment and load computing method coupling is zero as well. The maximum bending stress is
of single bearing support shafting applies to shafting with 3S 26.82 MPa at the end of generator rotor. The elevation relative
clutch as well. error of both shafting structures is within acceptable range
Figure 14 is the schematic diagram of shafting with 3S which verifies the validity and accuracy of shafting alignment
clutch. The shafting is divided into 331 segments and has computing method proposed above.
8 Mathematical Problems in Engineering

Table 2: Bearing elevations and loads of shafting with 3S clutch.

Bearing number Computed bearing Installation bearing Elevation relative Computed bearing
elevation/mm elevation/mm error/% load/N
1 15.375 16.380 −6.14 60418
2 10.536 10.700 −1.53 221623
3 5.556 5.678 −2.15 139488
4 4.966 5.078 −2.21 369176
5 1.614 1.661 −2.83 320220
6 1.303 1.343 −2.98 369176
7 0 0 / 320220
8 0 0 / 338771
9 7.431 7.373 0.79 330150
10 11.211 11.100 1.00 6371

to describe the angle difference between coupling flanges.

30 Max Offset describes the distance between rotation axes. For
each rotor, the catenary bow caused by weight is negligible
Section bending stress (MPa)

20 and, therefore, the rotation axis is not straight. Coupling

sag actually represents the elevation difference between two
10 coupling flanges.
Since there exist preset gap and sag, shafting catenary
0 curve is no longer continuous and smooth. Thus, moment
C1 C2 C3 C4 C5 equilibrium equation does not apply to the calculation of
−10 bearing elevation and load under this installation require-
ment. For a rotor with single support, an auxiliary support
−20 is added in the front-end of rotor as temporary support in
installation. Every rotor in shafting becomes double bearing
0 10 20 30 40 support through adding auxiliary bearing in installation.
Axial length (m) The alignment procedure under this installation require-
ment will be described in the following passage, and an
Figure 11: Section bending stress of single bearing support shafting example of shafting with six bearings and three rotors
of the 1000 MW turbine generator. as shown in Figure 17 will then illustrate this computing
method.
HP IP LP1 LP2 GEN EXC Firstly when the elevation of each bearing is zero, the
catenary curve of each double bearing support rotor is cal-
culated, respectively. Before connection, bearing elevations
1 2 34 5 6 7 8 9 10 of adjacent rotors are adjusted to make couplings fulfill
C1 C2 C3 C4 C5 geometry boundary condition caused by preset sag and gap.
Synchro-self-shifting clutch The geometry relationship between two coupling flanges can
be written as
Figure 12: Configuration diagram of shafting with synchro-self-
shifting clutch.
𝑦1 − 𝑦2 = Δ𝑌,
Δ𝐺 (24)
𝜃1 − 𝜃2 = ,
3.2. Gap and Sag in the Coupling. In consideration of various 𝐷
factors which influence the rotor position in thermal con-
dition such as thermal distortion, fluctuation of bearing oil where Δ𝐺 = 𝐺𝑏 − 𝐺𝑡.
film thickness, and unequal settlement of foundation, there The elevation of every bearing including auxiliary bearing
exist preset gap and sag in rigid coupling in cold condition is ensured in turn/order according to the geometrical rela-
alignment to compensate for the position change in thermal tionship, namely, deflection and angle, between two coupling
condition. The gap and sag of coupling are parameters to flanges. Tighten bolts of each coupling to connect shafts after
describe shafting alignment condition in terms of angularity adjusting every bearing to assigned altitude along the vertical
and offset in the horizontal and vertical view. Angularity can direction.
be expressed directly as the angle difference between two Figure 18 shows the schematic diagram of the double
coupling flanges. The coupling gap itself has no alignment bearing support 600 MW turbine generator shafting. Since
meaning; it must be divided by the coupling flange diameter the exciter rotor is single support structure, auxiliary support
Mathematical Problems in Engineering 9

MC1 = 0 MC2 = 0 MC3 = 0 MC4 = 0 MC5 = 0

QC1 ≠ 0 QC2 = 0 QC3 = 0 QC4 = 0 QC5 ≠ 0
M1 = 0 M10 = 0

2nd span 3rd span 4th span 5th span 6th span 7th span 8th span 9th span 10th span

1 2 3 4 5 6 7 8 9 10

Figure 13: Simplified configuration diagram of shafting with synchro-self-shifting clutch.

1 332 1 33
3 63 155159 216 220 277 284 314 330 3 63 155159 216 220 277 284 314 330

1 2 34 56 7 8 9 10 1 2 34 56 7 8 9 10
C1 C2 C3 C4 C5 C1 C2 C3 C4 C5
(a) Rotor system with mass diameter (b) Rotor system with bending stiffness diameter

Figure 14: The schematic diagram of shafting with 3S clutch with mass and stiffness diameter.

30 Max
16
25
14 1
20
Section bending stress (MPa)
12
Deflection (mm)

10 15
10
2
10
8
9 5
6
3 0
4 4
C1 C2 C3 C4 C5
−5
2
5 6 −10
0
7 8
0 10 20 30 40 −15
0 10 20 30 40
Axial length (m)
Axial length (m)
Figure 15: Catenary curve of shafting with 3S clutch.
Figure 16: Section bending stress of shafting with 3S clutch.

Table 3: Preset sag and gap of each coupling.

Coupling number Preset sag value/mm Preset gap value/mm in Figure 20. As shown in Table 3, preset sag of couplings
𝐶1 0.15 0.1 C1 and C2 is 0 mm; bending stress value of C1 and C2
𝐶2 0 0 approaches zero as well. The maximum value of bending
𝐶3 0.15 0 stress is 26.70 MPa at the end of generator rotor. Different
𝐶4 0.15 0 from previous analysis about single bearing support shafting
𝐶5 0 0.1 or shafting with 3S clutch, bending moment stress at the
1st bearing varied intensely. The maximal bending stress is
24.15 MPa.
will be added in the front-end. The preset sag and gap of each
coupling are shown in Table 3. 4. Summary and Conclusions
Giving the elevations of the 8th and 9th bearing as
0 mm, bearing elevations and loads distribution of single This paper has established the mathematical model of shaft-
bearing support shafting are calculated and compared with ing alignment, and computing methods of bearing elevations
installation data. The calculation and comparison results are and loads under corresponding installation requirements,
shown in Table 4. The maximum relative deviation is −6.48% where bending moment of each coupling is zero and there
at the 7th bearing. exist preset sag and gap in every coupling, are proposed,
Figure 19 shows the catenary curve calculation result respectively. Based on the above work, shafting alignment
of double bearing support shafting. Section bending stress program aimed at bearing elevation and load calculation
calculation result under corresponding elevations is shown is developed. Bearing elevations and loads of shafting with
10 Mathematical Problems in Engineering

Table 4: Bearing elevations and loads of double bearing support shafting.

Bearing number Computed bearing Installation bearing Elevation relative Computed bearing
elevation/mm elevation/mm error/% load/N
1 22.667 22.880 −0.93 75150
2 14.819 15.190 −2.44 147600
3 13.893 14.280 −2.71 48350
4 8.220 8.551 −3.87 153300
5 7.400 7.703 −3.93 370100
6 2.500 2.579 −3.06 337400
7 1.948 2.083 −6.48 337500
8 0 0 / 295800
9 0 0 / 360500
10 7.601 7.754 −1.97 328200
11 11.510 11.580 −0.60 6251

1 C1 C2 6

2 3 4 5

(a) Shafting composed of double bearing support rotors

Gt

𝜃1
D
y1
ΔY 𝜃2

y2

Gb

(b) Preset sag and gap

Figure 17: Sketch of computing method with sag and gap in coupling.

HP IP LP1 LP2 GEN EXC Appendix

The deflection angle vector 𝛽 is composed of two parts:
1 23 45 67 8 9 10 11
C1 C2 C3 C4 C5
𝛽
Figure 18: Configuration diagram of double bearing support shaft-
ing. 𝐿
𝜃2,2 𝑅
+ 𝜃3,2 𝐿
− (𝛽2,2 𝑅
− 𝛽3,2 )
{
{ }
}
{
{ }
}
{
{ 𝐿 𝑅 𝐿 𝑅
𝜃3,3 + 𝜃4,3 − (𝛽3,3 − 𝛽4,3 ) }
}
{
{ }
}
different structure under specific installation requirements {
{ }
}
{
{ . }
}
are calculated by using this alignment calculation program. {
{ .. }
}
{
{ }
}
{
{ }
} (A.1)
Compared with installation data measured on site, the valid- = −{ 𝐿 𝑅 𝐿 𝑅
𝜃𝑖,𝑖 + 𝜃𝑖+1,𝑖 − (𝛽𝑖,𝑖 − 𝛽𝑖+1,𝑖 ) .
ity and accuracy of proposed model and computing method { }
}
{
{ }
}
{
{ .
.. }
}
have been verified. Computing method presented in this {
{ }
}
{
{ }
}
study provides a comprehensive and reliable approach for {
{ }
}
{
{ 𝜃(𝑛−2),(𝑛−2) + 𝜃(𝑛−1),(𝑛−2) − (𝛽(𝑛−2),(𝑛−2) − 𝛽(𝑛−1),(𝑛−2) )}
𝐿 𝑅 𝐿 𝑅
}
analyzing shafting alignment and guiding the installation on {
{ }
}
{
{ }
}
𝐿 𝑅 𝐿 𝑅
site. { 𝜃 (𝑛−1),(𝑛−1) + 𝜃𝑛,(𝑛−1) − (𝛽(𝑛−1),(𝑛−1) − 𝛽𝑛,(𝑛−1) ) }
Mathematical Problems in Engineering 11

𝐿
The first part is the deflection angle caused by weight: 𝜃𝑖,𝑖 + 25
𝑅
𝜃𝑖+1,𝑖 ; the mathematical derivation is presented in Figure 21.
1
The relationship of force, moment, bending angle, and 20
deflection between adjacent nodes is

Deflection (mm)
15
𝑄𝑗+1 = 𝑄𝑗 , 2
3
𝑁𝑗+1 = 𝑁𝑗 + 𝑄𝑗 𝑙𝑗 , 10 11
4
𝑁𝑗 𝑙𝑗 𝑄𝑗 𝑙𝑗2 5
5 10
𝜃𝑗+1 = 𝜃𝑗 − − , (A.2)
𝐸𝐼𝑗 2𝐸𝐼𝑗
6
0 7
𝑁𝑗 𝑙𝑗2 𝑄𝑗 𝑙𝑗3 8 9
𝑌𝑗+1 = 𝑌𝑗 − 𝜃𝑗 𝑙𝑗 + + . 0 10 20 30 40
2𝐸𝐼𝑗 6𝐸𝐼𝑗
Axial length (m)
In matrix form,
Figure 19: Catenary curve of double bearing support shafting.
{𝑍}𝑗+1 = [𝐹󸀠 ]𝑗 {𝑍}𝑗 , (A.3)
30
where Max
𝑌} 25
{
{ }
{
{ } Section bending stress (MPa)
{
{ 𝜃}}
} 20
{
{ } }
{𝑍}𝑚+1 = {𝑁} [𝐹󸀠 ]𝑗 15
{
{ }
}
{
{𝑄} }
{
{ } 10
{ } }
{ 1 }𝑚+1 5
C1
𝑙𝑗2 𝑙𝑗3 1 𝑞𝑗 𝑙𝑗4 0 C3
(A.4) C4
[1 −𝑙𝑗 − ] C2 C5
[ 2𝐸𝐼𝑗 6𝐸𝐼𝑗 24 𝐸𝐼𝑗 ] −5
[ ]
[
[0 𝑙𝑗 𝑙𝑗2 𝑞𝑗 𝑙𝑗3 ]
]
[ 1 − − ] −10
=[
[
𝐸𝐼𝑗 2𝐸𝐼𝑗 6𝐸𝐼𝑗 ] .
]
0 10 20 30 40
[ 1 ] Axial length (m)
[0 0 1 𝑙𝑗 − 𝑞𝑗 𝑙𝑗2 ]
[ 2 ]
[0 0 0 1 −𝑞𝑗 𝑙𝑗 ] Figure 20: Section bending stress of double bearing support shaft-
[ ]
ing.
[0 0 0 0 1 ]𝑗
In this span, which is divided into 𝑚 segments and 𝑚 + 1
nodes, the relationship between node 𝑚 + 1 and node 1 is Shear force and deflection angle caused by weight could be
obtained:
{𝑍}𝑚+1 = [𝐹] {𝑍}1 , (A.5)
𝑓14 𝑓35 − 𝑓15 𝑓34
where 𝜃1 = ,
𝑓12 𝑓34
[𝐹] = [𝐹󸀠 ]𝑚 [𝐹󸀠 ]𝑚−1 ⋅ ⋅ ⋅ [𝐹󸀠 ]2 [𝐹󸀠 ]1 . (A.6) 𝑓14 𝑓35 − 𝑓15 𝑓34 − 𝑓24 𝑓35 𝑓12 + 𝑓25 𝑓12 𝑓34
𝜃𝑚+1 = ,
In matrix form, 𝑓12 𝑓34
(A.9)
𝑌} 1 𝑓12 𝑓13 𝑓14 𝑓15 { 𝑌 } 𝑓35
{
{ } 𝑄1 = − ,
{
{ } [ ]{{ }} 𝑓34
{
{ 𝜃}} [0 1 𝑓23 𝑓24 𝑓25 ] {
{𝜃}}
{ }
{ }
} [ ]{{ }
{ }
}
𝑁} [ ] 𝑓34 𝑓45 − 𝑓35
{ = [0 0 1 𝑓34 𝑓35 ] {𝑁} . (A.7) 𝑄𝑚+1 = .
{
{ }
} [ ]{{ }
{
{ }
} [0 0 0 1 𝑓45 ] {𝑄}} 𝑓34
{
{ 𝑄 } [ ]{{
{ }
}
{ } } { }
}
{ 1 }𝑚+1 [0 0 0 0 1 ] { 1 }1 This part caused by weight in deflection angle vector could be
presented as
Substituting the boundary condition in this case,
𝑅
𝑌𝑚+1 = 𝑌1 = 0, 𝜃𝑖,𝑖−1 = 𝜃1 ,
(A.8) (A.10)
𝐿
𝑁𝑚+1 = 𝑁1 = 0. 𝜃𝑖,𝑖 = 𝜃𝑚+1 .
12 Mathematical Problems in Engineering

Nj Nj+1 [13] E. Brommundt and E. Krämer, “Instability and self-excitation

y q
caused by a gear coupling in a simple rotor system,” Forschung
im Ingenieurwesen, vol. 70, no. 1, pp. 25–37, 2005.
[14] A. Luedeking, “Laser alignment verification—on site at the
𝜃j largest gas turbine in the US,” 2005, http://www.ludeca.com/
casestudy/ultra uptime0905.pdf.
Qj Qj+1 [15] H. R. Simmons, A. J. Smalley, R. W. Frischmuth et al., “Tools for
diagnosing case deflections and alignment on a power utility
combustion turbine,” in Proceedings of the ASME 1992 Inter-
national Gas Turbine and Aeroengine Congress and Exposition,
x V004T10A004, American Society of Mechanical Engineers,
Cologne, Germany, June 1992.
Figure 21: Applied force of shaft element.
[16] T.-T. Liao, “Modeling and analysis of laser shaft alignment
using 4 × 4 homogeneous coordinate transformation matrix,”
Measurement, vol. 42, no. 1, pp. 157–163, 2009.
Conflict of Interests [17] A. He, Q. Ge, and D. Li, “Advanced design for shaft system of
large turbine,” Journal of Vibration Engineering, vol. 17, pp. 231–
The authors declare that there is no conflict of interests
233, 2004.
regarding the publication of this paper.
[18] S. Timoshenko and J. Gere, Mechanics of Materials, Van Nos-
trand Reinhold Company, 1972.
Acknowledgment
This work is supported by the National Natural Science
Foundation of China (no. 11372234).

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