## 3 Numerical Simulations and Discussion
### Finding of Adjustment Point
#### 3.2.1 Results
\begin{array}{cccccccc}&\#1B&\#2B&\#3B&\#4B&\#5B&\#6B& \#7B&\#8B\\ \#14P&0.0210&0.661&0.527&221&983&20020&6934&12758\\ \#29P&0.170&0.0520&0.0807&44.3&201&4484&1874&2968\\ \#33P&1.38&0.364&0.135&14.1&69.8&2172&1352&819\\ \#49P&6.17&0.603&1.83&0.0987&1.19&8.11&16.6&89.8\\ \#53P&42.0&17.5&7.11&1.03&0.888&11.9&4.84&5.17\\ \#69P&821&264&341&0.411&3.90&0.143&0.322&0.496\\ \#73P&5675&1386&1677&16.4&41.4&0.535&0.0941&0.110\\ \#91P&1736&2663&3798&5.56&32.6&2.09&0.854&0.00331\\ \end{array} \right] \tag{29}\]  
\[A2-Cyx_{g44}=\left[ \begin{array}{cccccccc}&\#1B&\#2B&\#3B&\#4B&\#5B&\#6B& \#7B&\#8B\\ \#14P&0.00298&2.46&5.85&485&2591&95895&67788&143445\\ \#29P&0.150&0.126&0.480&4.19&36.4&2619&2413&10651\\ \#33P&2.21&0.443&0.0164&13.2&69.2&2467&1717&2522\\ \#49P&2.20&7.83&8.86&0.120&1.37&117&96.2&118\\ \#53P&22.5&17.2&6.77&0.410&0.381&9.40&4.31&4.52\\ \#69P&141&23.3&36.1&2.62&4.16&0.143&0.0894&0.268\\ \#73P&3552&333&1472&23.1&22.0&0.623&0.138&0.228\\ \#91P&572&912&1981&17.3&6.462&0.831&0.3101&0.000972\\ \end{array} \right] \tag{30}\]  
where \(A2-Kxx_{g44}\), \(A2-Kyy_{g44}\), \(A2-Cxx_{g44}\), \(A2-Cxy_{g44}\), \(A2-Cxy_{g44}\), \(A2-Kxy_{g44}\), \(A2-Kyx_{g44}\) and \(A2-Cyx_{g44}\) are the matrices of the maximum identification error of the main stiffness coefficient in the x direction, the main stiffness coefficient in the y direction, the main damping coefficient in the x direction, the main damping coefficient in the y direction, the cross-coupled stiffness coefficient in the x direction, the cross-coupled stiffness coefficient in the y direction, the cross-coupled damping coefficient in the x direction and the cross-coupled damping coefficient in the \(y\) direction of #1 to #8 bearings under different last measuring point condition in the simulation of g4.4 using Algorithm II; the red numbers show the best identification results when the last measuring point is changed. Results of the Computational Example h4.4. For rotor h4.4 supported by oil journal bearings, Equations (31)-(38), which show the biggest relative errors of each bearing's main and cross-coupled coefficients, are obtained using #14, #29, #31, #49, #51, #69, #71 and #89 point as the last one measuring point, respectively. The nodes, where the bearings and discs are located, are used as the m + n measuring points. According to the first rows of the matrices in Equations (31)-(38), the identification error of #1 bearing coefficients is very small; although, it is not the smallest among the eight bearings. For the stiffness coefficients, the maximum relative error of k1.xx, k1.yy, k1.xy and k1.yx are 0.444%, 0.346%, 1.23% and 0.514%, respectively. While for the damping coefficients, the maximum relative error of c1.xx, c1.yy, c1.xy and c1.yx, which are 0.00337%, 0.00490%, 0.0634% and 0.0209%, respectively, are smaller than that of the stiffness coefficients. However, the identification error becomes bigger for some other bearings. For the main stiffness coefficient in the x direction, the biggest of the eight maximum errors, which is 102%, occurs at #7 bearing. For the main stiffness coefficient in the y direction, the biggest of the maximum errors occurs at #7 bearing and is 1054%. While for the four main damping coefficients in the x and y directions, the biggest values of the maximum errors are much smaller. They occur at #7 bearing and are 2.59% and 9.51%, respectively. For the cross-coupled coefficients, they are 61.0%, 499%, 3.22% and 23.4%, respectively, and they occur at #7, #7, #8 and #7 bearings, respectively. By changing the last measuring point to other points listed in Table 2, respectively, similar results can be obtained according to the other rows of the matrices in Equations (31)-(38). \[A2-Kxx_{h44}=