Diagnostics of Gearing and Geared Couplings Using Envelope Spectrum Methods

Dr. Alexej V. Barkov, Dr. Natalia A. Barkova

VibroAcoustical Systems and Technologies, (VAST), Inc., Saint-Petersburg, Russia
Abstract
Difficulties appeared when random vibration envelope spectrum algorithms for identifying
defects in rolling element bearings were applied to gearing. Additional lines appeared in the
envelope spectrum due to dynamic loads applied to the bearings from the gearing.
Additionally, spectral lines associated with rolling element bearing occasionally disappeared
from the spectrum. Special investigations were conducted to solve these problems. As a
result, technical solutions to eliminate possible errors in bearing diagnostics were proposed as
well as new gearing diagnostic algorithms. The main results of these investigations are
discussed in this paper.
Traditional solutions
In this paper the term gearing is applied to one stage of reduction gearing consisting of two
meshing gears. It also applies to gear type couplings that do not change the rotational
frequency of the driven shaft against the driver shaft. The main focus is on defects that have
to be detected in a timely fashion. These include mesh defects that change the condition of
contact between teeth in the mesh zone, and individual tooth defects, particularly wear,
cracks and spalling (pitting).
Traditional diagnostic methods for fault detection use the main groups of vibration harmonics
that are excited by shocks as teeth engage in mesh. In gear type couplings they are the
harmonics of shaft rotational frequencies. Rotational frequencies and harmonics of each of
the meshing gears, harmonics of the gear mesh frequency and the harmonics of the contact
frequency between two faulty zones on the gears are commonly observed in reduction gear
spectra. The latter frequency is a very low subharmonic of the rotational frequencies of the
two gears. Usually this frequency is one-half to one-tenth of either shaft rotational
frequencies.
In gear-type couplings with defects, shocks at the shaft rotational frequency and its multiples
increases shaft, bearing housing and supporting structure vibration at a number of harmonic
frequencies. Increased structural vibration containing a large number of rotating frequency
harmonics is the traditional symptom used to detect defects on gear type couplings.
When defects are present that change the condition of the contact between teeth in mesh,
vibration increases at the gear mesh frequency and its multiples. Defects include,
displacement of one gear against another, misalignment of shafts and bad lubrication. This
increase is also a traditional diagnostic symptom of gear defects.
If a specific tooth is worn, cracked or a part of a tooth is missing, then once during each
revolution of the faulted gear a shock will occur between the gears. Vibration of the gear
supporting structure will increase at multiples of the rotational frequency of the faulted gear.
This increase is a traditional diagnostic symptom of the faults identified above. In addition,
vibration at multiples of gear mesh frequency are modulated at a period equal to the faulted
gear rotational frequency. Consequently, the gear mesh harmonics develop side bands spaced
at an interval equal to the rotational frequency of the gear.
Finally, when both meshing gears have flawed teeth, the defective areas on the two gears are
engaged in mesh once in several revolutions. Called the tooth repeat or hunting tooth
frequency [1], the event produces a strong shock vibration. Bearings and the supporting
structure are excited at the fundamental and multiples of the tooth repeat frequency.
Narrow band frequency analysis, cepstral analysis, and a frequency spectrum analysis of the
high frequency vibration envelope extracted with a band pass filter, are traditional methods
for gearing analysis. Each enables detecting the harmonics series as well as sidebands. All
three methods are widely used for gearing monitoring and diagnostics.
It is not always possible to measure all these vibration components. This is especially true on
low speed gear transmissions, when the shaft rotating frequency and its multiples are below
10-20 Hz. In this area of the spectrum it is very difficult to extract the vibration of the
diagnosed machine from a background that may include vibration from other machines.
Under these conditions it becomes necessary to gain diagnostic information by analysis of the
gear mesh frequency, harmonics of gear mesh frequency and side bands. However, this
information is often not complete. Consequently, the quality of diagnostics is significantly
reduced. For example, in addition to defects in the mesh, an increase in the level of the gear
mesh vibration components can be the result of bearing wear.. Bearing wear can cause the
gear shafts to go out of parallel or a shift in the gears relative to each other along their axes.
Finally, a change in the amplitude at mesh frequency often occurs upon changes in load with
no defects present. The appearance of side bands around the gear mesh harmonics can also be
the result of bearing wear accompanied by movement of the gear shaft. Gear operation where
the shaft axes experience self sustained oscillations within the limits of bearing clearances is
another source of sidebands.
Thus, traditional diagnostic solutions are not ideal when applied to gear transmissions. There
are benefits to search for new, more efficient diagnostic methods for identifying gear flaws.
New Approaches in Diagnostics
During diagnostics of rolling element bearings in gear-boxes using an envelope spectrum of
the bearing case vibration the authors often came across a situation where the diagnostic
results indicated a decreased severity of defects. There were even cases when symptoms of
known, severe bearing defects were not observed in the envelope spectrum. These cases
indicated the DREAM diagnostic software had limitations that produced less than optimum
results on gear box bearings.
Very soon the reasons for the diagnostic errors were discovered. The envelope detector filter
passed the high amplitude harmonic multiples of gear mesh frequency in addition to the
random vibration components needed for accurate bearing diagnostics. The harmonic
components that are within the frequency band of the envelope detectors filter influence the
harmonic composition of the envelope spectrum. One of the characteristics of this influence
is a decrease in the contribution to the envelope spectrum of the signals that modulate the
random vibration. Sometimes they even disappear from the envelope spectrum [2]. Since the
modulation of random vibration is utilized as a primary indication of defects and also to
assess defect severity, much information is lost.
To eliminate potential errors in rolling element bearing diagnostics it was proposed to use an
envelope detector filter with a band pass of about 20-25%. Optimally, the filter should be
located in a frequency region where there are no strong harmonic components present in the
signal. This produces a reliable diagnosis of rolling element bearings in gear boxes, and also
provides a means to detect the shock loads applied to the bearings by the gear meshing. It
also provides a new approach to gear mesh diagnostics.
The top trace in figure 1 is a gear box rolling element bearing vibration spectrum recorded on
a rolling mill stand at the West-Siberian metallurgical plant. Directly below are three
envelope spectra of the vibration signal with different frequencies of the envelope detector
filter. The first envelope spectrum was measured in the third octave frequency band with a
center frequency coinciding with the third order gear mesh frequency component. No
harmonic components are present in this envelope spectrum, so we might conclude that there
are no defects in the bearing or gear mesh. However, the envelope spectrum measured in the
frequency band between the third and fourth orders contains shock pulses. The shock pulses
are not at the rotating frequency of the bearing on which the vibration signal was obtained but
rather at the rotating frequency of the meshing gear. The envelope spectrum also contains a
series of orders of the BPFO. This indicates cavities (pitting) on the outer race. The
enveloped vibration spectrum recorded on the other bearing of the same shaft contains only
multiples of the meshing shaft rotating frequency. Thus, both bearings are influenced by
shock loads transmitted from faulted teeth located on the meshing gear. This analysis of the
spectra presented in figure 1, leads to the following conclusion: Shock loads induced by mesh
defects can be detected at all bearings associated with a mesh by choosing the correct
frequency band for the envelope detector. In this example, the mesh shock loads do not
interfere with the detection of bearing rolling surface flaws.

Figure 1(above). Autospectrum and three envelope spectra of the rolling elemet bearing of a
gear-box. Vertical units are in Gs-acceleration.
This conclusion has been confirmed by many tests where similar results were gained on gear
boxes equipped with fluid film bearings. An analysis of the enveloped vibration spectra
recorded at the bearings also gave very good results on low rotating speed gear boxes.
Dynamic loads transferred to the bearings from low speed gearing typically have lesser losses
than in high rotating speed gear boxes.
Furthermore, a similar analysis of the influence of defects in geared, tooth type couplings
indicates that envelope spectrum analysis provides a good means to detect coupling faults.
Envelope detection works efficiently with any rotational speed of the coupled shafts.
Diagnostic Tasks
The first diagnostic task is selecting the frequency band in which the envelope of the
vibration signal is formed. As previously noted, this frequency band should be chosen to
exclude harmonic components, for which RMS values are higher than the half value of the
sum of all the random components in the frequency band. Otherwise, the shock load applied
to the bearing and bearing faults are impossible to detect with high reliability.
Estimating defect severity is the second task in diagnostics. This requires analyzing the
vibration envelope of all the gear box bearings. A crucial point is that the shock load, applied
to the rolling contact surfaces of different bearings can be different depending on the bearing
clearance. Bearing clearance limits the free displacement of the shaft in response to torque
load acting along the circumference of the gear. As shock load is transferred through the gear
mesh to all the bearings, the severity of a gear mesh defect is best defined at the bearing. At
this location the modulation of the friction forces and random vibration by the rotational
frequency of the faulty gear is maximum. The observation that the maximum value of the
vibration amplitude modulation may not appear at the flawed gear's bearings is confirmed by
the envelope spectrum shown in Figure 2. This vibration spectrum was recorded from a gear
box on the Saint-Petersburg metro escalator. The first stage, highest rotating speed, gear is
flawed. Note that symptoms of the first stage gear flaw are strongest in the third stage
vibration envelope.

The third task is separating the diagnostic characteristics of bearing, gear and coupling
defects that produce the same symptom, namely random vibration modulation by shaft
rotating frequencies and their multiples. In rolling element bearings these are wear of the
inner (rotating) race. On fluid film bearings and gear couplings, virtually all types of defects,
including specific tooth defects, produce more or less the same characteristics. Three rules
have been constructed to link vibration characteristics to one of the specific defects
mentioned.
The first rule concerns bearings. If the defect is in the bearing, the modulation almost always
appears only in the random vibration of this bearing. Only when the defect is very severe do
shaft oscillations become so strong that they deform the lubrication layer of a nondefective
bearing at the other end of the shaft. When this occurs, modulation of the friction forces and
random vibration will also appear at this bearing.
The second rule concerns the couplings. With a faulted coupling the deformation of the
lubrication layer occurs in the bearings of both coupled shafts to a different degree depending
on the relative shaft displacements. Thus, modulation of the friction forces by vibration at the
rotating frequency and its multiples will be detected at different levels on the bearings at each
end of a faulted coupling.
The third rule concerns gearing. When the teeth of a gear are defective, vibration modulation
at the rotating frequency of the faulted gear and its multiples is detected on both the bearings
of this shaft as well as the shaft meshing with the faulted gear. Moreover, the appearance of
modulation by the same frequency is also possible in the bearings of other shafts within the
gear box.
The fourth and last task is identifying and diagnosing flaws on gearing equipped with fluid
film bearings that have a thicker lubrication layer than rolling element bearings. Because of
the thicker lubrication film, shock loads, especially in high speed gears, are greatly attenuated
through the lubrication layer. As a result, modulation of the friction forces can be both
extremely weak and reasonably smooth. For this reason the qualitative relations between the
severity of a gear flaw, the modulation amplitude of the vibration signal and the number of
multiples in the vibration envelope spectrum should be quantified for different types of
gearing. To establish representative criteria, quantitative data comparing the relation between
the levels of the autospectrum components and the severity of the gear defects can be used.
By comparing data relating the influence of severe gear flaws on gear box vibration and on
modulation of random vibration at the bearings, it is possible to set level criteria in the
envelope spectrum for severe defects. With these criteria it is possible to define levels for
incipient (weak) defects that will ensure their timely detection.
Practical Results
For several years the authors have achieved positive results on gearing and geared couplings,
especially on low speed machines, with diagnostics conducted using the methods described.
In the pulp and paper and metallurgy industries where the rotational speed of the machines
can be as slow as several revolutions per minute, this approach appeared to be the only
successful method that solved practical problems effectively. This experience in diagnostics
has led to several conclusions that characterize the influence of defects on the vibration
envelope spectrum recorded on the bearings of gearing and geared machines. These
conclusions can be demonstrated with examples.
First, we shall describe the influence of gear wear on vibration and its envelope spectrum.
Intensive wear of geared coupling teeth is frequently observed when the shafts have major
operating misalignment. With wear, the coupling centerline changes angle spasmodically
several times during one shaft revolution. This action applies a shock load to the bearing that
results in the appearance of several multiples of the rotating frequency in the bearing
vibration spectrum and its envelope.
Figure 3 shows the vibration spectrum and high frequency envelope spectra recorded on the
intermediate shaft rolling element bearing of a gear that connects an electric motor to a
rolling mill stand at the West Siberian metallurgical plant. With an incipient (weak) defect,
just after detection, the number of spasmodic displacements of the shaft axis was five in one
revolution. This is seen in the top vibration spectrum and in the envelope spectrum third from
the top. During defect development the number of changes decreases to two in one revolution
and the duration of the transient processes increases. In addition, random changes of
amplitudes and duration of shock loads applied to the bearings, occur. The width of the lines
of the multiples of rotating frequency in the autospectrum and the envelope spectrum of the
high frequency random vibration signal both increase. All this is seen from the second
vibration spectrum and its envelope in figure 3. If grease is added to the coupling shortly after
detection of the beginning stage of a flaw spasmodic displacements of the shaft axis can
disappear for some time or significantly decrease in amplitude.

Tooth defects in geared transmissions influence vibration in a different way than tooth
defects in geared couplings. There is also a common symptom -- the appearance of shock
loads applied to the bearings at multiples of rotating frequency. Differences are primarily in
two areas: First, the shock load appears several times per revolution in a geared coupling, but
only once per revolution in a geared transmission. Second, the magnitude fluctuations of
shock loading in a geared transmission are minimal and therefore the spectral lines do not
widen as large as in gear couplings.
In addition to these symptoms, gear faults typically produce rotating frequency amplitude
modulation of multiples of gear-mesh frequency simultaneously with shock loads applied to
the bearing. For developed faults on two gears, especially in high speed geared transmissions,
the appearance of shock loads, applied to the bearings is also typical. The primary frequency
will be the contact frequency produced by two defective zones on the meshing gears. This
observation is illustrated in figure 4. Figure 4 shows vibration spectra and their high
frequency envelope spectra recorded on faulty gearing in an IL-96 jet engine measured at the
Moscow Sheremetyevo airport.

It is important to consider that components at gear mesh frequency are encountered only
rarely in bearing vibration envelope spectra. This is explained by the fact that the dynamic
load applied to the bearing at gear mesh frequency is much less than the constant load when
the amplitude of friction force's modulation is small. However, if components at gear mesh
frequency are detected in the bearing vibration envelope spectrum the earlier consideration of
incorrect selection of the frequency band for envelope spectrum formation must be
investigated.
Selecting the machine operating mode, including both rotating speed, and the magnitude of
load is equally important. Experience has shown that diagnostics of geared couplings are best
conducted at no load operation. Shock load symptoms at the bearings that identify beginning
stages of wear appear more often under no load conditions on then on a loaded machine. In
bevel gear boxes where there is a change in location of tooth contact under load, it is best to
select a consistent, normal operating for analysis. In other cases, illustrated in figure 5, the
magnitude of the shock load applied to the bearing occurs only when the faulted surface of
the gear in the contact area. Thus, an estimate of defect severity can be in error if conditions
of load are not comparable. This typical situation took place when diagnostics were
conducted on the Saint-Petersburg metro car trailer bogie with two methods -- under real load
conditions and running under no load with the car supported on jacks.

Summary
Practical experience in gear diagnostics using high frequency bearing vibration envelope
spectra leads to the following conclusions:
1. Traditional methods of gear diagnostics using narrow band vibration spectra, cepstra
and envelope spectra of gear mesh vibration do not always assure early fault detection
and identification, especially on machines operating at low rotating speed.
2. Diagnostics based on envelope spectra of the high frequency random vibration signal
increases the certainty of defect detection and identification on geared machines at the
earliest stages of development, including low rotational speed machines. Components
within an envelope spectrum are most sensitive to the appearance of flaw induced
shock loads applied to the bearings, especially at low frequencies.
3. It is necessary to be certain that there are no major harmonics in the frequency band
utilized to develop the envelope spectrum.
4. Separating bearing, gear and coupling defects that have the same vibration envelope
spectrum diagnostic symptoms requires a combined analysis and of bearings and
meshing gears with potential faults.

[2] Barkov, A. V., Barkova, N. A. Automatic Diagnostics of Rolling Element Bearings Using
Enveloping Methods, Proceedings 18th Annual Meeting, The Vibration Institute, June 21-23,
1994
Return to Inteltek home page Return to articles/applications notes page

I have listed below the calculations of the frequencies that we look for when
checking planetary drives. We have found that the third harmonic of the planetary
fundamental gear mesh frequency is the best indicator of a problem, and exhibits
the best side bands. We have found ring gear problems from the ring gear defect
frequency with velocity; and enveloped Gs is a good way to find any defect change
that is at a higher frequency. We have found sun gear side bands around the
fundamental planetary gear mesh frequency which has indicated a serious
problem. I will discuss this in a future newsletter. I would recommend setting up a
basic Excel program to calculate the values and their harmonics with different
numbers of teeth and different input speeds. Always take in to account if the ring
gear is rotating or stationary.





Ns = Sun gear rotational speed.
Np = Planet gear rotational speed.
No = Out put shaft rotational speed.
Ts = Number of teeth on sun gear.
Tp = Number of teeth on planet gears.
Tr = Number of teeth on ring gear.
np = Number of planet gears.
Fm = Planetary fundamental gear mesh frequency
No = Ns/((Tr/Ts)+1)
Np = No(Tr/Tp)
Fm = Ts(Ns-No) = Tr X No = Tp X Np
Prominent gear mesh component = np X Fm
Defects are sidebands of the gear mesh frequency and the mesh harmonics.
NOTE: These sideband frequencies can also be separate frequencies and have
harmonics. They are easily seen with Enveloped Gs Spectrums, and on standard
spectrums if gear problems are present.
Fs = Sun gear sideband defects.
Fp = Planet gear sideband defects.
Fr = Ring gear sideband defects.
Fs = +/- np(Ns-No) = Sun gear sideband defects.
Fp = +/- (2 X Np) = Planet gear sideband defects.
Fr = +/- (np X No) = Ring gear sideband defects.


ABSTRACT
Motor Current Signature Analysis is a diagnostic and technique that is used to
analyze motors. This technology enables the testing of operating equipment to
identify rotor bar and high resistance joint problems. As a preventative maintenance
tool, MCSA can be used to perform a one-time test or periodic testing to track and
trend motor performance. MCSA allows for remote, non-intrusive testing of the
equipment being monitored. The test analyzes the current waveform using complex
mathematics. (This information was provided from a paper by Dr. Bob Jones at SKF,
and Technical Associates training manual along with the experience of Larry
Massey.) Although there are many vendors carrying MCSA software and hardware,
the SKF equipment will be discussed in this paper since it is Massey Technical
Services equipment of choice.
INTRODUCTION
When one is trying to make decisions on whether or not he should continue to
operate critical motors, he now has a tool in addition to vibration analysis with which
he can not only confirm the presence of problems, but also assess their severity. We
need to note that purely Mechanical Problems can cause a motor to appear to have
significant electrical problems when being evaluated by either motor current or
vibration analysis. An example a severely misaligned shaft can create a variable air
gap between the rotor and stator affecting both analyses. Therefore, when such tests
do indicate electrical problems, it is always a good idea to first conduct a detailed
vibration analysis, to check for mechanical problems, before sending out the motor
for repairs.
Lets discuss line frequency and two times line frequency (2F
L
), and why so many
electrical problems involve 2F
L
rather than the fundamental line frequency. It is
because the close side of an eccentric rotor will first be attracted to the north, and
then to the south pole, at each pole, the force itself will vary at 2 X the frequency of
the magnetic field relative to the eccentricity. It is important to have a high resolution
in order to allow one to separate electrical from mechanical problems. We must be
able to separate 2F
L
from motor running speed harmonics. It is also important to use
log amplitude rather than linear amplitude scales to look for electrical problems. The
reason for this is to distinguish the pole pass frequency. Pole pass frequency (Fp) =
slip frequency times the number of poles.
Vibration analysis and a simple current unbalance greater than 3% can be an
indication of Stator problems. Rotor problems are sometimes best seen with current
signature analysis. A vibration program with current signature analysis to confirm
and verify motor problems is recommended. When testing a high vibration motor, if
possible, it is a good idea to stop the motor when taking vibration analysis and see if
the vibration disappears immediately indicating electrical problems or a slow
amplitude decrease indicating pure vibration problems.
ANALYSIS OF AC MOTOR CURRENT
The technique of evaluating the motor condition by performing an FFT of the motor
current has been verified many times over the past 6 years. This technique is often
referred to as a method to detect broken rotor bars, however the fact is that it detects
abnormal high resistance in the rotor circuit. In other words, bad solder joints, loose
connections and damaged rotor bars. The users of the new CMVA55 will note that all
the mathematical functions are performed automatically by the Motor Current
Monitoring Wizard which quickly provides the user with the information he needs. In
all the cases, the motor must be at 75%-100% load. The closer to 100% full load the
better. For users of other Microlog models, the following is a quick review of the
methodology. From either the route mode or analyzer mode, the data is collected
using the point setup outlined in the instruction manual or user notes. If there is a
fault in the rotor circuit, then the spectrum will have two prominent features when
displayed with the Y axis as a logarithmic function. At 60 Hz, line frequency, there
will be a large spike. To the left at a distance equal to the rotor slip times the number
of poles will be another spike of energy. These spikes can be labeled A and B.
Note that the amplitudes will have to be obtained from the software display because
it is necessary to use amplitudes to four decimal places. This is discussed in more
detail, below in the (TECHNOLOGY FACILITIES INDUCTION MOTOR ANALYSIS)
paragraph.
TECHNOLOGY FACILITIES INDUCTION MOTOR ANALYSIS
By utilizing velocity and enveloped acceleration in conjunction with motor current
analysis, users can dramatically increase their success in trending, analyzing, and
evaluating the condition of AC induction motors. Thanks to data collectors like the
Microlog CMVA55, plant maintenance and reliability personnel can easily and
successfully detect electrical and mechanical faults that lead to unexpected
downtime. To determine the condition, perform the following calculation: Log (A/B)
times (20) = amplitude in dB.
54-60 dB = Excellent
48-54 dB = Good
42-48 dB = Moderate
36-42 dB = Cracked rotor bars or other source of high resistance.
30-36 dB = Multiple sources of high resistance.
< 30 dB = Severe damage
Note that this chart applies to rotor circuit damage and that the motor must be under
at least 75% load. The amplitude of the pole pass frequency is not linear with respect
to reduced loads and if the amplitude from a reduced load is used, the results will not
be accurate.
ENVELOPED AC MOTOR CURRENT
When the motor current is enveloped, from a motor with a damaged rotor circuit, the
resulting spectrum will show energy at the actual pole pass frequency. For example,
at 0.8 Hz, not as a sideband of the 60.0 Hz signal or 59.2 Hz. Initial research has
shown there is a relationship between the pole pass frequency amplitude as a ratio
to the overall amplitude of an FFT spectrum taken with an Fmax of 25 Hz. Typically,
in a good motor, this will be a very low amplitude signal and will not be seen in an
enveloped spectrum. This frequency will have to be calculated due to the low
amplitude. Initial data has shown a good motor will have a ratio of 5% or less, but as
damage increases, this percentage will increase. Harmonics of slip frequency are
additional indicators of damage. Initial testing has shown this to be a very sensitive
method and will detect very early degradation in the rotor circuit.
OBSERVATIONS OF OTHER MOTOR PROBLEMS
High efficiency induction motors obtain their higher efficiency, and use less
electricity, by two methods- a smaller air gap and thinner insulation on the windings.
If the owner installs these motors on a transformer circuit that has DC motors
installed on it, it is possible for the DC motor silicon control rectifiers (SCR's) to back
feed onto the AC circuit and induce high voltage spikes into the motors. The reduced
insulation will rapidly deteriorate and lead to a reduced motor life. Field results have
shown as much as a 50% reduction in the life of the motor due to such an
occurrence. DC motor problems will be seen at the SCR firing frequency, 6 times line
frequency. If this frequency is seen, check connections, SCRs, control cards, and
fuses.
CONCLUSION
The Motor Current Signature Analysis is a very effective tool for monitoring and
trending the degradation of AC motor rotors. The MCSA can also provide savings in
power consumption by providing the most efficient motors, which cost less to
operate. The MCSA is a very inexpensive program that can show returns with in two
years, and help to provide maintenance management with a better reliability based
maintenance program.

Gear Related Problems
Normal Gear Spectrum
Typical Spectrum

Normal Spectrum shows 1x and 2x RPM, along with Gear Mesh Frequency (GMF).
GMF commonly will have running speed sidebands around it relative to the shaft
speed which the gear is attached to. All peaks are of low amplitude and no natural
gear frequencies are excited.

Gear Tooth Wear
Typical Spectrum

A key indicator of gear tooth wear is excitation of the Gear Natural Frequency, along
with sidebands around it spaced at the running speed of the bad gear. Gear Mesh
Frequency (GMF) may or may not change in amplitude, although high amplitude
sidebands surrounding GMF usually occur when wear is noticeable. Sidebands may
be a better wear indicator than Gear Mesh Frequencies themselves. (see Vibration
Case History number 8).

Tooth Load
Typical Spectrum

Gear Mesh frequencies are often very sensitive to load. High GMF amplitudes do not
necessarily indicate a problem, particularly if sideband frequencies remain low and
no gear natural frequencies are excited. Each analysis should be performed with the
system at maximum operating load.

Gear Eccentricity and Backlash
Typical Spectrum

Fairly high amplitude sidebands around GMF often suggest gear eccentricity,
backlash or non-parallel shafts which allow the rotation of one gear to "modulate" the
running speed of the other. The gear with the problem is indicated by the spacing of
the sideband frequencies. Improper backlash normally excites GMF and Gear
Natural Frequencies, both of which will be sidebanded at 1x RPM. GMF amplitudes
will often decrease with increasing load if backlash is the problem.

Gear Misalignment
Typical Spectrum

Gear Misalignment almost always excites second order or higher GMF harmonics
which are sidebanded at running speed. Often will show only small amplitude 1x
GMF, but much higher levels at 2x or 3x GMF. Important to set the F
max
high enough
to capture at least 2 GMF harmonics if the transducer has the capability.

Cracked or Broken Gear Tooth
Typical Spectrum

A Cracked or Broken Tooth will generate a high amplitude 1x RPM of this gear, plus
it will excite the gear natural frequency (f
n
) sidebanded at its running speed. It is best
detected in Time Waveform which will show a pronounced spike every time the
problem tooth tries to mesh with teeth on the mating gear. Time between impacts ( )
will correspond to 1/speed of gear with the problem. Amplitudes of impact spike in
Time Waveform will often be much higher than that of 1x Gear RPM in FFT.
Hunting Tooth Problems
Typical Spectrum

Hunting Tooth Frequency (
f
HT) is particularly effective for detecting faults on both the
gear and the pinion that might have occurred during the manufacturing process or
due to mishandling. It can cause quite a high vibration, but since it occurs at low
frequencies, predominantly less than 600 CPM, it is often missed. A gear set with
this tooth repeat problem normally emits a "growling" sound from the drive. The
maximum effect occurs when the faulty pinion and gear teeth both enter mesh at the
same time (on some drives, this may occur once every 10 or 20 revolutions,
depending on the
f
HT formula). Note the
T
Gear and
T
Pinion refer to the number of
teeth on the gear and pinion respectively. N
a
= number of unique assembly phases
for a given tooth combination which equals the product of prime factors common to
the number of teeth on each gear.