EME4076 LAB - EXPERIMENT 2

Mechanical Vibration

MV2: Machine Bearing Damage and Foundation Stiffness

Losseness

Date of Experiment: 2/1/2018

Date of Submission: 9/1/2018

Student ID: 1131122826,

Student’s Name: Chong Kah Leong, Joshua

Objective: Detection of Machine Imbalance due to Damaged Bearing and Foundation Stiffness

Looseness, with FFT Spectrum Measurement.

Abstract

Modern turbomachinery will wear out quickly without any detection of vibrational
damages. Regular maintenance to spot check for these vibrational problems will help to
machines to last longer hence save millions of dollars. Conventionally thinking, the bearing is
damaged due to contact fatigue. However in 90% of the cases it is damaged due to non-fatigue
factors like foreign materials, corrosion, inadequate lubrication, improper handling and bad
running conditions. When it is due to contact fatigue, we can detect the bearings vibrations –
whether it is felt by hand or measured with a frequency analyzer. To do that, students are to
analyses a rotor kit (resembles a turbomachine) that are induced with either a damaged bearing
or a good bearing and foundation stiffness looseness on each bearing cases. Students are to
records the reading through a signal analyser and verify how each cases affects the vibrational
issues of the bearing.

Introduction

Bearing is one of the prominent rolling elements and defects in rolling element bearing
can be due to fatigue, wear, poor installation, improper lubrication and occasionally
manufacturing fault in these four components: Outer Race, inner race, Cage and Rolling
Elements (ball, roller or tapered roller). Hence when these components are damaged, they are
known as:

1) Ball Spin damage (at the rolling element)

2) Cage Fault Damage (at the cage)

3) Inner Race Damage (at the inner race)

4) Outer Race Damage (at the outer race)

 Below is Figure 1 which shows the main components of a rolling element bearing.
Whenever a bearing spins, any deflects in the bearing would induce periodic frequencies called
fundamental defect frequencies which we can felt it as vibration with our hands. [1]

These fundamental defect frequencies are:

1. FTF – Fundamental Train Frequency (frequency of the cage)

2. BSF – Ball Spin Frequency (circular frequency of each rolling element as it spins)

3. BPFO – Ball Pass Frequency of the Outer race (frequency created when all the rolling
elements roll across a defect in the outer race)

4. BPFI – Ball Pass Frequency of the Inner race (frequency created when all the rolling elements
roll across a defect in the inner race)

Figure 1: Anti-Friction Bearings Cross Sections

Theory

The intensity of fundamental defect frequencies depends on the bearing geometry and
shaft speed. Hence the bearing type should also be taken into account during the calculation of
defect frequencies or requesting defect multipliers from the manufacturer. These multipliers are
often found in vibration analysis software and they helps to pinpoints the frequencies more
accurately. Generically speaking, the higher the shaft speed, the greater the vibration, thus the
higher the defects frequencies. Among these rolling element bearing damages, only outer race
damage are considered in these experiment. Hence the BPFO – Ball Pass Frequency of the Outer
race analysis is done to obtain the Outer Race Frequency Tone.

𝑁𝑏 𝑑
Outer Race Frequency Tone = 𝑓𝑠 [1 − 𝐷 cos 𝜃] (Hz) (1.1)
2

In this formula, Nb is the number of rolling elements, Fs is the fundamental shaft

frequency (Hz) , d is the ball diameter (mm), D is the pitch or bearing diameter (mm) and Θ is
the contact angle (degrees). The number of ball, Nb used here is 8, fundamental shaft frequency
used here is 25 Hz, ball diameter is 6 mm and bearing diameter is 25.26mm.

Errors do occur, and the calculated defect frequencies sometimes do not match the
bearing defect frequencies that recorded in the vibration spectra. When a greater thrust loads is
installed, it cause the bearing to run at a different contact angle. This abnormal thrust load
usually came from mechanical flaws such as misalignment. Be reminded that not all
manufacturers use the same numbers of rolling elements in a particular size of bearing. From
most general feedback, outer race defects in the load zone are the most common problem faced
indeed. Inner race damaged are second to it while it is uncommon to see a ball spin issues in
rolling element bearings. To check for outer race damage, the frequency and harmonics
(multiples) of it will be present on the vibration spectra in the signal analyser. This could be
resulted from a spall on the raceway, electrical fluting, false brinelling acquired during bearing
storage or equipment transport.
Figure 2: Example of Outer Race Bearing Defects Response
7. Reference

[1] D. Felten, Mechanical Field Service Department L&S Electric, Inc.Schofield, Wisconsin,
Understanding Bearing Vibration Frequencies, pg 2-3. (Jan (2)).