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The AGMA Information Sheet discusses the importance of a systems approach to ensure high mechanical reliability in critical service gear drives. It emphasizes the need for collaboration among designers, equipment suppliers, and users to address potential problems that may arise due to overloads and vibrations in gear systems. The document outlines common issues, the significance of vibration analysis, and the responsibilities of parties involved in system performance and analysis.
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0% found this document useful (0 votes)
34 views13 pagesPrinting 6
The AGMA Information Sheet discusses the importance of a systems approach to ensure high mechanical reliability in critical service gear drives. It emphasizes the need for collaboration among designers, equipment suppliers, and users to address potential problems that may arise due to overloads and vibrations in gear systems. The document outlines common issues, the significance of vibration analysis, and the responsibilities of parties involved in system performance and analysis.
Uploaded by
Pejvak sanat novin partak PINPCopyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
AGNA 427-0) MM Ob87575 0002109 559 mw
AGMA
Information Sheet
Systems Considerations
for
Critical Service Gear Drives
Published bye AMERICAN GEAR MANUFACTURERS ASSOCIATION
1330 Massachusetts Avenue, N.W. © Washington, D.C. 20005 Coytics by t
we dan 08 1%
AGMA 427-0) MM 0687575 0002210 270 me
FOREWORD
‘The need for high mechanical reliubility in geared drives can best be satisfied by a ‘systems approach”” to the entire train of
machinery, inciuding foundations, lubrication, vibration, the forces and moments associated with connecting piping, couplings,
se
‘This Information sheet was compiled by the Technical Subcommittee of High Speed Units Product Section 3D in an
attempt to improve the understanding of system problems and facilitate the communication among those people normally
involved with the purchase, design, installation and operations of gear drives.
‘The first draft copy of Information Sheet AGMA 427.01 was prepared in March, 1974. It was approved by Product Section
3D as of May 20, 1976, und by the AGMA Membership as of August 18, 1976.
corymanr, 1976, Y
[AMERICAN GEAR MANUFACTURERS ASSOCIATION
Gear Manure AGNA 427-0) MM 0687575 0000113 307
AGMA Standards re subject constant improvement revision ar withdrawal as dictated by experince. Ayperton who
@ eerste AGMA tcc publication sou say himself hat he has he test formation avaiable fom he dssotation
on the subject matter.
PERSONNEL OF
‘TECHNICAL SUBCOMMITTEE
PRODUCT SECTION 3D
HIGH SPEED UNITS
F. A. Thoma, Chairman, De Laval Turbine, Inc., Trenton, New Jersey
A.D, Anil, Fare Company, Ansonia, Comet
D. Raden, Fale Cora, Miao, Wicnsn
M. Huda, Findpa Gent Const, King of Pr
R Lave, Seem Gest Cares, Lynne, Calton
B: Mat, ate Comer, Witwnken, Wisenn
e 2p Pade, Lanny Lain, Toe
D. Roa, Tey Seam Tube Company, Had, Conscict
J. H. Turner, Dominion Engineering Works, Lid., Lachine, Quebec, Canada
Pennsylvania
Tables or other self-supporting sections may be quoted or extracted in their entiery, Credit lines should read: “Extracted
from AGMA Information Sheet System Considerations for Critical Service Gear Drives (AGMA 427.01), with the permission.
©] ite mblster the American Gear Manfacarers Associaton, 1330 Masiachters Avenue, N.W., Washington, D.C.
20005."
Coytics by t
we dan 08 1%
Gear Manure AGMA 427.01 MM 0687575 0002)32 043 a
TABLE OF CONTENTS
1. Purpose and Responsibility .
2. Scope «
Introduction
4.2 Estimated Maximum Cont
4.3 Vibratory Overloads .
4.3.2 Vibration Analysis ........00++5
43.3 Torsional Vibration
4.3.4 Lateral Vibration
4.3.5 Axial Vibration deseecetstesessesteee
4.3.6 Vibration Measurements and Design Considerations .
4.4 Alignment .......
44.2 Foundations
443 System Piping .
444 Installation Instructions .
see
+10
110
5. Labrication ...
seseeseeeeeseeesteseseeeeseeseeee ID
6. Pressure Lubrication Systems ....+.+++++ u cot by
can DB 143511 190
AGMA 4e?.0 MM Ob87575 OO02L13 TsT
AGMA INFORMATION SHEET
SYSTEMS CONSIDERATIONS FOR CRITICAL
SERVICE GEAR DRIVES
1, Purpose and Responsibility
1.1 A gear unit is susceptible (oa variety of problems when
itbecomes a part of a rotating machinery system, the severity
of which generally increases with speed. Even though these
problems are generally beyond the gear manufacturer's con-
twol, they adversely affect system reliability and/or pes-
formance and may cause damage to the gear unit,
1.2 The pary having contractual responsibilty for system
performance should investigate and resolve these problems
in the design stage and thereby avoid the conflicts that may
develop between the component manufacturers end users
1.3 It is recommended tat the party having contractual
responsibility for the system analysis ofa critical service gear
drive be clearly identified in the specifications, contract or
purchase order. Because of the substantial cost involved in 2
system analysis, and in some cases the system performance,
it should be emphasized that all partes supplying compo-
nents to the system have a responsibility to furnish correct
and accurate data so that-the analysis will he meaningful.
Scope
2.1 The objective of this information sheet is to point out
‘common problems that may occur in geared systems, an
explanation of these problems, and the possible effect.
2.2 {tis not the iment of mis information sheet to present
detailed methods of unalyzing or solving the problem, nor
will there be any attempt toset exact design criteria or limits.
3. Introduction
341 Tv isnot uncommon to find process system operations!
cont as high a8 $50,000 0 $100,000 day. This downtime
cost makes it desirable t9 xvod fatre of any pat in the
system — beit prime mover, coupling, gear, driven eqip-
ment, oF any other component
13.2 The increasing demands for system “mechanical relia-
bility"” can best be satisfied by a courdinuted technical ex-
‘change between designer, equipment supplier, erecting
‘engineers, and user. The various system analysis, in atleast
preliminary form, should precede detailed equipment pur-
‘chase specifications. This sequence will permit the design to
be based on u more neurly correct load and operating condi-
tons.
3.3 This coordinated effort can be properly called "system
‘engineering"” and is normally performed by the design agent
or his technical representative.
Se Aretcn Geor nitrate
cir
‘3.4 In the past, system engineers and industry in general,
have relied heavily on service factors as recommended by
‘gear builders to provide the necessary margin to accommo-
‘date overload. Gear builders fell heir to the position of
furnishing this kind of information through self protection
‘When a gear unt failed, a bigger one was provided until it
worked. The difference in sice became the service factor.
3.8 The more complex, higher power and higher speed,
mechanical deive systems being designed today make this
procedure and the sole reliance on “‘gcncralized service
factor” inadequate
3.6 Gear manufacturers may not have the expertise nor the
detailed information to adequately analyze system overload.
This function must be performed by specialists under the
responsibility of the systems engineer
3.7 There is no set format for communicating this data, The
required information is the magnitude of overload and a
‘description of the operational conditions under which it oc-
‘urs, such as when, how long, and nature.
3.8 Gear units and couplings ean be adversely affected by
‘one of more system generated problems. Fuilures that result
from these system induced causes can be categorized under
two main headings:
‘Those resulting from overstressing component pars,
which are grouped under ‘“Overload."”
b. Those resulting primarily from a lubrication related
failure,
4. Overloads
4.1 For the purpose of this discussion overload will be
dofined as;
“That load which is in excess of the nominal design
load."
4.1.1 Overload can be of momentary duration, periodic,
‘quasi-steady state, or vibratory in nature, Depending on its
‘magnitude and the number of stress cycles accumulated at
‘overload, it can be a fatigue or a yield stress consideration,
4.1.2 Overtosd on 2 gear unit can result from intemal or
‘external causes. Internal cause of overtoad — such as poor
accuracy, faulty assembly, bumps or bruises on gear teeth,
usually found by routine inspections before the unit is put
into service, External sources of overload result from the
‘operational characteristics of the system into which the gear
is placed, and are more complex and difficult to identify
AGMA 427.01 — December, 1976 Cots by ste A
AGMA 427-0) MM 0687575 0002334 9b mm
AGMA INFORMATION SHEET
SYSTEMS CONSIDERATIONS FOR CRITICAL
SERVICE GEAR DRIVES
.3 The gear manufacturer has litle, if any control over
the external influences that produce overload. The “system
engineer" who has overall responsibility for performance,
should include along with output, unit cost, efficiency, ete.,
the investigation of overloads as they relate to potential
failure, downtime, and system reliability
4.14 The following materials intended to assist the “sys-
tem analyst” by highlighting subjects for his consideration,
and to establish better communication between “system
people” and the gear manufactures,
4.2 Estimated Maximum Continous Power. The opera-
‘tional overload characteristics of various driven equipment
varies withthe type of machine and should be considered on
‘an individual basis
4.2.1. Pump or compressor designers, for example, can pre-
dit the power requirements at the design point with fairly
good accuracy. Arriving at the maximum continuous power
140
is another story. Ithas to be estimated, and is a combination
ot:
a. Changes in specific gravity or density of the media
being pumped.
b. Carry out
©. Overspeed
44, Variations in pressure ratio across a compressor due to
‘abnormal operating conditions.
4.2.2 Changes in specific gravity of the fluid medium han-
dled by a pump, or change in the density ofthe gas handled by
8 compressor, affect the horsepower transmitted in direct
proportion. On boiler feed pumps, for example, this occur-
rence can be encountered during startup, upon malfunction of
pre-heating equipment, or during boiler cool-down follow
ing the failure.
30
120
no
100
% HEAD & % HORSEPOWER
or Ger Mant cot by
AGMA 427.01 MM 0647575 0002115 452 a
AGMA INFORMATION SHEET
SYSTEMS CONSIDERATIONS FOR CRITICAL
SERVICE GEAR DRIVES
4.2.3 In the case of air handling centrifugal compressors,
the design horsepower is usually based on the normal maxi
mum ambient. Consideration should be given to cold
weather operation since the density of air varies with the
absolute temperature, Compressors handling other gases are
usually encountered in process systems under greater con-
wwol, where temperature variations are less. However, other
variables may become serious. In refincry practice, for
ample, the composition of the gas can vary widely, and in
other process work the inlet pressure may not be a fixed
value.
4.2.4 Cary out is an expression used by the pump and
compressor industries to indieste performance on a head
curve beyond the so-called design point, Figure | ilustrates a
typical compressor percentage performance curve.
be noted at 100% speed as the head drops off
increased, the horsepower increases to levels
as high a5 113% load. Carry out is an everyday reality. 1t
‘comes about through such things as improper estimation of
system performance during design stages, altered system
requirements of existing processes, gradual deterioration of
processes, systems employing multiple units where shut-
down or failure of one increases the requirements on the
remaining units, or through leaks or failures.
4.2.6 Figure 2 illustrates a similar percentage performance
cre for centrifugal pumps.
4.2.7 Overspeed is just what the name implics, and is ob-
viously limited to applications with variable speed prime
_movers. Because the power absorption of the driven machine
varies approximately. with the thied power of the speed,
‘overspeed is a large contributor to overload, Referring again
to Figure 1, the performance curve indicates that at 110%
speed and 100% flow the horsepower is increased to 125%.
‘Cary out at this speed can increase the horsepower still
farther, w levels approaching 140% of design horsepower,
140
130
120
110
100
% HEAD & % HORSEPOWER
90
100
% FLOW
Fig. 2 ‘Typleal Centrifugal Pump Performance Curve
: Gear Manure
1
AGMA 427.01 — December, 1976 cot by
we dan 08 1%
AGHA 427.03 MM 0687575 OOO2bLe 795 a
AGMA INFORMATION SHEET
SYSTEMS CONSIDERATIONS FOR CRITICAL
SERVICE GEAR DRIVES
4.2.8. Normal practice fora turbine driven centrifugal pump
is to set the overspeed tips at the 115% design speed.
Governor settings are generally established to permit con-
‘inwous operation between 105% and 110% design speed. It
should be bore in mind that operators can and do reset
governors to avail themselves of maximum output of the
system, regardless of the original settings.
4.3 Vibratory Overloads
43.1 An essential phase i the design of a critical service
system of rotating machinery is the analysis ofthe dynamic
(vibratory) response of a system to excitation forces.
4.3.1.1. The dynamic response of a system results in addi
‘ional loads imposed upon the system and relative motion
detween adjacent elements in the system. The vibratory
loads are superimposed upon the mean running load in the
system and depending upon the dynamic behavior of the
system could lead to failure ofthe system components. In a
‘gear unit these failures could occur as tooth breakage or
piling of the year elements, shaft breakage or bearing fail-
‘ure,
4.3.1.2 Dueto the backlash between the geared elements of
4 gear unit, tooth separation will occur when the vibratory
torques inthe shafts exceed the average torgue resulting in
tooth separations and subsequent impacts. Gear tooth loads
‘veto these impacts can be several times the vibeatory torque
in the gear sha,
4.3.1.3 A vibratory torque which is synchronized to the
rotation of « gear clement can form a cyclic wear pattern on
the gear. This wear which varies around the circumference
‘onthe gear element, results in tooth spacing errors of the gear
‘causing noise or even can become a self-generating ex-
citation which reinforces the original excitation.
4.3.1.4 Vibratory motion of gear unit components can take
up clearances causing interference problems between gear-
ing elements, or between shafting and bearings or seals.
4.3.2 Vibration Analysis:
4.3.2.1 Any vibration analysis must consider the complete
system including prime mover, gear unit, riven equipment,
couplings and foundations, The dynamic loads imposed
‘upon a gear unit are the result ofthe dynamic behavior ofthe
total system and not that of the gear unit alone. The indi-
vidos! components of the system are usually supplied by
different manufacturers, therefore, the responsibility forper-
forming the vibeaton analysis must rest withthe designer of
the total system or his designated agent.
4.3.2.2 The vibration analysis must determine all sig-
nificant system natural frequencies and evalua the system
response to all potential excitation sources. If the analysis
indicates a resonant of near resonant condition, the rec-
commended solution isto shift natural frequencies by chang-
ing stiffness or mass instead of relying on system damping to
limit vibratory amplitudes, Normally, a linear vibration
analysis is adequate, however, under certain conditions non
linear responses can occur and the possibility of their ex-
‘stence should be recognized.
4.3.2.3 It is also advantageous to perform a preliminary
vibration analysis early enough in the design procedure to
allow for any changes which might be required for detuning
purposes,
4.3.3 Torstonal Vibration
4.3.3.1. The vibratory load caused by a steady state torsional
vibration of a system is due to the interaction of a periodic
‘excitation, and natural frequency of thesystem. The magni-
tude of the dynamic load caused by this type of vibration is
dependent on three factors: the magnitude of the excitation,
tho amount of damping in the system, and the proximity of
the excitation frequency to resonance. Typical sources for
steady state excitation are:
1. Internal combustion engines
2. Reciprocating pumps and compressors
3. Pump or compressor impellers
4, Propellers
4.3.3.2. A torsional vibration in a system can also be caused
by a transient excitation which is often called a shock or
impact loading. Transient conditions occur due to sudden
changes in load or speed or the accelerating or decelerating
through system natural frequencies, including the A.C.
component of synchronous motors during startup.
4.3.3.3 This type of disturbance will produce oscillations at
all the natural frequencies ofthe system. These oscillations
will decay and eventually disappear due to damping. The
‘peak dynamic loads occur during or directly after the dis-
turbance and their magnitudes are not substantially reduced
by the damping in the system. The effects of the transient
class of vibration can be most severe inthe case of gear teeth
ue to their ability to seperate, thus producing impact losd-
ings on the teeth,
: 1 Manutartners Associbe cot by
can DB 143511 190
AGMA 427.02 MM Ob87575 0002117 bes a
AGMA INFORMATION SHEET
SYSTEMS CONSIDERATIONS FOR CRITICAL
SERVICE GEAR DRIVES
4.344 Lateral Vibration
4.3.4.1 Dynamic loads at a gear mesh can be caused by a
lateral vibration ofa gear element in response to un excitation
source. The lateral vibration of a rotor system should con-
sider all flexibilities and restraints which will influence the
vibratory response of the rotor. Inthe case of a rotor system
comprised of a gear element and shaft, this should include the
influence of bearings, foundations, couplings, connecting
adjacent rotors and the mating gear element.
4.3.4.2 The most common sources of lateral excitation in a
fotor system are unbalance and misalignment. Therefore,
care should be given to minimize these factors inthe design,
‘manufacture and installation of a rotating system. The lateral
response of the system should be evaluated hased on the
design tolerances for system unbalance and misalignment,
‘Consideration must be given to operation in the proximity of
lateral natural frequencies because large vibratory loads may
result with relaively low excitation, Fluid film bearings are
generally used to support rotors in critical service systems.
‘These bearings possess stiffness and damping properties.
‘which vary with speed and load. These non-linear properties
should be considered when calculating the lateral natural
frequencies ofthe system. Under certain conditions of opers-
tion, these bearings can cause instabilities in the rotor motion
which will impart dynamic loads on the gear mesh.
Axial Vibration
4.3.5.1 Dynamic loads on a gear mesh are sometimes
caused by what appears to be an axial vibration, This axial
‘motion is most often the response of the gear element to the
unbalanced thrust forces. Common sources for these forces
‘are malfunctioning or misaligned couplings, electric arma-
tures mounted off their magnetic center, face runout of thrust
collars or compressor wheels, and assembly errors.
4.3.6 Vibration Measurements and Design Considerations
4.3.6.1 The results of any theoretical vibration analysis are
‘only as accurate as the mathematical model which is de-
eloped to perform the calculations. The correciness of the
model of the system is dependent on the accuracy to which
the inertia, stiffness, damping and excitation can be ascer-
tained. Since there is always the possibility of the actual
system responding differently than the theoretical evalua-
tion, consideration should be given to physically measuring
the vibratory loads in the 9ystem atthe time of inital startup
4.3.0.2. Obuaining test data related to operational loading on
aa system has the following advantages:
1. Establishes confidence that the rotating system will
perform satisfactorily or indicate areas where correc:
tive actions are required prior to a system failure,
$e Aretcn Geor nitrites dssocnon
2. Provide a basis for evaluation of systems that may be
designed or manufactured in the future.
3. Pinpoint system excitations or non-linear responses
which were not considered in any theoretical eval-
uation
In the design stages it is advuntagcous to provide desion
features in the system which would facilitate testing, such as
ground surfaces and proper access points for pickups or strain
‘gages. Also in the system design, if it is feasible, consid
ation should be given to field modifications that could be
made with a minimum of operational downtime if damaging
vibratory loads were encountered. An example of this would
be providing both access to couplings and additional space
for coupling changes for detuning purposes.
44 Alignment
4.4.1. A gear unit by the nature of its operation is always
connected to at least two other pleces of equipment. The
successful operation of the gear unit is largely dependent on
the alignment of these components, There are three distinct
types of misalignment which must be considered between
connecting component shafting
1. Pacallel offset misalignment — when two shafis arenot
coaxial, but their axes are parallel.
2. Angular misalignment — when two shafts are not
coaxial, and their axes are not parallel.
3. Axial alignment — which isthe relative axial position
that provides the required shaft separation under
‘operating conditions.
4.4.1.4 Misalignment during operation not only causes vi-
bration, but superimposes bending stress on the shear stress
ddue to transmitted torque. These stresses cannot be readily
calculated but they warrant discussion so the designer can
take precautions to minimize their effect. Perfect alignment
is almost impossible to obtain; therefore, flexible couplings
‘are used to minimize the effects of the inherent misalign-
meat
4.4.1.2 However, “texible™ couplings whether ofthe den-
tal tooth, spring clements, flexing dsc, or elastomeric type,
produce forces and moments on their supporting shafts when
‘operating misaligned. The analytical determination of the
‘magnitude of these forces and moments is not fully under-
stood. It can be generalized that:
1. The sense and direction are such that they try to bring
the supporting shafts
AGMA 427.01 — December, 1976 Coytics by t
we dan 08 1%
AGNA 427-0) MM 0687575 0002338 Stl Mm
AGMA INFORMATION SHEET
SYSTEMS CONSIDERATIONS FOR CRITICAL
SERVICE GEAR DRIVES
2. Significant bending moments may be imposed on sup-
porting shafts
3. ‘That the magnitude of the forces and moments in-
creases with larger angularity across the coupling.
4. Notwithstanding catalog claims for angular capacity,
‘lexible couplings should not be looked upon as uni
‘versal joints; they should be given the best possible
alignment,
44.1.3 The designer, in order to obtain a greater me-
chanical reliability of coupled shafting systom must make &
‘comprehensive assessment of the operating alignment. This
is a system study and must include al elements of the system
including bedplatcs and/or foundations. An accurate evalua-
tion of thermal growth forall components from a valid und
common reference line is required. Jounal displacement
‘within bearings, though generally smuller in magnitude,
should he considered, purticularly a it affects cotd or static
alignment checks. After determining the probable magnitude
‘of alignment change from static and cold to dynamic and hot
(including any periodic cyclic changes that may occur),
‘select a coupling arrangement that provides enough length of
span between flexible elements to kecp angulurity low in the
region of 6 to 8 minutes or lower.
4.4.1.4 Ahot alignment check is recommended at the time
the unitis put in service. This should be performed when all
temperatures have stabilized, and the system is transmitting
rated power at rated speed.
4.4.2 Foundations
4.4.2.1. Another kind of alignment problem commonly en-
‘countered in geared systems is the misalignment of pinion
and gear axcs duc to foundation or bedplate twistings or
deflections. It should be recognized that gear units require
foundations with sufficient rigidity to maintain alignment
under operating loads. Reinforced concrete foundations with
sgrouted-in soleplate are generally preferable to fabricated
steel bedplates in terms of foundation stiffaess, mass and
