Machinery Diagnostics Student Manual, Revision 12

07 Single Plane Balance Response

Single Plane Balance Response

Introduction
Definition Balancing is the act of adding (or removing) small masses (<<rotor mass)
to (from) a rotor in order to reduce the 1X vibration levels.
An elevated 1X response may occur due to changes in rotor balance or in the dynamic
stiffness. For example, a decreased spring stiffness due to a shaft crack or due to
excess bearing clearance could cause a high 1X amplitude. Rotor imbalance may be
caused by multiple issues, such as foreign material buildup, liberation of components,
migration of components, and component assembly error, just to name a few. Before
rotor balancing is performed, an analysis of the root cause of the 1X vibration should be
conducted. If imbalance is a likely cause, then balancing may be a recommended
action.
Vibration response measurements for balancing may be collecting using a variety of
sensors in acceleration, velocity, or displacement units. The focus of this topic and the
examples provided herein is shaft relative displacement data collected with proximity
probes. The use of velocity and acceleration transducers might be required to augment
shaft relative information when situations arise that dictate a full understanding of the
shaft absolute motion (i.e., compliant housing or support structure). Slow roll data
should always be reviewed and accounted for when utilizing shaft relative vibration
data. For some machines, balancing using seismic transducers is preferred. It is up to
the balancing engineer to determine when relative, seismic, and/or shaft absolute
information is required to achieve a successful balance project.
The location and size of the correction mass must produce a response in the rotor that
is opposite the response being caused by the imbalance. Instead of using trial weights
each time we balance a machine to find the correct location and size, we can use our
knowledge of the predictable response of a rotor. We can, for a given set of operating
conditions, use a calibration mass to determine, through the rotor response, how that
location and size of mass affects the rotor response. The results of installing the
calibration mass are then used to calculate an influence vector that can be used to
balance the rotor at that time and in the future.

Balancing Process Overview

The balancing process includes the following steps:
• ⃑
Obtain the original response, 𝑂
• Install a calibration mass, ⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑚𝑐𝑎𝑙

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Page 2 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

• Obtain the response with the calibration mass installed, ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑

𝑂+𝐶
• Calculate the response due to the calibration mass, 𝐶 (graphically or
mathematically)
• ⃑
Use the response to calculate an influence vector, 𝐻
• Use the influence vector to calculate a correction mass, ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑚𝑐𝑜𝑟𝑟
• Balance the rotor (now and in the future)
The basic process outlined above is followed for simple single plane balancing, two-
plane balancing, and even complex multiplane balancing. The math, balance plane
options, cross-effects, and other influences for complex balancing jobs complicate the
process significantly, but the basic process is the same.

Obtaining the O vector

The first step in the balancing process is to measure the rotor response (𝑂⃑ ). The
balancing engineer should record vibration data and process parameters for a period of
time long enough to ensure steady state conditions for the machine. For simple fans,
this could mean collecting data for thirty minutes. For large complex turbine generators
starting from cold conditions, the machine may be operated for one day or more to
reach thermally stable conditions.

Calibration Mass
After the original vibration vector is measured, the balancing engineer must decide
where to install a calibration mass and the size of the calibration mass. The location of
the calibration mass should be opposite the heavy spot. The size of the calibration mass
should be large enough to cause a significant effect while not large enough to create
excessive forces on the machine.
In many cases, an experienced balancing engineer will have access to data from
previous balancing projects on the machine to be balanced or on similar machines. If
this information is available, it can be used to estimate both the size and location of the
calibration mass. If the information is accurate, the initial weight placement may be
sufficient to resolve the problem.

Location of Calibration Mass

Ideally, the calibration mass should be placed opposite the heavy spot. However, as
discussed in the Fundamental Synchronous Rotor Response topic, the lag between the
heavy spot (force causing the response) and the high spot (measured vibration
response) is dependent on the Dynamic Stiffness. The Dynamic Stiffness includes
contributions from Spring Stiffness, Damping Stiffness, and Mass Stiffness, and these

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Machinery Diagnostics Student Manual, Revision 12 Page 3
Section 7 Single Plane Balance Response

properties are not always precisely known. Therefore, engineering judgement and
assumptions may be required to choose the location of the calibration mass.
One significant factor is the speed of the rotor system relative to the resonance that is
related to the response. For a simple single plane system such as the rotor kit with a
single mass or other simple machines, there is only one resonance that can be
observed. For any resonance, the angular relationship (phase lag) between the heavy
spot and the high spot depends on the rotational speed.
Figure 1 was taken from the Fundamental Synchronous Rotor Response (FSRR) Topic.
This figure shows the phase lag between the heavy and high spots (ϕ) in three speed
ranges, well below the resonance (Ω << ΩRES), at the resonance (Ω = ΩRES) and well
above the resonance (Ω >> ΩRES). Well below the resonance, the heavy spot and high
spot are nearly in phase. At the resonance, the heavy spot leads the high spot by about
90°. Well above the resonance the heavy spot leads the high spot by nearly 180°.

Because the high spot is speed dependent, evaluating transient data can provide
valuable information regarding the relationship of running speed to the resonance. The
balancing engineer should consider all data to determine the resonance and adjust the
placement of the calibration mass accordingly. If transient data is not available or
inconclusive, calculations can be performed to estimate the natural frequency of the
rotor system. The details of these calculations are outside the scope of the Machinery
Diagnostics class, but references are available on-line. Calculations to estimate the
natural frequency can vary from simple hand calculations to complex rotor dynamic
models.

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Page 4 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

Size of the Calibration Mass

If no information is available to estimate the size of the calibration mass, the balancing
engineer may use a “Rule of Thumb.” The estimate is based on the force applied to the
rotor system by the calibration mass.
The rule of thumb is stated as follows:
If you have no prior knowledge of the machine, use a calibration mass, at a
radius “r”, which causes a force equal to 5 - 10 percent of the static weight
of the rotor as calculated at the balancing speed. This percentage can be
increased based on good prior knowledge of the machine and its influence
vectors. In some cases, for example gearboxes, it is necessary to consider sizing
the calibration mass based on the static bearing reaction rather than the weight
of the rotor.
• For machines with a slow ramp rate, use a calibration weight closer to the upper
end of the range, i.e., corresponding to about 10 percent of the rotor’s static
weight.
• For machines with a fast ramp rate, (i.e., electric motors) use a calibration
weight closer to the lower end of the range, i.e., corresponding to about 5 percent
of the rotor’s static weight.
The force applied to a rotor system by a calibration mass can be calculated using
Newton’s Law.
⃑⃑⃑⃑
𝑭𝒄 = ⃑⃑⃑⃑⃑
𝒎𝒄 ∗ 𝒂⃑ = ⃑⃑⃑⃑⃑ 𝒓𝒄 ∗ 𝜴𝟐
𝒎𝒄 ∗ ⃑⃑⃑

Where:
⃑⃑⃑
𝐹𝑐 = Rotating Force (lbs or Newtons)
𝑚𝑐 = calibration mass (lb×s2/in or kg)
⃑⃑⃑⃑⃑
𝑚𝑐 (in/s2 or m/s2)
𝑎 = radial acceleration of ⃑⃑⃑⃑⃑
⃑⃑𝑟𝑐 = radius where ⃑⃑⃑⃑⃑
𝑚𝑐 is installed (in or m)
Ω = rotor speed (radians/second or rad/s)
Fc = Rotating Force (lbs or Newtons)
360° = 2π rad = 1 Revolution

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Machinery Diagnostics Student Manual, Revision 12 Page 5
Section 7 Single Plane Balance Response

The following conversion factors are helpful when using Newton’s law to describe
rotating machinery:
1 (𝑟𝑒𝑣/𝑚𝑖𝑛)
1(𝑟𝑎𝑑⁄𝑠) =
(𝑠/𝑚𝑖𝑛)
9.55
(𝑟𝑎𝑑/𝑟𝑒𝑣)

𝑙𝑏𝑠 ∗ 𝑠 2 𝑊 (𝑙𝑏𝑠)
𝑀( )=
𝑖𝑛 386 (𝑖𝑛/𝑠 2 )

𝑊 (𝑁 𝑜𝑟 𝑘𝑔 ∗ 𝑚/𝑠 2)
𝑀 (𝑘𝑔) =
9.81 (𝑚/𝑠 2 )

Evaluating the Change in Rotor Response

After installing a calibration mass, the machine is returned to the same operating
conditions as when the O vector was recorded. At that point, the balancing engineer
ensures stable conditions and records the vibration response ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑂 + 𝐶 .The vector name,
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑂 + 𝐶 , signifies that the vector includes the original imbalance response, 𝑂⃑ plus the
change in response caused by the calibration mass.
The C vector represents the change in response due to the calibration mass only. The
⃑⃑⃑⃑ = 𝑂
is vector can be calculated by subtracting (𝐶 ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
+𝐶−𝑂 ⃑ ). The vector subtraction can
be performed graphically or mathematically. Bently Nevada recommends always
plotting the vectors to visualize the changes through the balancing process.

Calculating the Influence Vector and the Correction Mass

With the effect of the calibration mass known, the balancing engineer can then evaluate
the mass needed to correct the imbalance. The C vector contains the amplitude of the
rotor response to the calibration mass and the lag angle between the calibration mass
and the response. This knowledge can be used to calculate the Influence Vector (𝐻 ⃑)
and the correction mass (𝑚 ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑐𝑜𝑟𝑟 ).

Single Plane Balancing Process Example

The following section provides a step-by-step example of a single plane balance
problem.
Record the condition of the machine, i.e., rotor speed, process state, temperature, etc.
Record and plot the amplitude and phase of the original unbalance response vector, O .

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Page 6 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

⃑ =
𝑂 mils pp ∡ °

Stop the machine and insert a calibration mass. Record the size and angular location of
the mass placement. Return the rotor to the same condition and record and plot the
amplitude and phase of the new unbalance response vector, O + C .

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Machinery Diagnostics Student Manual, Revision 12 Page 7
Section 7 Single Plane Balance Response

⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑚𝑐𝑎𝑙 = mils pp ∡ °

⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑂+𝐶 = mils pp ∡ °

The new vibration is the response to the original unbalance plus the unbalance
caused by the calibration mass. The change in the response is due to the change in
the unbalance force.
Subtract the original unbalance response 𝑂 ⃑ from the response due to the original
unbalance plus the calibration weight, ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑂 + 𝐶 . This will leave the response due only to
the calibration weight, i.e., 𝐶 = ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑂+𝐶−𝑂 ⃑ . Vector subtraction can be done graphically
by drawing a vector from the tip of 𝑂 ⃑ to the tip of 𝐶 and translating this vector to the
origin and measuring it. The calculation can also be done mathematically using a vector
calculator.

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Page 8 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

𝐶= mils pp ∡ °

The location of the correction mass can be determined by observing the phase lag
between the calibration mass and the response. Since this phase lag is fixed for a
given set of operating conditions, the mass can be relocated to cause the response in
any angular location on the rotor.

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Machinery Diagnostics Student Manual, Revision 12 Page 9
Section 7 Single Plane Balance Response

For the example, the calibration mass will be removed. Therefore, the correction mass
⃑.
must be located to cause an effect opposite the original vibration vector, 𝑂
⃑.
The angle the calibration mas should be moved is equal to the angle between 𝐶 and 𝑂

Calculate the angular location for the correction mass.

𝑚𝑐𝑜𝑟𝑟
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑ mils pp ∡ °

Note that the lag angle between the force, ⃑⃑⃑⃑⃑⃑⃑⃑⃑

𝑚𝑐𝑎𝑙 , and the response to the force, 𝐶 , is a
fixed angle for the given operating conditions. This relationship is the force-response
relationship for any imbalance force acting on the rotor system under the same
conditions. Using this knowledge, the balancing engineer can determine the location of
the heavy spot that caused the original imbalance, 𝑂 ⃑.

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Page 10 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

⃑ was located at
The original Heavy Spot that caused 𝑂 °.

The size of the correction mass can be calculated by using the knowledge captured
regarding the size of the calibration mass and the amplitude of the response. Since the
calibration mass caused the C vector and the desired response is equal and opposite
the O vector (assuming the calibration mass will be removed), a ratio can be used as
shown below.
|𝑚 𝑐𝑜𝑟𝑟 |
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑ ⃑⃑⃑⃑⃑⃑ |
|−𝑂
=
|𝑚 𝑐𝑎𝑙 |
⃑⃑⃑⃑⃑⃑⃑⃑⃑ |𝐶 |

Calculate the size of the correction mass and note it below along with the previously
calculated angle.
𝑚𝑐𝑜𝑟𝑟 =
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑ mils pp ∡ °
The influence vector, 𝐻⃑ , is the ratio of force to response for the given operating
conditions. It is an important characteristic of the machine response which should be
documented for the particular rotor speed and machine operating conditions. This
information should be saved for future reference.

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Machinery Diagnostics Student Manual, Revision 12 Page 11
Section 7 Single Plane Balance Response

The influence vector describes the behavior of the rotor system and has the following
characteristics:
• Includes the Sensitivity of the rotor response in amplitude/mass units
• Includes the Lag angle between the force and response
• Is independent of calibration weight
• Can be used for future balancing
• Should not change for the same operating conditions
The influence vector is calculated by dividing the C vector by the calibration mass
vector. When two vectors are divided, their magnitudes are divided, and their angles
are subtracted as shown below. A vector calculator may also be used if available.

⃑
𝐻 mils pp/g ∡ °

Since the influence vector includes both the sensitivity and lag angle due to a mass, it
can be used to directly calculate the correction mass. The N vector, 𝑁 ⃑ , is the vector
response created by a correction mass installed in a rotor system. Stated differently,
the N vector is the response that is desired to be created in the rotor system. If the
calibration mass is removed from the system, then 𝑁 ⃑ = −𝑂
⃑⃑⃑⃑⃑⃑ . If the calibration mass is
⃑ ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
not removed, then 𝑁 = −(𝑂 + 𝐶).
Knowing that the H vector is defined as shown below, the relationship can be used to
calculate a correction mass for the example.

𝐶 ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑅𝑒𝑠𝑝𝑜𝑛𝑠𝑒
⃑ =
𝐻 =
𝑚𝑐𝑎𝑙
⃑⃑⃑⃑⃑⃑⃑⃑⃑ ⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝐹𝑜𝑟𝑐𝑒

⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑅𝑒𝑠𝑝𝑜𝑛𝑠𝑒
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑ =
𝐹𝑜𝑟𝑐𝑒
𝐻⃑

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Page 12 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

The unknown force is the correction mass. The desired response is the N vector, equal
and opposite the O vector for the example. Therefore, the equation for calculating the
correction mass is as shown.

⃑
𝑁
𝑚𝑐𝑜𝑟𝑟 =
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
⃑
𝐻
𝑚𝑐𝑜𝑟𝑟
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑ mils pp ∡ °

Relating the Influence Vector to Dynamic Stiffness

Importantly, the Influence Vector is directly related to the Synchronous Dynamic
Stiffness discussed in the FSRR topic.

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Machinery Diagnostics Student Manual, Revision 12 Page 13
Section 7 Single Plane Balance Response

Balancing Assumptions
The balancing process is a relatively simple procedure in principle. However,
implementing the process in the field may not be as simple as it appears.
The following assumptions are made when balancing:
Repeatability (critical)
• The rotor system does not change from run to run.
• Influence vectors do not change while balancing.
Linearity
• With respect to balance weight size and location
Consistent Conditions
• Speed
• Load
• Thermal conditions
• Shutdown vs. startup
• Flow
Of these assumptions, the most critical is repeatability. If the rotor system is not
repeatable from run-to-run, balancing will not be successful.

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Page 14 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

Rotation CCW / CW Speed: RPM

⃑
𝑂 mils pp ∡ 𝑚𝑐𝑎𝑙
⃑⃑⃑⃑⃑⃑⃑⃑⃑ g∡

⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑
𝑂+𝐶 mils pp ∡ 𝐶 mils pp ∡

⃑
𝐻 mils pp/g ∡ 𝑚𝑐𝑜𝑟𝑟
⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑⃑ g∡

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Machinery Diagnostics Student Manual, Revision 12 Page 15
Section 7 Single Plane Balance Response

Weight Splitting

Desired Weight Actual Weight

Placement Placement

0° 90°
GRAPHICAL
EXAMPLE

270°
0 5 10
90° 180° = 10 oz•in20°
0 1.0 2.0 3.0
0°
4.0

Add Weight W1 at 0°
and W2 at 45°

180°
= 6.0 oz•in0°270°

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 Page 16 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

Weight Consolidation

Actual Weight Desired Weight

Placement Placement

90°

GRAPHICAL
EXAMPLE

0
90° 180° 0 1.0 2.0 3.0
0°
4.0 = 1.3 oz•in60°

= 2.1 oz•in130°

= +
270°

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 Machinery Diagnostics Student Manual
Section 7 Single Plane Balance Response Quiz

Quiz
1. Match the Influence Vector with the correct statement

Enter
letter
A. H = 5.3 mils/gram ∡ 14 ° The rotor is operating well
above the balance resonance.
B. H = 5.3 mils/gram ∡ 169 ° The rotor is operating well below
the balance resonance.
C. H = 3.3 μm/gram ∡ 87 ° The rotor is operating near the
balance resonance.

2. List at least two of four conditions that should be met when using the Influence Vector
to aid future balancing.
_________________________ _________________________
_________________________ _________________________
3. What does the O vector represent? ______________________________
4. What does the C vector represent? __________________________________

A single plane rotor kit is running at 3300 rpm X to Y (CCW) and has a compensated
response of 5 mil pp at 225 degrees. The rotor kit is stopped and a calibration weight of
0.5 grams is inserted at 45 degrees. The rotor kit is restarted and the compensated
response at 3300 rpm is 5.6 mil pp at 200 degrees.
Questions:
1. What is the response due to the calibration weight?

2. What is the Influence Vector for this machine at 3300 rpm?

3. Based on your knowledge of the Fundamental Synchronous Rotor Response, is

this rotor kit running well below, near, or well above its balance resonance?

4. What is the size and location of the correction mass that would balance this rotor
kit, once the calibration weight has been removed?

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Page 18 Machinery Diagnostics Student Manual, Revision 12
Section 7 Single Plane Balance Response

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