CASE STUDY: Roller Mill Gearbox

James C. Robinson
CSI, an Emerson Process Management Co.
Lal Perera
Insight Engineering Services, LTD.
ABSTRACT
Stress Wave Analysis on a roller will gearbox employing the peak value
(PeakVue) methodology identified an inner race defect on the inlet shaft. The severity
of the fault advanced rapidly relative to what normally is experienced. The bearing fault
was detected and classified as serious based on rate of growth of the impacting g levels.
The bearing was replaced and serious inner race fault confirmed. Post replacement,
PeakVue data confirmed the absence of the bearing fault.
The post analysis of the PeakVue data showed the reoccurence of a fault
experienced earlier on this gear box. It was concluded (previously and currently) that the
observed impacting was a result of torsional resonance at a frequency equal to four times
the first intermediate shaft running speed. In addition to PeakVue analysis, both strain
gauge data and current data analysis confirmed the torsional resonance postulate.
1.0 Introduction
This paper is focused on vibration analysis of a Roller Mill Gearbox employing
the peak value, PeakVue, analysis methodology employed in the CSI hardware
(portable and permanent). A broad discussion of the PeakVue methodology including
theory, applications, rules for implementation, and alert/fault settings are presented in a
white paper1 which can be found on the CSI web site (www.compsys.com) under
support/technical papers/PeakVue.
1

James C. Robinson and James E. Berry Description of PeakVue and Illustration of its Wide Array of
Applications in Fault Detection and Problem Severity Assessment, www.compsys.com, support/technical
papers/PeakVue.

A brief review of the PeakVue methodology is presented in the next section.

Section 3 contains PeakVue and velocity vibration representative data and analysis
pertaining to the inner race bearing fault for one of the bearings on the inlet shaft to the
roller mill gearbox. Severity assessment using PeakVue and velocity vibration data are
presented. The latter part of Section 3 will focus on the torsional induced impacting
which appeared after bearing replacement. The final section, Section 4, will be a
summary of major findings and lessons learned.
2.0 PeakVue Methodolgy
The motivation behind the development of PeakVue was to provide the capability
to capture transient events (stress wave activity) which accompany impacting, fatigue
cracking, and friction in industrial rotating machinery. Each event introduces stress wave
packets of short duration (fractional to a few milliseconds) which propagate away from
the initiation site at the speed of sound in metal. The frequency band over which the
majority of energy is deposited can range in the nominal 1 to 50 kHz range. The specific
frequency band excited is dependent on the mass of the impacting parts, speed of the
machine, and class of event responsible for the event (impacting different than fatiguing
or friction). The rate at which the events occur are dependent on the fault type and speed
of the machine. Thus to digitally capture events directly, a high sampling rate would be
required (100 k sample/sec) for a time sufficient to monitor 6 + revs of the slowest fault
(generally cage which repeats approximately once per 2.5 revs of the shaft). As an
example, to resolve cage on a 60 RPM machine would require data to be captured at a
sampling rate of 100,000 samples/sec for 15 s or 1,500,000 data points. This clearly is not
practical.
The frequency content within each individual event is of less importance than the
rate of occurrence and the amplitude (use as a measure of energy) of each event. The
need to capture these two equally important parameters was the driving force behind the
development of PeakVue. For the rate of occurrence, the procedure is to define an
analysis bandwidth which covers the possible fault frequencies which may be
encountered, e.g., bandwidth greater than a bearing inner race fault or twice the gear
mesh frequency. Once the bandwidth is defined (Fmax in data collectors), then use the
standard sampling rate of 2.56*Fmax for defining sequential time intervals (1/SR) to
2

construct a PeakVue time waveform. Each sequential time interval contains the peak
value encountered over that time interval. This sequence continues until all time intervals
are filled (typically 2N data points). Once the time block of peak values is obtained,
spectral or autocorrelations analysis can be applied to resolve periodicity.
The spectral or autocorrelation analysis of the PeakVue time waveform identifies
periodicity (specific fault related to turning speed) or lack thereof (random events are
often associated with friction, cavitation, etc.). The amplitude of the impacting events
provide a generic trend parameter which can be correlated with fault severity.
For an extensive discussion on theory and methodology of PeakVue, the reader is
referred to Ref. 1.
3.0 Case Study: Roller Mill Gear Box
3.1 Introduction
In the next subsection, a description of the gear box (with measurement point
locations) chosen for the case study are presented. This will be followed with selected
PeakVue data as well as discussion of the data identifying the faulted inner race on the
input shaft of the gearbox. The fourth subsection will focus on normal velocity spectra
data relative to the bearing fault. The fifth subsection will focus on severity assessment
employing trended PeakVue data and normal acceleration trended data. The last
subsection will focus on the post bearing replacement PeakVue data. The data post
bearing replacement shows no further indication of a bearing fault; however, a different
recurring fault is present and will be discussed.
3.2 Description of Gear Box and Measurement Locations
A cross sectional view of the gear box under study is presented in Figure 1. This
gearbox is driven by a 2000 hp 8 pole induction motor. It is approximately 12 17 7
in size. The outlet shaft, which turns at 23 RPM, has sleeve bearings and the remainder
bearings are of the rolling element type. This gear box has been monitored using
vibration analysis for about 10 years. PeakVue has been used since the 1997 (when
PeakVue was introduced) time frame.
A photograph of the inboard end of the gearbox with measurement points G1
through G6 is presented in Figure 2. The input shaft is turning at 893RPM and has three

Figure 1.

Cross Sectional View of Roller Miller Gearbox.

bearings (see Figure 1). The table in Figure 1 identifies the third bearing as an SKF2340
which was known to be incorrect. It was believed a FAG NU 2340E was the third bearing
which is a 14 rolling element bearing. It was identified later (after much bewilderment) to
be a KOY NU 2340 which is a 15 rolling element bearing. Bearing 1 is also a 15 rolling
element bearing (FAG NU 336) having fault frequencies very near those of the KOY NU
2340.
3.3 PeakVue Data
The PeakVue data acquired from measurement point G2 on February 2, 2002
showed significant increase in the overall peak g level relative to that acquired the
previous month on January 9, 2002 (51 gs peak on February 6 versus 3.58 gs peak on

G5 & G6

G2
G1

G3 & G4

Figure 2.

Photo of the Inboard End of Roller Mill Gearbox identifying measurement

points 1 through 6.

January 9). The PeakVue spectra and time waveform acquired on February 6, 2002 for
measurement point G2 are presented in Figure 3. Similar data acquired the previous
month, January 9, 2002, are presented in Figure 4. The major difference between these
two data sets is the significant increase in the peak impacting g-levels, 51 gs on Feb. 6 vs
3.6 gs on Jan. 9, 2002.
The signature in the spectra in Figs. 3 and 4 are representative of an inner race
fault wherein the fault frequency for the inner race will be side banded with running
speed. This is the case since the impacts introduced by the rolling elements passing over
the defective inner race will be amplitude modulated at running speed due to passing in
and out of the load zone once per rev of the shaft (inner race).
The PeakVue data acquired from measurements points G1 (Figure 5) and G5
(Figure 6) on February 5, 2002, are similar to that obtained from measurement point G2
for the same date. The important differences between the PeakVue data are the maximum
5

IGB - Roller Mill Peak Vue

RM-PV -G2 Gearbox Point 2
129.67

BPFI

259.35

5
4

389.02

3
14.89

RMS Acceleration in G-s

Route Spectrum
06-Feb-02 12:43:59
(PkVue-HP 1000 Hz)
OVERALL= 8.28 A-DG
RMS = 8.28
LOAD = 100.0
RPM = 893. (14.89 Hz)

1
0
0

50

100

150

200
250
Frequency in Hz

300

350

60

Route Waveform
06-Feb-02 12:43:59
(PkVue-HP 1000 Hz)
RMS = 12.87
PK(+) = 51.09
CRESTF= 3.92

50

Acceleration in G-s

400

40
30
20
10
0
0

Figure 3.

200

800

Freq: 114.78
Ordr: 7.709
Spec: 1.034
Dfrq: 14.89

1000

PeakVue data acquired on February 6, 2002 from measurement point G2.

IGB - Roller Mill Peak Vue

RM-PV -G2 Gearbox Point 2
14.87

129.49

0.18
0.15

Route Spectrum
09-Jan-02 12:43:10
(PkVue-HP 1000 Hz)
OVERALL= .4408 A-DG
RMS = .4387
LOAD = 100.0
RPM = 892. (14.87 Hz)

BPFI

0.12
0.09

388.47

258.98

RMS Acceleration in G-s

400
600
Time in mSecs

0.06
0.03
0
0

50

100

150

200
250
Frequency in Hz

300

350

Acceleration in G-s

4.0
3.5

400
Route Waveform
09-Jan-02 12:43:10
(PkVue-HP 1000 Hz)
RMS = .8999
PK(+) = 3.58
CRESTF= 3.94

3.0
2.5
2.0
1.5
1.0
0.5
0
0

Figure 4.

200

400
600
Time in mSecs

800

1000

Freq: 114.63
Ordr: 7.709
Spec: .09612
Dfrq: 14.86

PeakVue data acquired on January 9, 2002 from measurement point G2.

6

129.68

2.4

Route Spectrum
06-Feb-02 12:43:19
(PkVue-HP 1000 Hz)
OVERALL= 3.76 A-DG
RMS = 3.74
LOAD = 100.0
RPM = 893. (14.89 Hz)

1.6
1.2
0.8

389.05

259.36

2.0

14.89

RMS Acceleration in G-s

IGB - Roller Mill Peak Vue

RM-PV -G1 Gearbox Point 1

3.2
2.8

0.4
0
0

50

100

150

200
250
Frequency in Hz

300

350

400

24

Route Waveform
06-Feb-02 12:43:19
(PkVue-HP 1000 Hz)
RMS = 6.71
PK(+) = 24.21
CRESTF= 3.62

Acceleration in G-s

20
16
12
8
4
0
0

200

Figure 5.

400
600
Time in mSecs

1000

Freq: 114.80
Ordr: 7.709
Spec: .475
Dfrq: 14.88

PeakVue data acquired on February 6, 2002 from measurement point G1.

IGB - Roller Mill Peak Vue
RM-PV -G5 Gearbox Point 5
Route Spectrum
06-Feb-02 12:46:24
(PkVue-HP 1000 Hz)
OVERALL= 2.46 A-DG
RMS = 2.45
LOAD = 100.0
RPM = 535. (8.92 Hz)

129.74

2.4
2.0
1.6
1.2
0.8

389.21

259.48

RMS Acceleration in G-s

800

0.4
0
0

50

100

150

200
250
Frequency in Hz

300

350

Acceleration in G-s

15

400
Route Waveform
06-Feb-02 12:46:24
(PkVue-HP 1000 Hz)
RMS = 4.51
PK(+) = 14.53
CRESTF= 3.15

12
9
6
3
0
0

Figure 6.

200

400
600
Time in mSecs

800

1000

Freq: 129.75
Ordr: 14.55
Spec: 1.680

PeakVue data acquired on February 6, 2002 from measurement point G5.

7

impacting levels are reduced from 50 gs at G2 to 24 gs at G1 and from 50 gs at G2 to

15 gs at G5.
Since stress waves attenuate with propagation away from the initiation site (see
Ref. 1), the most probable source for the impacting is the inner race for bearing No. 3.
The problem is the inner race fault frequency for the FAG NU 2340E (believed to be
bearing No. 3) does not agree (the BPFI for the FAG bearing is 8.3 orders) with what is
observed (8.7 orders) from Figure 3.
The amplitude of the impacts has proven to be a reliable indicator of the
impacting source; therefore, we conclude the bearing in place at position No. 3 differs
from what was believed (probable 15 roller versus 14 roller) to be in place. When the
bearing was replaced, it was positively identified to be a 15 rolling element bearing.
3.4 Velocity Vibration Data
The PeakVue data presented in the previous section identified a significant
increase in the peak values from the PeakVue time waveform data acquired on
February 2, 2002 relative to the data acquired in the previous months on January 9, 2002
(51 gs peak on February 6 versus 3.58 gs peak on January 9). The PeakVue spectral
data (see Figure 3) identified a repetitive event occurring at 129 Hz (8.7 orders) with
amplitude modulation (side banding in spectra) at running speed.
The velocity vibration spectra data for selected dates for measurement point G2H
are presented in Figure 7. The data from November 1, 2001 represents pre fault or
reference spectra. The data from April 3, 2002 was acquired after bearing replacement.
The sets of data form February 2002 were taken in the interval of time where PeakVue
was seeing very significant impacting at the believed inner race fault at 8.7 orders of inlet
shaft. The intermediate data sets in Figure 7 clearly have a family of harmonic activity at
the same 8.7 orders. Additionally, the activity at 8.7 orders are sidebanded at running
speed as would be expected for an inner race fault.
The time data captured corresponding to the spectral data in Figure 7 are
presented in Figure 8. The key features are the presence of short term transient events
occurring at once per rev in the data acquired on February 9 and 13 of 2002. The
postulate is the inner race fault is exciting a structural sub resonance each time the fault

IGB - Roller Mill Normal Vibration

RM-NV -G2H Gearbox Point 2 Horizontal

8.73

Max Amp
.0302
Plot
Scale

03-Apr-02
14:49:48

52.16

60.87
60.86

52.17

43.48
43.47

34.78

17.39

26.09

13-Feb-02
01:52:17

09-Feb-02
19:36:43

8.71

34.78

26.08

8.69

17.39

PK Velocity in In/Sec

8.70

0.032

Figure 7.

10

20

30
40
Frequency in Orders

50

60

01-Nov-01
11:05:06
Ordr:
70
Freq:
Sp 3:

8.696
129.53
.01079

Velocity spectra for measurement point G2A: reference spectra, 01November 01, 2001; fault, February 09, 2002; Fault, February 13, 2002; post
bearing replacement, April 3, 2002.

Acceleration in G-s

IGB - Roller Mill Normal Vibration

RM-NV -G2H Gearbox Point 2 Horizontal

.72
-.71

03-Apr-02 14:49

1.70
-1.82

13-Feb-02 01:52

1.56
-1.13

09-Feb-02 19:36

.52
-.65

01-Nov-01 11:05

100

200

300

400
500
Time in mSecs

600

700

800

Figure 8. Time Wave form in gs corresponding to spectra data of Figure 7.

9

60

120
180
Days: 31-May-01 To 07-Feb-02

240

300

259.16

129.58

RMS Acc in G-s

Acc in G-s

_ _ _ _ _ _Fault=1.5
_ _ _ _ _ g's
______
Alert=0.75
g's
............................................................

Ref Peak=0.25 g's

6
5
4
3
2
1
0

Trend Display
Overall Value

388.74

07-Feb-02

09-Jan-02

31-May-01

RMS Acc in G-s

IGB - Roller Mill Peak Vue

RM-PV -G2 Gearbox Point 2

10
8

1 X Sidebands

1X

50

100

150

200
250
Frequency in Hz

300

350

Route Spectrum
07-Feb-02 14:56:29
(PkVue-HP 1000 Hz)
OVERALL= 7.83 A-DG
RMS = 7.81
LOAD = 100.0
RPM = 893. (14.88 Hz)

400

Peak=50 g's

50
40

Route Waveform
07-Feb-02 14:56:29
(PkVue-HP 1000 Hz)
RMS = 11.89
PK(+) = 49.75
CRESTF= 4.18

30
20
10
0
0

0.3

0.6
Time in Seconds

0.9

1.2

Freq: 114.75
Ordr: 7.713
Spec: .984
Dfrq: 14.83

Figure 9. Graph of trended overall (PeakVue data) from May 31, 2001 through
February 7, 2002 (a), PeakVue spectra on February 7, 2002 (b), and PeakVue
time data block on February 7, 2002 (c) from measurement point G2.

passes through the load zone. This is postulated to be the source for the increased spectral
activity in the 50 to 65 order range observed in Figure 7.
3.5 Severity Assessment
The parameter which was trended during data accrual for the PeakVue data was
the digital overall value. In Ref. 1, it is noted that no aproiri absolute value can be
assigned to this parameter regarding fault severity, but it is a recommended trend
parameter. The recommended procedure is to establish a baseline value and set the
ALERT level at 3 to 4 times the baseline value and FAULT at twice the ALERT. For
measurement point G2, the reference overall is found to be 0.25 gs (using data acquired
in the MayJuly, 2001 time frame). Hence set ALERT at 0.75 gs and FAULT at 1.5 gs.
The trended data from 31-May-01 through 07-Feb-02 with PeakVue spectra and time
waveform taken at the time for last data point are presented in Figure 9. On the trended

10

Peak g Trend Data For Measurement Point G2

90

80

70

g's Peak

60

Peak G's
Alert

50

Fault
40

30

20

10

0
0

50

100

150

200

250

300

350

Days

Figure 10. Trended peak g-level from PeakVue data from May 1, 2001 through April
2002 for measurement point G2.
data, note that the ALERT level was not exceeded on 09-Jan-02 but the FAULT level
was exceeded by a factor of 5 approximately 1 month later. This rapid increase is not
typical but implies the fault is serious.
The recommended trend parameter is the Peak value from the PeakVue time
waveform. This was not trended, but the trend has been constructed from the stored data
and is presented in Figure 10. The ALERT level recommended in Ref. 1 for an inner race
fault for this speed machine is 3 gs peak and 6 g-for the fault level. On 09-June-02, the
Peak g-level had exceeded the ALERT level but not the FAULT level. Approximately
one month later, the peak g-level had exceeded the FAULT level by a factor of 8. The
peak g-level exceeded the FAULT g-level by approximately a factor of 13 at time the
machine was shut down and the bearing replaced. After bearing replacement, the peak
g-level (around 2 gs) reduced to a value below the ALERT level for measurement point
G2.

11

10

20

30
40
Frequency in Orders

240

52.25

43.54

34.84

26.13

0.01

50

25-Feb-02

09-Feb-02

21-Sep-01
120
160
200
Days: 31-May-01 To 25-Feb-02

17.42

0.02

Acc in G-s

80

Trend Display
Overall Value

280
Route Spectrum
25-Feb-02 13:20:27
OVERALL= .4193 A-DG
PK = .0978
LOAD = 100.0
RPM = 892. (14.87 Hz)

60.96

0.04
0.03

40

8.71

PK In/Sec

09-Jan-02

0.44
0.40
0.36
0.32
0.28
0.24
0.20
0.16

25-Jun-01

RMS Acc in G-s

IGB - Roller Mill Normal Vibration

RM-NV -G2H Gearbox Point 2 Horizontal

60

70
Route Waveform
25-Feb-02 13:20:27
RMS = .4152
PK(+/-) = 2.23/2.09
CRESTF= 5.37

2
1
0
-1
-2
-3
0

0.4

0.8
Time in Seconds

1.2

1.6

Ordr: 9.704
Freq: 144.27
Spec: .02430
Dord: 1.002

Figure 11. Graph of trended overall (RMS acceleration data) from May 31, 2001
through February 25, 2002, velocity spectra data on February 25, 2002, and
Acceleration time data block on February 25, 2002
The large peak g-levels experienced on this machine are indicative of a serious
friction (spalling) event occurring. The negative to the call for a spalling event as the
potential source is the lack of randomness in the PeakVue time waveform (which
generally is the case with spalling). Spalling would explain the high g-levels.
3.5.2

Severity Assessment from Velocity Spectral Data. The trended digital overall

from the acceleration spectral data from May 31, 2001 through February 25, 2002 are
presented in Figure 11. The velocity spectral data with corresponding time waveform
from the last trended data point are included in Figure 11. The overall trend value
increased by a factor of two past January 9, 2002 which is not large within it self, but the
impacting like feature at 1X observed in the time waveform coupled with activity in the
spectral data in the 50 to 65 order range are significant. This higher frequency activity

12

often is associated with a bearing in its latter stage (stage 4) of failure.2 The element
missing from the classic stage 4 classification in the absence of running speed and
harmonics thereof. The inner race fault frequency with many harmonics are present. The
severity assessment from the velocity spectral data alone would be in the beginning of
stage 4.
3.5.3

Defective Bearing. A photograph of the defective bearing is presented in

Figure 12. The bearing was identified to be a KOY NU2340 which is a 15 rolling element
bearing (the fault frequency for the inner race is at 8.7 orders which agrees with what was
observed). The fault is a deep groove across the bearing face with evidence of spalling
occurring immediately downstream of the fault (this explains the high g-levels occurring
from spalling immediately following a roller passing over the fault which would be a
periodic event).

Figure 12. Photograph of Defective Inner Race showing fault indicating spalling
following impacting.
2

Illustrated Vibration Diagnostic Chart, Technical Associates of Charlotte, P.C.

13

3.6

Post Bearing Replacement

3.6.1 Introduction. After the defective bearing was replaced, PeakVue data was acquired
on all measurement points on the motor/gearbox. The expectation was the peak g-levels
would reduce to their pre-fault conditions of less than 1 g on each measurement point.
This was not the case. The largest peak g reading were acquired on measurement point
G3 which is located at the bearings supporting the first intermediate shaft below the
beveled gear pair (see Figures 1 and 2). The PeakVue data acquired following the bearing
replacement will be presented and discussed in the next subsection. This will be followed
by a presentation and discussion of data acquired from strain gauges placed on the inlet
shaft in 1997 and motor current data analysis. The strain gauge data and motor current
data suggests excitation of a torsional resonance as the probable source for the observed
activity post bearing replacement.
3.6.2 PeakVue Data for Measurement Point G3. The measurement point G3 would be
most active for activity associated with Bearing #6 (see Figure 1) and/or the beveled gear
set on the first intermediate shaft. The shaft is turning 532 RPM. Using the
recommendation for alert/fault levels for the peak-g levels (see Ref. 1) in the PeakVue
time waveform, the alert level for the shaft turning at 535 RPM is set at 2 gs peak and
the fault level at twice the alert or 4 gs peak. The overall alert level is set at 3 times
reference and fault at twice alert.
The trended overall pre and post bearing replacement are presented in Figure 13.
From the overall levels in the May to September, 2001 time frame, the reference g-levels
are established to be less than 0.15 gs. Based on recommendations from Ref. 1, the
ALERT level is set at 0.45 gs and the FAULT level at 0.90 gs for the overall value. The
overall level following bearing replacement (03-APR-02) exceeded the fault level (see
Figure 13).
The peak g-level from the PeakVue time waveforms are presented in the trending
format from May 01 through 30-Apr-02 in Figure 14. The bearing was replaced at
approximately 275 days after initiation of the trended data (31-May-01). The levels did
decrease after bearing replacement, but the peak g-level of 7.73 gs on 03-Apr-02 soon

14

IGB - Roller Mill Peak Vue

RM-PV -G3 Gearbox Point 3

2.4
1.6
0.8

Ref Level=0.15 g's

0
RMS Acc in G-s

Trend Display
Overall Value

03-Apr-02

RMS Acc in G-s

4.0
3.2

40

_ _ _ _ _ _ _ _ _ _ Fault=0.9
_ _ _ _ _ _g's
______________
Alert=0.45 g's
------------------------------

80
120
160
Days: 21-Sep-01 To 30-Apr-02

200

240

0.30
0.24

Route Spectrum
30-Apr-02 10:05:00
(PkVue-HP 1000 Hz)
OVERALL= .5154 A-DG
RMS = .5179
LOAD = 100.0
RPM = 535. (8.92 Hz)

0.18
0.12
0.06
0

Acc in G-s

50

100

150

200
250
Frequency in Hz

300

350

400

5
4

Route Waveform
30-Apr-02 10:05:00
(PkVue-HP 1000 Hz)
RMS = .6927
PK(+) = 3.92
CRESTF= 5.66

3
2
1
0
0

0.5

1.0

1.5

2.0
2.5
Time in Seconds

3.0

3.5

4.0

Date: 03-Apr-02
Time: 14:17:52
Ampl: .978

Figure 13. Graph of trended overall (PeakVue data) from May 31, 2001 through
April 30, 2002 (a), PeakVue spectra on April 30, 2002 (b), and PeakVue time
data block on April 30, 2002 (c) from measurement point G3.
after startup are twice the fault level setting of 4 gs (the alert level consistent with
recommendation in Ref. 1 is set at 2 gs).
The PeakVue data acquired on 02-Apr-02 are presented in Figure 15. In the
spectral data the activity is dominated by the 1st intermediate shaft frequency (8.87 Hz)
and many harmonics. The PeakVue time waveform shows two very repetitive impacts
per turn of the 1st intermediate shaft* located at precisely turn of the shaft apart.
The PeakVue time wave form from this measurement point for September 21,
2001, January 9, 2002, April 3, 2002 and April 30, 2002 are presented in Figure 16. The
impacting pattern clearly changed following the replacement of the faulty bearing in
March, 2002. The pattern observed in April 2002 are similar to what was observed in the

The pattern in the PeakVue time waveform is what would be expected for two cracked teeth on the 37
tooth beveled gear located 9 or 10 teeth apart. Past experience on this gear box suggests a torsional
resonance is the more probable source.

15

PeakgTrendDataForMeasurement Point G3
25

20

PeakG's
15
g's Peak

Alert
Fault

10

0
0

50

100

150

200

250

300

350

Days

Figure 14. Trended peak g-level from PeakVue data from May 1, 2001 through April 30,
2002 for measurement point G3.
1997-1998 time frame (see Figure 17 for representative PeakVue time waveform data
from February, March, and June of 1997).
In 1997, it was postulated the most probable explanation for the impacting
patterns of Figure 17 was a torsional resonance at a frequency of 4 times the first
intermediate shaft (35.5 Hz) speed. On October 3, 1997, a strain gauge was placed on the
inlet shaft to the gear box and dynamic stress measurements acquired. The spectra from
this measurement are presented in Figure 18. The most active response is at 35.5 Hz

16

IGB - Roller Mill Peak Vue

RM-PV -G3 Gearbox Point 3

0.4

Route Spectrum
03-Apr-02 14:17:48
(PkVue-HP 1000 Hz)
OVERALL= .9783 A-DG
RMS = .9787
LOAD = 100.0
RPM = 535. (8.92 Hz)

8.87

RMS Acceleration in G-s

0.5

0.3
0.2
0.1
0
0

50

100

150

200
250
Frequency in Hz

300

350

Acceleration in G-s

9
8

400
Route Waveform
03-Apr-02 14:17:48
(PkVue-HP 1000 Hz)
RMS = 1.23
PK(+) = 7.73
CRESTF= 6.56

7
6
5
4
3
2
1
0
0

200

400
600
Time in mSecs

800

1000

Freq:
Ordr:
Spec:

8.875
.995
.316

Figure 15. PeakVue data from measurement point G3 acquired on April 3, 2002 (soon
after startup following bearing replacement).

which is at four times first intermediate shaft speed. This data (as well as visual
inspection) supports the postulate of torsional resonance being responsible for the
impacting present in the PeakVue data and occurring at the beveled gear set.
Torsional activity should introduce dynamic variations in torsional load
experienced by the motor. This will introduce variations in current (amplitude variations)
supplied to the motor. Therefore, it was decided to carry out spectral analysis on the
motor current. The objective is to determine the presence of amplitude modulation of the
motor current which will occur as side banding around the line frequency (60 Hz). The
motor current spectral data acquired on November 13, 1997 are presented in Figure 19
(note the amplitude scale is logarithmic). The periodic sidebands are identified on the
spectral data plot and are basically the same as those identified in the strain gauge data of
Figure 18. The conclusion from the comparison of the torsional spectral data (Figure 18)

17

with the current spectral data (Figure 19 is that the current spectral data provides
confirmatory evidence of torsional vibration.
Current spectral data was acquired on April 30, 2002 and are presented in
Figure 20. The spectral data for Figure 20 are basically the same as that of Figure 19.
Therefore, the conclusion is the probable source of the impacting observed in April 2002
is the same (torsional resonance) as that experienced in 1997.
4.0 Summary and Conclusions
4.1 Summary
In this paper, analysis of vibration data using both a) velocity spectral analysis
and b) peak value (PeakVue) analysis acquired from a large rolling mill gearbox were
presented. The gear box was well instrumented with accelerometers place in the
proximity of each bearing support location

Acceleration in G-s

IGB - Roller Mill Peak Vue

RM-PV -G3 Gearbox Point 3

3.86
.0

30-Apr-02 10:05

7.73
.0

03-Apr-02 14:17

1.20
.0

09-Jan-02 12:43

1.06
.0

21-Sep-01 09:21

0.5

1.0
Time in Seconds

1.5

2.0

Figure 16. PeakVue time data blocks for measurement point G3 acquired on
September 21, 2001, January 9, 2002, April 3, 2002, and April 30, 2002.

18

Acceleration in G-s

INL - Roller Mill Peak Vue

RM-PV -G3 Gearbox Point 3

2.92
-.38

11-Jun-97 13:32

3.06
-.59

20-Mar-97 14:09

4.58
-.54

13-Feb-97 13:00

0.5

1.0
Time in Seconds

1.5

2.0

Figure 17. PeakVue time data blocks for measurement point G3 acquired on
February 13, 1997, March 20 1997, and January 11, 1997.

Figure 18. Strain gauge spectral data (gauge placed on inlet shaft) acquired on
October 3, 1997.

19

10

10

10

35.44 Hz=4 x first int shaft

3 x first int shaft

29.81 Hz=2 x input shaft

8.9 Hz=first int shaft

1.18 Hz
4.7 Hz

4.7 Hz
1.18 Hz

8.9 Hz=first int shaft

2 x first int shaft

-3

2 x first int shaft

10

-2

29.81 Hz=2 x input shaft

10

-1

3 x first int shaft

RMS Amplitude in Amps

10

35.44 Hz=4 x first int shaft

10

IGB - Roller Mill Normal Vibration

RM-NV -MC2 Motor Current 2

Spectrum Display
13-Nov-97 12:41
RMS = 3.9600
LOAD = 109%

RPM = 891. (14.85 Hz)

-4

-5

-6
20

30

40

50

60
70
Frequency in Hz

80

90

Freq: 68.88
Ordr: 4.637
Spec: .00962
Dfrq: 8.869

100

Label: ROLLER MIL-C2 /

Figure 19. Motor current spectral data acquired on November 13, 1997.

10

10

10

-4

35.5 Hz=4 x first int shaft

2 x input shaft

3 x first int shaft

1 x first int shaft

4.7 Hz

4.7 Hz
1.1 Hz
1.1 Hz

1 x first int shaft

14.9 Hz=1 x input shaft

2 x first int shaft

-3

2 x first int shaft

14.9 Hz=1 x input shaft

10

-2

2 x input shaft

10

-1

Spectrum Display
30-Apr-02 10:15

3 x first int shaft

RMS Amplitude in Amps

10

IGB - Roller Mill Normal Vibration

RM-NV -MC2 Motor Current 2

0
35.5 Hz=4 x first int shaft

10

RMS = 3.9242
LOAD = 100%

RPM = 892. (14.87 Hz)

-5

-6
20

30

40

50

60
70
Frequency in Hz

80

90

100

Freq: 68.89
Ordr: 4.633
Spec: .01076
Dfrq: 8.861

Figure 20. Motor current spectral data acquired on April 30, 2002.

20

Data has been acquired and trended from this gearbox for several years. On
February 6, 2002, the overall trend parameter for PeakVue spectral data form
measurement point G2 showed an increase of about a factor of ten from the previous
months data. Close examination of the spectral PeakVue data showed a classic defective
inner race bearing fault with a fault frequency of 8.7 orders of the input shaft speed.
There are three bearings side-by-side supporting this input shaft. There are two
measurement points mounted over the two outer bearings. Using the three bearings which
were believed to be installed, the conclusion would be the first (bearing No. 1) bearing
would be the bearing with the fault since its the only one of the three having a BPFI
about 8.7 orders. This conclusion is consistent with what was observed in the velocity
spectral data based on activity level. The peak g-levels observed in the PeakVue data
provided strong evidence that the faulted bearing was Bearing No. 3. If this was to be the
case, then the conclusion was the bearing in place differed from what was thought to be
in place (had to have one additional roller). Additionally, the PeakVue data, namely the
high peak g-levels being experienced, implied the fault was serious and should be
replaced soon.
The bearing was replaced in March 2002 and verified to have the additional
rolling element (15 versus 14) with a serious inner race fault. In addition to a mechanical
defect on the inner race, visual inspection verified spalling was occurring in the proximity
of the mechanical defect.
Post data acquired following bearing replacement showed no evidence of any
bearing defects within the gearbox. However, the PeakVue data did show a defect (based
on impacting g-levels) was present in the proximity of measurement point G3. This
measurement point would be most sensitive to problems within bearing number 6 or the
input beveled gear set.
Based on previous experience with this gear box, the most probable source for the
impacting occurring at this position was postulated to be impacting between the gears
within the beveled gear set introduced by torsional resonance. Motor current spectral
analysis and previous strain gage spectral analysis support the torsional resonance
postulate.

21

4.2 Conclusions
When faults are the source of stress wave activity, they often can be detected and
fault identified at varying distance from the source. The location of the fault can be
identified by comparing peak g-levels detected form the various locations where
PeakVue spectral data identify the fault. The location where the largest peak g-level
occurs is the location of the fault.
The severity level of the fault can be judged from the peak g-level by a) their
absolute level and b) their trended value over time. For severity assessment, it is
necessary that the methodology employed to capture the stress wave activity maintains
the absolute g-level independent of the analysis bandwidth, machine speed, or the duty
cycle of the impacting event (PeakVue captures the true peak g-level emerging form the
sensor-accelerometer). The peak g values should be extracted from batch data which
contains a minimum of 15 revs of the machine.
Stress wave analysis on the reference gear box identified a probable torsional
problem in the gear box post bearing replacement. Motor current analysis provided
confirmatory data supporting the torsional resonance postulate.
The use of stress wave analysis, PeakVue, provided the primary tool for fault
detection and severity assessment on this gear box (in the authors experience, for gear
boxes in general). The normal velocity spectral analysis did provide confirmatory data of
the inner race fault, but it provided negative data in identifying which of the three
bearings was defective.

22