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Research Papers: Hydrodynamic Lubrication

Optimization of Groove Geometry for a Thrust Air Bearing According to Various Objective Functions

[+] Author and Article Information
Hiromu Hashimoto

Graduate School of Science and Technology, Tokai University, 1117 Kitakaname, Hiratsuka-shi, Kanagawa-ken 259-1292, Japanhiromu@keyaki.cc.u-tokai.ac.jp

Tadashi Namba

Graduate School of Science and Technology, Tokai University, 1117 Kitakaname, Hiratsuka-shi, Kanagawa-ken 259-1292, Japan

J. Tribol 131(4), 041704 (Sep 22, 2009) (10 pages) doi:10.1115/1.3201860 History: Received April 07, 2008; Revised July 11, 2009; Published September 22, 2009

Grooved thrust air bearings are widely used to support high-speed, low-loaded shafts in many rotating systems because of their low friction, noiseless operation, and simple structure. Several types of groove geometries, such as straight line, spiral, and herringbone, are commonly used in actual applications. Among these, the spiral groove is mainly used. However, as far as the authors know, there is no theoretical evidence that the spiral groove is the most optimized groove geometry in all possible groove geometries. This paper describes the optimum design for the groove geometry of thrust air bearings according to various objective functions such as air film thickness, bearing torque, dynamic stiffness of air film, and other similar combinations. In an optimum design, groove geometries are expressed by the third degree of spline function, and sequential quadratic programming is used as the optimization method. It is understood that the groove geometry for optimizing air film thickness or friction torque takes the basic form of spiral groove geometry. The geometry design for optimizing the dynamic stiffness is the modified spiral groove. Numerical results are compared with the measured data, and good agreements can be seen between them.

Copyright © 2009 by American Society of Mechanical Engineers
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Figures

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Figure 2

Groove geometry and pressure distribution to optimize hr under W=9.8 N, ns=40,000 rpm

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Figure 3

Variation of objective function hr with rotational speed under W=9.8 N

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Figure 4

Variation of objective function hr ratio with rotational speed under W=9.8 N

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Figure 5

Variation of objective function hr with rotational speed under W=29.4 N

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Figure 6

Variation of objective function hr ratio with rotational speed under W=29.4 N

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Figure 7

Groove geometry and pressure distribution to optimize Tr under W=9.8 N, ns=40,000 rpm

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Figure 8

Variation of objective function Tr with rotational speed under W=9.8 N

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Figure 9

Variation of objective function Tr ratio with rotational speed under W=9.8 N

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Figure 10

Variation of objective function Tr(X) with rotational speed under W=29.4 N

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Figure 11

Variation of objective function Tr(X) ratio with rotational speed under W=29.4 N

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Figure 12

Groove geometry and pressure distribution to optimize K under W=9.8 N, ns=40,000 rpm

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Figure 13

Variation of objective function K with rotational speed under W=9.8 N

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Figure 14

Variation of objective function K ratio with rotational speed under W=9.8 N

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Figure 15

Groove geometry and pressure distribution to optimize hrK under W=9.8 N, ns=40,000 rpm

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Figure 16

Variation of objective function hrK with rotational speed under W=9.8 N

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Figure 17

Variation of objective function hrK ratio with rotational speed under W=9.8 N

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Figure 19

Variation of objective function Tr/K with rotational speed under W=9.8 N

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Figure 20

Variation of objective function Tr/K ratio with rotational speed under W=9.8 N

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Figure 21

Geometry of test bearings

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Figure 22

Friction torque with rotational speed

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Figure 23

Stiffness function with rotational speed

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Figure 1

Method of changing groove boundary

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Figure 18

Groove geometry and pressure distribution to optimize Tr/K under W=9.8 N, ns=40,000 rpm

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