Beruflich Dokumente
Kultur Dokumente
FOR
DIESEL ENGINES
1
CLASSROOM INTRODUCTION
• Name
• Position in your organization
• Experience with Vibration Analysis on Reciprocating Machinery
2
TRAINING OBJECTIVES
To share our Knowledge & Experience gathered over many years in the
Field of Vibration Analysis working with many Models & Makes of Diesel
Engines in the Marine & Ship Industry as well as Oil & Gas On-shore fields &
Offshore Platforms
This session is meant to be a very Interactive Training Session
The focus of the information shall be relevant to the CAT 3406 Model &
Detroit 4000 Series to build or Improve your Reliability & CBM Program
3
INTRODUCTION TO RECIPROCATING
ENGINE VIBRATIONS
Diesel Engines in general normally display higher vibration levels in comparison to Rotating
Equipment as the piston is driven by explosions (Block & Structure Resonates)
Reciprocating Diesel Engine Vibrations are very complex in nature
There is little known forcing frequencies to analyse for fault detection and this poses another
challenge for the Analyst
Therefore, analysis must be based on “variations” from the “normal” signatures
There is also the presence of ½ Order spikes in Engine Data as this is normal by virtue of their
operation
The use of Dampers are normally implemented to minimize Engine Vibrations
Auxiliary Equipment such as Oil Pump, Water Pump & Gear Train Transmissions should also be
monitored
4
HALF ORDER VIBRATIONS (1/2X)
5
WHERE DO YOU NORMALLY TAKE
VIBRATION DATA ON DIESEL ENGINES?
6
FORMULA FOR ENGINE FAMILIES
7
LOCATION OF MAIN BEARINGS
8
ILLUSTRATION OF MAIN BEARING
9
HYDRODYNAMIC LUBRICATION
10
LUBRICATION OF MAINS
11
SIX “V” CYLINDER ENGINE MAINS
12
Sensor Position/Orientation On Diesel Engines
13
VIBRATION TEST POINTS CONVENTION FOR
ENGINES
14
Consistency & Repeatability of
Diesel Engine Vibration Data
To identify faults in the Engine where they are most likely to occur eg. Bad
Main Bearing Vibrations
To ensure that other Analysts can perform the data collection in consistent
positions along the Engine at exact locations every time
To ensure that the data collected yields maximum information with
minimum time consumption & efforts
To Avoid the possibility of acquiring “Bad Data”
To collect data at safe positions along the Engine
15
IMPORTANCE OF ENGINE RPM
18
SKI SLOPE CASE ON CAT 3406 ENGINE
v rms [mm/ s] Fire W a t e r P9 0 2 0 (D ie se l En g )\ En g in e \ 2 n d b rg \ 1 0 2 6 Sp e c L o w Fre q 2 0 / 0 7 / 2 0 1 3 0 1 : 1 3 : 2 3 PM
M
14.0
13.5
13.0
12.5
12.0
11.5
11.0
10.5
10.0
9.5
9.0
8.5
8.0
RPM : 1745 (29.08Hz)
7.5 M(x) : 14.00 Hz (0.48 Orders)
7.0 M(y) : 12.06 mm/ s
6.5
6.0
5.5
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
20/ 07/ 2013
1.0
0.5
0.0 21/ 10/ 2013
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600
19
f [Hz]
LOOSE SENSOR
Loose mounting can result in unexpected harmonics in the Engine Spectral
Data
This typically occurs when a sensor is not attached firmly to the Engine
Poor mounting can also prevent the sensor from detecting certain
frequencies
The Vibration Data may be compromised
20
SENSOR & MAGNETIC MOUNT CASE
21
SPECTRUM EXAMPLE OF LOOSE SENSOR
ON ENGINE 1ST MAIN BEARING
v rms [mm/ s] Fire W a t e r P9 0 2 0 (D ie se l En g )\ En g in e \ EOH \ 1 0 2 6 Sp e c L o w Fre q 2 1 / 1 0 / 2 0 1 3 1 0 : 4 1 : 3 3 AM
M
4.4
4.2
4.0
3.8
3.6
3.4
3.2
3.0
2.8
2.6
2.4
RPM : 1745 (29.08Hz)
2.2 M(x) : 29.00 Hz (1.00 Orders)
M(y) : 0.57 mm/ s
2.0
1.8
1.6
1.4
1.2
1.0
0.8
0.6
0.4
22
0.2
0.0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600
f [Hz]
Confirming Validity & Trends of Reciprocating Data
Always ensure that Vibration Data Plots are consistent with historical &
past data for the Engine
Normalize Engine Data
A Waterfall Plot works well for the above once set up correctly the first time
23
ILLUSTRATION OF GOOD ENGINE DATA
v rms [mm/ s] Fire W a t e r P9 0 2 0 (D ie se l En g )\ En g in e \ 3 rd b rg \ 1 0 2 6 Sp e c L o w Fre q 2 0 / 0 7 / 2 0 1 3 0 1 : 1 3 : 5 9 PM
M
4.0
3.8
3.6
3.4
3.2
3.0
2.8
2.6
2.4
RPM : 1745 (29.08Hz)
2.2 M(x) : 1.00 - (29.00 Hz)
M(y) : 3.32 mm/ s
2.0
1.8
1.6
1.4
1.2
1.0
0.8
0.6
20/ 06/ 2013
0.4
20/ 07/ 2013 24
0.2
26
Frequency Spans for Diesel Engines
The Vibration of the Engine may vary significantly with change in Loading
conditions
Be Mindful that Changing Load may also cause a shift in Engine RPM
If possible, develop a Trend for the Engine in an excel spreadsheet of %
Load vs Overall Vibration Levels
Spectrum amplitudes may increase or decrease when load changes in some
cases as well
A well develop trend of data equips the Analyst to make better judgements
28
and recommendations
Day 2
29
FAULT ANALYSIS
Normal Mechanical Defects such as: Unbalance, Crankshaft Misalignment, Loose
Base Bolts, Worn coupling can be detected using Velocity Spectrum (1x,2x,3x,4x).
Ref. to Case Study
Condition of the Main Bearings are determined by comparison of Acceleration
Waveform & Acceleration Data plots to Baseline
Each Main Bearing should be compared to one another for one particular engine.
Eg. Overlay Acceleration Spectrum for MB1 + MB2 + MB3 + MBn
Healthy Main Bearings in the Engine should display very similar patterns
A Main that suffers wiping of the babbit displays noisy Acceleration Data Plots
30
CASE STUDY - UNBALANCE
31
HIGH 1X VIBRATION
v rms [mm/ s] FI R EW AT ER PU MP EN GI N E\ 1 5 0 0 g b 2 h . srv e a s 0 9 / 1 2 / 2 0 1 3 1 0 : 4 2 : 4 9 AM
M
30
28
26
24
22
20
18
16
RPM : 1500 (25.00Hz)
M(x) : 30.00 Hz (1.20 Orders)
14 M(y) : 26.62 mm/ s
12
10
0 32
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600
f [Hz]
PICTURE OF FAULT
33
CASE STUDY- CRANKSHAFT MISALIGMENT
& FAULTY VIBRATION DAMPER
34
STAGES OF MAIN BEARING WEAR
Most bearing failures are caused by two factors which are lubrication &
bearing material fatigue failure
(1) Accelerated Wear
(2) Wiping
(3) Severe Wear
35
ACCELERATED WEAR
This occurs when the bearings are not overheated and only a shiny
appearance of the bearing surface is observed
36
37
WIPING
This appears in the form of overheating and partial melting of the overlay
38
SEVERE WEAR
This type of wear shows areas of torn surfaces, severe overheating, melted
overlay and lining material
39
40
41
FAULT DIAGNOSTIC GUIDE FOR DIESEL
ENGINES
42
43
WHAT IS PISTON SLAP VIBRATION?
Piston Slap is the impact of the piston against the cylinder wall in a Reciprocating
Engine
This condition is caused by excessive clearance between the piston and the
cylinder wall
The pistons rattles or slaps against the cylinder wall and makes a muffled, hollow
bell like sound
It can be detected using trends of Acceleration Time Waveform for Impacting
Energy
Severe cases can also be seen in Velocity Time Waveforms
44
ILLUSTRATION OF PISTON SLAP
45
CASE STUDY – PISTON SLAP IN VELOCITY
v [mm/ s]
TIME WAVEFORM
3 2 -Z AN 9 1 0 0 \ En g in e \ EOA\ 1 8 2 Ma c h in e t ime sig n a l > 6 0 0 1 9 / 0 9 / 2 0 0 7 1 1 : 3 1 : 5 8 AM
M
30
25
20
15
10
-5
-10
-15
-20
-25
46
-30
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250
t [ms]
CRANKSHAFT END FLOAT
47
POINTS TO NOTE
Ensure that the accelerometer can withstand the High Temperatures of the
Turbo-Charger
Work safely around Diesel Engines and avoid contact with Coupling &
Flywheel if guards are not present
Also, be aware of very hot surfaces and exhaust lines
Always use “double” ear protection when working around Diesel Engines
(Both Ear Plugs and Muffs)
48
CONSISTENT OVERALL ENGINE VIBRATION
(OIL LOADING PUMP)
v [mm/ s] 3 2 -P7 0 0 \ En g in e \ EOA\ 1 0 1 Ov e ra ll v e lo c it y >6 0 0
M
20
19
18
17
16
15
14
13
12
11
10
2
49
1
0
28/ 07/ 2007 01/ 08/ 2007 05/ 08/ 2007 09/ 08/ 2007 13/ 08/ 2007 17/ 08/ 2007 21/ 08/ 2007 25/ 08/ 2007
date
CONSISTENCY OF ACCELERATION DATA FOR
GOOD MAIN BEARINGS
a [g] 3 2 -P3 0 3 - N EW \ EN GI N E\ M B1 H \ 1 7 7 2 Ac c . Sp e c t ru m >6 0 0 2 1 / 1 1 / 2 0 0 7 0 1 : 3 4 : 4 6 PM
M
3.4
3.2
3.0
2.8
2.6
2.4 RPM : 1800 (30.00Hz)
M(x) : 1545.31 Hz (51.51 Orders)
2.2 M(y) : 0.996 g
2.0
1.8
1.6
1.4
21/ 11/ 2007
1.2
1.0 18/ 12/ 2007
90
80
70
60
50
40
30
20
10
RPM : 1800 (30.00Hz)
0
M(x) : 12.56 ms
M(y) : 57.122 g
-10
-20
-30
-40
-50
-60
-70
-80
-90 51
-100
0 5 10 15 20 25 30 35 40 45 50 55 60
t [ms]
COMPARISION OF ACCELERATION
SPECTRUM FOR EACH MAIN BEARING
a [g] 3 2 -P3 0 3 - N EW \ EN
a GI
[g]N E\
32M-P3
B4 0H3\ -1 7
N7EW
2 Ac
\ EN
a
c [g]
.GI
SpNe
E\
3c2
tMru
-P3
B6m0>6
H
3 \-010
N
7 EW
7
028 / \0
Ac
EN
8a/c[g]
2GI
. 0Sp
0
N8E\
e
30c2M
9
t-P3
ru
:B5
5m
50:H
3
>6
22\-1
0AM
N7
0 EW
7028 /\Ac
0
EN8
ac/[g]
GI
.2 0
Sp
N0 E\
8
e3c
20M
t-P3
9ru
B2
:5m8
0H:3
>6
3\4
-1
0N7
0
AMEW
7028 /\Ac
0
EN8
ac/[g]
GI
.2 0
Sp
N0 E\
8
e3c
20M
t-P3
9ru
B3
:5m6
0H:3
>6
4\4
-1
0N7
0
AMEW
7028 /\Ac
0
EN8c
/ GI
.2 0
Sp
N0 E\
8
e c0M
t9
ru
B1
:5
m 2H
:>6
5\21
070
AM702
M
3.0 2.2 2.4
5.4 0.54 4.4
2.1 2.3
5.2 0.52
4.2 2.8
5.0 0.50 2.0 2.2
4.0
4.8 0.48 2.6 2.1
1.9
4.6 0.46 3.8
2.0
1.8
4.4 0.44 3.6 2.4 1.9
4.2 0.42 1.7
3.4 1.8
4.0 0.40 2.2 1.6
3.2 1.7
3.8 0.38 1.5
3.0 2.0 1.6
3.6 0.36
1.4
3.4 0.34 2.8 1.5
1.8 1.3
3.2 0.32 2.6 1.4
3.0 0.30 1.2 1.3
2.4 1.6
2.8 RPM : 1800 (30.00Hz) 0.28 RPM : 1800 (30.00Hz) RPM : 1800 (30.00Hz) RPM : 1800 (30.00Hz) RPM : 1800 (30.00Hz) RPM : 1800 (30.00Hz)
2.2 Orders) 1.1 1.2
M(x) : 1685.94 Hz (56.20
2.6 0.26 1.4
M(y) : 0.452 g 1.0 1.1
2.4 0.24 2.0
0.9 1.0
2.2 0.22 1.8 1.2
2.0 0.20 0.8 0.9
1.6
1.8 0.18 1.0 0.8
1.4 0.7
1.6 0.16 0.7
1.2 0.8 0.6
1.4 0.14 0.6
1.2 0.12 1.0 0.5
0.6 0.5
1.0 0.10 0.8 0.4
0.4
0.8 0.08 0.3
0.6 0.4 0.3
0.6 0.06
0.4 0.2 0.2
0.4 0.04 0.2 52
0.2 0.02 0.2 0.1 0.1
0.0 0.00 0.0 0.0 0.0 0.0
0 5000 0 5000 0 5000 0 5000 0 5000 0 5000
f [Hz] f [Hz] f [Hz] f [Hz] f [Hz] f [Hz]
CASE STUDY – MAIN BEARING WEAR
2.4
2.3
2.2
2.1
2.0
1.9
1.8
1.7
1.6
1.5
1.4
RPM : 1800 (30.00Hz)
1.3
M(x) : 2521.88 Hz (84.06 Orders)
1.2 M(y) : 2.116 g
1.1
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
22/ 01/ 2008
55
0.2
0.1
0.0 08/ 08/ 2008
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
f [Hz]
SPECTRUM ANALYSIS REVIEW
QUESTIONS?
58