GE Energy SERVICE BULLETIN

Waukesha gas engines TOPIC:

IDENT NO:
Application
14-3071
DATE: October 2011
SUPERSEDES: New

SUBJECT: Waukesha Engine Vibration Guidelines

MODELS AFFECTED: All

PURPOSE MEASUREMENT LOCATIONS

The purpose of this service bulletin is to inform the
field of the general subject of engine vibration and
vibration level acceptability guidelines for Waukesha
gas engine distributors and customers who use
vibration analysis as a tool in preventative
maintenance programs, and for troubleshooting
engine problems.
To obtain correct vibration levels, horizontal and
vertical measurements should be taken at the
transverse mount planes running vertically through the
mounting pads (see Figure 1) and located vertically
anywhere from the mounting pads to the crankshaft
centerline (within the circles). Axial measurements
may be taken at these locations also, or at the extreme
ends of the crankcase if desired. Measurements on
both sides of the engine is best. Vibration levels
should also be measured on the driven machinery to
determine its contribution.

Transverse Mount Planes

locate pickups within

the circles

Engine
Driven
Machinery
Crank C/L

Mounng Pads (2X)

Skid

Figure 1

Service Bulletin 14-3071

© 10/4/2011 Page 1 of 4
Service Bulletin No. 14-3071

LINEAR VIBRATION UNITS OF As guidelines, these values are estimates for the
MEASUREMENT engine condition listed. Therefore, if a level is less than
0.5 in/sec, then problems are not expected. If a level
Vibration is commonly measured in one of three units exceeds 0.5 in/sec, there is a risk of vibration
of vibration, these being: problems; the higher the level, the higher the risk.

Peak to Peak Displacement: The total distance a part LINEAR VIBRATION VELOCITY ACCEPTABILITY
moves in a single vibration cycle. CHART FOR ALL WAUKESHA ENGINES EXCEPT
VGF AND APG 1000
Peak Velocity: The maximum velocity a part acquires Velocity
during a single vibration cycle. (in/sec Engine Condition
Peak)
Peak Acceleration: The maximum acceleration a part 1.00 Very rough. Dangerous. Shutdown required.
is subjected to during a single vibration cycle.
0.80 Rough. Action required.
These three units of measurement are related to each 0.50 Most common start for concern on solidly mounted
other by the following formulas: units. Acceptable for spring isolated units.
0.35 Good. Acceptable.
(19,120) (V ) (70,416,000) (G ) 0.20 Excellent.
D
f f2
The following guidelines are for VGF and APG 1000
engines.
( f ) ( D) (3,682) (G )
V LINEAR VIBRATION VELOCITY ACCEPTABILITY
19,120 f CHART FOR WAUKESHA VGF AND APG 1000
ENGINES
Velocity
( f ) (V ) ( f 2 ) ( D) (in/sec Engine Condition
G Peak)
3,682 70,416,000 1.50 Very rough. Dangerous. Shutdown required.
1.00 Rough. Action required.
D = Peak to Peak displacement (mils - thousandths of
Most common start for concern on solidly mounted
an inch) 0.70
units. Acceptable for spring isolated units.
V = Peak Velocity (inches/second) 0.5-0.6 Good. Acceptable.
G = Peak Acceleration (g’s) 0.50 or Excellent.
less
f = Frequency (cycles/minute)

VIBRATION ACCEPTABILITY GENERAL CORRECTIVE GUIDELINES

GUIDELINES
The data listed in the following chart are vibration
acceptability guidelines for all engines except for the
VGF® and APG® 1000 and based on field experience.
They are given in velocity (in/sec) for a single
frequency (i.e., narrowband measurement) and apply
to the vertical, horizontal, and axial directions for the
locations previously mentioned.
Vibration of an engine may rise slowly as the internal
components wear from normal operation. A sudden
increase in vibration, however, indicates a major
problem may exist and requires further investigation.
Problems with ignition, fuel, detonation, base settling,
or internal component failure will cause sudden
increases in vibration. The driven machinery and
radiator fan may also be causes of vibration even
though the increase is measured on the engine. A
complete inspection of external causes should be
conducted before an internal inspection is considered.
If vibration amplitude at a specific frequency is high, it
is wise to check for a resonant condition. A component
(or system) in resonance vibrates at its natural
frequency when excited.

Service Bulletin 14-3071

© 10/4/2011 Page 2 of 4
 Service Bulletin No. 14-3071

A system’s tendency to resonate is greatest when its
natural frequency equals or closely matches that of the
primary vibration source (engine). Resonant vibrations
will significantly decrease if 1) the vibrating system’s
resonant frequency is changed (by structural
changes), or 2) the frequency of the primary vibration
source is changed (rpm increase or decrease).
Vibration due to resonance is not only quite common,
but can also be quite high in amplitude. For example,
when mounting bolts or support brackets fail,
resonance should be suspected.
TORSIONAL VIBRATION
Torsional vibration is an oscillating twist which occurs
in the crankshaft, coupling and driven equipment. This
twist is caused by engine firing forces and driven
equipment loading characteristics. Vibration dampers
mounted on the front of the engine are used to reduce
this torsional vibration to prevent gear train, crankshaft
and coupling damage. As a damper ages it will lose its
ability to dampen torsionals and therefore must be
replaced. Damper life cannot easily be predicted since
it is determined by the severity of torsional damping
required in a given application. The vibration damper
should be changed in accordance with the
recommended engine-specific maintenance
recommendations and always in the event of a
crankshaft failure. Symptoms of a damper that has lost
its damping ability include:
1. Damage of gear train or gear train driven
components.
2. Failure of gear train driven components.
3. Damper which normally is warm during operation
is now the same temperature as the surrounding
ambient temperature.
4. Loosened or broken coupling bolts.
5. Crankshaft breakage in a twisting mode (torsional
break).
Measuring torsionals requires special instrumentation
which measures small fluctuations of the rotating
speed of the damper which indicates twisting in the
shaft. The flywheel ring gear should not be used for
this purpose because the inertia mass of the flywheel
dampens torsional amplitude at that end of the
crankshaft.
Torsional vibration acceptability guidelines are
specified in the table below:
DAMPER HOUSING TORSIONAL VIBRATION
ACCEPTABILITY GUIDELINES, INDIVIDUAL ORDERS
Degrees, pk-pk
Order of Shaft
Rotation VHP 6/12-Cyl. All Other
Engines
0.5 2.5 3.5
1.0 0.7 1.0
1.5+ 0.3 0.4
If damper amplitudes are below the levels listed,
problems are not expected. If the levels are up to 30%
above these levels, then the front end gearing and fan
belts should be inspected for wear at each top-end
overhaul. Damper amplitudes that are 31% above the
levels listed or higher are not acceptable.
Torsional compatibility of machines should be checked
before a package is fabricated to verify that high
torsionals will not exist from the design. Often
specifying a different coupling will correct a high
torsional situation.

Service Bulletin 14-3071

© 10/4/2011 Page 3 of 4
Service Bulletin No. 14-3071

VIBRATION TROUBLESHOOTING 3 X ENGINE RPM (3RD ORDER)

Design The firing frequency of all four
The proper interpretation and application of vibration
Characteristics cycle six cylinder engines.
data is often difficult. The chart below lists some
common vibration sources and the frequencies at HIGHER FREQUENCIES (4TH ORDER AND
which they occur on Waukesha products. Vibration in HIGHER)
the chart below refers to the speed of the vibrating
member in relation to the primary vibration source Blade Pass Refers to blades passing an
(engine). For example, an accessory vibrating at 3,600 obstruction to flow (i.e., a
CPM is said to vibrate at the “3rd order” (3 x engine radiator with a single area
RPM) if the engine operates at 1,200 rpm. obstruction will cause blade
pass vibration at rpm x number
LOWER FREQUENCIES (BELOW 600 CPM) of blades frequency).
Electrical Noise Often generated by the vibration Gear teeth Frequency relates to number of
analyzer itself due to conversion gear teeth.
of acceleration/velocity readings
to displacement.
Pick-up cables and connectors Waukesha can provide linear and torsional vibration
in poor condition. measurement services, as well as a torsional vibration
compatibility check of the drive train. Consult your
1/2 X ENGINE RPM (1/2 ORDER) local Waukesha Distributor for system application
assistance. The manufacturer reserves the right to
Misfire Cylinder misfire on 4-cycle
change or modify without notice, the design or
engines.
equipment specifications as herein set forth without
Looseness More common at 2 x rpm. incurring any obligation either with respect to
equipment previously sold or in the process of
1 X ENGINE RPM (1ST ORDER)
construction except where otherwise specifically
Misalignment: guaranteed by the manufacturer.
Parallel High Radial Amplitude
Angular High Axial Amplitude
Unbalance Unbalance of rotating
equipment. Horizontal or vertical
measurements taken radially to
the rotating shaft.
Bent Shaft Vibration may be in any
direction. Possible at 2 x rpm
also.
2 X ENGINE RPM (2ND ORDER)
Misalignment:
Parallel High Radial Amplitude
Angular High Axial Amplitude
Looseness Occurs when engine or driven
equipment is not securely
fastened.
Design Characteristic of all four cycle
inline four and V-8 engines.
Forces Characteristics are opposed by
using a balancer.

Service Bulletin 14-3071

© 10/4/2011 Page 4 of 4