DoctorKnow Application Paper

Title: Balancing Overhung Rotors Source/Author:David Kowal Product: Data Collector/Analyzer Technology: Balance Classification: Not Classified

A common construction for centrifugal blowers involves a shaft mounted on pillow block bearings with the blower wheel mounted on the end of the shaft, outboard from both bearings. This configuration, referred to as a cantilevered or overhung rotor, presents some unusual problems when balancing is required. In many cases, single plane balancing may be successful. However, single plane balancing often results in lowering the vibration level at one supporting bearing and increasing it at the other. Reducing the vibration level at both bearings is a difficult two plane balance problem. The Static/Couple method described below is an effective technique for solving the problem. (Knowledge of basic single and two plane balancing techniques is assumed.)

Single Plane (Static) Balancing Before attempting any balancing, thorough testing of the machine should be conducted to be certain that unbalance is the source of the problem. Vibration spectra, amplitude and phase data should be recorded for both bearing positions. When unbalance has been identified as the source of the problem on a cantilevered rotor, single plane balancing should first be used to reduce the vibration at bearing position A. Vibration reading should be measured at position A and correct weights added in correction plane 1. (See Figure 1.) Once an acceptable level of vibration is achieved at position A, measure the vibration level at bearing position B. If the vibration level at that position is unacceptable, proceed with couple balancing.

Figure 1. For static balancing, (single plane) vibration readings are taken at the bearing closest to the fan. Correction weights are placed on the edge of the fan closest to the bearings.

Couple Balancing Couple balancing on a cantilevered rotor is performed to reduce the vibration at position B without increasing the vibration at position A. To accomplish this, two weights are added to the rotor as a single trial weight. One weight is added in correction plane 2 and an equal amount is added in plane 1 at a location 180 degrees from the weight in plane 2. These two weights are called a "couple" and are treated as a single trial weight. (See Figure 2.) Using the vibration measured at position B and the couple weight as a trial weight, calculate with the single plane method to get the correct couple balance weight. For the purpose of calculating, use the weight in plane 2 to enter the amount and location of the weight. When the correct amount is calculated, place the correct weight in plane 2 and an equal amount in plane 1 at a location 180 degrees from the weight in plane 2.

Figure 2. For couple balancing, vibration readings are taken at the bearing farthest from the fan. Two equal correction weights are added 180 degrees away from each other as illustrated. Proceed in the same manner with all trim balance weights until an acceptable level of vibration is achieved at position B. Several repetitions of the single plane Static/Couple method may be required to achieve acceptable levels at both bearing positions. Quicker results are usually achieved with a two plane Static/Couple technique.

Figure 3. Spectra of the original condition and reference run balance data.

Two Plane Balancing Use the two plane balance technique by defining the balance job as two plane with two measurement points. Collect initial vibration data at both bearing positions. Use the bearing closest to the fan as measurement point A and use the bearing farther from the fan as measurement point B. Add a trial weight in correction plane one, (as in the static balancing above) and collect the resulting vibration data as trial run 1. Note: If the trial weight did not reduce the vibration level at measurement point A, it is a good idea to use single plane techniques to adjust the trial weight until it achieves at least a moderate reduction. Collect only the last reading as trial run 1. Don't forget to define the trial weight for the trial run number 1. A pair of "couple" weights for trial run 2 are then added (as in couple balancing above.) When defining the trial weights for trial run number 2, enter only the weight placed in correction plane 2. You will have to keep in mind that there must be an equal weight 180 degrees away in correction plane 1. The question often comes up at this point: "Should I remove the first trial weight that I added for trial run 1, or leave it in?" Generally, if the first trial weight reduced the vibration appreciably, it should be left in. Otherwise, remove it. Note: If the trial weight did not cause at least a moderate change in the vibration level at measurement position B, it is a good idea to use single plane techniques to adjust the pair of trial weights until at least a moderate change is achieved. Collect only the last reading as trial run 2. Don't forget to define the trial weight for trial run number 2. Select Perform Calculations on the machinery analyzer. Remove all trial weights before adding the calculated correction weights. The Balance Weight Results for plane 1 should be added in correction plane 1. The Balance Weight Results for plane 2 should be added in correction plane 2 and an equal amount added 180 degrees away in correction plane 1. A total of three correction weights will now be on the rotor; one weight for plane I and a pair of weights for plane 2. If further reduction of the vibration level is necessary, proceed with trim balancing. For each trim run add a single weight in correction plane 1 for Balance Weight Results for plane 1, and add a pair of weights for Balance Weight Results for plane 2. The two plane balancing technique has proven to be effective for balancing cantilever mounted fan rotors. Single plane balancing is often successful and should be attempted first. When single plane balancing is unsuccessful in reducing the vibration at both bearings, adding a pair of weights in a couple configuration usually reduces the level at the bearing farthest from the fan. When large cross effects are encountered, two plane balancing with couple weights for the second plane is normally effective in reducing the number of balance runs required. There are many problems which appear similar to unbalance. Eccentric pulleys, bent or bowed shafts and aerodynamic problems may all cause vibration at the outboard bearing of an overhung rotor. Attempting to balance out the effect of these problems can be frustrating and unproductive. Carefully analyze the machine and be certain the problem is unbalance before attempting to balance the machine. When it has beendetermined that unbalance is the problem, these techniques are effective.

Figure 4. Condition after performing static balancing an position A. Vibration level is high at position B.

Figure 5. Condition after performing couple balancing on position B and trim balancing on position A. Vibration levels are reduced at both positions.

Example

The sketch illustrates the machine to be balanced. Vibration pickups were mounted in the vertical direction on each bearing. The phototach pickup was mounted looking at the back of the drive pulley with the zero reference at the top, vertical position in line with one of the 12 weight locations or "blades" on this rotor. Weights may be located at any 30 degree angle; 0, 30, 60, 90, etc. Initial reference run data was collected for each bearing. A trial weight was added to correction plane 1 and trial run 1 data was collected. Since the trial weight resulted in a higher vibration level at measurement point A, a single plane calculation was made and the weight was adjusted to achieve a vibration reduction using the current data. The balance job was redefined to a single plane job with one measurement point. This allowed the 2110 machinery analyzer to calculate a singleplane correction without losing any of the two plane data. The actual weight was weighed to the closest half ounce and placed at the nearest available angular location. After calculating the single plane correction and adjusting the weight, the balance job was changed back to two plane with two measurement points, and new data was collected for triad run 1. For the trial run 2 weight, two weights were added to the rotor; one in correction plane 2 and an equal weight 180 degrees away in correction plane 1. The weight that had been added for trial run 1 was left in place and data was collected for trial run 2. After reviewing the data, the two plane calculations were performed. All previous trial weights were removed and new weights were added to the rotor. Since the weight for correction plane 2 fell exactly between 300 and 330 degrees, a split angle calculation was performed. After adding new weights to the rotor, new data was collected as trim data. Trim calculations were then performed. All weights currently on the rotor are normally left in place when adding these trim balance weights. However, the trim weights from plane 1(.471 oz at 29 degrees) are almost opposite the weight added at 210 degrees. Rather than add weight at 30 degrees, the weight at 210 degrees is reduced from 4.5 oz to 4 oz. Similarly, the plane 2 corrections may be accomplished by adjusting the existing weights at 300 degrees and 330 degrees (and the corresponding weights 180 degrees away in plane 1.) The split angle function is used to calculate the trim weights for plane 2 at 300 degrees and 330 degrees. 0ne and a half oz. are removed from the 330 degree location and added at the 300 degree location (shifted 30 degrees). These corrections reduce the vibration level to less than .2 mils at both measurement locations. Similar results could have been obtained by adding the actual trim weights rather than adjusting the previous balance weights. Either method is acceptable. ----------------------------------------------------------------------------------------------------------------------------- -------

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------------First trial run weight defined. ----------------------------------------------------------------------------------------------------------------------------- -------

------------First trial run data. ------------------------------------------------------------------------------------------------------------------------------------

------------Single plane correction calculated for plane 1. ----------------------------------------------------------------------------------------------------------------------------- -------

------------Repeated first trial run weight defined. ------------------------------------------------------------------------------------------------------------------------------------

------------Repeated first trial run data. ----------------------------------------------------------------------------------------------------------------------------- -------

------------Second trial run weight defined. ------------------------------------------------------------------------------------------------------------------------------------

------------Second trial run data. ----------------------------------------------------------------------------------------------------------------------------- -------

------------Two plane correction calculated for plane 1 and plane 2. ------------------------------------------------------------------------------------------------------------------------------------

------------Weight split for calculated couple weight. ----------------------------------------------------------------------------------------------------------------------------- -------

------------Actual correction weights added to the rotor (trial weights removed). ----------------------------------------------------------------------------------------------------------------------------- -------

------------Second trial run data. ------------------------------------------------------------------------------------------------------------------- -----------------

------------Two plane trim correction calculated for static and couple weights. ----------------------------------------------------------------------------------------------------------------------------- -------

------------Weight split for calculated couple weight. ------------------------------------------------------------------------------------------------------------------------------------

------------Actual correction weights added to the rotor (previous weights left in place). ----------------------------------------------------------------------------------------------------------------------------- -------

------------Second trial run data.