Basics of Vibration

Vibration theory & analysis

What is Vibration?
Vibration Terms
 Time Waveform Analysis

q.
f re
h
hig

y
e nc
overall vibration tim qu
e q. fre
fre
low

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)
G’s or in/sec2 or mm/sec2
 Sensor Relationships
100
Displacement (microns)
10 Acceleration
(g's - 9,81m/sec2)

Amplitude
1.0
(microns, Velocity (mm/sec)
mm/sec, g’s

0.1
Common Machinery
1 Operating Range
0.01
10 100 1,000 10,000
Frequency (Hz)
 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?
 FFT Signal Processing
Amplitude

Ti
m
e

Amplitude
cy
Amplitude

n
ue
eq
Fr

Ti
m
e
 Narrow Bands with trend
Sub-
H am
r o n ic 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

1x 2x 10x
T re n d o f
T re n d o f
B e a r in g s
B a la n c e
.3
in /s e c A la r m
.1
T im e in /s e c T im e
(D a y s ) (D a y s )
 Alarm Types – Narrow Bands
A2 - 8.2.4. BPFI Pomp PNV
P1/K10 -PNV POMP NIET-KOPP VERTIKAAL
14
Route Spectrum
30-jan-96 15:14:51
Imbalance
12 OVERALL= 13.52 V-DG
RMS = 13.46
LOAD = 100.0
RPM = 2987. (49.78 Hz)
10 Fault Limit
RMS Velocity in mm/Sec

8
Misalignment

6
Looseness

Bearing
2

0
Freq: 475.00
0 500 1000 1500 2000 2500 Ordr: 9.542
Frequency in Hz Spec: .06356
Label: BPFI with 1xrPM modulations.
 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
9 RPM = 2987. (49.78 Hz)
Fault Limit
RMS Velocity in mm/Sec

0
Freq: 1321.9
0 500 1000 1500 2000 2500 Ordr: 26.55
Frequency in Hz Spec: .119
Label: BPFI with 1xrPM modulations.
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.
900
• Vibration predominantly RADIAL
in direction.

• Stable vibration phase 900

measurement.

• Vibration increases as square of

speed.

• Vibration phase shifts in direct

proportion to measurement
direction.
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 AND
AERODYNAMIC 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.

• Synchronous speed (Ns 2xFL)

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 GMF = 21k CPM

2625 rpm

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)cosӨ) · RPM

BPFO = Nb/2 · (1-(Bd/Pd)cosӨ) · RPM

BSF = Pd/2Bd · (1-((Bd/Pd)cosӨ)2) · RPM

FTF = ½ (1-((Bd/Pd)cosӨ)) · 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
0.36 2.4

2.1
0.30

1.8

RMS V eloc ity in mm/S e c

RMS V eloc ity in mm/S e c

0.24
1.5

0.18 1.2

0.9
0.12

0.6

0.06
0.3

0 0
0 50 100 150 200 250 300 350 400 0 50 100 150 200 250 300 350 400
Frequency in Hz Frequency in Hz
 Singing Propeller
Describing the frequency spectra
LF PS 1 024
2.4
Route Spectrum
• Sideband activity around the 28-JUL-06 21:56:44

troubled frequency (140 Hz) 2.1 OVRALL= 2.79 V-DG

RMS = 2.76
LOAD = 100.0
RPM = 92.
1.8
• The modulation/sideband RPS = 1.53

RMS V eloc ity in mm/S e c

activity tells us that the 1.5

troubled frequency is working

along with the rpm of the 1.2

shaft.
0.9

• Dfrq (Delta frequency) = 0.6

1.534 Hz (*60sec)= 92 RPM
0.3

• 92 rpm = shaft speed when

measurements were taken. 0
80 100 120 140 160 180 200
Freq: 142.28
Ordr: 93.24
Frequency in Hz 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 SF8000.182 645 AKSEL REIMHJUL 1. LAGER RADIELL
1.0 1.0
Route Spectrum Route Spectrum
F F F F F F F F F F 10-MAY-05 12: 07: 36 E E E E E E E E E E 10-MAY-05 12: 07: 36

OVRALL= 10.23 V-DG OVRALL= 10.23 V-DG

RMS = 1.71 RMS = 1.71
0.8 LOAD = 100.0 0.8 LOAD = 100.0
RPM = 2937. RPM = 2937.
RPS = 48.95 RPS = 48.95

>FAG 6322 >FAG 6322

R M S Acceleration in G-s

R M S Acceleration in G-s
F=BPFI : 5.44 E=BPFO : 3.56
0.6 0.6

0.4 0.4

0.2 0.2

0 0
Ordr: 5.436 Ordr: 3.540
0 20 40 60 80 100 Freq: 266.08 0 20 40 60 80 100 Freq: 173.27
Frequency in Order Spec: .03517 Frequency in Order Spec: .01331

Observing frequencies that Observing frequencies that

matches ball pass frequencies matches ball pass frequencies
inner race (fault frequencies outer race (fault frequencies
BPFI) on bearing FAG 6322 BPFO) on bearing FAG 6322
 Bearing damage
OFF ROUTE ORP OFF ROUTE MEASUREMENT POINT DATA
5.0 1.0
Trend Display Route Spectrum
of F F F 10-MAY-05 12: 09: 49
4.5 1. - 20. kHz (Demod-HP 1000 Hz)

OVRALL= 1.49 A-DG

4.0 -- Baseline -- 0.8 RMS = 1.50
Value: 1.143 LOAD = 100.0
Date: 26-FEB-03 RPM = 2937.
3.5 RPS = 48.95
R M S Acceleration in G-s

R M S Acceleration in G-s
>FAG 6322
3.0 0.6 F=BPFI : 5.44

2.5

2.0 0.4

1.5

1.0 0.2

0.5

0 0
Date: 10-MAY-05 Ordr: 5.433
0 200 400 600 800 1000 Time: 12: 07: 40 0 2 4 6 8 10 12 14 16 18 20 22 Freq: 265.94
Days: 10-JAN-03 To 10-MAY-05 Ampl: 4.281 Frequency in Order Spec: .715
Label: WF 63 1RER-1 /

Observing powerful Also the demodulated

increasement in the area 1-20 measurement indicates fault
kHz (which represents the are frequencies from the bearing
of bearing noise) This supports inner ring on bearing FAG 6322
the assumption of a bearing
damage under development
FAG6322 (outer race)
 Bearing damage
Outer ring
SF8000.129 716 AKSEL REIMHJUL 2. LAGER RADIELL SF8000.129 716 AKSEL REIMHJUL 2. LAGER RADIELL
2.4 7
Route Spectrum Trend Display
E E E E E E E E E E 01-MAR-05 09:47:29 of
1. - 20. kHz
2.1 OVRALL= 15.10 V-DG 6
RMS = 4.14
LOAD = 100.0 -- Baseline --
RPM = 2622. Value: .986
1.8
RPS = 43.70 Date: 03-FEB-03
5

RMS Acc eleration in G-s

RMS Acc eleration in G-s

>SKF NU2224
1.5 E=BPFO : 299.6

1.2

0.9

FAULT
2
0.6

ALERT
1
0.3

0 0
Freq: 300.17 Date: 01-MAR-05
0 1000 2000 3000 4000 Ordr: 6.869 0 100 200 300 400 500 600 700 800 Time: 09:47:37
Frequency in Hz Spec: .00788 Days: 03-FEB-03 To 01-MAR-05 Ampl: 5.531

Observing frequencies that Observing powerful

matches ball pass frequencies increasement in the area 1-20
outer race (fault frequencies kHz (which represents the are
BPFO) on bearing SKF of bearing noise) This supports
NU2224 the assumption of a bearing
damage under development
 Bearing damage
Outer ring
003 - GEAR SN: 61.88.6032.01.01 003 - GEAR SN: 61.88.6032.01.01
G0008 -086 GEAR,INNG.AKS 1.LAGER RADIAL G0008 -086 GEAR,INNG.AKS 1.LAGER RADIAL
2.7 8
Route Spectrum Trend Display
E E E E E E E E 06-JUN-05 21:04:14 of
1. - 20. kHz
2.4
OVRALL= 21.82 V-DG 7
RMS = 6.58
LOAD =1550.0 -- Baseline --
2.1 RPM = 1505. Value: 2.937
RPS = 25.09 6 Date: 12-MAR-03

>TMK HH840210/249
RM S Acceleration in G-s

RM S Acceleration in G-s
1.8
E=BPFO : 256.5
5

1.5

1.2

3
0.9

2
0.6

1
0.3

0 0
Freq: 255.02 Date: 06-JUN-05
0 1000 2000 3000 4000 Ordr: 10.17 0 200 400 600 800 1000 Time: 21: 04: 15
Frequency in Hz Spec: .102 Days: 09-JAN-03 To 06-JUN-05 Ampl: 6.656

Observing frequencies that Observing powerful

matches ball pass frequencies increasement in the area 1-20
outer race (fault frequencies kHz (which represents the are
BPFO) on bearing TMK of bearing noise) This supports
HH840200 (HH840249/210) the assumption of a bearing
damage under development
 Bearing damage
Outer ring (large transmission)
4.0
Input shaft motor side
,
4.0
Input shaft drive side
,
Trend Display Trend Display
of of
2. - 20. kHz 2. - 20. kHz
3.5 3.5
FAULT FAULT

-- Baseline -- -- Baseline --
Value: .00000 Value: .00000
3.0 3.0
Date: 28-MAY-98 Date: 28-MAY-98
RMS Acc eleration in G-s

RMS Acc eleration in G-s

2.5 2.5

2.0 2.0
ALERT ALERT

1.5 1.5

1.0 1.0

0.5 0.5

0 0
Date: 09-JAN-02 Date: 03-JAN-05
0 200 400 600 800 1000 1200 Time: 11:03:24 0 200 400 600 800 1000 1200 Time: 14:04:35
Days: 09-JAN-02 To 03-JAN-05 Ampl: .340 Days: 09-JAN-02 To 03-JAN-05 Ampl: .551

Observing powerful increasement Observing increasement in the area

in the area 1-20 kHz (which 1-20 kHz (which represents the are of
represents the are of bearing noise) bearing noise) This supports the
This supports the assumption of a assumption of a bearing damage
bearing damage under development under development
 Bearing damage
Outer ring (large transmission)
,
4.0
Trend Display
of
2. - 20. kHz
3.5
FAULT

-- Baseline --
Value: .00000
3.0
Date: 28-MAY-98
RMS Acc eleration in G-s

2.5

2.0
ALERT

1.5
Points of observed
1.0
damages on same type of
bearing
0.5

0
Date: 09-JAN-02
0 200 400 600 800 1000 1200 Time: 11:03:24
Days: 09-JAN-02 To 03-JAN-05 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)
2.4 12
Route Spectrum Trend Display
2.1 E E E E E E E E 03-NOV-*3 14:37 of
10 1. - 20. kHz

RMS Acceleration in G-s

RMS Acceleration in G-s

1.8 OVRALL= 18.24 V-DG

RMS = 2.30 FAULT
8 -- Baseline --
1.5 LOAD = 100.0
RPM = 1500. Value: .00000
1.2 RPS = 25.00 6 Date: 16-JUL-96

>SKF NU1026
0.9
E=BPFO 4 ALERT
0.6
2
0.3

0 0
Freq: 247.50 Date: 03-NOV-*3
0 400 800 1200 1600 2000 Ordr: 9.900 0 100 200 300 400 500 600 700 Time: 14:37:54
Frequency in Hz Spec: 1.047 Days: 22-JAN-*2 To 03-NOV-*3 Ampl: 9.625

Observing frequencies that Observing increasement in the area

matches ball pass frequencies 1-20 kHz (which represents the are of
outer race (fault frequencies bearing noise) This supports the
BPFO) on bearing SKF NU1026 assumption of a bearing damage
under development
 Gear damage
Input crown wheel
,
0.40
Route Spectrum
03-FEB-04 14:37:03
0.35 03-FEB-04 14:26:02
OVRALL= 3.31 V-DG
RMS = .4406
0.30 LOAD = 100.0
RMS Acceleration in G-s

RPM = 278. 08-JAN-04 12:22:13

RPS = 4.63

Acceleration in G-s
Plot
0.25 Span
4
07-OCT-03 13:09:16
0.20

-4
0.15 12-SEP-03 11:49:13

0.10
12-JUN-03 12:04:11

0.05
29-NOV-02 13:34:02
0
Freq: 25.19 Time: 32.15
0 100 200 300 400 500 600 700 Ordr: 5.437 0 40 80 120 160 200 240 Ampl: -.906
Frequency in Hz Spec: .02161 Time in mSecs

Observing harmonic rpm Time-waveform indicates that there is

frequencies on the input shaft of a pulsation on time per revolution.
this gear This supports the assumption of a
gear damage. Possible broken tooth.
 Gear damage
Intermediate shaft ,
, 0.04
1.0 Route Spectrum
Waveform Display 07-OCT-*3 13:20
0.8 07-OCT-*3 13:16 (Demod- HP 500 Hz)

RMS Acceleration in G-s

0.6 0.03
RMS = .1089 OVRALL= .0701 A-DG
Acceleration in G-s

0.4 LOAD = 100.0 RMS = .0700

RPM = 296. LOAD = 100.0
0.2 RPS = 4.94
0.02 RPM = 76.
-0.0 RPS = 1.27
PK(+) = .7243
-0.2 PK(-) = .8067
CRESTF= 7.41
-0.4
0.01
-0.6
-0.8
-1.0 0
Time: 240.57 Freq: 5.094
0 100 200 300 400 500 600 Ampl: .559 0 5 10 15 20 25 30 35 40 45 50 Ordr: 3.998
Time in mSecs Dtim; 195.61 Frequency in Hz Spec: .02843
Freq: 5.112

Time-waveform indicates that Demodulated measurement shows that

there is a pulsation on time per there is a harmonic frequency of 5.094 Hz.
revolution. This supports the 5.094 Hz x 60 Hz = ~300 RPM which is
assumption of a gear damage. 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 BSC - Port-gear-1500hz
Port-HF -V05 VERTIKALT Port-HF -V05 VERTIKALT
10 18
Analyze Spectrum Analyze Spectrum
08-SEP-07 00:48:28 08-SEP-07 01:00:27
16
RMS = 8.38 RMS = 23.05
LOAD = 73.0 LOAD = 80.0
8 RPM = 1050. RPM = 1080.
RPS = 17.50 14 RPS = 18.00

RMS V eloc ity in mm/S ec

RMS V eloc ity in mm/S ec

12

6
10

8
4

4
2

0 0
Freq: 716.90 Freq: 735.77
0 400 800 1200 1600 Ordr: 40.97 0 400 800 1200 1600 Ordr: 40.88
Frequency in Hz Spec: 6.594 Frequency in Hz Spec: 13.37

The two engines is running at 1060 The two engines is running at 1080 rpm which
rpm which gives a gearmesh of 718 gives a gearmesh of 736 Hz with a amplitude
Hz with a amplitude of 6.7 mm/s. of 13.4 mm/s. An 2.5% increasement on the
This is normal gearmesh frequency doubles the amplitude,
and this clearly indicates a resonance problem
 BSC - Port-gear-1500hz BSC - Port-gear-1500hz
Port-HF -V05 VERTIKALT Port-HF -V05 VERTIKALT
33 0.7
Analyze Spectrum Analyze Spectrum
08-SEP-07 01:41:06 16-SEP-07 10:04:08
30
RMS = 29.24 0.6 RMS = 2.59
LOAD = 86.0 LOAD = 15.0
27 RPM = 1100. RPM = 600.
RPS = 18.33 RPS = 10.00
24 0.5
RMS V eloc ity in mm/S ec

RMS V eloc ity in mm/S ec

21

0.4
18

72 2.55
15

83 6.46
0.3

12

9 0.2

6
0.1
3

0 0
Freq: 753.53 Freq: 837.00
0 400 800 1200 1600 2000 Ordr: 41.10 0 200 400 600 800 1000 1200 Ordr: 83.70
Frequency in Hz Spec: 26.38 Frequency in Hz Spec: .220

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
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
035 - GENERATOR 2
Gen 2 -P05 GENERATOR, DE,VERTIKAL
18
Route Spectrum
20-SEP-07 15:20:28
16
OVRALL= 22.12 V-DG
RMS = 20.32
14
LOAD = 100.0
RMS Velocity in mm/Sec

RPM = 1800.
12 RPS = 30.00

10

0
Freq: 30.00
0 40 80 120 160 200 Ordr: 1.000
Frequency in Hz Spec: 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
035 - GENERATOR 2
Gen 2 -P05 GENERATOR, DE,VERTIKAL
18
Route Spectrum
20-SEP-07 15:20:28
16
OVRALL= 22.12 V-DG
RMS = 20.32
14
LOAD = 100.0

RMS Velocity in mm/Sec

RPM = 1800.
12 RPS = 30.00

10

0
Freq: 30.00
0 40 80 120 160 200 Ordr: 1.000
Frequency in Hz Spec: 13.10

035 - GENERATOR 2
Gen 2 -P05 GENERATOR, DE,VERTIKAL
10
Route Spectrum
28-SEP-07 10:54:16

OVRALL= 10.82 V-DG

8 RMS = 10.49
LOAD = 100.0
RMS Velocity in mm/Sec

RPM = 1801.
RPS = 30.01

0
Freq: 30.00
0 40 80 120 160 200 Ordr: 1.000
Frequency in Hz Spec: 4.018