SECTION 9

ELECTRICAL FAULTS
 ELECTRICAL FAULTS

Electric motors can exhibit many of the mechanical problems covered

elsewhere in the manual, such as imbalance, misalignment, looseness,
eccentricity, and bearing defects. Purely electrical problems, however, occur
because of the electromagnetic fields associated with electric motors.

The mechanical problems display the characteristics already discussed earlier

in this manual. Such vibration problems are easily measured with vibration
transducers. The various electrical defects also present distinouishincr
characteristics. Unequal electromagnetic forces act on the rotor or stator to
cause vibration, so vibration transducers can detect many of these defects.
This section, therefore, looks at the vibration characteristics of defects in
electric motors.

You can measure electrical defects with several different transducers. CSI
also offers the Model 341 Current Probe for use in further diagnostics. That
probe, however, is not covered within the contents of this section.
SOURCES OF ROTOR VIBRATION INCLUDE:

1. broken or open rotor bar that shows predominant vibration

at shaft RPM with sidebands spaced at a frequency equal to
the number of poles on the motor multiplied by its slip
frequency;

2. loose iron or slot that shows predominant vibration at 2 X

electrical line frequency and rotor slot pass frequency (the
latter frequency has sidebands spaced at 2 X line frequency);

3. eccentric rotor that appears at IXRPM with sidebands spaced

at slip frequency and/or 1 X and 2 X electrical line frequency.
Note:

slip frequency = Magnetic field freq. - rotor freq.

rotor slot frequency = # of rotor slots X rotor freq.
 SOURCES OF STATOR VIBRATION INCLUDE:

1. loose stator laminations that appear at 2 X line frequency and which

may also show harmonics of 2 X line frequency;

2. open or shorted windings that appear at 2 X line frequency and which.

increase in vibration amplitude as motor temperature
climbs;

3. insulation breakdown that shows up at 2 X line frequency;

4. unbalanced phase that appears at 2 X line frequency.

When you suspect an electrical problem, check the vibration the instant after
you have the electric power tamed off (with the CSI Model 21 1 0, use Monitor
Waveform). If the signal drops instantly, you have an electrical defect. Note
that electrical problems appear in the radial direction except on motors away
from their magnetic centers.
DIAGRAM OF 3 PHASE ELECTRIC MOTOR
ELECTRICAL DEFECTS LEAD TO MECHANICAL PROBLEMS
IN MOTORS

The rotor bars on both sides of the broken bar MUST carry
more current to maintain motor speed. This causes the rotor to
have hot spots and beat up unevenly. In addition to causing the
rotor to bow, this beat causes the rotor to lengthen. If the
hearings do not float properly this extra length causes excess
axial loading on the hearings.
ELECTRICAL DEFECTS LEAD TO MECHANICAL PROBLEMS
IN MOTORS

The rotor and shaft heat up excessively over time due to the Bad
rotor bar. This causes axial and radial growth of the shaft. Most of
the radial growth of the shaft in the bearings goes towards
decreasing the internal clearance of the bearings. If the clearance
becomes to small, the bearings overheat and fail.
To find electrical problems on the plot above, examine the peak at 2 X line
frequency and look at 44 X turning speed. Note that the low frequency peak
exactly 120 Hz is not 2 X motor turning speed, which is I 1 9 Hz. The high
frequency peak at 44 X turning, speed has sidebands spaced at 120 Hz, which is 2
X the line frequency.
 INDUCTION MOTOR

2 POLE INDUCTION MOTOR

1. This is a 50 horsepower, 2-pole induction driven motor operating on 60

hertz line frequency power.

2. The actual running speed of this motor is 59.54 hertz, or 3572.4 RPM.

3. The need for high resolution spectra when troubleshooting, electrical

faults is demonstrated in this example.
You need high resolution spectra to diagnose electrical faults. The 400 line FFT
above was collected in the Route mode of the Model 21 1 0 Machinery Analyzer.
The 800 and 1600 line FFTs were collected under Acquire Spectrum in the
Analyze mode of the Model 2110.
The bottom spectrum in the multiple plot above shows only broad peaks at
IXRPM and 2XRPM. The top two spectra indicate that many closely spaced
peaks combine to form those broad peaks in the bottom spectrum.
The spectrum above shows a 1600 line FFT. Note that the 2XRPM harmonic
cursor is not on the highest peak. Another peak, located at a frequency just above
the 2XR-PM frequency, has a much higher amplitude.

The plot on the next page expands the frequency scale of the spectrum above. The
expansion locates 120 Hz at the center of the horizontal (frequency) scale.
When you expand the lot on the previous page, the peak at 120 hertz shows up
more clearly. This ma or peak is located at exactly 120 hertz.or 2 X line frequency.
Note that the 2 X run speed peak of the motor actually occurs at 119.1 hertz. The
sidebands are spaced at about 0.9 hertz, which equals the number of poles on the
motor (2) times the slip frequency (0.46 hertz).

SLIP FREQUENCY = MAGNETIC FIELD SPEED - RUN SPEED

= 60 hertz - 59.54 hertz
= 0.46 hertz (27.6 RPM)
The sidebands around the 1 X run speed peak should be spaced at a frequency
equal to the number of poles on the motor times the slip frequency.

SIDEBAND = NUMBER OF MOTOR POLES X SLIP FREQ.

= 2 X .46 hertz
= 0.92 hertz

The sideband spacing of 0.9 hertz around 1 X motor run speed approximates this
frequency. When these sidebands are found, you might suspect a defective rotor
bar.
The same portion of the spectrum on the previous page is now plotted in
units of dB velocity. When the sidebands caused by the possible rotor
defect are LESS THAN 20 dB down from the actual run speed peak, then
a significant problem may exist.

Further work should be done with a current probe to examine the

electrical characteristics of the motor. The data taken with vibration
transducers should be used as a first step in determining whether the
machine has an electrical or mechanical problem. In this case the motor
appears to have an electrical problem.
 INDUCTION MOTOR

INVERTER DRIVEN INDUCTION MOTOR

1. This 50 H.P. motor has 4 poles and is powered by an inverter, so the line
frequency is not necessarily at 60 hertz.
2. The motor drives an exhaust fan in a painting, booth.
3. In addition to vibration readings, current measurements were also
taken on phase 1 of the motor.
4. This is a new motor. Other motors supplied at the same time did not
have these same vibration characteristics.
This 1 N7 'oration spectrum above comes from the inverter driven motor.
Examine the spectrum to find the 1 X RPM peak at 26.1 Hz or 1566 RPM. Note
the high frequency energy around 1700 hertz. At first, this energy was thought to
indicate a bearing fault. Further examination of the spectrum showed a peak at
1732 hertz, which is 66 orders of run speed. This value is probably the rotor slot
pass frequency, which means the rotor has 66 rotor bars. The line frequency is
54.1 hertz. Two times line frequency would then be 108.2 hertz. This spectrum
shows very clear sidebands of 108.0 hertz around the peak at 1732 hertz.
Therefore, these peaks are sidebands of 2 x LINE FREQUENCY around the
ROTOR SLOT PASS FREQUENCY. These peaks indicate an electrical problem.
The line frequency is visible at 54.1 hertz. The current amplitude at run speed is
about 41 dB amperes. From the previous pace, the motor run speed is 26.1 hertz.
Because this is a 4-pole motor, the magnetic field speed or synchronous speed
would be half the line frequency or 27.05 hertz.

The slip frequency is the magnetic field speed minus the run speed.

SLIP FREQUENCY = MAGNETIC FIELD SPEED - RUN SPEED

= 27.05 hertz - 26.10 hertz
= 0.95 hertz (57 RPM)
The sidebands in the current spectrum should occur at a spacing equal to the
number of motor poles times the slip frequency.
SIDEBAND = NUMBER OF MOTOR POLES X SLIP -FREQ.
= 4 X 0.95
= 3.8 hertz
The sideband spacing -of 3.9 hertz that is seen is about equal to this frequency.
The reason for examining the current spectrum in dB amperes is to see these
sidebands. If the sidebands are less than 50 dB down from the line frequency
peak then a rotor bar problem is suspected. In this case the sidebands at 50.2
hertz and 65.9 hertz are less than 50 dB down.
 VIBRATION PROBLEMS IN ELECTRICAL SYSTEMS

Most vibration problems associated with electrical systems are motor-related. You should not however, overlook
other sources for the vibration you may encounter.

For example, something as simple as the dress of the conductors in the race-way can cause vibration. Other causes
include loose laminations in power transformers, SCR pulses in speed control systems, unbalanced phase currents,
and hi-h current pulses from welders or solenoids.

Electrical discharges can also occur in motors and generators. These discharges usually fall into one of the categories
listed below.
1. partial discharge within the stator bar insulation
2. slot discharge between the stator bar insulation and the stator core
3. surface discharge over the end winding-
4. discharge between broken conductors

Because these discharges often generate very high frequencies, you cannot detect them in frequency domain spectral
analysis. Depending on the fault, you may sometimes see the discharge in the time domain. They are best detected,
however, using a high frequency oscilloscope.

The mechanical forcing functions already discussed in this class can also occur in electric motors. These forcing
functions include:
1. unbalance
2. thermal bow in the rotor
3. shaft or stator resonance
4. misalignment both mechanical and electrical
5. defective bearings
6. looseness
7. rubs

A loose rotor on the rotor shaft combines both mechanical and electrical problems. High, broadband vibration occurs
when the rotor moves on the shaft, but it is not present when the rotor frets
and seizes. Changes in the load or current can cause the rotor to break free, allowing the vibration to recur. The pattern is rarely
periodic, and the vibration may last only a few seconds. Several hours may separate the occurrences of vibration.

For motor vibration problems, you must determine from the start whether the cause is mechanical or electrical. You will not always
find a clear-cut separation between the two. For example, a cracked rotor bar may cause spot heating in the rotor that results in a
thermal bow. The rotor bow appears as rotor unbalance and, therefore, a mechanical problem. The basic problem, of course, is
electrical and involves the rotor bar.

A beat frequency provides another example of vibration that muddies the distinction between mechanical and electrical. A beat usually
indicates a magnetic problem which involves an electrical cause. Another machine, however, can run close to the same speed of the first
machine and cause the beat. The cause, therefore, is actually mechanical. Because a beat normally indicates an electrical problem, you
must determine whether the beat could come from any other source close to the running frequency of the motor. Once you eliminate
other sources, check the beat by comparing a peak-hold spectrum with an avera2e spectrum. You can also observe the max and min
points on an instantaneous spectrum. The difference between the peak-hold spectrum and the average spectrum indicates the electrical,
or magnetic, level. The average spectrum indicates the mechanical level.

You can sometimes detect electrical problems by taking data during a shut down. You should cut power near full load, if possible, and
take data during the coast down. If you use a spectrum analyzer, take the data in the time domain at a rate that ensures adequate
information at the trip point. You will need a very large input buffer such as that provided by the CSI TRANSIT program

The difference in vibration just before and just after trip provides good indication of the electrical plus mechanical versus the
mechanical vibration.

Run the motor at no load and check it for rotor balance. Then record amplitude and phase readings at rotor frequency as the motor is
brought up to full load and temperature. This data helps you determine the presence and magnitude of any thermal vector. A thermal
vector indicates uneven heating in the rotor, which can be caused by a rub or a broken rotor bar.

Check the rotor to stator gap at eight equally spaced locations at each end of the rotor. You want to ensure concentricity. Also check
rotor run-out for a rotor bow. Then check the stator for runout and coil resistance, and check the motor for frame twist by looking for a
soft foot.

If the electrical problem occurs in the stator, the vibration appears at twice line frequency. If the problem occurs in the rotor, vibration
appears at rotor frequency and its harmonics modulated by the number of poles times the slip frequency.

Rotor bars rank second only to bearings as the main cause of motor failure. You have to detect rotor bar faults at an early stage of
development. When the motor starts, especially under load
And across the line, high currents flow in the rotor bars. This flow causes high rotor bar stress. Rotor problems are inevitable after
numerous starts take place.

Motor failure usually processes as outlined below.

1. A rotor bar cracks because of repeated high current stress.
2. Spot heating occurs at the crack, which may cause rotor bow. This bow looks Eke unbalance in a vibration spectrum, so
you might balance the motor again instead of analyzing for rotor faults.
3. The bar breaks and arcing occurs, which causes additional heating and rotor bow. Even though the motor is balanced
again, the rotor mav rub the stator.
4. The adjacent bars carry more current, which subjects them to even higher thermal and mechanical stresses.
5. Rotor laminations are damaged, which leads to motor failure.

The difference in frequency between the speed of an induction motor and the synchronous magnetic frequency is known as the slip)
frequency. You can calculate it as:

S1 = 2*Fl _ FI
S
where: S1 = slip frequency in Hz
F1 = line frequency in Hz
P = number of poles in the motor
FI = rotational frequency in Hz
= RPM
60

As shown below, however, engineers usually calculate the per unit slip as a unitless number:
s = 1 - FI
FI

where: S = per unit slip

FI = synchronous magnetic frequency in Hz
= 2 * F1
P
F1 = line frequency
p = number of poles in the motor
Fr = rotational frequency in Hz
= RPM
60
A broken rotor bar in a motor results in modulation of torque, magnetic forces, and -rotor frequency. The chance in current pattern at
the broken bar produces harmonic fluxes. These fluxes induce current in the stator winding- at line frequency harmonics. Harmonic
sidebands occur at plus and minus the number of poles multiplied by the slip frequency. If you use s (per unit slip), the sidebands occur
at +2s multiplied by the line frequency and its harmonics.

Because the broken rotor bar produces changes in these @rent parameters, you can use several z’ methods to determine the presence as
well as the number of broken bars. All of the methods listed below have produced reasonable levels of success.
1. spectral analysis of the supply current using a current transformer on one of the supply lines
2. Spectral analysis of the stator core vibration at slot pass frequency
3. Analysis of the axial flux from a coil around the motor shaft
4. Analysis of the motor speed variations using synchronous time average at slip frequency

By far the simplest method, however, involves spectral analysis of the supply current using a clip-on current transformer on one or more
of the supply lines. You do not need to mount transducers to the motor. Because you can analyze the current at the switchgear room, you
can sometimes check several motors at one location. Research has shown that current analysis provides data reliable enough to indicate
the presence of one or more. broken rotor bars. You can also estimate the number of broken bars.

You can write the general equation for the frequencies present in the air gap as shown below.
Fh = F1 * [ 2*N * (1 - s) ± s ]
P
where: Fh = harmonic frequency
F1 = line frequency
N = harmonic index
p = number of poles in the motor
s = per unit slip

You can also write the equation below.

Fh = (N * FI) ± [ F1 - P * FI ]
2
where: Fh = harmonic frequency
FI = line frequency
N = harmonic index
p = number of poles in the motor
FI = rotational frequency in Hz
= RPM
60
In theory, only the frequencies where 2 P equals 1, 5, 7, 1 1, etc. appear in the current spectra. When stator winding configuration and
manufacturing asymmetries are taken into account, the spectral components of the most value in the detection of broken rotor bars are
shown below.

F1 = F1
F2 = P * FI - F1
F3 = 10 * P * F1 - 15 * F1
F4 = 15 * P * FI - 25 * F1
F5 = 21 * p * FI - 35 * F1
F6 = 28 * p * FI - 49 - F1

where: F current harmonic

F, line frequency
p number of poles in the motor
Fr rotor frequency in Hz
RPM
60

If the motor carries 90% or hiaher of its rated load md the F(2) spectral component is at least 55 DB lower than the fundamental F(l), you
probably do not have any broken or cracked rotor bars. If the F(2) component, however, is less than 46 DB lower than F(l), you have
rotor bar problems. Levels between 46 DB down and 55 DB down from F(l) encompass motors that possibly have rotor bar problems.

To increase confidence in the analysis, check the levels at F(3) through F(6). If you find these frequencies in the current spectrum Md
their levels are higher than 60 DB down from F(l), you have a certain rotor bar problenl

Once you identify a rotor bar problem, you can calculate an estimate of the number of broken bars as shown below.

N 4*R
D+P

where: N estimated number of broken rotor bars

R number of rotor slots
p number of poles in the motor
D 10 raised to the power of C

If the amplitude levels at F and F,, are read in DB, then: