Mechanical Systems and Signal Processing 33 (2012) 299-311 Contents lists available at SciVerse ScienceDirect Mechanical Systems and Signal Processing ELSEVIER journal homepage: www.elsevier.com/locatelymssp Development of a turbojet engine gearbox test rig for prognostics and health management Aida Rezaei*, Azzedine Dadouche* * queens Unversity, Mechenical and MaeralEnginering Deparment, Kingston, ON, Canada K7L 3N6 ® National Research Counc Aerospace Porta, Ottawa, ON, Canada KIA ORS ARTICLE INFO ABSTRACT ‘Antic history Aircraft engine gearboxes represent one of the many critical systemsfelements that Received 14 December 2011 require special atention for longer and safer operation, Reactive maintenance strategies Receive in revised form are unsuitable as they usually imply higher repair costs when compared to condition feeds ae based maintenance. This paper discusses the main prognostics and health management ee a (PHM) approaches, describes a newly designed gearbox experimental facility and analyses preliminary data for gear prognosis. The test rig is designed to provide full Keywors: ‘capabilities of performing controlled experiments suitable for developing a reliable ‘Accessory gearbox ‘Aecessry gearbox diagnostic and prognostic system. The rig is based on the accessory gearbox of the GE coins 485 turbojet engine, which has been slightly moiied and reconfigured to replicate real otaopar eireoneiinad operating conditions such as speeds and loads, Defect to failure tests (DTFT) have been Viton run to evaluate the performance of the rig as well a5 to assess prognostic metrics ows extracted from sensors installed on the gearbox casing (vibration and acoustic). The Daper also details the main components ofthe rig and describes the various challenges encountered, Successful DIFT results were obtained during an idle engine performance test and prognostic metrics associated with the sensor suite were evaluated and discussed Crown Copyright © 2012 Published by Elsevier 11d. Al rights reserved. 1. Introduction ‘Machine PHM has an important role in reducing maintenance costs as well as increasing safety by providing an accurate estimation of component or system damage to reduce machine break down. In addition, PHM predicts the machine's health status without expensive regular inspections. Continuous machine health observation is based on ‘dynamic procedures including the detection and the diagnosis of damage, and then prognosis of machine remaining useful life. Gearboxes represent one of the complex systems where PHM remains a challenging task. A wide range of features in different domains, especially from vibration sensors, has been studied and proposed for gear fault detection and diagnosis, in the literature [1,2]. However, very few parameters have been evaluated for prognostic purposes in real systems, PHM techniques can be categorized based on the type of available data: (1) physics-based and (2) data-driven. Ozguven and Houser [3] presented a review on the different dynamic gear models based on bending stresses, contact stresses, pitting, scoring, transmission efficiency and estimation of loads on different gearbox elements such as bearings. The proposed models include variations in the effects and basic assumptions. Yao and McFadden [4] modeled a gearbox using a * Corresponding author. Te: 4-1 613 991 9529: ax: +1613 949 8165, ‘Esmall addresses: Azzedine dadouchewerc-entc.g¢-c, azzedine dadquehenrc gc-ca (A. Dadouche) (a888-3270)$-see front matter Crown Copyright © 2012 Published by Elsevier Ltd, Al rights reserve. hp dkedo org) 10-1016),yms5p2012.05013300 A Rael A. Dadouche [ Mechankal Systems and Signal Processing 33 (2012) 299-311 two-parameter (stiffness and damping) model in which the inertia of two gears in a one-stage gearbox with torsional vibration was reduced to one equivalent mass, Bartelmus [5,6] applied mathematical modeling and computer simulation to develop a gearbox dynamic model in support of signal evaluation for diagnostic inference, Some results of the computer simulations were also presented. It was shown that a flexible coupling and an error mode random parameter have an influence on the stability of the simulated gearbox. Badaoui et al. [7] examined a simplified mechanical model of geared transmissions and concluded that acceleration signals were approximately characterized by the convolution of the second- order time derivative of a windowing function with impulse responses when a gear spall fault was present. Data-driven methods have been used extensively by a number of researchers. For instance, Ismall et al. [8] built a diagnostic model based on vibration data collected on a small-scale gear rig and collected vibration data to detect the gear fault. Generally, data-driven methods include frequency domain analysis [9,10], time-frequency domain analysis [11,12] adaptive regression models [13,14], neural networks [15-17], and support vector machine [18,19]. Lopez et al. [20] and Essawy et al. [21] used vibration data from different locations on a gearbox for condition monitoring, Their research fused data based on vibration signals and neural networks. Baydar and Ball [22], Mba and Rao [23], and Toutountzakis and Mba [24] investigated gear fault detection based on Acoustic Emission (AE) techniques. There are many advantages if areal system is available to generate a series of ideal data sets obtained on real machine components. The first advantage would be accessibility to a varied range of operating conditions in terms of speed and load. Secondly, the history and maintenance schedule would be available for the machine. This would provide further ‘means for fault assessment. Therefore, to avoid excessive cost, the use of rigs simulating real environments and practical operating conditions would be a viable and preferred option. Operating in a more manageable environment allows detailed measurements with relative ease and at a reasonable cost. The objective of this paper is to introduce a newly developed gearbox test facility along with preliminary data obtained on a defected gear operating under controlled conditions with minimum disturbance to the accessory hardware. A test rig has been designed, built, instrumented, commissioned and experiments have been performed, Selected prognostic features are evaluated and discussed. 2. Gearbox test facility and instrumentation ‘The GEJ85 is a high thrust, lightweight, turbojet engine which was produced in different variants with a thrust ranging between 12.7 and 13.8 kN (2850-3100 Ibi). The engine features a rotor supported by three rolling-element bearings and an cight-stage axial flow compressor coupled directly to two turbine stages. The test gearbox belongs to the J85 CAN4O engine variant which is still in service on the Canadair CT-114 Tutor. Generally, accessories for gas turbine engines can be divided into two categories: (1) those driven by bleed air taken from the compressor section ofthe engine and, (2) those driven mechanically by an accessory gearbox connected directly or indirectly to the engine main shaft. In general, the mechanical connection from the engine shaft may be through an engine-mounted gearbox or through a power take-off shaft to a remotely mounted gearbox. Fig, 1 presents a cutaway section of a J85 engine showing its main components as well as the accessory gearbox attached fo the engine casing below the compressor section. The gearbox is characterized by four parallel shaftgears (Fig. 2) driving the various accessories mounted at each pad, 2s shown in the detailed schematic of Fig. 3. This gearbox Variant is driven axially (axis B) via a transfer gearbox connected to the engine by an output shaft (axis A) Power is then transmitted directly to the over-speed governor and indirectly to the remaining accessories (starter/generator, hydraulic, fuel and lubrication pumps) through gears F, Cand D. Rolling-element bearings are used to support and guide all shafts as shown in Fig. 3. Both ends of the main shaftgear (axis B) are splined to the transfer gearbox and over speed governor coupling shafts and could rotate at a maximum speed of 7811 rpm. At take-off, shaft gear B rotates at 6249 rpm (80% ofits maximum speed), whereas its cruise speed is about 3671 rpm (47% of maximum speed) Compressor Combustor Turbine ‘Accessory Gearbox Fe, CCataway section of J85 engine,‘A. Rezoel, A Bodouche / Mechanical Systems and Sigal Processing 35 (2012) 299-511 301 Fig. 2, Test gearbox, Fig. 3. Schematic ofthe test gearbox and accessories, ‘able 1 Gear specteations ‘hat Shaftgear B ‘Shafigear € Shaftgear D Shaftgear F it pump Gear D c Dt pa fn Rm or [Number of teth 49 54 6 20 24 24 ~ Shaftgear D drives the main fuel pump as well as the lubrication pump mounted on opposite pads of the gearbox. The fuel pump is driven through a spline connection and could run up toa maximum speed of 6075 rpm, whereas the oil pump is geared to axis D using an internal gear mechanism and could reach 4190 rpm at gearbox maximum speed. Shaftgear C is also driven by shaftgear B through the idler shaft F at a maximum speed of 7088 rpm, This shaft drives both the hydraulic pump and the starter/generator located at each of its ends. The three shafts are connected through splines to transmit power. Gear characteristics and rotational frequencies of each shaftgear are given in Tables 1 and 2, respectively.302 A Rexel, A Dadouche / Mechanica Systems and Signal Processing 33 (2012) 299-311 Table2 Characteristic fequencies of shafts and gears. Speed requency, He Shaftgear B Shafgear € Shaftgear D ‘Shafigear F (Gearbox mesh Ol pump mesh Maximum 13018 na 10125 265.79 79 2005 Take-off 10415 9450 8 228 51032 1620 cruise 6119 5552 4759 12492 2998112 951.75 Uae Ce ire CS he § i x cee Tru "A coon Ce 4 aed a Fig 4. General view ofthe gerabox rs 2.1. Rig description A general view of the gearbox test rig (built and located at the National Research Council) is shown in Fig. 4. The gearbox and its accessories are mounted on the upper part of a duplex frame solidly bolted to the floor. Foamed rubber sheets were fitted between the upper and lower parts of the frame to protect the rig from any external vibration sources and also attenuate the response amplitude due to the transmission of reaction forces from the various rotating components of the gearbox and its accessories. For testing purposes, some changes have been made to the gearbox drive ‘mechanism as well as the accessories to simulate real operating conditions. Therefore, the gearbox condition monitoring is performed under full load as indicated by [25,26]. Fig. 5 shows a schematic of the various modifications and a detailed explanation is provided below. One of the changes was to the drive system which is now composed of a 15 kW (~20 hp) electric motor connected to the gearbox (axis B) through a pulley/belt system and controlled using a variable frequency drive (VFD). The dimensions of the pulleys were selected to reach the required operating speeds while the VFD allows remote control of the motor speed and an accurate setting of the ramp rate. The oil pump installed on the right hand pad of axis D is a multi-element combined lubrication and scavenge vane pump. It is comprised of one pressure and five scavenge elements. The pressure element of the pump lubricates the accessory and transfer gearboxes as well as the engine main bearings through a system of internal channels, flexible pipes and nozzles which direct oil onto the various bearings and gears. Each scavenge-element picks up oil/air mixture from a‘A. Rezoe, A Dodouche / Mechanical Systems and Signal Processing 33 (2012) 299-311 303 box and its accessories tp Dy rowertaeatenby —) Otnonies —— Presretne —— seer ne Fig. 6. Schematic of lubrication system: a original, b. modified, specified sump as shown in Fig 6a, As the engine and transfer gearbox are not part of the test facility, some changes have been made to the lubrication system simulating real oil circulation in the engine and assuring a proper operation of the pump elements (Fig. 6b). The main modification was the connection of the pressure line to the scavenge pipes of the engine main bearings, Take-off assembly (beatings and gears), and transfer gearbox. Orifice restrictors have been installed in each scavenge line to maintain the proper oil flow rate through the scavenge elements of the pump. Since all sumps represent an oil/air mixture, a vent tube equipped with a check valve (open to air) was also added and connected to the scavenge pipes as shown in Fig. 6b. Due to some technical issues and a failure t0 reach the required fuel pressure at gearbox maximum speed, the fuel system was replaced by a truck alternator to keep the gearbox properly loaded at that pad. A battery and a load bank were connected in series tothe alternator allowing the application of the required loads at different speeds. The load bank has five amperage switches allowing the application of various incremental electrical loads to the alternator depending, on the ‘operational speed, simulating real loads exerted by the fuel system on the gearbox. The alternator outputs a constant voltage of 14V and the load bank can apply up to 107 A (amps) electrical load representing a total of 1.5 KW (2 hp) power drav ‘The hydraulic pump, installed atthe left-hand pad of axis C, and its fluid circulation system were slightly modified for testing purposes. The pump was piped to the hydraulic oil tank forming a closed loop and assuring the pressure of the hydraulic oil leaving the pump is in the range of 9.65 MPa to 11.4 MPa (1400 psi to 1650 psi) at the different operational speeds.308 A Rexel, A Dadouche / Mechanica Systems and Signal Processing 33 (2012) 299-311 ‘The starter/generator, mounted on the same axis as the hydraulic pump and on the opposite pad, plays two major roles: it starts the engine and it provides power to the various items of electrical equipment in the aircraft. It is important to ‘mention that the starter/generator was used as a generator only, allowing the gears’ teeth to be loaded in the same direction over the testing period. A voltage regulator is attached to the generator to automatically maintain a constant ‘output voltage level of about 28 V. The voltage regulator operates by comparing and adjusting the actual output voltage to an internal fixed reference voltage. A large capacity, multiple-switch load bank (up to 400 A) loads the generator based on an estimation of the total electrical power consumption of a typical aircraft (Falcon20) owned by the National Research Council. The aircraft is equipped with two CF700 engines that are derivatives of the 85 engine. The gearboxes are similar and the electrical load is very representative. The electrical load varies between 110A and 140A resulting in a power consumption ranging between 3.08 kW and 3.92 kW (4.13 hp to 5.25 hp). 22. Crack creation ‘There are many types of gear failures with two representing the most common modes: (1) tooth root crack failure due to bending fatigue and possible inadequate bending strength, and (2) tooth pitting, also known as surface failure, due to the high compressive contact stress on the tooth surface profile. In this study, the former failure type was considered and investigated. However, collecting coherent gear lifetime data (healthy to failure) is a time-consuming and tedious task from an experimental point of view. This can be overcome by introducing an initial crack at the gear tooth root and running the gear to failure. Since the starter/generator pad was equipped with a wide range loading capability, gear "C° was selected for defect creation and remaining useful life and estimation. The fault was introduced after having performed a finite element analysis (using commercially-available software) on the gear in order to estimate the root bending stresses and to accurately determine the location of the maximum stress where a typical crack could initiate. The analysis was performed at different linear loads and were located close to the tooth tip and tooth mid-section. Centrifugal forces have also been accounted for in the FEM analysis. Fig. 7 shows the Von Mises stress distribution [27] for the case of a load of 134,150 N applied on the tooth tip and a speed of 3900 rpm. All studied cases showed a maximum stress located in the same vicinity. Based on these calculations, initial defects having 0.5 mm, 1.5 mm, 2mm and 2.5 mm depth and 0.1 mm (0.004 in) width were created, each defect on a different spare gear (Gear C), at the gear tooth root, using electrical discharge machining (EDM). To reach a failure stage with the smaller defect, testing time would be very significant. ‘Therefore, the first series of tests were carried out on the largest defect size (2.5 mm) in order to obtain data in a reasonable period of time, covering the phase of fault introduction to gear failure. 2.3, Instrumentation ‘The test facility is equipped with instrumentation allowing the measurement of the overall gearbox performance such as vibration, acoustic emission, temperature, pressure, power consumption, speed and load. A high-speed, portable, 24 bit Be Fig. 7. sures distribution on tooth mone‘A. Rezoel, A Bodouche / Mechanical Systems and Sigal Processing 35 (2012) 299-511 308 Fig. 8. Gearbox instrumentation. Table Geatbox rate of rotation ‘Operating condition Rotation, rpm Drive shaft (axis 8) Motor (VED) cue speed (SP1) 3671 2050 Take-off speed (SP2) 6249, 5490 data acquisition system with a maximum bandwidth of 25.6 KHz was used to record the data, All dynamic signals (vibration and acoustic emission) were acquired at a sampling rate of 25.6 kiiz, whereas the static characteristics (temperature, pressure and power) were recorded at a much lower rate. The gearbox signature/condition was monitored and tracked using three accelerometers and two acoustic sensors mounted on the gearbox casing close to the location of the gear with the defect as shown in Fig, 8. The accelerometers (two vertical and one axial) were stud-mounted on the casing. They are piezoelectric charge source accelerometers having a sensitivity of 9.8 pc/g and a frequency response range up to 12.6 ki¥z, Their mounted resonant frequency is 42 kHz. The vertical accelerometers will be denoted VAI and VA2 and the axial one will be denoted AA. Two Pe. 4 WER tl 2 f om 6 0 00 1a) 140 3 406) mo 100 120 40 ‘opservaton osenvation Fig. 11, Std mets: () VAL, (b) AA (6) ACUT() A a b os , 2 3 ; . : Bn etn ty : iz a i 05 80 G70 o0 9 100 110120100 40 “0 80 G0 70 00 90 100 110120100 40 ‘Observabon ‘Observation cy, d 1 os 2 23+ : a 3 UF . 2 a 2 ole Lyne Be armrest ats ® os h ® os . aac 4 2050 60 70 80 9 100 110A TED HD 20 50 60 70 80 8 100 OTA TED HD ‘rservaton ‘ose Fig. 12 Skewness metric: (2) VAL. (B) AA, (¢) CUT, (@) AE‘A. Rezoel, A Bodouche / Mechanical Systems and Sigal Processing 35 (2012) 299-511 309 4 40 2» 0 3 2 Ramet” preyrimna ad ‘0 ° “50 60 70 80 80 100 110120130 140 a0 80 60 70 80 90 100 110 120130 140 ‘Observation Observation 40 40 % — % [anntnenentnecntennns 4 20] : ¢ 20 Ee ‘ a B leer Maan soe 0 10 o 40 50 60 70 80 80 100 110.120 130 140, 40 50 60 70 80 90 100110 120130140, Observation (Observation Fig. 13. SLF metric: (a) VAT-(D) AA (C) ACUT. (A gg | stent teamed tins |g [SMA S taateweninn 22am ie | a, insane 1 1 a a 10 6 To o-SO Tia TioTROTID G0 © ad-GO-EO TO-B B 100 —ToTIOTAO ‘osevaton ‘oeeraton c 4 q 4 3 Fa 5 Nene gene 1 1 o 40 50 60 70 80 90 100110 120%00940 40 50 G0 70 80 80 100110120130 140 ‘Observation Obsecvation Fig. 14. Fy metric: (a) VAL, (b) AA, (6) CUT, @) AE scattered, indicating that the system did not reach its steady state regime at the set operating conditions-a normal situation in gearboxes. Therefore the features covering the test 2 timeframe (day 2) will be omitted in Figs. 12 through 15. ‘Also, the beginning of each test is characterized by a few scattered peaks as shown (for instance) around the 62nd to 65th data points associated with the beginning of the test on the third day. The 107th data point (dashed lines in Fig. 11) indicates the time at which the generator load was increased from 110 A to 140 A. After increasing the load, the Std metric decreases for all signals. However, Stds of the ACUT and AE show a certain sensitivity to overloading with a steeper decay compared to the accelerometers. As Fig. 11(d) shows, there is a peak at the 112th data point (about one hour after increasing the load), an indication of a change in the gearbox condition which could be attributed to the removal of the tooth. On the other hand, no sign of gradual crack progression was observed. Fig. 12 shows the skewness value of the TSA signals excluding the second data set (test 2). The ACUT skewness value, as ‘shown in Fig. 12c, increases monotonically. This could be an indication of the different stages in crack progression aver the test period. Increasing the load leads to a slight increase in slope, especially around the 112th data point where the tooth could have been removed. The scattered data of the acoustic emission skewness (Fig. 12d) over the last test series could310 A Rexel, A Dadouche / Mechanica Systems and Signal Processing 33 (2012) 299-311 a b 2 a MS, ¥ Mate, na 0s os 0 ° 4050 60 70 60 90 100710120730 140 4050 60 70 @0 90 700110120130 140 ‘Observation Observation ©, dz 18 15 é 3, Fj pase nmr Sy os x. - os Leen nent 4080 60 70 60 80 160710120730 140 4050 G0 70-80 90 700110120130 140 Observation Observation Fig. 15. NB, metric: (a) VAL (b) AA, () ACU () AE also be associated with a regime change of the gearbox. Metrics with zero average slopes or without a consistent trend are difficult to interpret as is the case for the accelerometers skewness values (Figs. 12a and b). SLE metrics of the different sensors are presented in Fig. 13. The vertical accelerometer (VA1) and ACUT are slightly affected by the load increase as SLF shifts to higher values but remains steady. The axial accelerometer and AE are not affected by the load change nor by the tooth extraction, therefore their SLF values may be unsuitable prognostic metrics. Similarly, the trends of the vibration FM remained unchanged over the complete series of tests as shown in Figs. 14a and b. The abrupt change at the 107th data point represents a combination of the beginning of the last series of tests (test 5) and gearbox overloading. It is important though to mention that the ACUT FM, remained almost steady at the lowest load but started increasing monotonically as the load increased, a sign of gearbox condition change. The AE shows a shift of its FMp to lower values when the load changes. The NB4 metric of all sensors is illustrated in Fig. 15. The trends of this feature are inconclusive for all sensors as no substantial change was observed except for ACUT where NB4 shifts downwards at the beginning of test 5, remains steady, and then starts climbing steeply with time indicating a gearbox regime shift. Since this analysis is based on data driven technique, the general trends could be considerably different if applied to a different system. For example, in other systems with more interference and noise sources, more advanced signal processing would be needed, and the chosen metrics might respond differently to load changes and component fault progression, 5. Conclusion In this paper a detailed description of a complex aircraft gearbox test rig was given. Significant modifications have been brought to the different accessories to assure suitable loading and proper operation simulating real operating conditions. To validate the designed test rig, defect to failure tests have been performed where a variety of sensor technologies were used and selected prognostic metrics were evaluated, The main conclusions of this study are reported below: = The weight and magnitude of the prognostic features change depending on the sensor-technology as well as sensor location on the gearbox casing, ~ As opposed to vibration transducers, the standard deviation of the ACUT and acoustic emission sensors exhibited interesting trends over the testing period where the tooth was removed. ~ Skewness and FMy metrics of ACUT showed very promising results. The skewness metric increases monotonically (a sign of crack propagation) until the complete removal of the tooth where the increase becomes steeper. Similarly, FMp also shows a monotonic increase over the period where the tooth went missing. The trends for the other sensors were not conclusive. — NB, trends do not show any sign of fault growth or tooth removal except for ACUT which shows a sign of anomaly after the tooth was extracted. This requires more study and analysis. ~ To examine the effect of load on the gearbox response while operating within the design limits, the generator load was increased from 3.08 kW to 3.92 kW which accelerated the gear C DTFR. Sensorsjfeatures responded differently to the Toad change.‘A. Rezoel, A Bodouche / Mechanical Systems and Sigal Processing 35 (2012) 299-511 an = To improve the accuracy and efficiency of the remaining useful life (RUL) prediction, important sensory signals must be carefully selected to characterize degradation for engine components health prognostics. Future work and data analysis will be focused on data fusion from the various sensors to estimate the current condition of the damaged gear and to what extent the gearbox system can handle a soft failure. Acknowledgment ‘The authors would like to thank Defence Research and Development Canada for partially funding this research. ‘The authors would like also to express their gratitude to Marcel Fournier, Brian Liko, Randy Payette, and Jean-Pierre Bedard from the NRC Gas Turbine Laboratory for their hard work and contributions to build and commission the test rig. Special thanks also go to Joe Maillet from Department of National Defence as well as Andrew Pang from Magellan Aerospace for their technical help and provision of test and spare gearboxes. References [1] A Parey. N. Tandon, Spur gear dynamic models including defects: a review, Shock Vib. Digest 35 (2008) 465-478. [2] V.P. Krell, R. Smid, Condition indicators for gearbox condition monitoring systems, Acta Polytech. 45 (2005) 35 [5] HIN. Ozguven, DA. Houser, Mathematical models used in gear dynamics: a review, ) Sound Vib. 121 (1988) 383-411 [4] SP. Yao and DD: McFadden, Study of modeling for monitoring of gearbox vioation, Conference Proceeding, France, (2000) 555-S6A. [5] W. Bartelmus, Progress in mathematical modeling and computer simulation for supporting gearbox dagnostic infreace, Proceedings of COMADEM 2000, Houston, US.A, (2000) 961-970. {6] W, Bartelmos, Mathematical modeling and computer simulation as an ad to gearbox diagnostics, J Mech. Syst. Sig. Process. 15 (2001) 855-871 [7] MEL Badaou J Anton, Fille, Daniere P. Velex, Use of the moving ceptrum integral to detect and localize tooth spallsin gear, Mech Syst Sig. Proces. 15 (2001) 873-8. [8] F fomall, #18 Martin, Omar F, Statistical index fr monitoring tooth cracks in a gearbox Proceeding of the ASME Design and Technical Conference, Boston USA. 14 (1995) 14-18, {9} RB Randall, Advanced in the application of cepestrum analysis to gearbox diagnosis, International Conference on Rotating Machinery, UK, (1980) 169-174 [10] W.Q. Wang, F. smal, MF. Golnaraghi, Assessment of gear damage monitoring techniques using vibration measurements, Mech Syst Sig. Process. 15 (2001) 805-922 [11] 6. Dalphiaz, A Rivolva, R Rubin, Effectiveness and sensitivity of vibration processing techniques fr local fault tection, Mech Syst Sig. Process. 14 (2000) 387-412. [12] H. Zheng, ZL X. Chen, Gear fault dlagnoss based on continuous wavelet transform, Mech. Syst. ig. Process. 16 (2000) 447-457, [13] WY. Wang, AKC Wong. Autoregressive model-based gear fall diagnosis J Vib- AcoUSL. 124 (2002) 172-179. [14] ¥. Zhan, CK. Mechefske, Robust detection of gearbox deterioration using compromised autoregressive modeling and Kolmagocov-Smimnov test statistic Par Hz Experiment and application, Mechanical Systems and Signal Processing 21 (2007) 1953-1882. 115] V.B. Jammu, KDanal DG. Lewickl Unsupervised connectionist network for fault dlaznoss of helicopter gearboxes, Proceedings ofthe 53rd annual forum of AS part 2, Virginia Beach, USA, (1997) 1297-1207 [16] 0. Taylor, N. Addison, Novelty detcction using neural network technology, Proceedings of COMADEM 2000, 13th International Congress on Condition Monitoring and Diagnostic Engineering Management, Houston, TX. USA. (2000) 731-743, [17] M. Timask, M.Lipsett, CX. Mechetse, Fault detection using transient machine sigtas, Mech. Sys. Sig. Process. 22 (2008) 1724-1748, [18] A, Widodo, BS. Yang, Support vector machine in machine condition monitoring and fait diagnos, Mec Syst Sig. Process. 21 (2007) 2560-2574 {19} 8. Samanta, Gea fault detection using artificial neural networks and support vector machines with genetic algorithms, Mech. Syst. Sig Process. 18 (2004) 625-644, 120] JE. Lopes, LA. Farber-Yeldman, KA. Oliver, MW. Protz, Hirarchical neural networks for improved fault detection using multiple sensors, Proceedings of the American Helicopter Society 52nd Annual Forum, Washington, BC (1996) 1752-1758, [21] MA.Essawy, 5. Diwakar, 5 Zein Sabatto. and AK. Carga, Fault diagnosis of helicopter gearboxes using neuro-fuzzy techniques, Proceedings of the 52nd Meeting ofthe Society for Machinery Fike Prevention Technology (MEP), Virginia Beach, VA (1997) 293-302, [22] N-Baydar, A Ball, Detection of goa failures vibration and acoustic signal using wavelet transform, Mech. Sst. Sig. Process. 17 (2008) 787-804 [23] D: Mba, TBANN Roo, Development of acoustic emission technology for condition mositoring and dlagnosis of rotating machines: bearings, PPS, ‘gearboxes, engines, and rtating structures, Shock Vib. Digest 38 (2006) 3-18. [24] T. Toutountzakis, D. Mba, Observations of acoustic emission activity during gear defect diagnosis, NOTRE Int. 36 (2008) 471-47. [25] J. Smith, Gear Noise and Vibration, Marcel Dekker Publ, New York, 1998, [26] W. Barcelmus, vibration condition monitoring of gearboxes. Mach Vir. ¥ (1982) 178-188. [27] PP. Behnam, k). Crawford, Mechanics of Engineering Materials, Langman, New York, 1993. 128] A. Dadouche, A. Rezaei, V- Wickramasinghe, W. Domochowski,| Bird, FNitsche, Sensitivity of Ar-Coupled Ultaspund and eddy current sensors to bearing fault detection, Tnbol. Trans. 31 (2008) 310-323, [29] A. Rezaei, A Dadouche, V. Wiekramasinghe, W. Domochows%i, A comparison study between acoustic sensors for bearing fault detection under diferent speed and load using a varety of signal processing techniques, THboL. Trans. 54 (2010) 179-186. [30] PD. McFadden, Examination of technique forthe early detection ot failure in gears ty signal pressing ofthe ime domain average ofthe meshing bration, Mech Syst Sig. Process. | (1987) 173-183 [51] P. Madden, &revsed model forthe extraction of periodic waveforms by ime domain averaging. Mech. Syst Si. Process 1 (1987) 85-95, [52] H. Decker and J Zakrajsek Comparison of interpolation methods as applied to time synchronous averaging. ARL-TR-1960, MFPT (1999) [33] 1. darszc, RE Randall Application of spectral kurtosis for detection of toth crack nthe planetary gear wind turbine. Mech, Syst. i, Process. 23 (2008) 1352-1365. 154] Hi. Decker, Crack detection for aerospace quality spur gear, 58th Intemational Annual Forum and Technology Display, Canada (2002) 135] SC. Favalro, A preliminary evaluation of some gear diagnostics using vibration analysis, Report number AD-AYG1S5, Aeronautical Research Labs. Melbourne, Australia (1985). 136} htep/tes.nasa gov/archive/nasafcasi.nrsnasa gov19850010492_ 19951 10482.pdt» Accessed: Dec 2012.