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Research Article
Effects of the Slot Harmonics on the Stator Current in
an Induction Motor with Bearing Fault
Received 27 October 2016; Revised 20 February 2017; Accepted 9 March 2017; Published 5 April 2017
Copyright © 2017 Xiangjin Song et al. This is an open access article distributed under the Creative Commons Attribution License,
which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
Bearing faults are the most frequent faults of induction motors. The current spectrum analysis is an easy and popular method for
the monitoring and detection of bearing faults. After a presentation of the existing fault models, this paper illustrates an analytical
approach to evaluate the effects of the slot harmonics on the stator current in an induction motor with bearing fault. Simple and
clear theoretical analysis results in some new current characteristic frequencies. Experimental tests with artificial bearing outer
raceway fault are carried out by measuring stator current signals. The experimental results by spectral analysis of the stator current
agree well with the theoretical inference.
Dc
d
D
the electromagnetic torque was subjected to minor variations
[6]. A rectangular pulse model was proposed by Cheng et al.
viewing the effect of bearing banded failures as a rectangular
pulse [15]. A new current eigenfrequencies expression was
Db
introduced by Ma et al. considering the IM carried with bear-
w
ing fault and inherent eccentricity [16]. The aforementioned Cage
Outer raceway
models, however, neglected rotor and stator slotting effects
which modify the valid airgap permeance. These techniques Figure 1: Typical structure of a rolling-element bearing with main
may lead to unreliable IM fault diagnosis. parameters.
In view of the advantages of the aforementioned models,
together with the effects of rotor and stator slotting, a
more comprehensive mathematical model is proposed in hard to represent by specific frequencies [22, 23]. In this
this paper based on rotating wave approach where airgap paper, only localized fault is studied.
flux density is determined by the product of permeance Localized faults can be usually divided into four cat-
and magneto-motive force waves. At last, the theoretical egories depending on the affected element, namely, outer
analysis is verified by bearing outer raceway fault detection raceway fault, inner raceway fault, ball fault, and cage fault.
and the experimental results are well in agreement with the The vibration characteristic frequencies of these faults, when
theoretical investigation. the outer raceway is stationary, are expressed as follows [20]:
The rest of the paper is constructed as follows. Section 2
gives a brief description of the structure and fault types of 𝑁𝑏 𝐷
𝑓of = 𝑓 (1 − 𝑏 cos 𝛽) ,
a rolling-element bearing. The proposed current character- 2 𝑟 𝐷𝑐
istics analysis theory is described in Section 3. Section 4
𝑁𝑏 𝐷
reports the experiment setup and the obtained results for 𝑓if = 𝑓 (1 + 𝑏 cos 𝛽) ,
testing the effectiveness of the proposed theory on a three- 2 𝑟 𝐷𝑐
(1)
phase induction motor with one healthy and one artificially 𝐷 𝐷 2
damaged bearing. Finally, some conclusions of this paper are 𝑓bf = 𝑐 𝑓𝑟 (1 − ( 𝑏 cos 𝛽) ) ,
𝐷𝑏 𝐷𝑐
summarized in Section 5.
1 𝐷
𝑓cf = 𝑓𝑟 (1 − 𝑏 cos 𝛽) ,
2. The Structure and Fault Types of 2 𝐷𝑐
a Rolling-Element Bearing
where 𝑓of is the outer raceway fault frequency, 𝑓if is the inner
The typical geometric structure of a rolling-element bearing raceway fault frequency, 𝑓bf is the ball fault frequency, 𝑓cf is
is shown in Figure 1. Rolling-element bearings are mainly the cage fault frequency, 𝑓𝑟 is the shaft rotational frequency,
composed of the outer and inner raceway, the ball elements, 𝑁𝑏 is the number of balls, 𝐷𝑏 is the ball diameter, 𝐷𝑐 is the
and the cage, which ensures the distances between the ball ball pitch diameter, and 𝛽 is the contact angle between a ball
elements uniformly. On ordinary conditions, bearing faults and the raceway.
can be separated into two types, that is, single-point (also If the bearings are with a number of rolling elements
called localized or cyclic) and generalized-roughness (also between 6 and 12, the outer and inner raceway fault frequen-
called distributed or noncyclic) faults [17]. Localized faults cies can be computed as follows [12]:
could be imagined as a small hole, a pit, or a missing piece
of material and they affect a localized region [13, 17]. When 𝑓of = 0.4𝑁𝑏 𝑓𝑟 ,
a localized defective bearing runs at a constant speed, a (2)
periodic impact between rolling elements and the raceway 𝑓if = 0.6𝑁𝑏 𝑓𝑟 .
is produced [6, 13]. The existence of such impulsive forces
gives rise to an increase in the vibration level [18, 19]. The In rolling-element bearing, the stationary ring (outer
characteristic frequencies of these vibrations rely on fault raceway in this case) fault happens first due to the stationary
location, bearing geometry, and operating speed [20, 21]. Not ring material in load area receiving more dynamic load cycles
alike localized faults, generalized-roughness faults greatly than other bearing components (e.g., the rotating ring and
worsen the entire area of a bearing element because of the rolling elements) [7]. Hence, the outer raceway faults are
absence of lubrication, erosion, or bearing pollution and are within the scope of investigations in this paper.
Mathematical Problems in Engineering 3
3. Current Characteristics Analysis Theory In the case of dynamic eccentricity, the length of the
airgap can be expressed as follows [27]:
In a typical induction motor, the dominant components
of stator current are the fundamental supply frequency, 𝑔de (𝜃, 𝑡) = 𝑔0 [1 − 𝛿de cos (𝜃 − 𝑤𝑟 𝑡)] , (7)
the eccentricity harmonics, the slot harmonics, and other
where 𝛿de is the dynamic eccentricity degree.
components including environmental noise [24, 25]. The
If Fourier series are developed, then,
models for bearing fault detection proposed by Blödt et al.
are limited that the rotor is perfectly centered when there is +∞
1
no contact between a ball and the defect [13]. The new current = ∑ 𝛿𝑛se cos (𝑛se 𝜃) ,
1 − 𝛿se cos (𝜃) 𝑛se =0
eigenfrequencies expression considering the IM carried with
(8)
bearing fault and inherent eccentricity was introduced by +∞
1
Ma et al. [16]. However, the other prime components of = ∑ 𝛿𝑛de cos (𝑛de 𝜃 − 𝑛de 𝑤𝑟 𝑡) .
stator current, namely, the slot harmonics, are ignored. In 1 − 𝛿de cos (𝜃 − 𝑤𝑟 𝑡) 𝑛de =0
this section, a more comprehensive mathematical model is
proposed, accounting for stator and rotor slot harmonics, The airgap length of an ideal motor with bearing outer
airgap eccentricity harmonics, and bearing outer raceway raceway fault can be described as follows [13]:
fault harmonics. Some new current characteristic frequencies +∞
𝑛of
are discovered around the rotor slot harmonics and can be 𝑔of (𝜃, 𝑡) = 𝑔0 [1 − 𝑒 cos (𝜃) ∑ 𝛿 (𝑡 − )] , (9)
used for bearing fault detection. 𝑛of =−∞ 𝑓of
The airgap permeance, accounting for stator and rotor where 𝑒 is the eccentric degree because of the outer raceway
slotting, can be approximated, expressed as follows [26]: fault and 𝛿(𝑡 − 𝑛of /𝑓of ) is Dirac function.
𝛿𝑠 (𝜃, 𝑡) 𝛿𝑟 (𝜃, 𝑡) When the Dirac function is expressed as a complex
𝑃 (𝜃, 𝑡) = , (3) Fourier series, (9) can be represented as follows:
𝑔 (𝜃, 𝑡)
+∞
where 𝑔(𝜃, 𝑡) is the radial airgap length taking into account 𝑔of (𝜃, 𝑡) = 𝑔0 [1 − ∑ 𝑒𝑐𝑛of cos (𝜃 ± 𝑛of 𝑤of 𝑡)] , (10)
bearing fault and inherent eccentricity and 𝑛of =0
+∞
where 𝑐𝑛of = 𝑓of ∀𝑛of and 𝑤of = 2𝜋𝑓of .
𝛿𝑠 (𝜃, 𝑡) = ∑ 𝛿𝑛𝑠 cos (𝑛𝑠 𝑆𝜃) (4)
𝑛𝑠 =0
In order to simplify the airgap permeance coefficient, the
fraction 1/(1 − 𝑥) = 1 + 𝑥 + 𝑥2 + 𝑥3 + ⋅ ⋅ ⋅ ≈ 1 + 𝑥 (for |𝑥| < 1)
is the permeance of airgap with restriction of a slotted stator is used. The condition |𝑥| < 1 is constantly met because
and a smooth rotor and the degree of eccentricity confirmed |𝑒| < 1 to prevent any
+∞ contact between the rotating rotor and nonrotating stator.
𝛿𝑟 (𝜃, 𝑡) = ∑ 𝛿𝑛𝑟 cos (𝑛𝑟 𝑅𝜃 − 𝑛𝑟 𝑅𝑤𝑟 𝑡) (5) Then the airgap permeance with bearing outer raceway fault
𝑛𝑟 =0 can be obtained
is the permeance of airgap with restriction of a slotted rotor 1
𝛿of (𝜃, 𝑡) =
and a smooth stator. 𝑔of (𝜃, 𝑡)
𝑆 and 𝑅 are the number of stator and rotor slots, 𝑤𝑟 +∞ (11)
is the rotor mechanical rotational speed, 𝜃 is the angular = 𝛿0 + ∑ 𝛿𝑛of cos (𝜃 ± 𝑛of 𝑤of 𝑡) ,
position referring to stator, 𝛿𝑛𝑠 and 𝛿𝑛𝑟 are the amplitudes of 𝑛of =0
permeance related to the stator and rotor slots effects, 𝑛𝑠 and
𝑛𝑟 are any integer, and 𝑡 is the time. Hereafter, 𝑛 represents where 𝛿0 = 1/𝑔0 and 𝛿𝑛of = 𝑒𝛿0 𝑐𝑛of ∀𝑛of .
any integer. The airgap length for the induction motor with bearing
In the following text, after the explicit mathematical outer raceway fault and mixed eccentricity can thus be
derivation process of the airgap permeance and the airgap represented as follows [16]:
flux density, some new characteristic frequencies which can 𝑔 (𝜃, 𝑡) = 𝑔0 (1 − 𝛿se cos 𝜃) [1 − 𝛿de cos (𝜃 − 𝑤𝑟 𝑡)]
be used for bearing outer raceway fault detection around the
rotor slot harmonics are obtained. +∞ (12)
Under ideal condition, the airgap length in a machine is ⋅ [1 − ∑ 𝑒𝑐𝑛of cos (𝜃 ± 𝑛of 𝑤of 𝑡)] .
constant. However, due to unsuitable assembling and man- 𝑛of =0
ufacturing process, an inherent level of static and dynamic A good approximation for the airgap permeance which
eccentricity tends to coexist. In the case of static eccentricity, takes into account the mixed eccentric motor with bearing
by assuming a smooth stator and rotor surface, the length of outer raceway fault is given by
the airgap can be expressed as follows [27]:
+∞ +∞
1
𝑔se (𝜃) = 𝑔0 (1 − 𝛿se cos 𝜃) , (6) 𝛿 (𝜃, 𝑡) = = 𝛿0 ∑ ∑ 𝛿𝑛se ,𝑛de
𝑔 (𝜃, 𝑡) 𝑛se =0 𝑛de =0
where 𝑔0 is the airgap length in an induction motor under
ideal condition and 𝛿se is the static eccentricity degree. ⋅ cos {(𝑛se ± 𝑛de ) 𝜃 − 𝑛de 𝑤𝑟 𝑡}
4 Mathematical Problems in Engineering
+∞ +∞ +∞
Then taking into account the interaction of stator and
+ ∑ ∑ ∑ 𝛿𝑛se ,𝑛de ,𝑛of
rotor slot harmonics, airgap eccentricity harmonics, and
𝑛se =0 𝑛de =0 𝑛of =0
bearing outer raceway fault harmonics, the permeance of the
⋅ cos {(𝑛se ± 𝑛de ± 1) 𝜃 − (𝑛de 𝑤𝑟 ± 𝑛of 𝑤of ) 𝑡} . airgap could be written as follows:
(13)
Only the stator magneto-motive force (MMF) is taken can also arise around the rotor slot harmonics when consid-
into account and, neglecting skew, it can be represented by ering not only the slot harmonics but also mixed eccentricity
in an induction motor with bearing fault. These new bearing
+∞ +∞
outer raceway characteristic frequencies have not been found
𝐹tot (𝜃, 𝑡) = ∑ ∑ 𝐹𝑛𝜃𝑓 ,𝑛𝑤𝑓 cos (𝑛𝜃𝑓 𝑝𝜃 − 𝑛𝑤𝑓 𝑤1 𝑡) , (15) in the aforementioned papers. It should be possible to
𝑛𝜃𝑓 =1 𝑛𝑤𝑓 =−∞
detect these characteristic frequencies by analyzing the stator
current spectrum.
where 𝐹 is the amplitude of stator MMF and 𝑤1 is the
electrical supply frequency.
Then the airgap flux density, deduced from the product of 4. Experimental Results
the permeance (14) and MMF (15), can be given by
To assess the effectiveness of the proposed techniques for
IM bearing fault detection, a series of comparisons have
𝐵 (𝜃, 𝑡) = ∑ 𝐵𝑚𝑒 ,Ω𝑒 cos (𝑚𝑒 𝜃 − Ω𝑒 𝑡)
been conducted between the spectrum of the stator current
𝑚𝑒 ,Ω𝑒
(16) in healthy and faulty cases. In a rolling-element bearing,
+ ∑ 𝐵𝑚𝑓 ,Ω𝑓 cos (𝑚𝑓 𝜃 − Ω𝑓 𝑡) , artificially produced defect is introduced by simply drilling a
𝑚𝑓 ,Ω𝑓 hole in the outer raceway to simulate a localized fault, which
is similar to other literatures [9–12].
where This section is divided into two parts: first, an overview
of the experiment test rig is presented, and then the proposed
𝑚𝑒 = 𝑛𝑠 𝑆 ± 𝑛𝑟 𝑅 ± 𝑛se ± 𝑛de ± 𝑛𝜃𝑓 𝑝, techniques are verified offline using stator current signals for
bearing outer race fault detection.
Ω𝑒 = (𝑛𝑟 𝑅 ± 𝑛de ) 𝑤𝑟 ± 𝑛𝑤𝑓 𝑤1 ,
(17) 4.1. Test Rig. Schematic diagram of the experiment setup used
𝑚𝑓 = 𝑛𝑠 𝑆 ± 𝑛𝑟 𝑅 ± 𝑛se ± 𝑛de ± 𝑛𝜃𝑓 𝑝 ± 1,
in this paper is shown in Figure 2. The rated data of the
Ω𝑓 = (𝑛𝑟 𝑅 ± 𝑛de ) 𝑤𝑟 ± 𝑛of 𝑤of ± 𝑛𝑤𝑓 𝑤1 . used induction motor are given in Table 1. The induction
motor is mechanically coupled to a DC machine, which
Then, the change in the flux density distribution results in feeds an external resistor bank. The motor can be identically
the current having harmonics as follows: loaded at different speed from zero to rated load by adjusting
the field voltage of the DC machine. Both machines are
𝑓𝑒 = (𝑛𝑟 𝑅 ± 𝑛de ) 𝑓𝑟 ± 𝑛𝑤𝑓 𝑓1 , (18) fixed on a steel plate test bench resting on a cement floor.
A photoelectric speed sensor (SZGB-6) is used to measure
𝑓𝑓 = (𝑛𝑟 𝑅 ± 𝑛de ) 𝑓𝑟 ± 𝑛of 𝑓of ± 𝑛𝑤𝑓 𝑓1 . (19) the shaft speed. As the used National Instrument Data
Acquisition (NI DAQ 6216) card accepts only voltage signal
The models for bearing fault detection proposed by with maximum amplitudes of ±10 V, JLB-21 Hall current
Blödt et al. show that bearing outer raceway characteristic sensor is used to gather the current signal first, and then the
frequencies |𝑓1 ± 𝑛of 𝑓of | can be obtained in the stator current acquired current signal is converted to proportional voltage
spectrum. The current eigenfrequencies expression |𝑓1 ± signals by conditioning circuit. A PC equipped with DAQ
𝑛de 𝑓𝑟 ± 𝑛of 𝑓of | was introduced by Ma et al. considering the card through a USB cable is used to store them in the memory.
IM carried with bearing fault and inherent eccentricity. From A picture of the experimental setup is shown in Figure 3.
(19), we can see that the new bearing outer raceway charac- The induction machine has two CU6206RZ type bearings
teristic frequencies |𝑓1 ± 𝑛of 𝑓of ± (𝑛𝑟 𝑅 ± 𝑛de )𝑓𝑟 | (with 𝑛𝑟 ≠ 0) (single row and deep groove ball bearings) with a width of
Mathematical Problems in Engineering 5
Nominal power 3 kW
Nominal rated voltage 380 V
Nominal rated current 6.8 A
Frequency 50 Hz
Pole pairs 2
Stator slots 36
Rotor slots 32
Stator winding connection Y
Condition Data
circuit acquisition
Resistor
Induction
bank
motor DC
×10−3
4
3.5
3
Amplitude (V)
f1 − fr
2.5
f1 + fr
f1
2
1.5
1
3f1
f1 + 2fr
f1 + 3fr
f1 + 5fr
0.5
0
0 50 100 150 200
Frequency (Hz)
×10−4 ×10−4
2 2
Amplitude (V)
Amplitude (V)
1 1
0 0
134 135 136 137 138 158 159 160 161 162
Frequency (Hz) Frequency (Hz)
(a)
−3
×10
4
3.5
3
f1 − fr
f1 + fr
f1 + 2fr
Amplitude (V)
f1 + 4fr
3f1
2.5
f1
f1 + 3fr
|f1 − 4fr |
|f1 − 5fr |
|f1 − 3fr |
2
f1 + 5fr
1.5
|f1 − 6fr |
|f1 − 2fr |
1
f1 + fr + fo
f1 + 6fr
|f1 − 7fr |
f1 + fo
|f1 − 8fr |
0.5
3f1 + fr
0
0 50 100 150 200
Frequency (Hz)
×10−4 ×10−4
2 2
Amplitude (V)
Amplitude (V)
f1 + fo
f1 + fr + fo
1 1
0 0
134 135 136 137 138 158 159 160 161 162
Frequency (Hz) Frequency (Hz)
(b)
Figure 5: Comparison of stator current spectrums with 50 Hz supply frequency around fundamental frequency region between healthy IM
and IM with outer raceway defect: (a) healthy IM and (b) IM with a bearing outer raceway defect.
Mathematical Problems in Engineering 7
×10−3
3
2.5
Amplitude (V) 2
1.5
|3f1 − Rfr |
f1 + Rfr
1
13f1
0.5
17f1
|f1 − Rfr |
15f1
0
600 650 700 750 800 850 900
Frequency (Hz)
Amplitude (V)
Amplitude (V)
1 1 1 1
0 0 0 0
625 626 627 628 629 724 726 728 730 732 773 774 775 776 777 872 873 874 875 876
Frequency (Hz) Frequency (Hz) Frequency (Hz) Frequency (Hz)
(a)
−3
×10
3
2.5
|3f1 − Rfr |
2
Amplitude (V)
1.5
|f1 − (R − 1)fr − fo |
f1 + (R − 1)fr + fo
1
f1 + Rfr
|f1 − Rfr + fo |
|3f1 − (R + 1)fr |
f1 + Rfr − fo
13f1
|3f1 − (R + 2)fr |
f1 + (R − 1)fr
0.5
17f1
|f1 − Rfr |
15f1
0
600 650 700 750 800 850 900
Frequency (Hz)
Amplitude (V)
Amplitude (V)
Amplitude (V)
|f1 − Rfr + fo |
f1 + Rfr − fo f1 + (R − 1)fr + fo
1 1 1 |f1 − (R − 1)fr − fo | 1
0 0 0 0
625 626 627 628 629 724 726 728 730 732 773 774 775 776 777 872 873 874 875 876
Frequency (Hz) Frequency (Hz) Frequency (Hz) Frequency (Hz)
(b)
Figure 6: Comparison of stator current spectrums with 50 Hz supply frequency around PSHs region between healthy IM and IM with outer
raceway defect: (a) healthy IM and (b) IM with a bearing outer raceway defect.
8
Table 2: The experimental results of healthy and faulty motors under several different load conditions.
State 𝑓𝑟 𝑓𝑜 𝑓1 + 𝑓𝑜 𝑓1 + 𝑓𝑟 + 𝑓𝑜 𝑓1 − 𝑅𝑓𝑟 + 𝑓𝑜 𝑓1 + 𝑅𝑓𝑟 − 𝑓𝑜 𝑓1 − (𝑅 − 1)𝑓𝑟 − 𝑓𝑜 𝑓1 + (𝑅 − 1) 𝑓𝑟 + 𝑓𝑜
Calculated/Hz 135.9279 159.7779 627.2721 727.4079 775.1421 875.2779
Fault 23.8500 85.8600 Estimated/Hz 135.9463 159.6451 626.4210 727.1767 774.5743 874.6624
Amplitude/dB −66.9323 −69.9651 −72.6639 −74.7578 −77.3310 −73.2667
Health 23.8500 — Amplitude/dB −76.2459 −77.6033 −81.5884 −82.4756 −82.0215 −82.0451
Calculated/Hz 136.3437 160.3092 630.5523 730.6881 779.1384 879.2742
Fault 23.9655 86.2758 Estimated/Hz 136.3277 160.1696 629.2343 730.6576 777.1015 878.1433
Amplitude/dB −67.8734 −75.5752 −77.3139 −78.9183 −81.8125 −77.7823
Health 23.9655 — Amplitude/dB −79.1248 −84.4931 −85.4721 −85.9430 −85.1713 −85.4535
Calculated/Hz 136.7944 160.8851 634.1080 734.2438 783.4703 883.6061
Fault 24.0907 86.7265 Estimated/Hz 136.7569 160.6941 633.7643 733.6617 783.1097 882.5779
Amplitude/dB −66.9565 −80.2746 −77.7492 −78.7337 −81.7378 −77.8168
Health 24.0907 — Amplitude/dB −84.4098 −85.5045 −85.3693 −85.1180 −85.2143 −85.2862
Calculated/Hz 137.1807 161.3787 637.1553 737.2911 787.1829 887.3187
Fault 24.1980 87.1128 Estimated/Hz 137.1384 161.2186 637.2929 736.4750 788.3072 888.9675
Amplitude/dB −70.0095 −77.2724 −77.8660 −79.1447 −81.7262 −78.4580
Health 24.1980 — Amplitude/dB −78.0160 −82.9799 −85.0438 −85.4245 −85.2521 −85.6223
Mathematical Problems in Engineering
Mathematical Problems in Engineering
Table 3: The average and standard deviation values of fault frequency components under three different load conditions (/Hz).
State 𝑓𝑟 𝑓𝑜 𝑓1 + 𝑓𝑜 𝑓1 + 𝑓𝑟 + 𝑓𝑜 𝑓1 − 𝑅𝑓𝑟 + 𝑓𝑜
𝑓1 + 𝑅𝑓𝑟 − 𝑓𝑜 𝑓1 − (𝑅 − 1)𝑓𝑟 − 𝑓𝑜
𝑓1 + (𝑅 − 1) 𝑓𝑟 + 𝑓𝑜
Calculated 135.9279 159.7779 627.2721 727.4079 775.1421 875.2779
Fault 23.8500 85.8600 Average value 135.9384 159.6292 627.1203 727.4466 774.6935 875.4969
Standard deviation 0.0359 0.0718 0.4097 0.7135 0.3501 0.9974
Calculated 136.3437 160.3092 630.5523 730.6881 779.1384 879.2742
Fault 23.9655 86.2758 Average value 136.3744 160.2650 630.0769 729.7913 779.9864 880.0586
Standard deviation 0.1626 0.3358 0.5213 0.5148 0.6060 0.8409
Calculated 136.7944 160.8851 634.1080 734.2438 783.4703 883.6061
Fault 24.0907 86.7265 Average value 136.7648 160.7179 634.2332 734.4882 782.8474 883.2693
Standard deviation 0.0925 0.0261 0.7259 0.4272 0.7084 0.4389
9
10 Mathematical Problems in Engineering
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