Velocity Displacement Accelearation

11/16/2017 Calculating Velocity Or Displacement From Acceleration
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 Adrian Lincoln  October 5, 2007  signal processing, Top Ten
Articles of 2012  17 Comments
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It is quite straightforward to apply “classical” integration techniques
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for calculating velocity time histories from acceleration time histories copy of the
or the corresponding displacement time history from a velocity time Noise &
history. The standard method is to calculate the area under the curve Vibration
of the appropriate trace. If the curve follows a known deterministic
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ment
function then a numerically exact solution can be found; if it follows a Handbook
non-deterministic function then an approximate solution can be
found by using numerical integration techniques such as rectangular
or trapezoidal integration. Measured or digitized data falls in to the
latter category. However, if the data contains even a small amount of Sign up for our
low frequency or DC offset components then these can often lead to newsletter
misleading (although numerically correct) results. The problem is not
caused by loss of information inherent in the digitisation process;
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neither is it due to the effects of amplitude or time quantisation; it is
in fact a characteristic of integrated trigonometric functions that their
amplitudes increase with decreasing frequency.
Mathematical Background subscribe
Consider a single sinusoid of amplitude A and frequency f. This can

be represented mathematically as
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The inde nite integral of this waveform is given by 

http://blog.prosig.com/2007/10/05/calculating-velocity-or-displacement-from-acceleration-time-histories/ 1/14
A Simple Frequency
From this one can see that the amplitude of the oscillatory Response Function
component is inversely proportional to the frequency: as the
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frequency increases the amplitude decreases. This can be
Floor & Dynamic
demonstrated graphically as follows. One could generate a digital
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sinewave of unity amplitude and frequency 10Hz. The resultant
waveform and the integral of this waveform are shown in gures 1 Converting
and 2. Acceleration, Velocity
& Displacement
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Test Or Hammer
Impact Test?
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Vibration : Measure
Acceleration, Velocity
or Displacement?
Figure 1: 10Hz Sinewave
Figure 2: 10Hz Sinewave (Integrated)

Figure 3: 1Hz Sinewave 1Hz
Figure 4: 1Hz Sinewave (Integrated)
If one now compares the 10Hz results with those from a sinusoid of
the same amplitude but with a lower frequency of 1Hz (as shown in
gures 3 and 4) then it is immediately apparent that the integrated
1Hz signal is more than 10 times larger than that of the 10Hz signal.
When the two waveforms are added together the results in gures 5
and 6 are obtained. As can be clearly seen the low frequency behavior
dominates the integrated output and the oscillatory characteristic of
the original waveform is no longer present in the integrated
waveform.

Figure 5: Summed Sinewaves (1Hz + 10Hz)
Figure 6: Summed Sinewaves (Integrated)
Figure 7: Inverted Summed Sinewaves (1Hz + 10Hz)

Figure 8: Inverted Summed Sinewaves (Integrated)
Not only is the amplitude of the low frequency component important

but the phase is also crucial because it can have a signi cant effect
on the gross shape of the integrated output. An inspection of all the
integrated output waveforms shown above reveals that instead of
being bipolar like the inputs they are all predominantly positive. This is
a consequence of the phase of the sinewave input signals being zero.
If instead the starting phases were delayed by 180 degrees then the
outputs would be predominantly negative as shown in gures 7 and
8.
O set E ects
If one next considers what happens when there is a (DC) offset
present in the input signal. If the offset has a positive amplitude k
then
The inde nite integral of this waveform is given by
which is a ramp of increasing slope proportional to the magnitude

(and sign) of k. In the same way that low frequencies can dominate
the shape of an integrated waveform, the presence of even a small
DC offset can completely alter the structure and magnitude of an
integrated signal as seen in the following example.
An engine vibration example


The data in the graph shown in gures 9 is a measured acceleration

signal taken from a transducer mounted on an engine. If this signal is
integrated without modi cation then the resultant velocity waveform
looks like that in gure 10 with the large increasing ramp obviously
caused by spurious DC or low frequency contributions.
Figure 9: Engine vibration acceleration
Figure 10: Engine vibration velocity (Integrated)

Figure 11: Engine vibration acceleration after high pass

ltering
Figure 12: Engine vibration velocity after high pass

ltering (Integrated)
If, however, the acceleration signal is high pass ltered at 5Hz then
the resultant waveform still looks essentially the same as can be
observed in gure 11. When the ltered signal is integrated, however,
the resultant velocity waveform now looks like that in gure 12 and it
clearly exhibits a more plausible form of oscillatory behavior.
Choice of high pass cut-o

frequency
Commercially available analog vibration integrators typically choose
high pass cut-off frequencies of 5Hz for Velocity and 10Hz for 
Acceleration. This is in the context of an expected analysis range of

10KHz, which means that as a proportion of the working range the
lters are set to be less than or equal to 0.05% and 0.01%
respectively. With Prosig’s DATS the user has much greater exibility
of choice of cut-off frequency, a fact that becomes increasingly
important with signals that have low frequency bandwidths. If
possible, it is preferable to choose a low-pass cut-off frequency that
is no greater than 50% of the lowest frequency of interest; for
example, when analyzing down to 6Hz the cut-off frequency should
be set to 3Hz with a cut-off rate of at least 4 passes (8-poles).
Normally, lters with Butterworth characteristics are used for both pre
and post ltering, but others such as Tchebysheff can also be used
although the user should be aware that the cut-off rates vary from
lter to lter.
Pre and Post ltering

The concept of post ltering (after integration) was raised in the
previous section. This is sometimes necessary to remove residual
low frequencies / DC Offsets that sometimes appear after a signal
has been integrated. (as in the engine vibration example illustrated
above). The standard practice is to apply the same post lter as the
pre lter.
Validation of Integration method

In order to verify that the combined lter+integration procedure gives
the right result, it is useful to be able to validate the results using a
deterministic input signal whose integral can be mathematically
predicted. This can be easily carried out using the in-built signal
generation facilities within DATS. For example, if one generates a
sinusoid of amplitude 3.0, frequency of 10Hz with a sample rate of
1024 sample/sec, when this is integrated it should produce a cosine
of amplitude . The corresponding value
when calculated from the synthesized waveform using DATS gives an
answer (after stabilization) of 0.04771 which represents an error of
less than 0.1%.
Bio Latest Posts
Adrian Lincoln
Sound & Vibration Signal Processing Analyst at Prosig 
Adrian Lincoln is Signal Processing Technology

Manager at Prosig Ltd and has responsibilities
for signal processing applications, training and
consultancy. He was formerly a Research Fellow
at the Institute of Sound & Vibration Research
(ISVR) at Southampton University. He is a
Chartered Engineer and member of the British
Computer Society and Institute of Mechanical
Engineers.
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differentiation, displacement, engine, indefinite integral, integration,
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velocity
← Sound Steering Orders v Time – Comparing Overall Levels →
17 thoughts on “Calculating
Velocity Or Displacement From
Acceleration Time Histories”
1. Abdul Hameed. H 
February 14, 2009 at 8:20 am

This is a simple and solid material for referenceing. Well
done!
 Reply
2. rhen
January 15, 2010 at 12:22 am
sec x tan x dx/ sec x – 1
 Reply
3. Siva Srinivas Kolukula

Very good one to refer………………It was helpful for me…It cleared
my doubts…….great work
Thanks a lot……..
 Reply
4. Madson Ferrari
March 22, 2010 at 3:00 pm
the article are really very useful for me and I am using the
method day by day. By the way, If possible I’d like to recommend,
a detailed view of how to choose the correct lter frequency
based on the acceleration histories. I think that is very important
because the lter change the displacements results signi cantly.
I think that a PSD analysis should be useful to choose the
appropriated lter frequency
 Reply
5. David Ensor
June 23, 2010 at 8:34 am
Not quite the whole story, an arbritrary use of 5 hz is ‘normal’
practice, but only where whole body modes are of less concern.
There are other more rigorous methods that can optimise the
‘ ltering’ to ensure we maximise the frequencies content of the
resultant integrals (velocity and displacemnt).
Remember a also that any integral forms a family of results with
vairaible offsets.
Most success can be useb my removing the rolling mean value
(variable frequency by default) to remove the nominal means 
along the lengths of the time series. Incidentlally this process

also works in the distance domain.
I have a series of lectures and technical papers available for this
if required.
 Reply
A. Bowei
August 30, 2016 at 4:43 am
Dear David,
Although it was clearly discussed above, I am still confused
about how to choose an optimal cut-off frequency. So
would you kindly please send we a copy of lectures and
papers you mentioned? Thanks
 Reply
6. poyan
June 28, 2010 at 11:55 am
Dear David Ensor
I need the Lectures and technical paper you have mentioned
above. Could you please do a favor and send a copy of them for
me; Email: poya_500@yahoo.com
 Reply
7. Ammar
September 20, 2010 at 6:31 am
Dear David,
I am also interested to your lectures and technical paper as

mentioned. Appreciate if you could email to
amco84@yahoo.com. Thanks.
 Reply
8. Sameer
November 6, 2010 at 5:34 am
Dear David Ensor
I need the Lectures and technical paper you have mentioned
above. Could you please do a favor and send a copy of them for
me; Email: sameerahmed0007@gmail.com. Thanks.
 Reply 
9. Neskko
January 11, 2011 at 1:21 pm
Very nice and understandable explanation for a lot of troubles…
Dear David,
I am really interested in this matter. I would appreciate if you
send me your technical papers and lectures.
My mail is nesko.kontic@yahoo.com
 Reply
10. David Ensor

March 28, 2011 at 10:09 pm
Did not expect to have this interest.
Cannot send out training lecture notes – they are compnay
copyright.
Try searching back via web site … or
http://www.mscsoftware.com/support/library/conf/auto00/p05
500.pdf
http://www.mira.co.uk/Services/documents/VPGPaper.pdf
http://www.mira.co.uk/News/TechBook%20Stories/DesignedFor
Life.pdf
David E
 Reply
11. Philippe Hamsand

July 14, 2011 at 6:55 am
Has anyone give me a hint how to write a proper Matlab script
for “omega arithmetic”-based integration
 Reply
12. Aftab A. Farooqi

April 18, 2012 at 10:23 am
I got the information about integeration technique to nd velocity
from acceleration; what would be the situation to get
dislacement through integration of velocity/
 Reply

13. Adrian Lincoln Post author
April 19, 2012 at 10:48 am

The procedure for calculating displacement from velocity is
exactly the same as calculating velocity from acceleration – so
to go from acceleration to displacement requires two stages of
processing.
 Reply
14. Anoop K K
I have followed the method for validation of integration, But the
amplitude showing is typically double of that value, also it is not
showing the negative amplitude. Why it is like this?????/
 Reply
15. Jamie
October 18, 2015 at 7:30 am
If I want to convert from displacement to velocity, do I still use a
high pass lter?? And if power lines of 50 hz affects my signal
what cut off will be suitable?
 Reply
A. Adrian Lincoln Post author
October 19, 2015 at 12:57 pm

You only need a high pass lter if you are integrating not
differentiating (to remove DC drift). To remove 50Hz
interference it would normally be better to use a notch lter
before converting from displacement to velocity. If you use
a high pass lter instead of a notch lter then you are also
throwing away potentially useful information below 50Hz.
 Reply
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11/16/2017 Calculating Velocity Or Displacement From Acceleration

Prosig Noise & Vibration Blog 

Home Who Are We? Contact Us Index

Calculating Velocity Or Search

Mathematical Background subscribe

Consider a single sinusoid of amplitude A and frequency f. This can

The inde nite integral of this waveform is given by 

Figure 1: 10Hz Sinewave

Figure 2: 10Hz Sinewave (Integrated)

Figure 3: 1Hz Sinewave 1Hz

Figure 4: 1Hz Sinewave (Integrated)

Figure 5: Summed Sinewaves (1Hz + 10Hz)

Figure 6: Summed Sinewaves (Integrated)

Figure 7: Inverted Summed Sinewaves (1Hz + 10Hz)

Figure 8: Inverted Summed Sinewaves (Integrated)

Not only is the amplitude of the low frequency component important

The inde nite integral of this waveform is given by

which is a ramp of increasing slope proportional to the magnitude

An engine vibration example

The data in the graph shown in gures 9 is a measured acceleration

Figure 9: Engine vibration acceleration

Figure 10: Engine vibration velocity (Integrated)

Figure 11: Engine vibration acceleration after high pass

Figure 12: Engine vibration velocity after high pass

Choice of high pass cut-o

Acceleration. This is in the context of an expected analysis range of

Pre and Post ltering

Validation of Integration method

Bio Latest Posts

Adrian Lincoln is Signal Processing Technology

Share 3 Share 3 Tweet  More

Converting Vibration : Measure How Do I Convert

 acceleration, amplitude, area under the curve, DATS, DC offset,

← Sound Steering Orders v Time – Comparing Overall Levels →

February 14, 2009 at 8:20 am

3. Siva Srinivas Kolukula

along the lengths of the time series. Incidentlally this process

I am also interested to your lectures and technical paper as

10. David Ensor

11. Philippe Hamsand

12. Aftab A. Farooqi

13. Adrian Lincoln Post author

April 19, 2012 at 10:48 am

A. Adrian Lincoln Post author

October 19, 2015 at 12:57 pm

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