Chapter 3. Experimentation and Data Acquisition

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1 48 Chapter 3 Experimentation and Data Acquisition In order to achieve the objectives set by the present investigation as mentioned in the Section 2.5, an experimental set-up has been fabricated by mounting the engine, gearbox, sensing and analyzing equipment on a steel frame. The schematic diagram of set-up is shown in Figure 3.1. It is proposed to induce a defect on a particular tooth of a chosen gear in the gearbox and generate the vibrations. To sense vibration signal generated by the gearbox, an accelerometer has been used. In order to process the vibration signal sensed by the accelerometer an FFT analyzer has been selected. The details of gearbox, sensing and processing equipment has been presented in the subsequent sections. Gear Box Accelerometer FFT Analyzer Faults Figure 3.1 Schematic Diagram of Set-up

2 Gearbox A standard transmission gearbox of two wheeler with engine was purchased and modified as test gearbox. It has four gear ratios to drive the counter shaft at four different speeds as shown in Figure 3.2 by engaging the output shaft with the input shaft with different gear pairs such as C-D, E-F, G-H, I-J. The gearbox was driven by a 2- stroke petrol engine and no load was applied on the output shaft of the gearbox. Engine Primary Drive Input shaft A Clutch Output shaft C E G I B J D F H A to J Gear wheels Counter shaft sprocket Number of teeth on E:F=29:60 Figure 3.2 Schematic Diagram of Gearbox

3 50 The engine assembly with gearbox was welded to a steel frame for the convenience of operation is shown in Figure 3.3. Further the frame was kept on the thermo-coal sheets of 10 mm on the flat floor, to dampen the vibrations of gearbox, and simultaneously prevents the transmission of other ground vibrations to the present investigating gearbox. Figure 3.3 Fabricated Test Gearbox Among the four pairs of gears C-D, E-F, G-H, I-J having speed ratios of 2.97:1, 2.07:1, 1.43:1, 1:1 respectively, the gear pair E-F was selected for the investigation. The front portion of gearbox was cut partially as shown in Figure 3.4 for the purpose of inducing defects on one of the gear tooth. While doing so all the care has been taken to avoid disintegration of the assembly. Case hardened gear pair with

4 51 involute profile having 20 0 pressure angle with a speed ratio of 2.07:1 and a tooth ratio 29:60 has been selected for experimentation. E F Figure 3.4 Gearbox with Cut Portion 3.2 Induced Gear Defects The vibration excitation in gears is mainly due to errors in the gears. The source of excitation which causes impacts are manufacturing errors and advancing local faults. So the vibration signal from the gearboxes due to impact excitation has non-stationary characteristics. In some cases an individual gear tooth may be weaker than others on the same gear due to bending fatigue, shock loading or an internal void. Most gear engineers consider that a worn gear tooth is one that

5 52 has a layer of metal more or less uniformly removed from the surface. Tooth breakage is a fatigue failure and its occurrence increases when wear exists. These gear defects of wear and broken tooth alter significantly the tooth geometry and leads to different degrees of deflection of a faulty tooth. Both factors of tooth deflection and geometrical variation contribute to gear vibration. On gear F, the gear defect of wear was progressively induced as represented in Figure 3.5 in four stages by grinding 0% to 80% on one side of the selected tooth of a non faulty gear having 3.5 mm thickness at the pitch circle circumference as explained in Table 3.1. The non-faulty gear is represented as Case1, 20% wear as Case2, 40% wear as Case3, 80% wear as Case4 for ease of referring. In addition to inducing defect of wear, the present investigation has broke the wear induced tooth as a gear defect which is referred as Case5. t/2 Figure 3.5 Cases of Tooth Wear t- tooth thickness, tv-tooth thickness after wear

6 53 Table 3.1 Different Cases Case No. Induced fault in Gear tooth Tooth Thickness t- tooth thickness, tv-tooth thickness after wear Case1 No fault gear t/2+(tv)/2=3.5 mm Case2 20% wear tooth t/2+(tx0.8)/2= 3.15 mm Case3 40% wear tooth t/2+(tx0.6)/2= 2.8 mm Case4 80% wear tooth t/2+(tx0.2)/2= 2.1 mm Case5 Broken tooth Accelerometer A piezoelectric accelerometer was preferred as it is widely accepted vibration sensor for condition monitoring of mechanical machinery. Generally in this type of accelerometers the magnitude of output voltage signal is low and rapidly dissipates. Further current and voltage are substantially out of phase. To adjust these conditions, preamplifiers are required. By building integration networks into the preamplifier, either velocity or displacement can be measured from the accelerometer signal. In view of this, an Integrated Circuit Preamplifier (ICP) type PCB Piezotronics make model 601A01 accelerometer was selected which is shown in Figure 3.6 has a built in amplifier powered by a DC polarization of the signal. Hence no extra amplifier and wiring was needed for amplification purpose. The weight of the accelerometer was 80 gm which was less than 1/10 th of the test gearbox weight as per requirement. The sensitivity of

7 54 the accelerometer was 0.2 mv/(m/s) or 10.2 mv/(m/s 2 ) which was quite good for our application. It has a measurement range ±24745 m/s or ± 490 m/s 2 which was less than our operating range. It is having and a frequency range of Hz which can cover all the part frequencies of test gearbox. Its non-linearity was ±1% which gives accurate readings for 99% of its range. Figure 3.6 Accelerometer The output of the accelerometer signal is in terms of displacement, velocity and acceleration of the vibrating body. Generally displacement measurements give large value outputs at low frequencies, acceleration measurements give large value outputs at high frequencies and velocity measurements give reasonably large values at low and high frequencies. So velocity is selected as vibration parameter for measurement purpose using the accelerometer.

8 Fast Fourier Transform (FFT) Analyzer The accelerometer was connected to PHOTON a Portable Dynamic Signal Analyzer manufactured by LDS-DACTRON to acquire the vibration signals which is shown in Figure 3.7. It is USB powered, portable having a weight of 227 gm, easy to install and fast to connect. It has the facility to act as a signal source and also performs processing such as FFT, independent of PC. It can obtain time domain as well as frequency domain waveforms. The output from Photon was given to the computer which can store the time domain waveform. No separate power supply is required as PHOTON is powered via the host PC's USB port. Its real-time rate as an FFT Analyzer is 42 khz in each channel. Output Channel Input Channels Figure 3.7 FFT Analyzer High quality design of the PHOTON gives exceptional accuracy and fidelity for all acquired or generated signals. Its 110 db dynamic

9 56 range allows resolution of signals that differ in amplitude by a ratio of over 300,000 to 1. All inputs have both analog and digital filters providing complete protection for aliasing and ensuring full data integrity. This high quality design together with the 24-bit resolution provides high accuracy for all measurements. 3.5 Mounting of Sensing and Measuring Equipment The sensing and analyzing equipment which are described above were mounted on casing of gearbox in the radial direction using epoxy resin adhesive as shown in Figure 3.8. Figure 3.8 Accelerometer Mounted on Casing Care has been taken such that the mounted accelerometer has become an integral part of test gearbox. In order to achieve high

10 57 signal-to-electrical noise ratio the accelerometer output was connected to the FFT analyzer input through a BNC cable. The power to the FFT analyzer was supplied through USB input, whereas power to accelerometer was supplied through the analyzer. The output of the FFT analyzer was connected to computer to store data which is shown in Figure 3.9. Using RT-Pro software the windows were drawn, required time domain or frequency domain scale was selected and vibration data was collected. Figure 3.9 Gear Pair with Data Acquisition The ICP accelerometer has a low frequency roll-off due to the amplifier itself, and this is at 1 Hz. When the ICP accelerometer is

11 58 connected to the power source it takes few seconds for the amplifier to stabilize. Any data collected during this time may be contaminated by a slowly varying voltage ramp. To avoid this, a small time delay of 5 to 10 seconds was incorporated in the data collectors. A low pass filter of 3 khz was used to overcome the aliasing effect. Hanning is the most commonly used window function for random signals because it provides good frequency resolution and leakage protection with fair amplitude accuracy. So it was employed to average the time signal and to overcome the leakage problems. 3.6 Methodology The engine was started using the kick rod and motion was transmitted to the gearbox. Using the gear shift lever the motion was further transmitted to the driven shaft through a gear pair E-F (2 nd gear). The fuel at constant rate was supplied continuously and no load was applied on the driven shaft. The system was run till it got stabilized. Initially the experiments were conducted on gear pair E-F without inducing any defect on gearwheel F (Case1) and by transmitting motion to the driven shaft. The vibrations generated due to transmission of motion were sensed by the mounted accelerometer and the output of accelerometer was accessed and stored in the computer through FFT using BNC cables. Using RT-Pro software which was installed in the computer velocity signal in time domain scale was selected. From RT-Pro window using the start icon, data

12 59 acquisition was commenced and signal was observed sometime till it got stabilized and that part of stabilized signal for one revolution of gear was stored as sample vibration signature for this particular case of no induced defect. The same procedure was repeated number of times and 80 samples of vibration signatures were collected for Case1. Among them three sample signatures are presented in Figure 3.10 for Case1, where Figure 3.10(a) shows sample no.69 which has a maximum amplitude of vibration mm/s, Figure 3.10(b) shows sample no.23 which has a maximum amplitude of vibration mm/s and Figure 3.10(c) shows sample no.8 which has a maximum amplitude of vibration mm/s. As it was established earlier that the maximum amplitude of vibration signature reflects the intensity of the defect it was recorded. The present investigation has carefully found the maximum amplitude of vibration in all the 80 samples collected and tabulated in Table 3.2. These amplitudes for Case1 (No fault) were in the range of mm/s.

13 60 mm/s mm/s mm/s a) Case1 (No Fault gears) Sample 69 b) Case1 (No Fault gears) Sample 23 c) Case1 (No Fault gears) Sample 8 Figure 3.10 Snapshots of Vibration Measurement-No Fault Case

14 61 Then experiments were repeated after inducing 20% wear as described in Section 3.2 on selected tooth of gearwheel F (Case2) and by transmitting motion to the driven shaft. The vibration signatures were collected for 80 samples after the signal got stabilized. Among them three sample signatures are presented in Figure 3.11 (a, b and c) for sample no.02, 18 and 74 respectively. From the Figure 3.11 (a, b and c) it may be noted that the maximum amplitude of vibration are mm/s, mm/s and mm/s respectively. The maximum values of vibration signatures of 80 collected samples of Case2 have been tabulated in Table 3.2. It may be observed from the table that these amplitudes for Case2 (20% wear) are ranging between mm/s to mm/s.

15 62 a) Case2 (20% wear) Sample 2 b)case2 (20% wear) Sample18 mm/s mm/s mm/s c) Case2 (20% wear) Sample 74 Figure 3.11 Snapshots of Vibration Measurement-20% Wear

16 63 Similarly the experiments were carried out with 40% & 80% wear induced gears by transmitting the motion to the driven shaft. The vibration signal collected for Case3 and Case4 were presented in Figure 3.12 & 3.13 respectively and tabulated in Table 3.2. Further it may be noted from the table that the maximum amplitude of vibration for Case3 is in the range of 0.06 mm/s to 0.09 mm/s and for Case4 in the range of 0.07 mm/s to 0.09mm/s.

17 64 mm/s mm/s a) Case3 (40% Wear) Sample 62 b) Case3 (40% Wear) Sample 18 mm/s c) Case3 (40% Wear) Sample 37 Figure 3.12 Snapshots of Vibration Measurement-40% Wear

18 65 mm/s mm/s a) Case4 (80% Wear) Sample 15 b) Case4 (80% Wear) Sample 9 mm/s c) Case4 (80% Wear) Sample 29 Figure 3.13 Snapshots of Vibration Measurement-80% Wear

19 66 Then experiments were conducted with broken tooth gear (Case5) and by transmitting motion to the driven shaft. As the peaks of vibration due to broken tooth could not be observed in the velocity window, the acceleration window is taken for experimentation and found that the peaks of vibration due to induced broken tooth are visible. The vibration signatures were collected for 80 samples for the same fault of broken tooth. Among them three sample signatures are presented in Figure 3.14(a, b and c) for sample no. 15, 34 and 57 which have maximum amplitudes of 22.5mm/s 2 (0.219 mm/s), 21 mm/s 2 (0.19 mm/s) and 20mm/s 2 (0.2 mm/s) respectively. Similarly the maximum values of vibration signatures have been tabulated in Table 3.2 for the 80 samples of Case5. As the objective of this investigation is to prove the success of Fault Diagnosis system, more effort has been put on overall concept of integration than in executing the minute details of processes and standard methods.

20 67 mm/s 2 mm/s 2 mm/s 2 a) Case5 (Broken tooth) Sample 15 b) Case5 (Broken tooth) Sample 34 c) Case5 (Broken tooth) - Sample 57 Figure 3.14 Snapshots of Vibration Measurement-Broken tooth

21 68 Table 3.2 Vibration Amplitudes for Different Faults (mm/s) Sample Case1 Case2 Case3 Case4 Case5 No Fault 20% Wear 40% Wear 80% Wear Broken Tooth

22 For fault diagnosis of gears based on maximum vibration amplitudes collected by the present investigation, an analysis has been carried out and presented below.

23 Analysis of Vibration Amplitudes As a first step of analysis, the vibration amplitude data pertaining to gearbox with and without faults, is plotted and presented in Figure It depicts maximum vibration amplitudes of all trials for all the cases studied by the present investigation. On careful observation of the above mentioned figure and the maximum vibration values presented in Table 3.2, it can be pointed out that the data pertaining to different cases of no fault (Case1), different degrees of wear (Case2, Case3, Case4), broken tooth (Case5) is overlapping with each other, to a certain degree. Figure 3.15 Vibration Amplitudes for Different Cases Though there is some sort of trend in the values of maximum vibration, still it is ambiguous to state the trend due to overlapping of

24 71 data and it is not possible to categorically conclude the condition of the gear based on this data only. Hence it is required to extract the features based on this experimental data in order to probe further for fault diagnosis, which is presented in the next chapter.

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