IEEE SENSORS JOURNAL, VOL. 16, NO.
1, JANUARY 1, 2016
Application of MEMS Accelerometer for Detection
and Diagnosis of Multiple Faults in the Roller
Element Bearings of Three Phase
Induction Motor
Maruthi G. S. and Vishwanath Hegde
Abstract— This paper presents a simple, non-electrical contact
approach to detect and analyze multiple faults in the roller
element bearings of three phase induction motor by vibra-
tion analysis using microelectromechanical systems (MEMS)
accelerometer. The ability of the proposed method has been
investigated experimentally under no load, single phase and
unbalanced voltage conditions. The frequency analysis of motor
vibration due to bearing fault has been carried out by fast Fourier
transform algorithm. The appearance of fault frequencies in
vibration spectrum will indicate multiple faults in the bearings
and also the existence of side-band frequency components around
fundamental frequency component indicates air gap modulation
due to bearing fault. Experimentally obtained fault frequencies
are compared with analytical values and found that both are
closely matching. This indicates that the proposed method can
be reliably employed to detect from simple to complex faults in
the bearings of induction motor using MEMS accelerometers.
Index Terms— Fast Fourier transform algorithm, MEMS
accelerometer, multiple faults, single phase condition, unbalance
voltage, vibration signature analysis.
I. I NTRODUCTION
B EARINGS are critical components of induction
motors (IM) and they play vital role in safe and reliable
operation of IM on which the industrial processes depend.
The industrial motor reliability studies have shown that
about 51% of motor failure is mainly due to bearings alone.
Hence condition monitoring of bearings is very important
from industries point of view [1]–[4]. There are many reasons
for bearing failure which includes contamination, corrosion,
misalignment, improper installation and lubrication, undesired
electrical, mechanical and environmental stresses [5]. Also,
due to unbalance supply voltage condition, there is an
induction of negative sequence current from stator to rotor
via shaft and bearing. The flow of negative sequence current
Manuscript received July 24, 2015; accepted August 26, 2015. Date of
publication September 3, 2015; date of current version December 10, 2015.
The associate editor coordinating the review of this paper and approving it
for publication was Prof. Zeynep Celik-Butler.
Maruthi G. S. is with the Department of Electrical and Electronics
Engineering, Smt. L. V. Government Polytechnic, Hassan 573201, India,
affiliated with the Department of Technical Education, Karnataka, India
(e-mail: maruthi.s.gujjar@gmail.com).
V. Hegde is with the Department of Electrical and Electronics Engineering,
Malnad College of Engineering, Hassan 573202, India, affiliated with Visves-
varaya Technological University (VTU), Belagavi, Karnataka, India (e-mail:
hegde_mce@rediffmail.com).
Digital Object Identifier 10.1109/JSEN.2015.2476561
1530-437X © 2015 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
145
through shaft and bearing can generate higher temperature
in the bearing, which can create surface roughness known
as electrical fluting [6]. This can initiate premature failure
of the bearing. When an IM having bearings with general
roughness or abrasion or surface pitting is continued to
operate in industrial process, the chances of leading to multi
point defect in weaker zones of outer race, inner race, balls
and cage are more. This is known as multiple faults in the
bearing, which will result in dynamic air gap eccentricity
in the motor. This can further lead to the development of
Unbalanced Magnetic Pull (UMP) causing rubbing of rotor
with stator [7]. The vibrations set up in the motor due to
multiple faults are complex in nature and it requires accurate
and reliable sensors for detection and diagnosis [4].
Traditionally bearing fault has been detected by monitoring
quantities such as current, vibration, temperature, acoustic
emission, shock pulse monitoring and so on. The review
and comparative study of the above methods are reported
in [1]–[5]. The stator current samples of motor with
inner and outer race bearing fault have been analyzed by
Park’s and Concordia approach in [6] and advanced Park’s
approach in [7]. The fault identification in these approaches is
based on circle and elliptic patterns. It is difficult to identify the
fault because the fault patterns may get distorted due to poor
power quality. The spectral kurtosis and envelope analysis of
stator current in [8] and statistical processing of the stray flux
measurement in [9] are employed to detect localized bearing
faults. The airgap modulation due to radial rotor movement and
load torque variations in a motor caused due to inner race and
ball defect have been reported in [10]. The vibration, current
and acoustic sensors are employed for continuous bearing
fault monitoring in critical applications by wireless sensor
networks [11]. This method has limitations of imperfect data
delivery, data loss in harsh industrial environment and higher
cost due to the use of multiple sensors. A wireless sensor using
inductive coupling principle and a tri-axial accelerometer have
been employed in [12] to detect single point defect in outer
and inner race by using motor vibration as medium. The fault
classification and various signature techniques employed for
analysis of single point defect in the races of bearing have
been reported in [13].
The amplitude modulation technique has been employed
to detect bearing fault in outer and inner race by
146 IEEE SENSORS JOURNAL, VOL. 16, NO. 1, JANUARY 1, 2016

vibration analysis. The results are complex and data processing

will take more time for identification of bearing fault according
to [14]. The fault signature modeling and detection of inner
race bearing defect has been discussed in [15], where as
in [16], modeling and simulation has been carried out to
detect and analyze single point defect in inner and outer
race of a bearing operated under variable load condition.
Experimentation has been carried out by using a tri-axial inte-
grated circuit Piezo electric accelerometer to capture the motor
vibrations. The simulation results are verified by experimental
results. In [17] authors claim that a low cost, intelligent fault
diagnostic system based on Virtual Instrumentation technique
has been developed. The motor vibrations have been captured
by MEMS accelerometer, but no details regarding the MEMS
accelerometer has been presented. The proposed system in [17]
utilizes motor vibration, speed and energy loss as medium to Fig. 1. Bearing geometry of NACHI 6205-ZE ball bearing.
detect the bearing faults. However the results are not very clear TABLE I
for identification of the bearing faults. A smart sensing unit S PECIFICATIONS OF NACHI 6205 ZE [31]
based on Integrated Circuit Piezoelectric (ICP) accelerometer
has been developed in [18] to detect single point defect in
outer and inner race of a bearing. The results are not clear
to distinguish the faults. Motor vibration, current, and the
rotor speed has been employed as medium to detect the single
point defect in inner and outer race of a bearing in [19].
In [20] and [21], modelling of multipoint fault signature
dynamics and abrasion modeling of multipoint defect has been has been used to detect outer race and inner race defect
discussed. In [22] statistical analysis based on spectral kurtosis based on stator current as medium. Due to the computational
energy of vibration or current signals have been used to detect complexity, the soft computing and wavelet approaches require
general roughness and expressed the inability to detect general large computer memory, more processing time and skilled
roughness by spectral or envelop analysis. In [23], motor personnel for fault analysis. Hence on line fault diagnosis is
vibration is used as a medium to detect single point defect difficult from industry point of view.
in outer and inner race of the bearing. The literature survey shows that past researchers have
Bearing fault vibration signals are captured by conventional investigated single point defect in outer and inner race, two
piezoelectric accelerometers in [13]–[15], [18], [22], and [23]. point defect, general surface roughness and combined fault.
The sustained piezoelectric action of these accelerometers will As such no multiple fault detection in a bearing has been
cause overheating of crystals and in turn deteriorate the signal reported. This is a fault generally found in belt driven motors.
conversion capability. In order to overcome this, an additional In the present work, an attempt has been made to investigate
temperature compensation circuit is needed [24]. Also, the such faults. The main objective of this paper is to detect
use of mechanical vibration sensors such as proximity probes and diagnose the multiple faults in the bearings of IM by
for bearing condition monitoring has proved to be costly and vibration analysis using MEMS accelerometer. The details of
delicate. Hence, it can be employed for monitoring critical the MEMS accelerometer employed in the present work are
and higher horse power motor than lower and medium horse available in [30].
power motors [4]. II. B EARING FAULT C HARACTERISTIC F REQUENCIES
In [25], a low-cost, real-time FPGA based hardware process-
Fig. 1 provides the geometry of the bearing NACHI 6205
ing unit has been developed to detect multiple-combined faults
ZE [31] employed in present work. The detailed specifications
in an induction motor. A tri axial MEMS accelerometer has
of bearing are given in Table I.
been used to capture the motor vibrations during startup
Any type of fault in bearings will lead to the development of
transient condition. The information entropy and artificial
mechanical vibrations. The characteristic vibration frequencies
neural networks are used as tools for fault prediction. However
are unique for each type of bearing fault and it is given by [26]
the location of the fault has not been identified.
The soft computing approaches such as neural network,
A. Ball Pass Frequency of Inner Race (BPFI)
pattern recognition and fuzzy logic have been employed  
nb Bd
in [26]–[28] to increase the accuracy of bearing fault detec- fi = . fr 1 + . cos α (1)
tion. The noise and external interference present in motor 2 Pd
vibration signal of defective bearing has been filtered by
B. Ball Pass Frequency of Outer Race (BPFO)
using morphological operators and fuzzy inference [28]. The  
motor vibration signals are processed by FFT and wavelet nb Bd
fO = . fr 1 − . cos α (2)
technique. In [29] wavelet’s and state vector machine approach 2 Pd
G. S. AND HEGDE: APPLICATION OF MEMS ACCELEROMETER FOR DETECTION AND DIAGNOSIS OF MULTIPLE FAULTS 147

C. Ball Spin Frequency (BSF)

  2 
Pd Bd
fball = .fr 1 − . cos α (3)
Bd Pd

D. Cage Defect Frequency or Fundamental Train

Frequency (FTF)
 
1 Bd
f cage = .fr 1 − . cos α (4)
2 Pd
where n b = number of balls; N = Rotational speed in rpm;
.fr = N/60 = mechanical rotor frequency in Hz; p = pair
of poles; Bd = Ball diameter in mm; Pd = Bearing pitch
diameter in mm; α = Ball contact angle with races in degree.

III. M ATHEMATICAL A NALYSIS OF M ULTIPLE

FAULTS IN ROLLER E LEMENT B EARING
The vibrations produced in a motor due to multiple faults
in a bearing can be obtained by convolution of the impulse
train generated by the defect points with the machine transfer
function [21]. Bearing faults will lead to airgap modulation,
which will contribute to vibration in a motor [10], [11].
Therefore, overall vibrations produced in a motor due to
multiple faults in a bearing and airgap modulation caused due
to it can be given by
v(t) = h M (t)∗ h d (t) + g (θ, t) (5)
where v(t) is the vibration produced in the motor, h M (t) is
the impulse response of the machine and is given by
 numbers from 1 to 9 shown on the bearing indicate the balls.
h m (t) = (ω(t) ∗ h M R (t)) .e−ζ t (6)
where ω(t) represents white noise which incorporates the
randomness in vibration signal; h M R (t) is a band pass filter
which corresponds to the resonant frequency band and max-
imum vibration signal strength lies in this frequency band;
h d (t) is the impulse train generated by the defect and is given
by [21]
Fig. 2. Multiple faults bearing (outer race (AA ), inner race (BB ), cage (C)
and ball (D)) used in present work.
The convolution of the term (ω(t) ∗ h M R (t)) gives the
vibrations induced by every impulse generated by the fault
point. The term e−ξ t represents the exponential decay in the
vibration signal produced by the fault generated by machine
damping factor ξ .
Fig. 2 shows multiple faults in a bearing. The point A-A ,
B-B represents two point defects at outer and inner race. The
point C and D shows single point in cage and a ball. The
Assume that inner race is rotating in anticlockwise direction
and outer race is fixed. It is seen from Fig. 2 that the rolling
element 6 will first pass the outer race and inner race defect
at A and B , then followed by defective rolling element 5 and
so on in the load zone.
On the other side, rolling elements 2, 1, 9 and 8 will
pass the inner and outer race cage defect at A, B and C in
∞  ∞
 non-load zone. Since inner race is rotating with defect, the
 
h d (t) = δ (t −kT ) X h L Z (t) ∗ δ (t −lTS ) (7) axis of rotation of the shaft changes continuously, whereas
k=−∞ l=∞
the outer race is fixed and hence the axis of rotation will
be stationary. As a result, static and dynamic eccentricity,
and g(θ , t) is the airgap modulation due to bearing defect and together called mixed airgap eccentricity will exist in a motor
is given by [8] due to the multiple faults in a bearing. This will lead to the
 ∞  
 k development of UMP and will cause vibration. Also, when
g(θ, t) = g0 1 − e. cos(θ + ψ(t)) δ t− (8) the faulty bearing operates in load zone, the radial load will
f
k=−∞ generate more stress on balls and races. As a result, severe
where vibrations will be set up in motor than in the case when the
⎧ faulty bearing operates in non load zone.
⎪
⎨
0 f or outer r ace de f ect
Therefore, the overall vibrations produced in a motor due
ψ(t) = ωr t f or i nner r ace de f ect to multiple faults in a bearing and airgap eccentricity caused
⎪
⎩ω
cage t f or ball de f ect due to it can be given by

where g0 = constant air gap length in mm; e = e0 , or ei or eb vmult iple f ault (t)
are the relative degree of eccentricity introduced by outer race,  
[v2,O R (t)+g O R (θ, t)] X [v2,I R (t)+g I R (θ, t)] X
inner race and ball defect at the instants of t = k/ f 0 , t = k/ f i =
and t = k/ f ball seconds; ωr = Angular frequency; ωcage = [v1,ball (t)+gball (θ, t)] X [v1,cage (t)+gcage (θ, t)]
fundamental cage frequency. (9)
148 IEEE SENSORS JOURNAL, VOL. 16, NO. 1, JANUARY 1, 2016

where v2,O R = Two point defect in outer race,

g O R (θ ,t) = Air gap modulation due to outer race and
can be given by
⎧ ∞ ⎫
⎪  ⎪
⎪
⎪ δ (t − kTO R − td1) ⎪
⎪
⎪
⎪ ⎪
⎪
⎪ 
k=−∞ ⎪ ⎪
⎪
⎪
⎪ ∞ ⎪
⎪
⎪
⎪ ⎪
⎪
⎪
⎨ X h L Z (t) ∗ δ (t − lTS −td1) ⎪
⎬
l=−∞
v2,O R (t) = h M (t) ∗ ∞
⎪
⎪ ⎪
⎪
⎪+
⎪
⎪
δ (t −kTO R −td2) ⎪
⎪
⎪
⎪
⎪ 
k=−∞ ⎪
⎪
⎪
⎪ ⎪
⎪
⎪
⎪ ∞ ⎪
⎪
⎩ X h L Z (t) ∗ δ (t − lTS −td2 ) ⎪⎪
⎭
l=−∞
 ∞  
 k
+ g0 1 − e0 cos(θ ) δ t− (10)
f0
k=−∞
Fig. 3. Experimental setup of the present work.
v2,I R = Two point defect in inner race, g I R (θ, t) = Air gap
modulation due to inner race and can be given by
⎧ ∞ ⎫
⎪  ⎪
⎪
⎪ δ (t −kTI R −td1 ) ⎪
⎪
⎪
⎪ ⎪
⎪
⎪
⎪ 
k=−∞ ⎪
⎪
⎪
⎪ 
∞ ⎪
⎪
⎪
⎪ ⎪
⎪
⎪
⎨ X h L Z (t) ∗ δ (t − lTS − td1 ) ⎪
⎬
l=−∞
v2,I R (t) = h M (t) ∗ ∞
⎪
⎪ ⎪
⎪
⎪+
⎪ δ (t − kTI R − td2 ) ⎪
⎪
⎪
⎪  ⎪
⎪
⎪
⎪
k=−∞ ⎪
⎪
⎪
⎪ 
∞ ⎪
⎪
⎪
⎪ h L Z (t) ∗ δ (t − lTS − td2 ) ⎪ ⎪
⎩ X ⎭
l=−∞
 ∞  
 k
+ g0 1 − ei cos(θ + ωr t) δ t− (11) Fig. 4. Photograph of (a) healthy bearing and (b) artificially created multiple
fi faults in NACHI 6205-ZE bearing.
k=−∞

v1,ball = Single point defect in ball, gball (θ, t) = Air gap

modulation due to ball defect and can be given by in Fig. 2. The vibration produced due to multiple bearing faults

∞
 is a combination of single point and two point defects in sub
v1,ball (t) = h M (t) ∗ δ (t − kTball ) assembly, which is complex in nature. It has been reported
k=−∞

 in [20] and [21] that the multi-point defect can be found as the
∞
 integer multiples of single point defect frequency as given in
X h L Z (t) ∗ δ (t − lTS ) equation (1)-(4). The same concept is extended in the present
l=−∞ research work for detection of multiple faults in bearings.
 ∞  
 k
+ g0 1 − eb cos(θ + ωcage t) δ t− IV. E XPERIMENTAL S ETUP
fb
k=−∞
(12) Fig. 3 shows the experimental setup of the present work.
It consist of induction motor with rating 1.5 kW, 3 phase,
v1,cage = Single point defect in cage, gcage (θ, t) = Air gap 415 V, 50 Hz, 1440 rpm with mechanical loading using
modulation due to cage defect and can be given by V belt. The instrumentation includes MEMS accelerometer

∞ ADXL322JCP, a high resolution FFT analyzer and a personal
  
v1,cage (t) = h M (t)∗ δ t − kTcage computer connected to FFT analyzer through RS-232cable.
k=−∞ The NACHI 6205-ZE bearings shown in Fig. 4(a) and Fig. 4(b)
 ∞

 are employed in the present work. The bearing-1 is healthy

X h L Z (t) ∗ δ (t − lTS ) and bearing-2 with multiple faults, created using Wire Electro
l=−∞ Discharge Machine to simulate the real time conditions of
 ∞  
 k faults are employed in the experimentation.
+g0 1−ecage cos(θ +ωcage t) δ t−
f cage
k=−∞ V. R ESULTS AND D ISCUSSIONS
(13) A. Healthy Motor Bearing
In eqn.10 and eqn.11, td1 and td2 refer to the time delay When an IM with healthy bearing operates under no load
between the impulses generated by different defects, as shown and full load conditions with balanced three phase supply,
G. S. AND HEGDE: APPLICATION OF MEMS ACCELEROMETER FOR DETECTION AND DIAGNOSIS OF MULTIPLE FAULTS
Fig. 5. Comparison of healthy bearing under no load and full load condition.
Fig. 6. Comparison of multiple faults bearing with healthy bearing – no load
condition.
there exists a uniform magnetic field in the airgap. The spectral
analysis of vibration signal by FFT algorithm is as shown
in Fig. 5. It shows the dominant presence of fundamental
frequency component. This is an indication of healthy bearing
in the motor.
B. Multiple Faults Bearing – No Load, Balanced
Three Supply Voltage
When an IM with bearings having multiple faults operate
under no load, the radial movement of the rotor causes mixed
airgap eccentricity which will set up UMP in the rotor.
As a result, the motor exhibits more vibration, humming
noise, increased temperature and rattle sound. The motor
vibrations have been captured by MEMS accelerometer and
spectral analysis has been carried out by using FFT analyzer.
Fig. 6 shows the comparison of vibration spectrum of multiple
149
TABLE II
E XPERIMENTAL VALUES OF FAULT F REQUENCIES IN M ULTIPLE
FAULTS B EARING – N O L OAD C ONDITION
TABLE III
C OMPARISON OF T HEORETICAL AND E XPERIMENTAL FAULT F REQUENCY
faults bearing with healthy bearing operating under no load
condition. As seen from Fig. 6 the appearance of discrete
peaks at fcage , f o , fi and f ball clearly indicates the existence
of fault in cage, outer race, ball and inner race. The fault
frequencies around fundamental frequency component due to
mixed airgap eccentricity are also shown in Fig. 6. Hence, with
this approach, it is possible to detect multiple bearing faults
as well as mixed airgap eccentricity due to the bearing faults.
Table II gives the frequency component of multiple faults with
their magnitude in dB. Table III provides comparison of exper-
imental values with theoretically computed fault frequencies
as per equations (1) – (4). It is found that results are closely
matching.
C. Detection and Study the Effect of Unbalance Voltage
and Single Phase on Multiple Faults in the Bearing
The vibrations setup in the motor with multiple bearing
faults working under unbalanced voltage condition has also
been captured by MEMS accelerometer. The spectral analysis
carried out by FFT analyzer shows the discrete fault frequen-
cies at f cage , f o , f i and f ball as shown in Fig. 7. This clearly
indicates the existence of fault in cage, outer race, ball and
inner race defect. Also, as seen from Fig. 7 the magnitude of
fault frequencies are higher as compared with balanced supply
voltage condition. The fault frequencies and its magnitude
values are tabulated in Table IV. This shows that bearing fault
is severe under unbalance voltage condition.
Fig. 8 shows the comparison of vibration spectrum of
multiple faults bearing with healthy bearing operating under no
load, single phase condition. The analysis of motor vibrations
under single phase condition by FFT analyzer shows unique
peaks at f cage , f o , f i and fball as in Fig. 8. This indicates
the existence of fault in cage, outer race, ball and inner race.
The fault frequencies with magnitude values are tabulated
in Table V.
The comparison of Table II, Table IV and Table V, shows
that the magnitude of multiple fault frequencies under no load
150
Fig. 7. Comparison of multiple faults bearing with healthy bearing - no load,
unbalance voltage condition.
TABLE IV
E XPERIMENTAL VALUES OF FAULT F REQUENCIES IN M ULTIPLE FAULTS
B EARING – N O L OAD , U N -BALANCE V OLTAGE C ONDITION
Fig. 8. Comparison of multiple faults bearing with healthy bearing - no load,
single phase condition.
unbalance voltage condition is more than that of healthy and
single phase condition.
Fig. 9 shows the comparison of magnitude of fault
frequency of multiple faults bearing. It is found from Fig. 9
that the magnitude of fault frequency components at fcage ,
f o , f i and f ball for multiple faults bearing is more under no
IEEE SENSORS JOURNAL, VOL. 16, NO. 1, JANUARY 1, 2016
TABLE V
E XPERIMENTAL VALUES OF FAULT F REQUENCIES IN M ULTIPLE FAULTS
B EARING – N O L OAD , S INGLE P HASE C ONDITION
Fig. 9. Comparison of magnitude of fault frequency of multiple faults
bearing.
Fig. 10. Comparison of multiple faults bearing with inner race defect bearing.
load unbalance voltage condition than that of balanced supply
and single phase condition. This is because of the distorted
magnetic flux density found in the airgap during unbalance
voltage condition. Also, it is evident that the inner race of
faulty bearing will be affected more during unbalance voltage
and single phase condition than other parts of the bearing.
Fig. 10 and Fig. 11 show the comparison of multiple faults
bearing with single point defect in inner race and outer race.
It is found from Fig. 10 that single point defect in inner
race vibration spectrum contains only BPFI and no other fault
frequencies, whereas, the multiple faults vibration spectrum
G. S. AND HEGDE: APPLICATION OF MEMS ACCELEROMETER FOR DETECTION AND DIAGNOSIS OF MULTIPLE FAULTS
Fig. 11. Comparison of multiple faults with outer race defect bearing.
shows all the four fault frequencies. Similarly, in Fig. 11, the
dominant peak at BPFO indicates single point defect in outer
race, whereas the appearance of multiple frequencies indicates
multiple faults.
As per eqn. 9, the vibration due to multiple faults in bearings
will contribute frequency components related to mixed air
gap eccentricity in addition to characteristic fault frequency.
It is found from experimental results that the effect of airgap
modulation due to multiple faults in bearings can be clearly
seen from Fig. 6, Fig. 7, Fig. 8, Fig. 10 and Fig. 11. The
appearance of side band frequency components (fs ± fr ),
(fs ± fr /2), (fs ± fr /3) around 50 Hz and (3fs ± fr /2), (3fs ± fr /3)
around 150 Hz is a clear indicator of dynamic eccentricity,
whereas the existence of (fs + 2f r ) near 100 Hz is clear
indicator of static eccentricity. Therefore, the existence of
mixed air gap eccentricity is found in motor under test due
to multiple faults.
VI. C ONCLUSION
In the present work the experimental results on detection
of multiple faults in a bearing and its effect on the airgap
eccentricity by vibration analysis using MEMS accelerometer
are presented. The appearance of characteristic fault frequen-
cies at fcage , f o , f i and f ball in vibration spectrum is a
clear indicator of multiple faults in a bearing. The vibration
signature analysis under no load condition provides distinctive
fault peaks to identify multiple faults. The appearance of
side band frequency components around 50Hz, 150Hz and
near 100 Hz is a clear indicator of mixed airgap eccentricity
in the motor caused due to bearing fault. The experimental
results show that the magnitude of bearing fault frequencies
is more during unbalance voltage condition than in a single
phase condition. The variations in the magnitude of 150 Hz
indicate the degree of imbalance in motor operation due
to bearing fault. The experimental results show that MEMS
accelerometers can be reliably employed to detect simple to
complex bearing faults in three phase induction motors.
151
ACKNOWLEDGMENT
The authors would like to thank associate editors and
three other anonymous reviewers for their valuable com-
ments on the paper. Authors would like to express gratitude
to Sri V. G. Bhat, Managing Director, Nikhara Electrical
and Allied Technology, an ISO 9001 company, Bangalore,
for supplying three phase squirrel cage induction motor
to suit our research requirements. Also, special thanks to
Sri. Obaiah. O, Principal and Sri. Chetan Kumar, Technician,
Government Tool and Training Centre, Hassan, for introducing
bearing defects using Wire EDM, and provide accurate bearing
dimensions using state-of-the-art measuring instruments.
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IEEE SENSORS JOURNAL, VOL. 16, NO. 1, JANUARY 1, 2016
Maruthi G. S. received the B.E. degree in
electrical and electronics engineering from the Uni-
versity of Mysore, Mysore, India, in 1992, and
the M.Tech. degree in power and energy systems
from the National Institute of Technology Karnataka,
Surathkal, India, in 2005. He is currently a Selection
Grade Lecturer with the Department of Electrical
and Electronics Engineering, Smt. L. V. Government
Polytechnic, Hassan, affiliated with the Department
of Technical Education, Karnataka, India. He is a
Life Member of the Institution of Engineers, India,
and the Indian Society of Technical Education. He is a Research Scholar with
the Department of Electrical and Electronics Engineering, Malnad College
of Engineering, Hassan, affiliated to Visvesvaraya Technological University,
Belgaum, India. His current areas of research interest includes fault diagnosis
of electrical machines, power electronics and drives, microcontroller, and DSP
applications to power system protection.
Vishwanath Hegde received the B.E. degree in elec-
trical and electronics engineering from the Univer-
sity of Mysore, Mysore, India, in 1986, and the M.E.
and Ph.D. degrees in electrical engineering from the
Indian Institute of Science, Bangalore, India, in 1991
and 2007, respectively. He is currently a Professor
and the Head of the Department of Electrical and
Electronics Engineering with the Malnad College
of Engineering, Hassan, affiliated with Visvesvaraya
Technological University, Belgaum, India. He is a
Life Member of the Indian Society for Technical
Education and the Institution of Engineers India. His current area of research
interest includes lightning protection, lightning electromagnetics, microcon-
troller and DSP applications for power system protection, and fault diagnosis
of electrical machines.