Basics of Vibration

Vibration theory & analysis

What is Vibration?

Vibration Terms

Time Waveform Analysis

q.
re
f
h
hig

overall vibration

tim

e
low

fre

q.

y
nc
e
qu
fre

individual vibration signals

combine to form a complex
time waveform showing overall
vibration

complex time waveform

Scale Factors
When comparing overall vibration signals, it is
imperative that both signals be measured on the
same frequency range and with the same
scale factors.

Measurements & Units

Displacement (Distance)
mils or micrometer, mm

Velocity (Speed - Rate of change of displcmt)

in/sec or mm/sec

Acceleration (Rate of change of velocity)

Gs or in/sec2 or mm/sec2

Sensor Relationships
100
Displacement (microns)
10

Amplitude
(microns,
mm/sec, gs

Acceleration
(g's - 9,81m/sec2)

1.0

Velocity (mm/sec)

0.1
Common Machinery
Operating Range

1
0.01
10

100

1,000

Frequency (Hz)

10,000

Multi-Parameter Monitoring
Same Data in Velocity and Acceleration
Velocity
Spectrum
On the same bearing cap,
low freq. events (imbalance,
misalignment, etc.) show
best in the velocity
spectrum; while high freq.
events (bearing faults,
gearmesh) show best in the
acceleration spectrum

Acceleration
Spectrum

Accelerometers
Rugged Devices
Operate in Wide Frequency
Range (Near 0 to above 40 kHz)
Good High Frequency Response
Some Models Suitable For High
Temperature
Require Additional Electronics
(may be built into the sensor housing)

What is vibration?
Complex signal?

Amplitude

FFT Signal Processing

Amplitude

Amplitude

Ti

Ti

Fr

eq

n
ue

cy

Narrow Bands with trend

1X

2X

B e a r in g B e a r in g

G e a rs

B e a r in g

Amplitude

SubH am
r o n ic

1x

10x
T re n d o f
B e a r in g s

2x

T re n d o f
B a la n c e
.3
in /s e c
T im e
(D a y s )

.1
in /s e c

A la r m
T im e
(D a y s )

Alarm Types Narrow Bands

A2 - 8.2.4. BPFI Pomp PNV
P1/K10 -PNV POMP NIET-KOPP VERTIKAAL

14
Imbalance

Route Spectrum
30-jan-96 15:14:51

12

OVERALL= 13.52 V-DG

RMS = 13.46
LOAD = 100.0
RPM = 2987. (49.78 Hz)
Fault Limit

Bearing

Looseness

8
Misalignment

RMS Velocity in mm/Sec

10

0
0

500

1000

Label: BPFI with 1xrPM modulations.

1500
Frequency in Hz

2000

2500

Freq: 475.00
Ordr: 9.542
Spec: .06356

Overall Vibration
The total vibration energy
measured within a specific
frequency range.
includes a combination of all
vibration signals within
measured frequency range
does not include vibration
signals outside measured
frequency range
produces a numerical value

Alarm Types Overall Alarm

Look to the global vibration level
A2 - 8.2.4. BPFI Pomp PNV
P1/K10 -PNV POMP NIET-KOPP VERTIKAAL

12

Route Spectrum
30-jan-96 15:14:51
OVERALL= 13.52 V-DG
RMS = 13.46
LOAD = 100.0
RPM = 2987. (49.78 Hz)
Fault Limit

RMS Velocity in mm/Sec

0
0

500

1000

Label: BPFI with 1xrPM modulations.

1500
Frequency in Hz

2000

2500

Freq: 1321.9
Ordr: 26.55
Spec: .119

Analyse of data: Spectra,

Waveform and Trends

Vibration

-Imbalance
-Misalignment
-Looseness
-Bearing problems
-Belt problems
-Gear problems
-Lubrification
-Electrical problems
-Resonance
-Sleeve Bearing problems
-Other

Vibration analysis
"Of all the parameters that can be measured non
intrusively in industry today, the one containing the
most information is the vibration signature."
Art
Crawford
Vibration Analysis is the foundation of a predictive
maintenance program

SIGNATURE ANALYSIS

Which frequencies exist and what are the

relationships to the fundamental exciting
frequencies.
What are the amplitudes of each peak
How do the peaks relate to each other
If there are significant peaks, what are their
source

Vibration analysis
Unbalance

COUPLE UNBALANCE

1800 out of phase on the same shaft

1X RPM always present and normally dominates
Amplitude varies with square of increasing speed
Can cause high axial as well as radial amplitudes
Balancing requires Correction in two planes at 180o

OVERHUNG ROTOR
UNBALANCE

1X RPM present in radial and axial directions

Axial readings tend to be in-phase but radial readings
might be unsteady
Overhung rotors often have both force and couple
unbalance each of which may require correction

Diagnosing Unbalance

Vibration frequency equals rotor

speed.

Vibration predominantly RADIAL

in direction.

Stable vibration phase

measurement.

Vibration increases as square of

speed.

Vibration phase shifts in direct

proportion to measurement
direction.

900

900

Vibration analysis
Misalignment/Bent shaft

ANGULAR
MISALIGNMENT

Characterized by high axial vibration

1800 phase change across the coupling
Typically high 1 and 2 times axial vibration
Not unusual for 1, 2 or 3X RPM to dominate
Symptoms could indicate coupling problems

PARALLEL
MISALIGNMENT
1x

2x
4x

Radial

High radial vibration 1800 out of phase

Severe conditions give higher harmonics
2X RPM often larger than 1X RPM
Similar symptoms to angular misalignment
Coupling design can influence spectrum
shape and amplitude

MISALIGNED BEARING

Vibration symptoms similar to angular

misalignment
Attempts to realign coupling or balance the rotor
will not alleviate the problem.
Will cause a twisting motion with approximately
1800 phase shift side to side or top to bottom

BENT SHAFT

Bent shaft problems cause high axial vibration

1X RPM dominant if bend is near shaft center
2X RPM dominant if bend is near shaft ends
Phase difference in the axial direction will tend
towards 1800 difference

OTHER SOURCES OF HIGH

AXIAL VIBRATION
a. Bent Shafts
b. Shafts in Resonant Whirl
c. Bearings Cocked on the Shaft
d. Resonance of Some Component in the Axial Direction
e. Worn Thrust Bearings
f. Worn Helical or Bevel Gears
g. A Sleeve Bearing Motor Hunting for its Magnetic Center
h. Couple Component of a Dynamic Unbalance

Vibration analysis
Mechanical looseness

MECHANICAL
LOOSENESS (A)

Caused by structural looseness of machine feet

Distortion of the base will cause soft foot
problems
Phase analysis will reveal aprox 1800 phase
shift in the vertical direction between the base
plate components of the machine

MECHANICAL
LOOSENESS (B)

Caused by loose pillow block bolts

Can cause 0.5, 1, 2 and 3X RPM
Sometimes caused by cracked frame structure
or bearing block

MECHANICAL
LOOSENESS (C)

Phase is often unstable

Will have many harmonics
Can be caused by a loose bearing liner, excessive
bearing clearance or a loose impeller on a shaft

Vibration analysis
Sleeve bearing/Rotor rub

SLEEVE BEARING
WEAR / CLEARANCE
PROBLEMS

Later stages of sleeve bearing wear will give a

large family of harmonics of running speed
A minor unbalance or misalignment will cause
high amplitudes when excessive bearing
clearances are present

ROTOR RUB
Truncated waveform

Similar spectrum to mechanical looseness

Usually generates a series of frequencies which
may excite natural frequencies
Sub harmonic frequencies may be present
Rub may be partial or through a complete
revolution.

OIL WHIP INSTABILITY

oil whip

oil whirl

Oil whip may occur if a machine is operated at 2X the

rotor critical frequency.
When the rotor drives up to 2X critical, whirl is close
to critical and excessive vibration will stop the oil film
from supporting the shaft.
Whirl speed will lock onto rotor critical. If the speed is
increased the whip frequency will not increase.

OIL WHIRL
INSTABILITY

Usually occurs at 42 - 48 % of running speed

Vibration amplitudes are sometimes severe
Whirl is inherently unstable, since it increases centrifugal
forces therefore increasing whirl forces

Resonance

typically 10% or greater

RESONANCE

Resonance occurs when the Forcing

Frequency coincides with a Natural
Frequency
1800 phase change occurs when shaft speed
passes through resonance
High amplitudes of vibration will be present
when a system is in resonance

BELT PROBLEMS (A)

WORN, LOOSE OR MISMATCHED BELTS

BELT FREQUENCY
HARMONICS

Often 2X RPM is dominant

Amplitudes are normally unsteady, sometimes pulsing with either
driver or driven RPM
Wear or misalignment in timing belt drives will give high amplitudes
at the timing belt frequency
Belt frequencies are below the RPM of either the driver or the driven

BELT PROBLEMS (D)

BELT RESONANCE

RADIAL
1X RPM

BELT RESONANCE

High amplitudes can be present if the belt natural

frequency coincides with driver or driven RPM
Belt natural frequency can be changed by altering the belt
tension

HYDRAULIC AND
AERODYNAMIC FORCES
BPF = BLADE PASS
FREQUENCY

If gap between vanes and casing is not equal, Blade Pass

Frequency may have high amplitude
High BPF may be present if impeller wear ring seizes on
shaft
Eccentric rotor can cause amplitude at BPF to be
excessive

HYDRAULIC AND
AERODYNAMIC FORCES
FLOW TURBULENCE

Flow turbulence often occurs in blowers due to variations

in pressure or velocity of air in ducts
Random low frequency vibration will be generated,
possibly in the 50 - 2000 CPM range

HYDRAULIC
AERODYNAMIC

AND
FORCES

CAVITATION

Cavitations will generate random, high frequency

broadband energy superimposed with BPF harmonics
Normally indicates inadequate suction pressure
Erosion of impeller vanes and pump casings may occur if
left unchecked
Sounds like gravel passing through pump

BEAT VIBRATION
WIDEBAND SPECTRUM

F1

F2
ZOOM
SPECTRUM

A beat is the result of two closely spaced frequencies going

into and out of phase
The wideband spectrum will show one peak pulsating up
and down
The difference between the peaks is the beat frequency
which itself will be present in the wideband spectrum

Vibration analysis
Electrical

ELECTRICAL PROBLEMS
STATOR ECCENTRICITY, SHORTED LAMINATIONS
AND LOOSE IRON

Stator problems generate high amplitudes at

2FL (2X line
frequency )
Stator eccentricity produces uneven stationary air gap, vibration
is very directional
Soft foot can produce an eccentric stator

FREQUENCIES PRODUCED BY
ELECTRICAL MOTORS.
Electrical line frequency.(
FL) == 50Hz
frequency.(FL)
50Hz == 3000 cpm.
60HZ == 360
0 cpm
3600
No of poles. ((P)
P)
Rotor Bar Pass Frequency ((Fb)
Fb) = No
No of
of rotor
rotor bars x Rotor rpm.
2xFL)
Synchronous speed (Ns
Ns)) == 2xFL)
P
Slip frequency (( FSS )=
)= Synchronous
Synchronous speed Rotor rpm.
Pole pass frequency ((F
FPP )= Slip Frequency x No of Poles.

ELECTRICAL PROBLEMS
SYNCHRONOUS MOTOR
(Loose Stator Coils)

Loose stator coils in synchronous motors generate high

amplitude at Coil Pass Frequency
The coil pass frequency will be surrounded by 1X RPM
sidebands

ELECTRICAL PROBLEMS
POWER SUPPLY PHASE PROBLEMS
(Loose Connector)

Phasing problems can cause excessive vibration at 2FL

with 1/3 FL sidebands
Levels at 2FL can exceed 25 mm/sec if left uncorrected
Particular problem if the defective connector is only
occasionally making contact

ELECTRICAL PROBLEMS
ROTOR PROBLEMS

1X, 2X, 3X, RPM with pole pass frequency sidebands

indicates rotor bar problems.
2X line frequency sidebands on rotor bar pass frequency
(RBPF) indicates loose rotor bars.
Often high levels at 2X & 3X rotor bar pass frequency
and only low level at 1X rotor bar pass frequency.

Vibration analysis
Gear

CALCULATION OF GEAR
MESH FREQUENCIES
51 TEETH
1700 RPM
31 TEETH

20 TEETH

8959 RPM
HOW MANY TEETH ON THIS GEAR?

GEARS
NORMAL SPECTRUM

2625 rpm
8 teeth

GMF= 21k CPM

1500 rpm
14 teeth

Normal spectrum shows 1X and 2X and gear mesh

frequency GMF
GMF commonly will have sidebands of running speed
All peaks are of low amplitude and no natural frequencies
are present

GEARS
TOOTH LOAD

Gear Mesh Frequencies are often sensitive to load

High GMF amplitudes do not necessarily indicate a
problem
Each analysis should be performed with the system at
maximum load

GEARS
TOOTH WEAR

8 teeth
2625 rpm

GMF = 21k CPM

14 teeth
1500 rpm

Wear is indicated by excitation of natural frequencies

along with sidebands of 1X RPM of the bad gear
Sidebands are a better wear indicator than the GMF
GMF may not change in amplitude when wear occurs

GEARS
GEAR ECCENTRICITY AND BACKLASH

Fairly high amplitude sidebands around GMF suggest

eccentricity, backlash or non parallel shafts
The problem gear will modulate the sidebands
Incorrect backlash normally excites gear natural
frequency

GEARS
GEAR MISALIGNMENT

Gear misalignment almost always excites second order or

higher harmonics with sidebands of running speed
Small amplitude at 1X GMF but higher levels at 2X
and 3X GMF
Important to set Fmax high enough to capture at least
2X GMF

GEARS
CRACKED / BROKEN TOOTH
TIME WAVEFORM

A cracked or broken tooth will generate a high amplitude at

1X RPM of the gear
It will excite the gear natural frequency which will be
sidebanded by the running speed fundamental
Best detected using the time waveform
Time interval between impacts will be the reciprocal of the
1X RPM

GEARS
HUNTING TOOTH

fHt =

(GMF)Na
(TGEAR)(TPINION)

Vibration is at low frequency and due to this can often be

missed
Synonymous with a growling sound
The effect occurs when the faulty pinion and gear teeth
both enter mesh at the same time
Faults may be due to faulty manufacture or mishandling

Vibration analysis
Bearings
Outer Race
(BPFO)

Inner Race
(BPFI)

Ball Spin
(BSF)
Cage or Train FTF

D0
DB

D1
BPFI = Nb/2 (1+(Bd/Pd)cos) RPM
BPFO = Nb/2 (1-(Bd/Pd)cos) RPM
BSF = Pd/2Bd (1-((Bd/Pd)cos)2) RPM
FTF = (1-((Bd/Pd)cos)) RPM

Note : shaft turning outer race fixed

F = frequency in cpm
N = number of balls

ROLLING ELEMENT
BEARINGS STAGE 1 FAILURE MODE

ZONE A

ZONE B

ZONE C

ZONE D

gSE

Earliest indications in the ultrasonic range

These frequencies evaluated by Spike EnergyTM gSE,
HFD(g) and Shock Pulse
Spike Energy may first appear at about 0.25 gSE for this
first stage

ROLLING ELEMENT
BEARINGS STAGE 2 FAILURE MODE

ZONE A
ZONE B

ZONE C

ZONE D
gSE

Slight defects begin to ring bearing component natural

frequencies
These frequencies occur in the range of 30k-120k CPM
At the end of Stage 2, sideband frequencies appear above
and below natural frequency
Spike Energy grows e.g. 0.25-0.50gSE

ROLLING ELEMENT
BEARINGS STAGE 3 FAILURE MODE

ZONE A

ZONE B

ZONE C

ZONE D

gSE

Bearing defect frequencies and harmonics appear

Many defect frequency harmonics appear with wear the
number of sidebands grow
Wear is now visible and may extend around the periphery of
the bearing
Spike Energy increases to between 0.5 -1.0 gSE

Examples

Singing Propeller
Starboard side

Port side
2.4

0.36

2.1
0.30

RMS V eloc ity in mm/S e c

RMS V eloc ity in mm/S e c

1.8
0.24

0.18

1.5

1.2

0.9

0.12

0.6
0.06

0.3

0
0

50

100

150

200
Frequency in Hz

250

300

350

400

50

100

150

200
Frequency in Hz

250

300

350

400

Singing Propeller
Describing the frequency spectra
Sideband activity around the
troubled frequency (140 Hz)

Dfrq (Delta frequency) =

1.534 Hz (*60sec)= 92 RPM

Route Spectrum
28-JUL-06 21:56:44

2.1

OVRALL= 2.79 V-DG

RMS = 2.76
LOAD = 100.0
RPM = 92.
RPS = 1.53

1.8
RMS V eloc ity in mm/S e c

The modulation/sideband
activity tells us that the
troubled frequency is working
along with the rpm of the
shaft.

LF PS 1 024

2.4

1.5

1.2

0.9

0.6

0.3

92 rpm = shaft speed when

measurements were taken.

0
80

100

120

140
Frequency in Hz

160

180

200

Freq: 142.28
Ordr: 93.24
Spec: .186
Dfrq: 1.534

Singing Propeller
Conclusion
After thorough measurements/analysis our conclusion is that the port side propeller suffers
from a phenomenon called a singing propeller. The conclusion is justified by:
A frequency of approximately 140 Hz is causing the noise/vibration.
This frequency is independent from rpm within the troubled range of propeller revolution
(60-105 rpm).
The ~140 Hz frequency only appears on the port side propeller shaft. This was confirmed
by single propeller transit on both starboard and port side.
The ~140 Hz frequency measured has sideband (modulation) which is directly connected
to the speed of the port side shaft. This indicates that the troubled frequency is situated
somewhere along this shaft.
There is no other rpm independent component along port side shaft line that can be a
source to this frequency. The size and weight to the propeller can possibly fit to the
singing frequency.

Recommendation
Grinding an anti singing edge on the propeller.
Result: The grinding of the propeller blades were carried out and the singing tone
disappeared

Bearing damage
SF8000.182 645 AKSEL REIMHJUL 1. LAGER RADIELL

1.0
F

>FAG 6322
F=BPFI : 5.44
0.6

0.4

0.2

E E

E E E

E E E

Route Spectrum
10-MAY-05 12: 07: 36

OVRALL= 10.23 V-DG

RMS = 1.71
LOAD = 100.0
RPM = 2937.
RPS = 48.95

0.8

R M S Acceleration in G-s

R M S Acceleration in G-s

OVRALL= 10.23 V-DG

RMS = 1.71
LOAD = 100.0
RPM = 2937.
RPS = 48.95

0.8

SF8000.182 645 AKSEL REIMHJUL 1. LAGER RADIELL

1.0

Route Spectrum
10-MAY-05 12: 07: 36

>FAG 6322
E=BPFO : 3.56
0.6

0.4

0.2

0
0

20

40

60
Frequency in Order

80

Observing frequencies that

matches ball pass frequencies
inner race (fault frequencies
BPFI) on bearing FAG 6322

100

Ordr: 5.436
Freq: 266.08
Spec: .03517

20

40

60
Frequency in Order

80

Observing frequencies that

matches ball pass frequencies
outer race (fault frequencies
BPFO) on bearing FAG 6322

100

Ordr: 3.540
Freq: 173.27
Spec: .01331

Bearing damage
5.0
4.5

-- Baseline -Value: 1.143

Date: 26-FEB-03

4.0

OFF ROUTE ORP OFF ROUTE MEASUREMENT POINT DATA

1.0

Trend Display
of
1. - 20. kHz

Route Spectrum
10-MAY-05 12: 09: 49
(Demod-HP 1000 Hz)

OVRALL= 1.49 A-DG

RMS = 1.50
LOAD = 100.0
RPM = 2937.
RPS = 48.95

0.8

R M S Acceleration in G-s

R M S Acceleration in G-s

3.5

3.0

2.5

2.0

>FAG 6322
F=BPFI : 5.44

0.6

0.4

1.5

1.0

0.2

0.5

0
0

200

400
600
Days: 10-JAN-03 To 10-MAY-05

800

1000

Date: 10-MAY-05
Time: 12: 07: 40
Ampl: 4.281

10
12
Frequency in Order

14

16

18

20

22

Label: WF 63 1RER-1 /

Observing powerful
increasement in the area 1-20
kHz (which represents the are
of bearing noise) This supports
the assumption of a bearing
damage under development

Also the demodulated

measurement indicates fault
frequencies from the bearing
inner ring on bearing FAG 6322

Ordr: 5.433
Freq: 265.94
Spec: .715

FAG6322 (outer race)

Bearing damage
Outer ring
SF8000.129 716 AKSEL REIMHJUL 2. LAGER RADIELL

2.4
E

2.1

OVRALL= 15.10 V-DG

RMS = 4.14
LOAD = 100.0
RPM = 2622.
RPS = 43.70
>SKF NU2224
E=BPFO : 299.6

1.5

1.2

0.9

Trend Display
of
1. - 20. kHz

6
-- Baseline -Value: .986
Date: 03-FEB-03

5
RMS Acc eleration in G-s

RMS Acc eleration in G-s

1.8

SF8000.129 716 AKSEL REIMHJUL 2. LAGER RADIELL

Route Spectrum
01-MAR-05 09:47:29

FAULT
2
0.6

ALERT
1

0.3

0
0

1000

2000
Frequency in Hz

3000

4000

Observing frequencies that

matches ball pass frequencies
outer race (fault frequencies
BPFO) on bearing SKF
NU2224

Freq: 300.17
Ordr: 6.869
Spec: .00788

100

200

300
400
500
Days: 03-FEB-03 To 01-MAR-05

600

700

800

Observing powerful
increasement in the area 1-20
kHz (which represents the are
of bearing noise) This supports
the assumption of a bearing
damage under development

Date: 01-MAR-05
Time: 09:47:37
Ampl: 5.531

Bearing damage
Outer ring
G0008

2.7
E

003 - GEAR SN: 61.88.6032.01.01

-086 GEAR,INNG.AKS 1.LAGER RADIAL
E

2.4

1.5

1.2

Trend Display
of
1. - 20. kHz

-- Baseline -Value: 2.937

Date: 12-MAR-03

6
RM S Acceleration in G-s

RM S Acceleration in G-s

>TMK HH840210/249
E=BPFO : 256.5

1.8

003 - GEAR SN: 61.88.6032.01.01

-086 GEAR,INNG.AKS 1.LAGER RADIAL

OVRALL= 21.82 V-DG

RMS = 6.58
LOAD =1550.0
RPM = 1505.
RPS = 25.09

2.1

G0008

Route Spectrum
06-JUN-05 21:04:14

0.9
2
0.6

0.3

0
0

1000

2000
Frequency in Hz

3000

4000

Observing frequencies that

matches ball pass frequencies
outer race (fault frequencies
BPFO) on bearing TMK
HH840200 (HH840249/210)

Freq: 255.02
Ordr: 10.17
Spec: .102

200

400
600
Days: 09-JAN-03 To 06-JUN-05

800

Observing powerful
increasement in the area 1-20
kHz (which represents the are
of bearing noise) This supports
the assumption of a bearing
damage under development

1000

Date: 06-JUN-05
Time: 21: 04: 15
Ampl: 6.656

Bearing damage
Outer ring (large transmission)
Input shaft motor side
,

4.0

3.5

-- Baseline -Value: .00000

Date: 28-MAY-98

2.0

ALERT

1.5

-- Baseline -Value: .00000

Date: 28-MAY-98

2.0

ALERT

1.5

1.0

0.5

0.5

FAULT

2.5

1.0

Trend Display
of
2. - 20. kHz

3.0
RMS Acc eleration in G-s

RMS Acc eleration in G-s

2.5

3.5

FAULT

3.0

Input shaft drive side

4.0

Trend Display
of
2. - 20. kHz

0
200

400
600
800
Days: 09-JAN-02 To 03-JAN-05

1000

1200

Date: 09-JAN-02
Time: 11:03:24
Ampl: .340

Observing powerful increasement

in the area 1-20 kHz (which
represents the are of bearing noise)
This supports the assumption of a
bearing damage under development

200

400
600
800
Days: 09-JAN-02 To 03-JAN-05

1000

1200

Date: 03-JAN-05
Time: 14:04:35
Ampl: .551

Observing increasement in the area

1-20 kHz (which represents the are of
bearing noise) This supports the
assumption of a bearing damage
under development

Bearing damage
Outer ring (large transmission)
,

4.0

Trend Display
of
2. - 20. kHz

3.5

FAULT
-- Baseline -Value: .00000
Date: 28-MAY-98

RMS Acc eleration in G-s

3.0

2.5

2.0

ALERT

Points of observed
damages on same type of
bearing

1.5

1.0

0.5

0
0

200

400
600
800
Days: 09-JAN-02 To 03-JAN-05

1000

1200

Date: 09-JAN-02
Time: 11:03:24
Ampl: .340

Due to earlier observation in this trending tool on this particular

shaft, our conclusion is that there is a bearing damage.

Bearing damage on inner race motor side

Bearing damage on inner race drive side

Bearing damage
Outer ring (thrust bearing)
E

RMS Acceleration in G-s

2.1

OVRALL= 18.24 V-DG

RMS = 2.30
LOAD = 100.0
RPM = 1500.
RPS = 25.00

1.8
1.5
1.2

>SKF NU1026
E=BPFO

0.9

12

Route Spectrum
E 03-NOV-*3 14:37

0.6

RMS Acceleration in G-s

2.4

Trend Display
of
1. - 20. kHz

10
FAULT
8

-- Baseline -Value: .00000

Date: 16-JUL-96

6
ALERT

4
2

0.3

0
0

400

800 1200 1600

Frequency in Hz

2000

Freq: 247.50
Ordr: 9.900
Spec: 1.047

Observing frequencies that

matches ball pass frequencies
outer race (fault frequencies
BPFO) on bearing SKF NU1026

100 200 300 400 500 600 700

Days: 22-JAN-*2 To 03-NOV-*3

Date: 03-NOV-*3
Time: 14:37:54
Ampl: 9.625

Observing increasement in the area

1-20 kHz (which represents the are of
bearing noise) This supports the
assumption of a bearing damage
under development

Gear damage
Input crown wheel
,

0.40

Route Spectrum
03-FEB-04 14:37:03
OVRALL= 3.31 V-DG
RMS = .4406
LOAD = 100.0
RPM = 278.
RPS = 4.63

0.30

Acceleration in G-s

RMS Acceleration in G-s

0.35

0.25

0.20

0.15

03-FEB-04 14:26:02

08-JAN-04 12:22:13
Plot
Span
4

07-OCT-03 13:09:16

-4
12-SEP-03 11:49:13

0.10

12-JUN-03 12:04:11

0.05

29-NOV-02 13:34:02
0
0

100

200

300
400
Frequency in Hz

500

600

700

Observing harmonic rpm

frequencies on the input shaft of
this gear

Freq: 25.19
Ordr: 5.437
Spec: .02161

40

80

120
Time in mSecs

160

200

240

Time:
Ampl:

Time-waveform indicates that there is

a pulsation on time per revolution.
This supports the assumption of a
gear damage. Possible broken tooth.

32.15
-.906

Gear damage
Intermediate shaft
0.04

1.0
0.8

Waveform Display
07-OCT-*3 13:16

Acceleration in G-s

0.6

RMS = .1089
LOAD = 100.0
RPM = 296.
RPS = 4.94

0.4
0.2
-0.0

PK(+) = .7243
PK(-) = .8067
CRESTF= 7.41

-0.2
-0.4

RMS Acceleration in G-s

,
Route Spectrum
07-OCT-*3 13:20
(Demod- HP 500 Hz)

0.03
OVRALL= .0701 A-DG
RMS = .0700
LOAD = 100.0
RPM = 76.
RPS = 1.27

0.02

0.01

-0.6
-0.8

-1.0
0

100

200 300 400

Time in mSecs

500

600

Time: 240.57
Ampl: .559
Dtim; 195.61
Freq: 5.112

Time-waveform indicates that

there is a pulsation on time per
revolution. This supports the
assumption of a gear damage.

5 10 15 20 25 30 35 40 45 50
Frequency in Hz

Freq: 5.094
Ordr: 3.998
Spec: .02843

Demodulated measurement shows that

there is a harmonic frequency of 5.094 Hz.
5.094 Hz x 60 Hz = ~300 RPM which is
close to the intermediate shaft speed.
Therefore it is likely to believe that there is
a tooth damage on this shaft

Broken tooth on the intermediate shaft

Resonance problem
Case
On two main gears several tie-/anchor bolts for the pinion bearings on the first gear
step broken just after a couple of hundred hours, and therefore Maskindynamikk AS
was engaged to identify and analyze the vibration in these two gears. It was soon
discovered to be abnormally high levels of vibration in a specific speed-/load area
around these bolts (close to maximum speed), and these vibrations were amplified
by the gearmesh frequencies of the input shaft.
This was the first observation that pointed in the direction of a possible resonance
problem
Additional examination was therefore carried out to identity this resonance-problem.
An element analysis was carried out to sort which of the gear components had
natural frequencies in this frequency range (resonant area). This was not a easy
case as more than one component could be involved in this.
Thru this investigation it was revealed that the bolts had radial natural frequencies
which were amplified (excited) by 1st level gearmesh frequency.
The resolution to the problem was therefore divided in two. First stage involved
redesigning and replacing the bolts with others with lower natural frequencies, and
thereafter to change the propeller curve so that we achieve a lower maximum

rpm and a lower maximum gearmesh. In addition to this we also achieved to obtain
the power by increasing the pitch curve.
BSC - Port-gear-1500hz
Port-HF -V05 VERTIKALT

10

Analyze Spectrum
08-SEP-07 00:48:28

RMS = 23.05
LOAD = 80.0
RPM = 1080.
RPS = 18.00

14

RMS V eloc ity in mm/S ec

RMS V eloc ity in mm/S ec

Analyze Spectrum
08-SEP-07 01:00:27

16

RMS = 8.38
LOAD = 73.0
RPM = 1050.
RPS = 17.50

BSC - Port-gear-1500hz
Port-HF -V05 VERTIKALT

18

12

10

4
2
2

0
0

400

800
Frequency in Hz

1200

1600

The two engines is running at 1060

rpm which gives a gearmesh of 718
Hz with a amplitude of 6.7 mm/s.
This is normal

Freq: 716.90
Ordr: 40.97
Spec: 6.594

400

800
Frequency in Hz

1200

1600

Freq: 735.77
Ordr: 40.88
Spec: 13.37

The two engines is running at 1080 rpm which

gives a gearmesh of 736 Hz with a amplitude
of 13.4 mm/s. An 2.5% increasement on the
gearmesh frequency doubles the amplitude,
and this clearly indicates a resonance problem

BSC - Port-gear-1500hz
Port-HF -V05 VERTIKALT

33

Analyze Spectrum
08-SEP-07 01:41:06

BSC - Port-gear-1500hz
Port-HF -V05 VERTIKALT

0.7

Analyze Spectrum
16-SEP-07 10:04:08

30
RMS = 29.24
LOAD = 86.0
RPM = 1100.
RPS = 18.33

27

24

0.5

18
15

0.4

0.3

83 6.46

21

72 2.55

RMS V eloc ity in mm/S ec

RMS V eloc ity in mm/S ec

RMS = 2.59
LOAD = 15.0
RPM = 600.
RPS = 10.00

0.6

12
0.2

6
0.1
3

0
0

0
400

800

1200
Frequency in Hz

1600

2000

The two engines is running at 1100 rpm

which gives a gearmesh of 753 Hz with a
amplitude of 26.4 mm/s. An 5.8%
increasement on the gearmesh frequency
increases the amplitude four times, and this
definitely indicates a resonance problem

Freq: 753.53
Ordr: 41.10
Spec: 26.38

200

400

600
Frequency in Hz

800

1000

1200

Freq: 837.00
Ordr: 83.70
Spec: .220

The two engines is running at low and variable rpm

with 1st order gearmesh around 350-400 Hz. This gives
a 2nd order gearmesh frequency in the are 700-850 Hz.
Also the 2nd order is strongly amplified something
which confirms our assumption. This proves that there
is a resonance problem in this area (700-800Hz)

The measurement technique which were used her is called rpm sweeping with peak-hold function which
means that you sweep a frequency area to map possible resonance problems

Unbalanced flexible coupling

 Initial vibration analysis revealed

mechanical unbalance in the coupling.
Unbalance is indicated by a dominating
1.st order frequency amplitude.
Unbalance can have different reasons
Insuficcient dynamic balancing.
Coupling damages, as here where the stress
between the rubber elements and the inner
ring (steel) has excedeeded the force limits
and the rubber elements were damaged after
only a few months

Generator with a unbalanced/damaged coupling elements

1.orden
Gen 2

18

035 - GENERATOR 2
-P05 GENERATOR, DE,VERTIKAL
Route Spectrum
20-SEP-07 15:20:28

16

OVRALL= 22.12 V-DG

RMS = 20.32
LOAD = 100.0
RPM = 1800.
RPS = 30.00

RMS Velocity in mm/Sec

14
12
10
8
6
4
2
0
0

40

80

120
Frequency in Hz

160

200

Freq:
Ordr:
Spec:

30.00
1.000
13.10

The outer steel ring of the coupling was turned 180 degrees vs. the
rubber elements - wich in this case was the rebalancing trick to reduce
the 1.st order vibration levels from 18 to 4 mm/s

Before vs. after dynamic balancing reduced 1.st order

Gen 2

18

035 - GENERATOR 2
-P05 GENERATOR, DE,VERTIKAL
Route Spectrum
20-SEP-07 15:20:28

16

OVRALL= 22.12 V-DG

RMS = 20.32
LOAD = 100.0
RPM = 1800.
RPS = 30.00

RMS Velocity in mm/Sec

14
12
10
8
6
4
2
0
0

40

80

Gen 2

10

120
Frequency in Hz

160

Freq:
Ordr:
Spec:

30.00
1.000
13.10

035 - GENERATOR 2
-P05 GENERATOR, DE,VERTIKAL
Route Spectrum
28-SEP-07 10:54:16
OVRALL= 10.82 V-DG
RMS = 10.49
LOAD = 100.0
RPM = 1801.
RPS = 30.01

8
RMS Velocity in mm/Sec

200

0
0

40

80

120
Frequency in Hz

160

200

Freq:
Ordr:
Spec:

30.00
1.000
4.018