Advanced Vibration Diagnostics for Engine Test Cells

Girish Modgil Rolf F. Orsagh Michael J. Roemer Impact Technologies, LLC 125 Tech Park Drive Rochester, NY 14623 (585) 424-1990 mike.roemer@impact-tek.com

Abstract Current engine test cell systems were designed to perform a simple vibration amplitude check. If the root mean square (RMS) vibration amplitude falls within specifications under programmed operating conditions with no need for adjustments; then the engine is considered to be ready for installation. Engine test cell vibration analysis techniques are being developed to improve engine reliability and availability while simultaneously reducing life cycle costs. The engine test cell vibration diagnostic system under development provides both real-time and post-test analysis of engine vibration data. The real-time vibration diagnostic system identifies sensor faults before they lead to an incorrect diagnosis and plots key vibration diagnostic features such as tracked orders during the test. Vibration sensor faults are a common cause of test cell ineffectiveness. The post-test vibration diagnostic software allows users to perform detailed examinations of vibration features including multiple engine order tracks and waterfall plots recorded by the real-time module. The post-test software also utilizes advanced feature extraction and analysis techniques (such as half engine orders, harmonics and sidebands) to diagnose incipient mechanical faults. In addition to describing the abovementioned techniques, this paper overviews vibration data transfer methods and design of the graphical user interface (GUI). TABLE OF CONTENTS 1. INTRODUCTION ..............................................1 2. HARDWARE CONFIGURATION..........................2 3. GENERAL OVERVIEW.....................................2 4. ON-LINE VIBRATION DIAGNOSTICS ................4 5. POST-TEST DIAGNOSTICS ..............................5 6. CONCLUSION .................................................9 BIOGRAPHY.....................................................10

1. INTRODUCTION
As part of the US Air Force Test Cell Upgrade Initiate, Impact Technologies has developed an advanced engine test cell diagnostic and troubleshooting system capable of performance and mechanical condition assessment. Development of such a system for the engine test cell environment was driven by the need to increase aircraft
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availability and test cell effectiveness while simultaneously reducing engine operating and maintenance costs. The advanced test cell vibration diagnostic system performs both real-time and post-test diagnostic assessments of engine performance and mechanical health following depot level maintenance. This test data serves as a benchmark for diagnostic and prognostic systems that strive to evaluate the degree of future engine health degradation. For the example in this paper, vibration data is being analyzed for an Air Force engine. 1

0-7803-8155-6/04/$17.00 2004 IEEE

Mechanical faults (i.e. bearing, rotor-dynamic, and structural) are detected and classified from vibration sensors at specified locations on the engine using feature-based diagnostic techniques. Domain knowledge associated with particular vibration fault frequencies, fixed frequency ranges, per-rev excitations and structural resonances are extracted from the vibration spectrums acquired from the test cell. The following paragraphs describe the algorithms behind the real-time and post-test diagnostic vibration modules with explanation on data transfer methods and GUI where applicable. The vibration diagnostic system described in this paper has been constructed using commercial off-the-shelf (COTS) hardware and software and is designed for easy integration into new or existing engine test cells. Fundamentally, the hardware consists of signal conditioning for charge or ICP accelerometers, anti-aliasing filters, tachometer inputs, and analog to digital signal conversion. Software based signal processing and analysis has many advantages over traditional hardware such as oscilloscopes and dynamic signal analyzers. The latter are designed to perform one or more specific tasks defined by the manufacturer without allowing much flexibility to change or customize the instruments capabilities. The signal processing algorithms, for the vibration diagnostics module, were developed using a COTS software package that provides an easy to use modular signal processing and analysis application development environment.

The diagnostic computer is a stand-alone system running the engine diagnostics software. Data from the host computers will be transferred to the diagnostic computer via the Ethernet link during each engine run, or at the command of the test cell operator.

3. GENERAL OVERVIEW
Since the Vibration Diagnostics Module (VDM) was developed using a COTS approach, it can be easily integrated into higher level software such as that shown in Figure 1. This comprehensive health management tool performs vibration diagnostics and sensor validation and also provides a troubleshooting guide for corrective maintenance.

2. HARDWARE CONFIGURATION
The host computer for the engine test cell is an Intel Pentium III based machine running a Linux operating system with Gas Turbine Engine Control Software (GTECS). Operators interface with the system through two 17 touch-screen Xterminals for control and two 21 X-terminals for data display. The host computer communicates with the throttle controller and the test cell calibration system over RS-232 links and acquires data via Ethernet from the Data Acquisition System.

Sensor Validation Module

Performance Diagnostics Module

Vibration Diagnostics Module Critical updates from Real Time Analysis

Figure 1 VDM integrated into higher level software

4. ON-LINE VIBRATION DIAGNOSTICS

The real-time vibration module calculates the broad band (70 1200 Hz range specified in the test engine operating limits) RMS vibration amplitude measured by each accelerometer during the entire test run. Narrow band RMS levels are also calculated at frequencies corresponding to the once per revolution excitation from the two shafts in the engine. The speeds of each shaft in the engine are also available in the real-time module. Additionally, error checks are performed to verify that the test engine is operating within specified limits. For the real time analysis, engine vibration data is supplied over a server-socket to the client at intervals of 0.125 seconds. The data is then assimilated at the client and passed into the real-time analysis algorithm at one second intervals. Once the calculation is performed, the results are passed to a graphical user interface (GUI). To achieve real-time performance, all on-line analysis calculations are completed and the results displayed in the GUI within the one second interval between batches of data. Figure 2 depicts the flow of information for the on-line module. Figure 3 shows the GUI that has been developed to display results from the real-time analysis module. In the real-time module, since efficiency and accuracy are both highly

desirable, first engine order tracks are extracted by passing the raw vibration data through a finite impulse response bandpass filter in conjunction with a Kaiser window. This adaptive filtering approach was found to be a computationally less intensive and as accurate as calculating the engine orders by using the traditionally favored Fast Fourier Transform (FFT). The accuracy of the on-line analysis is dependent upon the reliability of the accelerometers sensing the vibration. Efficiency in the detection of failure of one or more sensors is critical in preventing incorrect conclusions from being drawn from inaccurate sensor data. In the real time analysis module, if one of the accelerometers is disconnected or damaged a 'Fault' flag is displayed. The sensors are also checked for a minimum and relative vibration levels. Vibration Levels from the sensors are checked against baseline data that is constructed by assimilating tracks from a number of errorfree engine runs. This baseline data consists of mean and standard deviations of engine speed and vibration amplitudes and is loaded into the workspace in the VDM every time a real-time analysis is requested. During real-time analysis, the calculated value at each time-step is checked to verify that it lies within 3 or + 3 . If any one of these three tests fails, the sensor is flagged as faulty for that time step. If data measured is continuously bad or if a sensor is disconnected the display pane constantly shows a faulty sensor.

Data Acquisition (Client)

Real Time Analysis Algorithm

1/2 second intervals

Update result graphs & detect faults

Data from server-socket th at 1/8 second intervals

Figure 2 Real Time Analysis module flow of information

Engine Order 1 tracks for LP & HP with BB amplitude

HP & LP shaft speeds

Sensor Validation

Figure 3 Real-time vibration diagnostics GUI The real-time module also performs model based tests for signal validity. This is done to add robustness to the sensor validation voting scheme. Before extracting diagnostic features from the vibration and shaft speed signals, the validity of the raw data is checked by performing three tests: 1. Chi-Square (Goodness of fit) test: This is a statistical test commonly used to compare observed data with expected data that would be obtained according to a specific hypothesis. If a valid signal exists, the data is expected to follow a normal distribution. If the Chi-Square value ( 2 ) exceeds the internally set threshold value for an upper one-sided test, the data is flagged in the real-time module as not conforming to expected trends. Crest Factor: This is defined as the ratio of the peak level of input signal to the RMS level. Sharp peaks in the time series signal that may arise from abnormal conditions such as loose cable connections or a damaged accelerometer will result in an increase in the crest factor value. For normal operation, the crest factor value should lie between 2 and 6. A value greater than 6 (threshold value) indicates that the data exhibits significant nonsinusoidal signal content and is subsequently flagged as invalid. K Factor: This is defined as the product of the peak level of the input signal with the RMS level. It is more sensitive than Crest Factor to shock pulses of higher magnitude. When either the Chi-Square test or any combination of the Chi-Square with the other two tests are flagged as having failed, the data acquired by the sensor is displayed as being faulty. Using results from the real-time analysis, the operator can take corrective measures to adjust the sensors or to verify whether tracked order peaks (if any) exceed the operating limits because of unexpected engine behavior. An in-depth understanding of the latter condition can be obtained by using the off-line VDM where data assimilated from the on-line run is used to analyze mechanical faults. If faults (sensor or machine) are detected, the required maintenance action can be efficiently identified by using a troubleshooting guide like the one shown in (Figure 1).

2.

5. POST-TEST DIAGNOSTICS
The post-test diagnostic module allows users to perform detailed examinations of the engine order tracks recorded by the real-time module and provides advanced feature extraction and analysis based on a gradual acceleration of the engine from flight idle up to full power. In this module, data assimilated from a real time engine test run is read in for comprehensive post-test diagnostics or a previously analyzed data file can be reviewed.

3.

The offline VDM displays 1st, 2nd and 3rd engine orders (as opposed to only the 1st engine order in the real-time module) are displayed for each accelerometer (Figure 4). These tracks and the broadband amplitudes for each sensor are extracted by using the adaptive filtering approach that was described for the real-time module. Shaft speeds are calculated and displayed as shown in Figure 6. An FFT analysis is performed to display Waterfall Diagrams for each sensor. All these results are, in turn, used to diagnose vibration faults (such as misalignment, looseness, shaft eccentricity and rotor instability) by fusing beliefs of detected symptoms (such as half engine orders, harmonics and sidebands). The Waterfall plot displays vibration amplitude as a function of frequency and the speed of the selected shaft speed. This plot is a very useful tool in engine diagnostics as it brings forth fringe features such as half engine orders, harmonics, aliasing and resonance that may lead to engine failure and that are not easily detected using other methods. Figure 5 shows the waterfall plot for Vib 1 on the LP Spool.

The "Shaft Speeds" tab in Figure 4 presents the time-history of the engine speed profile (Figure 6) for all the data that was collected during the real-time run. An in-depth analysis, of the FFTs that make up the waterfall diagram and the engine track, is performed to diagnose engine health and the outcome of this analysis is displayed in a post-processing utility ("Diagnostics" tab as shown in Figure 7) along with confidence levels that provide a measure of the accuracy of calculated results (based on historical information from a similar engine) The "Fault Diagnosis" pane shows the result of analyzing the FFTs from the Waterfall plots. The diagnosis is performed using a Dempster-Shafer approach. The result displayed is the belief that a fault occurs if a symptom or a combination of symptoms is/are being detected.

1st, 2nd & 3rd EOs and broadband amplitude

Figure 4 Off-line (Post-Test) Diagnostics LP Shaft Results

Figure 5 Waterfall Diagram for LP Shaft, Accelerometer 1

Figure 6 Shaft Speed display

Dempster-Shafer Results Tracked Order Vib Levels Sensor Validation Confidence Level

Histogram showing EO1 track values within expected range

Figure 7 Diagnostics

Fault Diagnosis The Dempster-Shafer (D-S) approach is used as a reasoner to interpret features that have been extracted from the Waterfall plot. Implementation of D-S theory yields a powerful tool for combining or fusing evidence or for changing prior opinions in the light of new evidence. In the VDM, the DempsterShafer (D-S) approach is used to compute the belief of the existence of a particular fault from the analyzed tracked order and waterfall data. For fault diagnosis in the engine test cell, the goal is to calculate the probability of one particular event occurring given that one or many other events have occurred. The basis of D-S is that it computes the probability that evidence supports a hypothesis rather than compute the probability of the hypothesis. This overcomes the obstacle of accurately estimating prior and conditional probabilities that are required by Bayes' theorem. In addition there is no causal relationship between the hypothesis and its negation, therefore, lack of belief does not imply disbelief. It merely implies a state of uncertainty. To fuse the fault symptoms, the D-S algorithm is supplied with initial uncertainties. The process of narrowing down to a particular fault involves updating the uncertainties and beliefs as newer evidence is accumulated. When multiple faults (propositions) are to be fused, Dempster-Shafer is convenient in that it is commutative and associative. This is highly desirable because evidence aggregation should be independent of the order of its gathering. For the Vibration Diagnostics Module (VDM), a fault matrix is created for fault symptoms that have been identified as being critical to gauging engine health. The fault symptom beliefs are assigned using domain expertise. 12 fault symptoms are used to diagnose 9 commonly observed faults. Machinery vibration faults and their symptoms have been studied in great depth and are well documented. For example, if a scan of the calculated FFTs indicates existence of side bands and 1st engine order harmonics, there is a high possibility of the fault being mechanical looseness. Table 1 shows a few of the fault symptoms being considered in the VDM and the beliefs assigned to corresponding faults. If one or more symptoms are detected, the beliefs in the table are fused to arrive at a fault that is most likely to occur. During the analysis, if none of these 9 faults are detected, the VDM reports 'No Fault' as shown in Figure 7.

The data pane for fault diagnosis displays results from fusing these beliefs for the three sensors (Vib 1, Vib 2 and Vib 3) and both spools (LP and HP). For the current example, all data panes display 'No Fault'. Vibration Levels The engine tracks for 1st, 2nd and 3rd orders are extracted from the raw vibration data and are displayed in the LP and HP Track tabs. Based upon these offline results, the vibration levels (in/s) are checked against the vibration level limits for each sensor. These are displayed in the Default Vibration Levels data pane (Figure 7). Figure 7 shows all the vibration levels to be 'OK'. If the limits are exceeded, the diagnostics module displays 'Error'. Standard Normal Error The VDM also provides a measure of the accuracy of calculated results based on historical information from a similar engine. Previous runs, free from fault, are analyzed and multiple engine tracks are extracted. When an offline analysis is requested, the diagnostics module invokes these baseline results and calculates the standard normal error. A histogram displays the calculated results for the current run with the baseline results shown as a standard normal distribution (Figure 7). The histogram is displayed for each spool and a tab is provided for each sensor. The confidence levels under each histogram are a measure of the percentage of values that lie within 1 standard deviation of the baseline values for the first 3 engine orders. Additionally the percentage of values that lie within 1 and 3 standard deviations of the baseline values for the 3 sensors are also displayed in the data pane in the upper right corner of this module. Corrective actions, for any faults identified by the VDM, can be deduced by using the troubleshooting guide (Figure 1). The troubleshooting guide utilizes Bayesian Belief networks to combine information from the OEM's troubleshooting manual and a-priori knowledge with diagnostic information obtained from the VDM and sensor validation modules to efficiently identify the required maintenance action.

Fault
Unbalance

Fault Symptom
Harmonics of 1 EO Parallel sidebands 1 EO Amplitude beats High Spectral Density

Shaft Misalignment Blade tip rub Looseness Eccentricity

0.125 0.000 0.242 0.000

0.050 0.000 0.242 0.000

0.125 0.000 0.152 0.026

0.200 0.000 0.000 0.179

0.125 0.185 0.030 0.154

Table 1 Diagnostic Fault Matrix Table Diagnostics Module (VDM) as part of a higher level health management tool for a USAF engine test cell. Methodologies This paper has described an engineering approach to vibration for real-time and off-line vibration diagnostics were diagnostics that was employed to develop the Vibration explained in detail and results for both modules were shown

6. CONCLUSION

using actual engine data. Techniques described in this paper have shown promise for detecting incipient mechanical faults including bearing defects, shaft misalignment, and seal rubs. The Vibration Diagnostics Module has been designed to easily integrate into existing hardware. It is a modular design that utilizes commercial off-the-shelf (COTS) equipment and open software modules to enable insertion of improved technologies as they become available.

BIOGRAPHY
Michael Dr. Michael J. Roemer is the Director of Engineering at Impact Technologies in Rochester, NY and Adjunct Professor of Mechanical Engineering at the Rochester Institute of Technology. He was formerly a Vice President of Engineering at STI Technologies prior to joining Impact Technologies. Mike has a Ph.D. in Mechanical Engineering, M.S. in Systems Engineering and B.S. in Electrical Engineering, all from the State University of New York at Buffalo. He has over 16 years experience developing real-time, automated health management technologies for complex systems, including large steam and gas turbines, gas turbine engines, rotary/fixed-wing aircraft subsystems and naval propulsion systems. He has developed several diagnostic and prognostic capabilities for complex systems utilizing probabilistic methods that are directly linked to maintenance planning and system operation. He is the author or co-author of more than 50 technical papers in these subject areas. He is currently the Chairman of the Machinery Failure Prevention Technology (MFPT) Society, a Division of the Vibration Institute, and Prognostics Lead for the SAE-E32 Engine Condition Monitoring Committee.