Vibration Analysis of Defective Rolling Element Bearing under

Dynamic Radial Load

T.Govardhan 1, a, Achintya Choudhury 2, b and Deepak Paliwal 3,c
1,2,3
a

Sir Padampat Singhania University Udaipur, India

govardhan.tingarikar@spsu.ac.in,bachintya.choudhury@spsu.ac.in and cpaliwal.deepak@spsu.ac.in

Abstract:
The static and dynamic load collectively, to which the shaft comes across while transmitting
power is the external dynamic load on the bearing which supports the shaft. The dynamic
loading, in present case included is harmonic, periodic and random loading. The external load
on bearing is transferred to housing in which the bearing is fixed through the elements of
bearing viz., inner race, rollers and outer race. In the present work an investigation has been
made to estimate the internal dynamic load on defect which is on different locations of
bearing viz., inner race, roller and outer race. The internal dynamic excitations causing the
bearing to vibrate are determined when a defect on one surface strikes its mating surface. The
vibration response of bearing is obtained by inputting these excitations to the vibratory model
of bearing system. Enveloping technique with FFT is used for fault detection. Numerical
values have been obtained for NJ204 bearing with known radial clearance. The results show
the variation in the response spectra obtained for different contributions of external static and
amplitude of unbalanced loading of resultant harmonic and periodic loading. These results
can be expected to satisfy the difference in experimental and theoretical spectra obtained by
earlier researchers.

Keywords: Bearings, Dynamic loading, Load on defect, Internal excitations, Response

spectrum, radial/diametral clearance, Harmonic loading, Periodic loading, Random loading.

1 Introduction
Bearings play an important role in determining the dynamic behavior of rotor. The load
transmission between surfaces in relative motion can be facilitated in most effective manner
if rolling elements are interposed between sliding elements although the arrangement is
inevitably afflicted to high stresses in the restricted regions of effective load transmission [1].
These high stresses are cyclic in nature and cause fatigue of bearing elements. Fatigue
restricts the life of bearing and causes localized defects such as pits and spalls. The most
fundamental cause of unsteady running of rolling bearings is the varying compliance (VC)
vibrations due to the number of rolling elements in the load zone varies with the angular
position of the cage result to a periodical variation of the total stiffness of the bearing
assembly and consequently the journal undergo a cyclic displacement even in a geometrically
perfect bearing and inertia of the rotor mounted is considered to develop mathematical model
for dynamic VC vibration problem [11]. From a detailed experimental study it has been
concluded that fluctuation in deflection and stiffness due to changing numbers and positions
of elements can be less than 0.5% of total value for a given load [16] . The distribution of load
around the circumference of rolling element bearing under radial load is defined by the
Stribeck equation [7]. The terms in this equation are functions of diametral clearance of
bearing and applied load. Harris [7] extended the earlier work and developed an elasticdeformational model in terms of a load distribution factor for a given clearance under a given
load. Lazovic [8] presented a detailed analysis of the effect of internal geometry of rolling
bearing parameters, such as clearance, number of rolling elements and dimensions of rolling
elements and raceways, on the load distribution on rolling elements based on their mutual
relations. In [13] a mathematical model has been presented for determining the necessary
boundary value of bearing deflection for a particular rolling element to participate in external
load transfer. The vibration is modeled as the product of series of impulses at rolling element

passing frequency with bearing load distribution and the amplitude of transfer function
convolved with impulse response of the exponential decay function [9]. An analytical model to
predict the discrete spectrum which has peaks at the characteristic defect frequencies and
their harmonics due to localized defect under radial and axial loads was proposed [14] and the
model was extended to take into account the effects of distributed defects such as surface
waviness and off-size rolling element [2]. Choudhury and Tandon [3, 15] also developed a
discrete spring-mass-dashpot model of rotor-bearing system as three degrees of freedom
system. The model takes into account the effects of the whole rotor-bearing system including
those of the shaft and housing. The excitation was considered to be the vibratory forces
produced by distributed defects [15] and localized defects [10]. This model predicts discrete
frequency spectra with peaks at the characteristic defect frequencies of the respective element
having a localized defect on it. The predicted spectra have sidebands at multiples of shaft and
cage frequencies about the characteristic defect frequencies of inner and rolling element
respectively. A dynamic loading model [17] of bearing structure is proposed considering the
bearing kinematics and the loading type in order to create nodal excitation functions as
external loading to determine vibration response by means of the finite element vibration
analysis. Forced vibration analysis of a bearing structure is performed under the action of
unbalanced force transferred to the structure via ball bearings. Sassi et al.,[12] modeled the
bearing as three degrees of freedom, mass-spring-dashpot model to obtain in the vibration
response due to localized surface defect and the expressions for internal excitations were
developed taking the width of defect into account. Randall and Antoni [10] introduced the slip
between the rolling elements into the vibration fault signal. This slip will cause a random
fluctuation among the impulses due to the defect in the bearings. The vibration signal with
random fluctuation will have a spectrum where the frequency components are smeared into
each other. Cong et al. [4] modeled the rotor bearing system as two degrees of freedom system

subjected to a load comprising of two components, one static component of constant

magnitude and the other being dynamic of harmonic nature. The vibration response of the
system subjected to localized defect has been obtained. An investigation has been made to
estimate the load over a roller in a bearing subjected to harmonic and periodic loadings which
are deterministic functions of time. The roller load is also investigated under random loading
with known statistical values of mean and variance [6].

In this work, an attempt has been made to investigate the effect of external radial dynamic
load on the load distribution over a defect , internal excitations and vibration response have
been analyzed in both time and frequency domain. The model developed by Harris [7] has
been modified to take into account the effect of dynamic load.
2 Bearing dynamics
2.1 Defect excitations causing the bearing to vibrate
In order to determine the internal dynamic load over a defect, the mathematical model
developed by T.A.Harris[ ] for external static radial loading, Fr is extended to external
dynamic radial loading, Fr(t) to investigate the dynamic variations in normal approach
between the races along the load line, max(t) , load distribution factor, (t) , extent of load
zone, (t) , maximum contact load along load line, Pmax(t) , internal dynamic load over a
defect and internal excitations causing the bearing to vibrate, Q(t).
The application of external load on the shaft causes the inner race of bearing to move through
the radial clearance of bearing and cause the dynamic elastic deformation at contact of roller
and raceways on further increment of dynamic load on the shaft. For roller-raceway contact,
the relationship between dynamic contact load and dynamic elastic compression along the
radius at any angle, to the load vector is given by
P(t)=K (t)n

(i)

where K is the load-deformation constant at roller-raceway contact, which is expressed as

K=3.46 X 104(L roller)(8/9) N/mm1.11 [ ] ,

( ii )

(t) is dynamic approach between race ways along radius at roller-race way contacts at any
angle, (t) from load line, which is given by the expression [ ]
1

(t)=max(t) ( 1 - 2 (t ) [ 1 - cos ] ) ,
( iii )
where (t) is the dynamic load distribution factor is given by following expression, Eq (iv)
in terms of diametral clearance,

pd of bearing and maximum dynamic deformation at

roller-raceway contacts alond load line, max ( t)

1
pd
) ,
(t) = (1
2
2 max ( t )

[ ].

( iv )

10
for roller bearings.
9
The instantneous extent of load zone is determined by setting (t) =0. If ( +l , - l ) is
and n is bearing type factor where n =

symmetric extent of dynamic load zone about external load line,Fr(t), it can be expressed as
Pd
cos l =
2 max (t)
(v)
For static equilibrium at a particular instant, The applied load at the instant is equal to sum of
the components of the rolling element contact loads parallel to the direction of the applied
load[ ].

Pd n
) Jr ( (t) )
2
where Z is number of rollers of bearing and Jr () is a radial integral has been evaluated
Fr(t) = Z K (max(t) -

numerically for various values of and is given by the following expression Eq( vii ) .
l
1
1
(1cos ) n cos d
Jr () =
( vii )
1 2 (t)
2 l
Eq.(vi) is solved by trial and error method for different values of (t) to obtain instantneous
max and subsequently instantneous ,

and max. load along load line, Pmax are

determined.
From Eq.( i - iii ) , The internal dynamic load on defect can be expressed as

( vi )

P( ,t ) =
=

Pmax(t) ( 1 -

1
2 (t )

[ 1 - cos ] )n

-0 < < o
elsewhere

( viii )

The internal instantneous load over a defect on inner race and roller as a function of time can

be obtained by substituting st and ct for

in Eq(viii ) since the inner race and cage

which supports the rollers of the bearing are rotating at constant frequencies of s and c
respectively. Since the outer race is assumed to be stationary ,

is a constant value

from load line where the defect on the outer race is existing.
The excitation causing the bearing to vibrate is the impulse generated whenever the defect
under internal load on one of the races is struck by rolling elements or when a defect under
internal load on the rolling element strikes one of the races. The strength of the impact felt by
the bearing components depends on the relative speeds of mating parts and the load on the
defect. So the total excitation is equal to the sum of load on the defect causing vibration and
shock pulse generated [ ] and for line contact bearing it can be expressed as.
gr b 2
Q ( ,t) = P( ,t) + Kimp_mat. P( ,t)
4 d

()

( ix )
where Kimp_mat is the material impact factor of mating elements, r is the radius of roller, b
is width of the defect and d is diameter of roller.
The total excitation is periodic for a constant rotational speed and the frequency of excitaion
is also termed as characteristic defect frequency which can be estimated based on relative
speed of mating parts and geometry of bearing. The expressions for characteristic defect
frequencies for a rolling element bearing with constant rotational speedof shaft, s and
stationary outer race is given as [ ]
for inner race defect , ird = Z (s - c )
for rolling element defect frequency, rd = 2(b)
for outer race defect frequency, ord = Z(c )
s
d
1 cos
where c = cage frequency in rad/s =
2
D
D s
d2
1 2 cos
b = roller spinning frequency in rad/s =
2d
D
2.2 Vibratory model of bearing

(x)
( xi )
( xii )

( xiii )

( xiv )

In order to determine the vibration response, the vibratory model in principal direction
proposed by Sassi et al [ ] as shown in fig. is considered.

Fig.
A dynamic systen consisting of a finite number of lumped elements may be described by
ordinary differential equations in which time is independent variable. The coupled non
homogeneous differential equations representing the motion of each mass in shown principal
direction can be expressed in matrix form
c of
c of
0
m 0 0 y
0 mr 0 y r + c of c of +c if cif
0 0 mir y ir
0
c if
cif

]{ } [

as
K + K 2 K of
y
y r + K of K of + K if
y ir
0
K if

]{ } [

]{ } { }

0
Q (t)
y
y
=
K if
Qr (t)
r
K if + K ir y ir
Qir (t )

(xv)
On expansion
m y +c of y c of y r + ( K + K of ) y K of y r =Q ( t )
c
( of + cir ) y r +c ir y ir K 2 y + ( K of + K if ) y r K if y ir =Qr ( t )
mr y r + c of y +
K
( if + K ir ) y ir =Qir ( t )
mir y ir c ir y r + cir y ir K if y r +

(xvi)

By use of vactor-matrix notation, an nth order differential equation may be expressed by firstorder vector-matrix differential equation. If n elements of the vector are a set of state
variables, then the vector-matrix differential equation is a state equation. The state vector that

determines uniquely the system state x(t) for any time t t0, once the state at t=t0 is given
and the input, Q(t) for t t0 is specified. Therefore state vector can be defined as

{x}
Where

{x1 x2 x3 x4
x 1= y ,

x5

x 2= y ,

x6 }

x 3= y r ; x 4= y r x 5= y ir

and

x 6= y ir

(xvii)

Arranging equations (xvi) in the form of state-space and output equations which are given by

{ x }=[ A ] { x } + [ B ] {Q } and { y }=[ C ] { x }+ [ D ] { Q } respectively.

where { x }={ x 1 x 2 x 3 x 4

matrix,

C
[ ]

x 5 x 6 }

(xviii)

, [ A ] is called state matrix, [ B ] is input

is the output matrix and [ D ] is direct transimission matrix.

Therefore
x 1=x 2
x 2= y =
x 3=x 4

F (t ) c of y c of y r ( K + K of ) y K of y r F (t ) c of x 2 c of x 4 ( K + K of ) x 1 K of x3

+
=

+
m
m
m
m
m
m
m
m
m
m

Fr (t) c of
c
K
K
( c of + c if )
( K of + K if )

y
y r if y ir + of y o r
y r + if y ir
mr
mr
mr
mr
mr
mr
mr
F r (t ) c of
c if
K of
K if
( c of + cir )
( K of + K if )

x 2
x 4 x 5 +
x 1
x3 +
x
mr
mr
mr
mr
mr
mr
mr 4
x 5=x 6
F ( t) c
c
K
( K if + K ir )
x 6= y ir = ir + if y r if y ir + if y r
y ir
mir mir
mir
mir
mir
F ir (t ) c if
cif
K if
( K if + K ir )

+
x4
x6 +
x 3
x 5 (xix)
mir mir
mir
mir
mir
x 4= y r =

According to eq. (xviii)

{}

x 1
x2
x3
=
x 4
x5
x6

0
( K + K of )
m

1
c of
m

0
K of
mr
0
0

0
c of
mr
0
0

0
0
c of
K of
m
m
1
0
( K of + K if ) ( cof + cif )
mr
mr
0
0
c if
K if
mir
mir

And

{}

0
K if
mr
0
( K if + K ir )
mir

0
c if
mr
1
cif
mir

{ }

x1
x
1 0 0 0 0 0 2 0 0 0 F (t)
y
x
y r = 0 0 1 0 0 0 3 + 0 0 0 Fr (t)
x
yir
0 0 0 0 1 0 4 0 0 0 F ir (t)
x5
x6

{ }[

{ }[ ]

x1
0
0
0
x 2 1/m
0
0
F ( t)
x3
0
0
+ 0
F r (t )
1/mr
0
0
x4
F ir (t)
0
0
0
x5
0
1/mir
0
x6

] [ ]{ }

(xx)

is repeesenting the state space model for multi input excitations and multi response ouput
case. The modified matrices for state and output equations for single input and multi output
case for different defect excitations can be determined by the same procedure. It can be
observed that input matrix ,[B] only changes for different defect excitations as shown in eq.
(xxi).

{} {} {}
0
0
0
0
0
1
m ir

0
0
0
1
mr
0
0

and

0
1
m
0
0
0
0

(xxi)
for inner race, roller, outer race defect excitations respectively
2.3 Vibratory system parameters
The natural frequency for the n th mode of flexural vibration of the races can be obtained from
the expression [ , ]
n ( n21 ) EI
n=
1+ n2 R 4

(xxiv)

where n is the order of flexural vibration mode( = 2, 3), E is modulus of longitudinal

elasticity, I is the moment of Inertia of cross section of the ring,

is the mass per unit

length, and R is the radius of neutral axis.

From eq.(xxiv) , the stiffness of races can be expressed as K race =mrace 2n
(xxv)
where mrace is mass of respective race.
The stiffness and damping coefficients of the fluid film are given by
2 K o Fr( t)
Kf =
(xxvi)
pd
2 C o Fr (t )
Cf=
respectively ( xxvii)
pd
Where K o and C o are the dimensionless stiffness and damping coefficients of fluid
film, is the shaft velocity, Fr(t) is the instantneous load on bearing and
diametral clearance.
K o and C o inturn ,can be obtained by eqs.(xxviii- xxxiii)
0
3 20
2 0 (1+ 20 )
4
2
K o=
sin 0+
sin 0 cos 0 +
cos 2 0
2
5
2 3
1
Fr (t) K
(1 0 )
0
4 (1 2) 2

pd

is the

1 20

4
C o=

2
Fr (t ) K
where
(1 0 )2
4
=
cos2 0
2
1
Fr (t) K
0 [16 0 + 2 ( 1 20 ) ]2
1

(1 20) 2
tan 0=

40
h
0=1 c
pd
In these equations 0 is the eccentricity ratio and hc is the fluid film thickness which can
be obtained by [ ]
hc
U 0 0.67
0.53
( E' ) 5 Fr' (t')
=2.69
'
' '
R
ER
ZER

( )

0.067

( 10.61 e0.73 m ) ( xxxiii)

Where U

is the mear surface speed, 0 is the lubricant viscosity at contact entry,

is the pressure viscosity coefficient, E is the reduced elastic modulus, R is the reduced
radius of curvature, Z is the number of balls and m is ellipticity parameter.
3 Processsing of vibraton response signal for fault detection
The spectrum of raw or simulated signal often contains little diagnostic information about
bearing faults.The impulse response is of extremely short duration compared with the time
period of impulses and its energy is distributed at low level over a wide range of frequencies
which makes difficult to detect the bearing defects by conventional spectrum analysis in the
presence of vibration from other machine elements but fortunately the impulse excites
resonance in the system at a much higher frequency than vibration generated by the other
machine elements which results energy concentration in a narrow band near bearing resonane
frequency. As a result of repeated excitation of resonance due to periodic characteristic of
impulse, burst of high frequeny vibrations are produced which can be readily detected from
its spectrum. The response signal thus produced is an amplitude modulated signal with
bearing structural frequency as the carrier frequency and the modulation of amplitude is by
characteristic defect frequency. Over many years it has been established that the envelope
analysis is the benchmark method for bearing diagnostics in the respect of amplitude
demodulation of signals at the resonance. Envelope analysis, where a signal is bandpass
filtered in a high frequency band in which the fault impulses are amplified by structural
resonances. It is then amplitude demodulated to form the envelope signal, whose spectrum
contains the desired diagnostic infiormation interms of both repetition of characteristic defect
frequency as well as modulation by the appropriate frequency at which fault is passing
through the load zone. In the present work Hilbert transform technique is used to extact the
envelope. Hilbert trnasform is applied to a time domain real signal to obtain a complex
signal,also called analytic signal whose real part would correspond to the original signal and

imaginary part is the Hilbert transform of real part. In time domain, Hilbert transform of real

part can be obtained by the convolution of real signal with

+

imaginary part of analytical signal in time domain =

1
i.e.,
t
x ()
d
t

Therefore the analytic signal can be expressed as

+
1 x ()
d
s(t) = x(t) + i

t
= a(t) + i b(t) = A(t) e i t

such that

A(t) =

a2 +b2

and (t)=tan

b
a

d
dt
where x(t) is a real signal , i is a complex no., A(t) is instantneous amplitude of envelope,
So that ( t )=

(t) is instantneous phase and ( t ) is instantneous frequency.

4 Identification of faults and investgations under different kinds of external

loading
The mathematical model, as obtained, in previous sections have been applied to an NJ204
cylindrical roller bearing with 50 microns diametral clearance. NJ204 bearings have 20mm
bore, 14 mm width, 34mm pitch diameter, 47mm outside diameter, 11 no.of rollers and the
nominal contact angle is zero degrees. Each roller has a length of 9mm and a diameter of
7.5mm. The values of shaft frequency, cage frequency, inner race defect frequency, roller
defect frequency and outer race defect frequency are 16.67 Hz, 6.49 Hz, 111.8 Hz, 71.88 Hz
and 71.45 Hz respectively. The vibratory model parameters of bearing are calculated from eq.
(xxv xxvii) and tabulated in a table1.The parameters which influence the load on defect and
defect excitations such as max(t) , (t) , and (t) are dynamic unlike that of bearing under
static loading only[ ] and also can be observed that the load over outer race defect and inner
race defect is periodic whereas aperiodic over roller defect.
4.1 Harmonic loading
The external load on bearing, considered is the combination of static loading,W and harmonic
loading of amplitude,A which is a result of unbalanced mass, m with radius of rotation, r
from axis of shaft and rotating with shaft frequency,s can be expressed as

 Fr(t) = W + Acos(st) .
(xxxv)
With the help of mathematical formulations discussed in section 2 and 3, the defect
excitations and velocity response of bearing are caluculated and plotted in fig1(a-c)-3(ac).The resonant frequency of vibratory system is at 37.35 Khz which is observed from its
response spectrum. The bandpassed amplitude modulated response signal in time domain is
obtained in the ____band. The demodulated amplitude signal of band passed signal and its
spectrum containing defect frequency information under different amplitude contribution of
static loading of external harmonic loading, are shown in fig.1(c-g) -3(c-g).
4.1.1. Inner race defect vibration response analysis :
From the Fig.1 it can be observed that,
i.

The signigicant harmonic coefficients appear at (a) inner race defect frequency, f_ir
and its integer harmonics ,n x f_ir(n=1,2,3...) and (b) symmetricaly spaced sidebands
about defect frequency at even harmonics of shaft frequency,n x fs (n=2,4,....) for
zero static loading whereas integer harmonics of shaft frequency, n x fs (n=1,2,3...)

ii.

when bering is influenced by static loading contribution.

The change in individual amplitudes of signigicant harmonic coefficients can be

iii.

observed accordingly as the contribution of magnitude of static loading.

The higher amplitudes of side bands at n x fs (n=2,3,4...) relative to fs start
decreasing as contribution of static loading increases as shown in Fig.1(f)-(g) and
become very small or zero for considerable static loading so that resulting spectrum
will be same as that of case of stating external loading alone .

(a) Inner race defect induced excitations

(b) Outer race velocity response

(e)Spectrum of response
envelope(W=0.5A)

(c) Envelope of response

(f)Spectrum of response envelope(W=A)

(d) Spectrum of response envelope(W=0)

(g)Spectrum of response envelope(W=2A)

Fig.1.
4.1.2. Roller defect vibration response analysis :
From the Fig.2 it can be observed that, the harmonic peaks appear at
i.

The harmonic peaks appear at (a) roller defect frequency, frd and its integer
harmonics ,n x frd(n=1,2,3...) and (b) Symmetricaly spaced sidebands about defect
frequency at cage frequency,fc ,its integer harmonics , n x fc (n=1,2,3...) and (fs-2fc),

ii.

(fs-fc),fs,(fc+fc),(fs+2fc) so on which are at interval of cage frequency .

The change in individual amplitudes of signigicant harmonic coefficients can be
observed accordingly as the contribution of magnitude of static loading.

iii.

The higher amplitudes of side bands at (fs-2fc), (fs-fc),fs,(fc+fc),(fs+2fc) so on

relative to fc and n x fc, for no contribution of static loading start decreasing as
contribution of static loading increases and become very small or zero for the
considerable static loading contribution as shown in Fig.2(d).

iv.

On further increase of static loading contribution the spectrum will be same as that of
static external loading alone.

(a) Envelope spectrum of response at W=0

(b) Envelope spectrumof response at W=A/2

(c) Envelope spectrum of response at W=A

(d) Envelope spectrum of response at W=2A

Fig.2 Envelope spectra of rolling element defect response
4.1.3 Outer race defect vibration response analysis :
From the Fig.3 it can be observed that,

i.

The harmonic peaks appear at (a) Outer race defect frequency, f_ord and its integer
harmonics, nxf_ord(n=1,2,3...). and (b) Symmetricaly spaced sidebands about defect
frequency at integer harmonics of the shaft frequency,n x fs (n=1,2) for zero and any
contribution of static loading.
The change in individual amplitudes of signigicant harmonic coefficients can be

ii.

observed accordingly as the contribution of magnitude of static loading except the

iii.

side band at( 2fs ).

The amplitude of side bands at 2fs start decreasing as contribution of static loading
increases and become very small and almost zero for static loading contribution as

iv.

shown in Fig.3(c)-(d).
The amplitude of sidebands atfs relative tof_ord also decrease as contribution of
static loading increases and become zero for cosiderable static loading so that there
will be no side bands at defect frequency as that of static external loading only.

(a)

(c)

(b)

(d)

Fig.3. Envelope spectra of outer race defect response for different amplitude contribution of
static loading of external loading. (a) W=0, (b) W=A/2, (c) W=A and (d) W=2A.
4.2 Random loading

5 Experimental results and discussion

6. Conclusion

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faults via curve length transform, Journal of vibration engineering and technologies Vol 2
No.3 June 2014

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rolling bearings in a rotor bearing system to distributed defects under radial load,
Transactions of the ASME Journal of Tribology 122 (2000) 609 615
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Mechanics, 46, (1979), 677-684.
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defects under the action of an unbalanced force, Mechanical systems and signal processing
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[18] [ ]Zeki Kiral, Ahmet Yigit and Baris Oguz Gurses, Analysis of roling element bearing
faults via curve length transform, Journal of vibration engineering and technologies Vol 2
No.3 June 2014