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The state of the art in condition monitoring of induction motor most common method is to use vibration sensors to monitor the
uses wired sensors, usually of a single modality, to track faults, vibration of the bearings [20], [27][29].
which is mostly done offline. The installation and maintenance Widodo et al. used a low-speed bearing test rig to stimulate
of these sensors usually increase the motor downtime and cost different bearing faults [20]. They used acoustic emission and
more than the sensors themselves. vibration signals to train a SVM. Frosini and Bassi extended
Wireless sensor networks (WSN) are becoming a more fea- the bearing fault conditions to corrosion in bearings. They used
sible monitoring option because they are small and lightweight, stator current and efficiency of the induction motor for fault
and hence, can be placed in limited spaces. They can be mounted detection purposes [27]. Zhang et al. extracted entropy related
on moving parts, thus, eliminating the need for flexible connec- features from vibration data [28]. They used a multiscale en-
tors, slip rings, etc. tropy method, which in comparison to regular entropy methods,
Recently, WSN have been developed for motor condition provides additional information on nonlinear dynamics of the
monitoring [4], [23][26]. However, most of these works aimed rotating components and coupling effects between these compo-
to detect motor failure rather than the root of fault. For instance, nents. Onel and Benbouzid used Park and Concordia transform
Lima-Filho et al. [25] developed an embedded WSN, which to detect bearing related failures [29].
determine the motor efficiency through local computation on Most of these bearing fault analyses are based on the single
WSN and transmit the conditioned signal to the base node. point defects on the bearing, which occur at a relatively severe
In general, the main challenge in developing WSN for con- stage of bearing failure. Based on its location, a single point
dition monitoring is data loss, which is intrinsic to wireless defect can lead to a specific vibration frequency as follows [30]:
communication systems. Despite, the new advances in wireless
communication and data imputation, data delivery rate is still nfr (D d cos )
fv o = (1)
imperfect in harsh industrial environment. Therefore, it is es- 2D
sential to have a robust detection algorithm which can rely on nfr (D + d cos )
a fewer number of information packet and is also computation- fv i = (2)
2D
ally inexpensive [26]. In the latter case, the classified data are 2
transmitted instead of whole stream of measured data. D d
fv b = 1 cos fr . (3)
In this paper, a multisensor fusion framework is implemented d D
on a wireless sensor node to detect multiple motor malfunc-
tion. This paper emphasizes detailed diagnosis of the causes of Another method of detecting bearing faults can be obtained
the fault condition due to various bearing failure and air-gap by noting that bearing vibration typically leads to variations in
eccentricity. Detection of progress of fault is also studied by the motor torque which is related to the current drawn by the
considering the simultaneous faults. motor. Thus, the current harmonics at the specific frequencies
The main focus of the paper is to present a computationally will be affected by bearing vibration. The current spectrum can
inexpensive method which can detect the presence and type of also be used to detect bearing failures as follows:
malfunction in induction motors. The rest of the paper is orga-
fcurrent = fs kfc . (4)
nized as follows: Section II provides background information on
bearing and air-gap fault detections. Materials, methods, and ex- The current spectrum includes information from other motor
perimental studies are described in Section III. Data analysis, in- malfunctions such as load oscillation, broken rotor bar, and
cluding feature generation/selection, is described in Section IV. rotor eccentricity. These extraneous sources can be removed by
Section V described the classification method used in this study. different methods such as Wiener filter-based noise cancellation
Finally Section VI present and discuss the experimental results. [31] and statistical approaches [32].
ESFAHANI et al.: MULTISENSOR WIRELESS SYSTEM FOR ECCENTRICITY AND BEARING FAULT DETECTION IN INDUCTION MOTORS 3
Fig. 2. Eccentricity (a) axis of rotation (AOR) is translated (b) tilted AOR.
Fig. 1. (a) Damaged bearings. (b) Bearings replacements for eccentricity.
The effects of air-gap eccentricity are studied by replacing
High-frequency components of interest can be described by one or both of the bearings in the motor housing by modi-
fied bushings shown in Fig. 1(b). In this figure, bearings with
(1 s) off-centered outer bushing cause static eccentricity. The offset
fH E = (kR nd )fs (5)
p causes an uneven air-gap length between the rotor and the stator
where k is an integer and nd = 0 for static eccentricity and nd = as shown in Fig. 2. Different values of offsets create different
1, 2, or 3 for dynamic cases [18]. Furthermore, if both static and air-gap lengths. Moreover, replacing the bearings can be done
dynamic eccentricities exist together, the case in most air-gap in two different ways: keeping the thicker part of both bushes in
related failures, there will be low-frequency components near the same direction or in opposite directions. The rotors axes of
the fundamental frequency, which can be expressed by rotation will be more translated and less tilted when the thicker
parts of the bearings are in the same direction and vice versa for
fL E = fs kfr . (6) the opposite direction as shown in Fig. 2.
In case of mixed eccentricity, low-frequency component can Ten conditions of air-gap eccentricity (both static and dy-
also be detected in the stator vibration signal [18] namic) are chosen from the various ways to combine the offset
bearings [see Fig. 1(b)] in the motor assembly. The different
fV E = 2fs fr . (7) configurations make various air-gap eccentricities ranging from
10% to 35%.
Different features such as instantaneous reactive power [34]
Furthermore, to detect motor malfunctions progress, we con-
have been introduced to detect the air-gap related problems in
sidered the case that both faults (bearing damage and eccen-
motor current signature analysis. However, load oscillation can
tricity) co-exist. In practice, severe bearing damage can cause
also lead to current harmonics at frequencies described by (5)
air-gap eccentricity, therefore; detection of simultaneous faults
and (6), which cause a major challenge in using current signal
can be a valid determination of fault progress.
for eccentricity detection.
The experiment is block randomized with 40 trials for the
To eliminate the load effects from eccentricity detection, dif-
normal condition, 20 trials for each faulty bearing, 20 trial for
ferent methods such as signal injection-based method [35] and
each double fault, and 10 trials of each air-gap and conditions.
monitoring both current and voltage harmonic [36] have been
This means that one of the conditions is randomly selected and
proposed. Additionally, Antonino and Pons-Llinares proposed
the experiments are conducted in ten trials. Upon completing
the analysis of startup current to detect eccentricity [8]. How-
all the ten trials, another condition is selected randomly again
ever, these methods are limited, as they cannot provide contin-
and the whole procedure is repeated. In each trial, the data are
uous protection.
recorded in 2 min time spans. The first and the last 10 s of the
data are deleted to eliminate transitional effects. The remaining
III. MATERIALS AND METHODS signal is then cut to 4 s segments. This process extracts 25
A. Experimental Conditions segments (data points) form each trial.
The recorded data can be summarized as follows:
The faults of interest in this paper are air-gap eccentricity and
1) normal condition (one level)40 trials (1000 segments);
bearing failure. Experiments are conducted under 18 different
2) air-gap eccentricity (ten levels)100 trials (2500
conditions, which are grouped as four categories:
segments);
1) Faulty bearings (with four levels: bearing with no grease,
3) faulty bearing (four levels)120 trials (3000 segments);
bearing with damages on inner race, outer race and cage);
4) double faults (three levels)60 trials (1500 segments).
2) Air-gap eccentricity condition (four levels of static air-gap
eccentricity and 6 levels of dynamic air-gap eccentricity);
3) Simultaneous bearing and eccentricity faults (three B. Experimental Setup
levels); The motors used in the experiment are 1.5 hp six-pole three-
4) Normal condition. phase induction motors rated at 230 V line voltage and 4.8 A line
Faulty bearing conditions are studied by replacing one of the current. They are connected to a PWM adjustable speed drive
motors bearings by a damaged one. Also, two different sets of to control the speed. The running speed of the motors with no
damaged bearings [see Fig. 1(a)] are used to test the dependency load is 1200 r/min (20 Hz). To apply load, the induction motor
of the results on the location of bearing defect. drives a dc generator through a pulley mechanism. Four power
This article has been accepted for inclusion in a future issue of this journal. Content is final as presented, with the exception of pagination.
Fig. 3. Experimental setup. Fig. 4. IMFs of vibration signal in (a) time domain and (b) frequency domain.
N
packets are sent out, the sensor node starts to collect data again. i = i (n) /N . (11)
n =1
ESFAHANI et al.: MULTISENSOR WIRELESS SYSTEM FOR ECCENTRICITY AND BEARING FAULT DETECTION IN INDUCTION MOTORS 5
TABLE I
LIST OF FEATURES EXTRACTED FROM EACH SENSOR
ESFAHANI et al.: MULTISENSOR WIRELESS SYSTEM FOR ECCENTRICITY AND BEARING FAULT DETECTION IN INDUCTION MOTORS 7
TABLE II numbers in the parenthesis are the standard deviation. Rows are
CONFUSION MATRIX FOR PRIMARY CLASSIFICATION (FAULTY DETECTION)
the real class and columns are the classification result.
It can be seen in Table III, that almost all the lubricant prob-
lems have been classified correctly. This is not surprising as the
feature set selected for this classifier is based on the separability
of this kind of fault (lack of lubricant) from the other types.
Fig. 6 shows that inner race and outer race scratched cases are
TABLE III almost in two separate clusters. This explains their high ac-
CONFUSION MATRIX FOR SECONDARY CLASSIFICATION (FAULT TYPE) curacy rate (95.7% and 88.4%, respectively). Furthermore, the
damage on the bearings cage has the lowest classification rate.
It is mostly confused with inner race damage. This is mostly
because of the distribution of this fault (see Fig. 6), which forms
two main clusters. The larger cluster is well separated from the
other faults while the second one (which is smaller in size and
larger in variance) is projected on the outer race condition. It
can also be interpreted from Table III, that cage damage, is the
TABLE IV only condition with which all other bearing faults are confused,
CONFUSION MATRIX FOR SECONDARY CLASSIFICATION (FAULT TYPE) probably because the procedure for changing the bearings in
different experimental setups can damage the cage.
Finally, the confusion matrix for the last category of motor
malfunction, eccentricity, is illustrated in Table IV.
Table IV shows that the LDA classifier can achieve high accu-
racy in static and dynamic eccentricity (97% and 89% respec-
tively). Moreover, Fig. 7 illustrates the classification of feature
faults consist of several subclasses. Because of the differences space with only considering two vibration-based features: PSD
in the nature of these subcategories, the within-class variance at 80 Hz and average power of the first IMF.
of fault condition is larger than normal condition. This makes It can be seen that static and dynamic eccentricities have dis-
the decision surface in LDA less sensitive to faulty conditions. tinguishable mean values but large standard deviations, which
Therefore, the rate of missing faulty conditions will increase. eventually cause confusion in the classification. This is possibly
However; QDA solves this problem by using contour as the because we excluded the high-frequency components from the
decision surface. feature space to reduce the computational demand.
The proposed approach can correctly detect almost all faulty
conditions from normal conditions (>99% accuracy). It should
be noted that at this stage double fault conditions (bearing and VII. CONCLUSION
eccentricity) are classified as bearing faults. The proposed research develops an inexpensive multisensor
Table II summarizes the average classification rate of the pri- wireless sensor system to perform real-time condition monitor-
mary classifier in 100 different cross evaluations. Numbers in ing of induction motors. The use of multiple sensor modalities
the parenthesis are the standard deviation. Rows are the true reduces the need for precise instrumentation and signal process-
class and columns are the classification results. It can be seen ing as information from several sources are extracted.
from Table II that almost all the normal conditions are cor- The results showed that a combination of the IMFs of the
rectly classified. The rate of false alarm in fault detection is less HHT of the vibration signal and certain key frequencies of the
than 0.1%. By increasing the number of training data to 20%, FFT of the current and sound data yield the highest accuracy.
the false alarm decays to zero. Also, it can be seen that most The proposed wireless system can distinguish a faulty motor
misclassifications are in bearing faults (around 1%), which are from a healthy motor with a probability of 99.9% with less than
misclassified as eccentricity. 0.1% likelihood of false alarm. It can also discriminate between
In the primary classification, SFS identified eight features as different fault categories and severity with in a high accuracy.
the best subset of features for fault detections. Among them, the Bearing and eccentricity fault can be detected with 99.9% ac-
following components have the highest weight in the first two curacy. Within bearing fault, the lack of lubricant in bearing
principal components: HMS of the vibration signal (at 46 and and damage on inner race and outer race of the bearing can
71 Hz of the first IMF) and certain key frequencies of the PSD be detected with an average accuracy of 95%. The accuracy
of the current and sound data (40 and 20 Hz for sound, 60 Hz of faulty bearing with side damage is relatively low (60%).
for current). Upon the detection of the fault type, the second However, as long as bearing fault is not misclassified as normal
classifier determines the subcategory of the detected fault. Again or eccentricity, the confusion between bearing with Inner/outer
10% of the faulty conditions data are used for training and and side damage is not, practically speaking, an issue because,
remaining are used for testing in a 10-fold cross validation. The in any case of bearing damage, the bearing needs to be replaced.
average classification rate over 100 evaluations is presented in It should be noted the extracted features for both eccentricity
Table III for bearing fault and in Table IV for eccentricity. The and bearing failure are a function of rotational frequency. In our
This article has been accepted for inclusion in a future issue of this journal. Content is final as presented, with the exception of pagination.
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This article has been accepted for inclusion in a future issue of this journal. Content is final as presented, with the exception of pagination.
ESFAHANI et al.: MULTISENSOR WIRELESS SYSTEM FOR ECCENTRICITY AND BEARING FAULT DETECTION IN INDUCTION MOTORS 9
[40] X. Xue, V. Sundararajan, and W. Brithinee, The application of wireless Shaocheng Wang received the M.S. degree in me-
sensor networks for condition monitoring in three-phase induction mo- chanical engineering from the University of Califor-
tors, in Proc. Elect. Insulation Conf. Elect. Manuf. Expo., 2007, pp. 445 nia Riverside, Riverside, CA, USA, in 2012, where
448. he is currently working toward the Ph.D. degree in
mechanical engineering.
His main research interests include fault detection
and cyber security in large-scale control systems.
Ehsan T. Esfahani (M06) received the M.S. de- V. Sundararajan received the M.S. and Ph.D. de-
gree in electrical engineering and the Ph.D. degree in grees in mechanical engineering from the University
mechanical engineering from the University of Cali- of California Berkeley, Berkeley, CA, USA, in 1997
fornia Riverside, Riverside, CA, USA, in 2012. and 2000, respectively.
He is currently an Assistant Professor in the De- He is currently an Assistant Professor in the De-
partment of Mechanical and Aerospace Engineering, partment of Mechanical Engineering, University of
University at Buffalo, The State University of New California Riverside, Riverside, CA, USA. His main
York, Buffalo, NY, USA. His main research interests research interests include intelligent design and man-
include design of intelligent systems. ufacturing processes.