Arabian Journal for Science and Engineering (2023) 48:14811–14822

https://doi.org/10.1007/s13369-023-07849-y

RESEARCH ARTICLE-ELECTRICAL ENGINEERING

Motor Current Signature Analysis for Detecting Local Defects

on Rolling-Element Bearings of Induction Motors
Mehdi Tabasi1,2 · Mohammad Mostafavi1 · Mansour Ojaghi1

Received: 23 September 2022 / Accepted: 20 March 2023 / Published online: 2 May 2023
© King Fahd University of Petroleum & Minerals 2023

Abstract
Motor current signature analysis is a useful method for detecting incipient faults in induction motors (IMs). However, the
harmonic components introduced in the IM current by the local defects of the rolling-element bearing are usually too weak to
be detected using common signal processing techniques such as the fast Fourier transform. In this paper, a three-phase IM is
considered and local defects are created on its inner ring, outer ring, ball and cage, in turn. Then a proper test rig is prepared
to sample and record the stator current at no load, full load and different temperatures under the healthy and defective bearing
conditions. The recorded current signals are then decomposed into their intrinsic mode functions (IMFs) using the empirical
mode decomposition algorithm. By applying Hilbert transform to the attained IMFs, it becomes clear that the fault-related
harmonics are easily detectable in the first IMF. The study reveals that this method enables to detect the bearing local defects
on its different parts with different severities under variable operating loads and temperatures.

Keywords Bearing local defect · Induction motor · Fault detection · Empirical mode decomposition · Hilbert transform

1 Introduction Two bearings support the rotor of an IM to keep its

An induction motor (IM) converts the electrical energy
received at its stator windings to mechanical energy deliv-
ered at its rotor shaft. The electrical power is induced in
the rotor circuits by the stator windings. The IMs are often
called rotary transformers, because their stator and rotor per-
form much similar to primary and secondary windings of
the transformer, respectively. Three-phase IMs are widely
used in industry to run pumps, fans, compressors, electrical
grinders, rollers, etc. [1, 2]. Catastrophic interruption of an
IM due to spread of the incipient faults can bring consider-
able financial loss to the industry. Thus, early detection and
repair of the incipient faults is beneficial for the industries
[3].
B Mansour Ojaghi
mojaghi@znu.ac.ir
Mehdi Tabasi
mehdi.tabasi@gmail.com
Mohammad Mostafavi
mmostafavi@znu.ac.ir
1 faults. A hybrid motor-current data-driven approach that uti-
University of Zanjan, Zanjan, Iran
2 Sowmesara Branch, Islamic Azad University, Sowmesara,
Iran
shaft while rotating with reduced friction. A simple rolling-
element bearing is comprised of an inner ring, an outer ring
and some rolling elements or balls that are kept between the
two rings by a supporting cage. Conventionally, the inter-
nal ring is connected to the rotor shaft and the outer ring is
connected to the motor body. The balls reduce friction and
provide the possibility for the inner ring to rotate with respect
to the outer ring. Lubricant is used between the rings to reduce
the friction even more. Figure 1 shows a rolling-element bear-
ing and a cut-out one [3]. Small physical damages to the inner
ring, outer ring, balls or cage are classified as local defects
of the bearing.
Vibration signals carry rich information about the bear-
ing health condition; therefore, the vibration measurement is
widely used to detect bearing local faults [4–7]. However, this
approach is expensive and sometimes impractical because it
requires the use of external sensors, where there may not be
enough space to install them [8, 9]. The IM stator currents are
often already measured for control and monitoring purposes.
Therefore, the motor current signature analysis (MCSA) has
been proposed by many researchers to detect the bearing
lizes statistical features, genetic algorithm (GA) and machine
learning models has been proposed in [9] for bearing fault

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14812
Fig. 1 a A rolling-element
bearing, b cut-out
rolling-element bearing [3]
diagnosis. The statistical features were extracted from the
motor current signals, then, the GA was utilized to reduce the
number of the features by selecting the most important ones,
and finally, some classification algorithms were trained and
tested using the features in order to detect the bearing faults.
The bearing fault detection via autoregressive stator current
modeling has been proposed in [10]. This method includes
the stator current filtering to remove significant frequency
content unrelated to the bearing fault, training an autoregres-
sive model for the current while the bearings are healthy,
computing a baseline spectrum for the current and monitor-
ing some deviation from this baseline to detect the bearing
fault. In [11], the fast Fourier transform (FFT), wavelet anal-
ysis and averaging signal pattern by inner product tool have
been utilized to analyze the stator current in order to detect the
bearing fault effects. The stator current analysis via Meyer
wavelet in the wavelet packet structure has been proposed in
[12] to detect the bearing faults, where the energy compari-
son has been used as the fault index. A theoretical study has
been conducted in [13] to adapt new expression for comput-
ing the stator current frequencies produced by the bearing
faults. Spectral analysis of the experimentally measured sta-
tor current validated the theoretical results. In [14], the low
magnitude levels of the bearing fault-related harmonics in
the stator current has been noted, which makes their detec-
tion difficult using conventional analysis techniques. Hence,
an alternative technique based on the spectral analysis of the
complex current signals has been proposed to improve the
fault detection task. Outer ring bearing fault identification in
IMs based on the stator current signature using wavelet trans-
form has been proposed in [15]. Monitoring the stator current
by means of the frequency spectral subtraction using various
wavelet transforms, including the discrete wavelet transform
(DWT), the stationary wavelet transform (SWT) and the
wavelet packet decomposition (WPD) have been proposed in
[16] to detect bearing faults. Reference [17] proposed clari-
fying characteristic frequency band and evaluating temporal
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Arabian Journal for Science and Engineering (2023) 48:14811–14822
change in the power spectral density of the stator current of
the IM due to the bearing faults. The use of a large number of
the fault signatures obtained from the stator current spectra
has been proposed in [18] to detect the IMs bearing faults;
however, it led to the overfitting problem when applying a
classifier to perform the fault diagnosis. To overcome this
problem and still exploit all the useful information available
in the spectra, the Shrinkage method have been utilize. A
machine learning-based diagnostic method that uses effec-
tive features have been proposed in [19] for detecting slight
bearing faults in IMs. Reference [20] presented the faulty
bearing detection, classification and its location in IMs using
Stockwell transform and support vector machine. Stockwell
transform was applied to the stator current to extract required
features in both time and frequency domain. Then, a set of
non-correlated and high ranking features were selected based
on Fisher score ranking. The features were then used to clas-
sify the bearing faults using support vector machine. A deep
learning approach based on a combination of temporal con-
volutions and long short-term memory (LSTM) network has
been used for the bearing fault diagnosis in [21]. The two
architectures were shown to be effective for time-series clas-
sification and sequence modeling.
This paper proposes a signal-based method, which uses
the stator current fault-related harmonics, to detect every
kind of the bearing local defects in the IMs including the
outer ring defect, the inner ring defect, the ball defect and
the cage defect. However, the harmonics produced in the IM
current by the bearing faults are usually too weak to be easily
detected using common signal processing techniques such as
the FFT [14, 22]. To overcome the problem, the stator cur-
rent is decomposed into its intrinsic mode functions (IMFs)
using the empirical mode decomposition (EMD) algorithm
[23]. Then, Hilbert transform (HT) [24]-[25] applies to the
IMFs of the stator current to determine their frequency con-
tent. The investigation shows that the HT of the first IMF
Arabian Journal for Science and Engineering (2023) 48:14811–14822
(IMF1) presents the bearing fault-related frequency compo-
nents. A three-phase IM is considered and local defects are
created, in turn, on the outer ring, inner ring, ball and cage
of its drive-end bearing. Then, a proper test rig is prepared
to sample and record the stator current at no load and full
load with different temperatures under the healthy and dif-
ferent bearing faults with various severities. The proposed
signal-based method is utilized to detect the bearing faults by
monitoring the fault-related harmonics in the IMF1 compo-
nent of the stator current. The study reveals that the proposed
method has good capability to detect the bearing outer ring
fault, inner ring fault, ball fault and cage fault with different
severities under variable operating loads and temperatures.
2 Bearing Fault-Related Harmonics
of the Stator Current
The rolling-element bearings that carry radial loads may gen-
erate vibration even if they have no geometrical defect. This
is because they use a limited number of balls to carry the load.
The number of balls and their location in the load area change
as the bearing rotates, which results in periodic changes in
stiffness of the bearing elements. The changes in stiffness
generate vibration called varying compliance vibration [26].
Every part of the bearing has a specific rotating frequency and
any defect on it increases the energy of the vibration at the
same frequency. This vibration characteristic frequency can
be calculated using kinematic considerations like geometry
of the bearing and its rotation speed as follows [14]:
Nb Db
f ir = fr (1 + cosϕ)
2 Dc
Nb Db
f or = fr (1 − cosϕ)
2 Dc
Dc Db 2 used. Table 2 gives technical data of the motor. This motor
f ball = fr (1 − ( cosϕ) )
2Db Dc
fr Db
f cage = (1 − cosϕ)
2 Dc
where, f ir , f or , f ball and f cage are the vibration characteristic
frequencies of the bearing with defective inner ring, defective
outer ring, defective ball and defective cage, respectively, f r
is the rotating frequency of the rotor, N b is the number of the
bearing balls, Db is the diameter of the balls, ϕ is the contact
angle of the balls that is zero in deep groove bearings, and
D1 + D2
Dc =
2
in which D1 is the internal diameter of the outer ring and D2
is the external diameter of the inner ring.
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The vibration frequencies created by the bearing defects
also generate new frequency components in the stator line
currents whose frequencies are calculated using the following
equation [13]:
f curr = | f s ± k f v | (6)
in which f s is the fundamental frequency of the stator sup-
ply, f curr is the frequency produced in the stator current due to
the bearing fault, f v is the vibration frequency attained using
(1–4), and k is a positive integer. Since the IM speed reduces
by increasing the load torque, the frequencies obtained from
Eqs. (1–4), and then from Eq. (6), will change as the motor
load increases. The motor speed is measured in the lab-
oratory under no load and full load conditions. Then, the
measured speeds are used in (1–4) along with the geometri-
cal parameters of the rolling-element bearing of the proposed
IM (bearing code: 6204) to compute the vibration character-
istic frequencies. The vibration frequencies are then used in
(6) to compute the frequencies of the harmonic components
produced in the stator current due to different bearing faults.
Assuming f s = 50 Hz, Table 1 gives the computed frequen-
cies for different bearing faults under no-load and full-load
conditions. As seen, the frequencies are the same for the
inner ring and the ball defects. Equating right hand sides of
(1) and (3) and considering ϕ = 0, it is recognized that this
special situation occurs when Dc = (N b + 1)Db . In practice,
f s may vary slightly from time to time, which causes varying
the rotor speed, too. Therefore, in different test results, the
actual frequencies may be slightly different from the corre-
sponding values given in Table 1.
(1)
3 Experimental Test Rig
(2)
To carry out required experiments, a 1-hp induction motor is
(3) incorporates two deep groove bearings code 6204. Some sim-
ilar bearings are provided, and then holes of 2, 3, 4 and 5 mm
(4) diameter are created on the inner rings and outer rings of
them, in turn. A hole of 2 mm diameter is created on a ball
in another bearing and the cage is broken in the last bear-
ing. Figure 2 shows a photograph of the prepared defective
bearings.
A magnetic powder brake is coupled to the motor shaft
for its loading, and the experiments are conducted under no
load and full load at operating temperatures of 30, 50 and
75 °C. The temperature is measured using GM320 infrared
thermometer made by Benetech. The stator line currents are
(5) sampled and recorded using the current sensors type LTS6-
NP advantech PCI-1716 data acquisition card and LabView
software. A block diagram of the prepared test rig is shown
in Fig. 3, and its photograph is shown in Fig. 4. The IM is
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Table 1 Frequencies produced by different bearing faults in the stator current at no-load/full-load conditions

Bearing defect Load level Vibration Freq. (Hz) Stator current frequency (Hz)

k=1 k=2 k=3 k=4

LF* UF** LF UF LF UF LF UF

Outer ring fault No load 78.6 28.6 128.6 107.1 207.1 185.7 285.7 264.2 364.2
Full load 75.2 25.2 125.2 100.4 200.4 175.6 275.6 250.8 350.8
Inner ring fault No load 117.8 67.8 167.8 185.7 285.7 303.5 403.5 421.4 521.4
Full load 112.8 62.8 162.8 175.6 275.6 288.4 388.4 401.2 501.2
Ball fault No load 117.8 67.8 167.8 185.7 285.7 303.5 403.5 421.4 521.4
Full load 112.8 62.8 162.8 175.6 275.6 288.4 388.4 401.2 501.2
Cage fault No load 9.8 40.2 59.8 30.4 69.6 20.6 79.4 10.8 89.2
Full load 9.4 40.6 59.4 31.2 68.8 21.8 78.2 12.4 87.6

*Lower frequency, **Upper frequency

Table 2 Technical data of the induction motor Since 1/t is not defined for t = 0, the convolution integral
does not always converge. Instead, the HT uses the Cauchy
Parameter Value Unit
principal value, which is a method of assigning values to
Rated power 1.0 hp non-valued integrals [24]. HT gives the positive frequencies
Rated voltage 220/380Y Volts
of the signal spectrum with shifting their phase angles by −
π/2 and doubling their amplitudes. Therefore, the HT can
Rated current 3.7/2.15Y A
be considered as a filter that removes negative frequencies
Rated frequency 50 Hz
and preserves positive frequencies with a phase shift of π/2.
Rated speed 1385 rpm
The HT may be used to obtain an analytical signal from a
Rated torque 5.17 Nm real signal such as a transient current signal in an induction
Power factor 0.76 – motor, etc. More details about HT are available in related
Efficiency 70 % references including [24], 25.

put to the test in the healthy condition with healthy bearings, 5 Proposed Fault Diagnosis Method
first. The tests are then repeated under different bearing fault
conditions by replacing the drive-end bearing of the IM with Although theoretical analysis confirms producing frequency
the prepared defective bearings, in turn. components according to (6) in the stator current [13], in
practice these frequencies are too weak to be easily detected
using common signal processing tools such as the FFT [14,
4 Hilbert Transform 22]. For instance, Fig. 5 shows frequency spectra of the sta-
tor current attained using FFT under both the healthy and the
Hilbert transform of a signal s(t) is defined as its convolution cage fault conditions. No clear discrepancy, regarding the
with function h(t) = 1/π t that is known as Cauchy’s integral fault-related frequencies, is visible between the two spectra.
formula [24]: To overcome this problem, an efficient technique is proposed
in this paper. According to this technique, the stator current
∞ is decomposed into its IMFs by using the EMD algorithm,
1 s(τ )
H [s(t)] = dτ (7) first. Figure 6 shows the IMFs of the stator current under
π (t − τ ) no-load, 30 °C and a bearing fault condition, which are com-
−∞
puted using related Functions of the Matlab software. Then,
Using the mean value theorem, the formula becomes as Hilbert transform applies to the IMFs of the stator current
follows: to determine their frequency content. Proper Functions of
the Matlab software are used to apply HT. The investiga-
1 tion shows that the HT of the first IMF clearly indicates the
H [s(t)] = ⊗ s(t) (8) bearing fault-related frequency components. Figure 7 verifies
πt

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Fig. 2 Photographs of the prepared bearings with inner ring defects (first row), outer ring defects (second row), ball defect (third row, left side) and
cage defect (third row, right side)
this fact by comparing the results attained in the healthy and
the cage fault conditions. Red star signs on the correspond-
ing spectrum indicate many cage fault-related frequencies.
Detailed analysis on the fault-related frequencies, which are
detected this way, is presented in the following subsections
for different bearing faults.
5.1 Outer Ring Fault
The HT is applied to the IMF1 components of the stator cur-
rents recorded in the laboratory in the healthy and the outer
ring fault conditions with different defect diameters (fault
severities) under full load and no load with different temper-
atures, and then, the amplitudes of the fault-related harmonics
are extracted. Variation of the harmonics amplitudes by vary-
ing the fault severity under full load and 50 °C is illustrated
in Fig. 8. As seen, the upper frequencies (UFs) attained by
k = 2,3 show little sensitivity to the weakest fault severity
(2 mm). In addition, the lower frequencies (LFs) attained by
14815
k = 1,4 show rather high amplitude fluctuation by increasing
the fault severity. Therefore, the stated harmonics cannot be
good indices for the outer ring fault diagnosis. The remain-
ing harmonics are analyzed against the load and temperature
variations. Figure 9 shows the analysis result. As seen, the
LF attained by k = 2 shows rather high sensitivity to the tem-
perature variation. The remaining three harmonics, i.e., the
UF attained by k = 1, the LF attained by k = 3 and the UF
attained by k = 4, show almost the same degree of sensitiv-
ity to the load and temperature variations and can be used as
indices for the outer ring fault diagnosis.
5.2 Inner Ring Fault
The HT is also applied to the IMF1 components of the sta-
tor currents recorded in the inner ring fault condition with
different fault severities under full load, no load and dif-
ferent temperatures to extract and analyze amplitudes of the
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Fig. 3 Block diagram of the

prepared test rig

Fig. 4 Photograph of the

prepared test rig

Fig. 5 Frequency spectra of the

stator current attained using FFT
under no load for the: a IM with
healthy bearing, b IM with cage
fault on its bearing

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Fig. 6 IMFs attained for the stator current of the no-load IM with a defect of 2 mm diameter on the inner ring of the bearing at 30 °C
Fig. 7 Frequency spectra of
IMF1 component of the stator
current obtained using HT under
no load and 50 °C
fault-related harmonics. Figure 10 shows variation of the har-
monics amplitudes by varying the fault severity under full
load and 50 °C. As seen, the frequencies show good sensi-
tivity to the weakest fault severity (2 mm). However, except
for LF attained by k = 1 and UF attained by k = 4, the
amplitudes of the remaining harmonics decrease rapidly by
increasing the fault severity above 2 or 3 mm; these harmon-
ics cannot be good indices for the inner ring fault diagnosis.
The LF and UF harmonics attained by k = 1 and k = 4,
respectively, are analyzed against the load and temperature
variations. Figure 11 shows the analysis result. As seen, the
14817
UF harmonic attained by k = 4 shows rather high sensitivity
to the load variation in lower temperatures. The LF harmonic
attained by k = 1 shows high sensitivity to the load varia-
tion in higher temperatures but rather low sensitivity to the
temperature in every load level. However, by comparing the
amplitudes of this harmonic in the fault condition to that in
the healthy state, it is recognized that this harmonic is a suit-
able index for detecting the inner ring fault under no load,
full load and different temperatures.
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Fig. 8 Amplitude variation of the

outer ring fault-related harmonics
by varying the fault severity (hole
diameter) under full load and
50 °C for the upper and lower
frequencies attained by: a k = 1,
b k = 2, c k = 3, d k = 4

Fig. 9 Amplitude variation of the

outer ring fault-related selected
harmonics by varying the
temperature and load level with a
defect hole diameter of 2 mm for:
a UF attained by k = 1, b LF
attained by k = 2, c LF attained
by k = 3, d UF attained by k = 4

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Fig. 10 Amplitude variation of

the inner ring fault-related
harmonics by varying the fault
severity under full load and
50 °C for the upper and lower
frequencies attained by: a k = 1,
b k = 2, c k = 3, d k = 4

Fig. 11 Amplitude variation of

the inner ring fault-related
selected harmonics by varying
the temperature and load level
with a defect hole diameter of
2 mm for: a LF attained by k =
1, b UF attained by k = 4

5.3 Ball Fault
As mentioned before, it was difficult to make holes of higher
diameter on the bearing ball. Therefore, it is not possible to
study the ball defect severity in this subsection. Furthermore,
as Fig. 2 shows, in order to make the ball defective, it was
necessary to make a hole on its surrounding cage; however,
the study in this subsection shows that the ball defect-related
harmonics (as given in Table 1) are presenting in the stator
current regardless of damaging the cage. Figure 12 facilitates
comparison of the ball fault-related harmonics amplitudes in
the healthy and defective conditions under no load and full
load. As seen, all the proposed harmonics show considerable
increase in the ball fault condition under both no load and
full load. However, four harmonics show lower sensitivity
to the load change in the ball fault condition. These are the
UF attained by k = 1, UF attained by k = 2, LF attained by
k = 2 and UF attained by k = 4. These harmonics are then
analyzed against the load change under different tempera-
tures. Figure 13 shows the analysis result. As seen, except
for the UF attained by k = 4 that is almost insensitive to
the load change, the other 3 harmonics are rather sensitive to
both the load and temperature changes. However, in the ball
fault condition, the harmonics amplitudes are clearly above
their amplitudes in the healthy state; therefore, they can be
used to detect the fault in no load, full load and different
temperatures.
5.4 Cage Fault
The cage breakage fault, as shown in Fig. 2, cannot include
different severities. Figure 14 is to compare the amplitudes
of the cage fault-related harmonics in the healthy and the
cage fault conditions under no load and full load. Except
for two harmonics at no load, that are the LF attained by

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Fig. 12 Comparing the amplitudes of the ball fault-related harmonics Fig. 14 Comparing the amplitudes of the cage fault-related harmonics
in the healthy and ball defect conditions under 50 °C and: a no load, in the healthy and cage fault conditions under 50 °C and: a no load,
b full load b full load

k = 2 and the UF attained by k = 3, the harmonics show
considerable increase due to the cage fault. However, the UF
attained by k = 2, LF attained by k = 3, UF attained by
k = 4 and LF attained by k = 4 show lower sensitivity to
the load change in the cage fault condition. These harmonics
are then analyzed against the load change under different
temperatures. Figure 15 shows the result. As seen, the UF
attained by k = 2 and LF attained by k = 4 show small
sensitivity to the load and temperature changes, so they could
be appropriate indices for diagnosing the cage breakage fault.

Fig. 13 Amplitude variation of

the ball fault-related selected
harmonics by varying the
temperature and load level for:
a UF attained by k = 1, b UF
attained by k = 2, c LF attained
by k = 2, d UF attained by k = 4

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Fig. 15 Amplitude variation of
the cage fault-related selected
harmonics by varying the
temperature and load level for:
a UF attained by k = 2, b LF
attained by k = 3, c UF attained
by k = 4, d LF attained by k = 4
6 Conclusion
Although local defects on different parts of the rolling-
element bearing cause inducing some harmonics in the
induction motor current, the amplitudes of the harmonics are
normally too small to be detected using the fast Fourier trans-
form. However, the harmonics were easily detected in the first
intrinsic mode function of the motor current when this func-
tion was subjected to the Hilbert transform. The amplitudes
of the fault-related harmonics attained this way may vary by
varying the fault severity, load level and temperature; how-
ever, for every bearing fault type, there are some harmonics
that their amplitudes under the fault condition were clearly
above their amplitudes in the healthy state. These harmonic
amplitudes are good indices for detecting the faults. The rotor
speed should be measured or estimated in order to compute
the harmonics frequencies.
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