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Measurement
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Gear crack detection using modified TSA and proposed fault indicators
for fluctuating speed conditions
Vikas Sharma, Anand Parey ⇑
Discipline of Mechanical Engineering, Indian Institute of Technology Indore, India
a r t i c l e i n f o a b s t r a c t
Article history: Fault diagnosis of gearbox at an early stage is very important to avoid catastrophic failures. Condition
Received 14 May 2015 indicators (CI) are used to quantify the level of vibration generated by the defected gears. A comprehen-
Received in revised form 21 March 2016 sive comparison of various CIs, i.e., RMS, kurtosis, crest factor, FM0, FM4, M6A, NB4, energy ratio, NA4,
Accepted 27 April 2016
energy operator and two new proposed condition indicators (PS-I and PS-II), have been performed for
Available online 7 May 2016
no crack, initial crack and advanced crack for different fluctuating profiles of input speed. This compar-
ative analysis shows the responsiveness of indicators towards crack detection. Limited speed fluctuations
Keywords:
and instantaneous high speed fluctuations are considered. Results suggest that newly proposed condition
Fluctuating speed
Time synchronous averaging
indicators are more robust, stable and effective towards crack detection under fluctuating profiles of
Gear crack speed. A modified time synchronous averaging (MTSA) is also proposed to increase signal-to-noise ratio
Condition indicators (SNR).
Signal-to-noise ratio Ó 2016 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.measurement.2016.04.076
0263-2241/Ó 2016 Elsevier Ltd. All rights reserved.
V. Sharma, A. Parey / Measurement 90 (2016) 560–575 561
of CIs is drawn for both limited speed and instantaneous high where ts is the existing sample time of the raw signal, and fs1 is the
speed fluctuations. At the end, results of the present study are pre- revised sampling rate for the new resampled signal. For example;
sented and concluded. let the sample rate be 1000 samples/s and if the speed of shaft fluc-
tuates around 5 Hz. Then, let us assume that for every revolution
2. Proposed modified TSA samples be 990, 922, 1030, 760, 640, 1020 and 803 because of fluc-
tuation in speeds. Now for every shaft revolutions, all the samples
2.1. Classical time synchronous averaging are resampled using Eq. (2). All the samples are resampled w.r.t.
the number of samples of 1st revolution i.e., 990 as explained
The averaging technique is typically used to make vibration sig- below:
nal synchronous with respect to time (revolution). Let, the raw Therefore, using Eq. (2)
vibration signal is presented as a continuous signal x(t), then the 6930
linear averaging operation is given by: f s1 ¼ 1000 ¼ 1124:08 samples=s
6165
X
1 N1 This shows that with proposed method, sampling rate also
xðtÞ ¼ xðt nTÞ ð1Þ
N n¼0 increases. This process will make every part of signal nearly syn-
chronous to each other for every revolution. With this, sample rate
where T is rotational period and N is number of averages. Concept of of acquired vibration signal can be changed depending upon the
time synchronous averaging is shown in Fig. 1. fluctuations. Both upsampling and downsampling can be done at
a same time, which is a limitation of conventional TSA. Higher
2.2. M-TSA sampling rates are possible after resampling, even if the data
acquisition rate is low. Later, for the estimation of amplitude of
For time averaging of the signal, every tachometer pulse or re-sampled samples which are of discrete nature; a cubic-spline
every revolution is required to be of equal duration, i.e., the revo- interpolation is used for quantizing the new developed samples
lutions should match each other, but the duration if every revolu- (see Table 1).
tion varies because of fluctuating input speed conditions. To make The reason for preferring cubic spline has been explained by
all the revolutions of the same size, there is a need to modify the considering Fig. 4. Now, let points 1, 2, 3 be linearly interpolated,
actual signal without the loss of information. A speed based, they will join the consecutive samples by a straight line (green
resampling scheme to resize every revolution so as to convert color) and signal will lose its smoothness and continuity, which
the asynchronous signal into a synchronous signal has been pro- will result in different values of amplitude. So, for accurate estima-
posed here in Fig. 2. A more illustrative description of proposed tion of amplitude a cubic spline (red color) interpolation can be
TSA algorithm for fluctuating speed with contrast to basic TSA used. It can be observed that the cubic spline interpolated signal
method is shown in Fig. 3. We have considered single pulse per has much closeness to the actual one. Afterward, the basic TSA
revolution and the tachometer is mounted at the input end, acquir- can be applied to synchronous signal for further analysis of signal.
ing and counting the revolution of the input shaft. Interpolation Now with this, better filtering of noise can be achieved for fluctu-
has been performed on the time-domain vibration signal of gear; ating profiles of speed. McFadden has also drawn attention
tachometer signal has not been interpolated. towards the use of high order interpolation technique after resam-
pling of vibration signal and has recommended [36]. If linear
2.2.1. Resampling scheme and quantization proves insufficient, cubic interpolation method can be used negoti-
Considering fluctuations, let the speed of first revolution (x1) is ating the difference in processing time [37].
selected as the base speed. Then, the extra samples needed in the
subsequent revolution (xi), can be calculated by a resampling
3. Proposed condition indicator
scheme as mentioned in is calculated as below:
ðtotal number of samples after resamplesÞ 3.1. Existing CI
f s1 ¼
ðtotal number of samples of original signalÞ
original sampling rate 3.1.1. RMS
It signifies the energy content within signal w.r.t. time. The root
xi
¼ ð2Þ mean square (RMS) is defined as the square root of the mean of the
x1 t s sum of the squares of signal samples [33]and is given by
M-TSA
Reference Signal Amplitude estimation using
(Tacho signal) cubic spline interpolation
Existing Condition
Indicators
Fault Alarm and
Proposed Condition
Indicator
TSA=TSA/n TSA=TSA/n
f=FFT (TSA) f=FFT (TSA)
Table 1
Number of samples before and after resampling.
Revolution Rev #1 Rev#2 Rev#3 Rev#4 Rev#5 Rev#6 Rev#7 Total samples
Samples acquired per revolution 990 922 1030 760 640 1020 803 6165
Samples after resampling 990 990 990 990 990 990 990 6930
rffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
1 hX N i
RMSx ¼ i¼1 i
ðx Þ2 ð3Þ
N
where x is the original sampled time signal, N is the number of sam-
ples and i is the sample index.
3.1.2. Kurtosis
It is the fourth order moment normalized by the square of vari-
ance of a signal x and gives a measure of the peakedness of the sig-
nal [33]. It is given by
P
N Ni¼1 ðxi xÞ4
K¼ 2 ð4Þ
PN
2
i¼1 ðxi xÞ
P
3.1.4. Zero order figure of merit (FM0) N Ni¼1 ðrei reÞ4
EOP ¼ 2 ð11Þ
It is an indicator of major faults in a gear mesh [33]. Changes in PN 2
i¼1 ðrei reÞ
the meshing pattern can be noticed by comparing the maximum
peak-to-peak amplitude of the signal to the sum of the amplitude
of the mesh frequencies and their harmonics. It is given by where rei equals x2i — xi1 xiþ1 and it is the ith measurement of the
resulting signal re, and re is the average of the resulting signal.
PPx EOP is developed by first calculating the value x2i — xi1 xiþ1 for
FM0 ¼ PH ð6Þ
every point xi (i = 1, . . ., N), of the signal. At the end points, the signal
N¼0 P N
is assumed to be a continuous loop. The energy operator is then
where PPx is the maximum peak-to-peak amplitude of the signal x, computed by taking the kurtosis of the resulting signal.
PN is the amplitude of the Nth harmonic and H is the total number of
harmonics in the frequency spectrum. 3.1.10. NA4
It was developed as a general fault indicator reacting to both
damage and continuous growth of the fault [40]. The quasi-
3.1.5. Fourth order figure of merit (FM4)
normalized kurtosis of the residual signal is calculated by obtain-
It was designed to boost FM0 by detecting faults isolated to only
ing a ratio of fourth moment of the residual signal to the square
a finite number of gear teeth [32]. This is done by first constructing
of its run time averaged variance. The mean variance is the average
the difference signal d and then normalized kurtosis of d is then
value of the variance of all earlier data records in the run ensemble.
computed as
NA4 is given as
P P
N Ni¼1 di d 4 N Ni¼1 ðr iM r M Þ4
NA4ðMÞ ¼ ð12Þ
FM4 ¼
PN 2 ð7Þ PM PN 2
2
2 1
i¼1 ðr ij r j Þ
i¼1 ðdi dÞ M j¼1
3.1.6. M6A 3.2. Feature extraction by proposed condition indicators using residual
The fundamental idea is the same as that of FM4, only the signal
moment is normalized by the cube of the variance. However, it is
expected that M6A will be more sensitive to peaks in the difference 3.2.1. Proposed condition indicator I (PS-I)
signal because of using sixth moment. M6A is given as Since, the residual signal is without the gearmesh frequency
and their harmonics, but contains modulation due to presence of
P 6 fault frequencies, sidebands (higher and lower order) which are
N2 Ni¼1 ðdi dÞ
M6A ¼ 3 ð8Þ very much crucial to highlight the fault appearing phenomenon.
PN 2
i¼1 ðdi dÞ However, if the noise content in the signal is high, residual signal
may not highlight the fault, although some clues of fault will also
be, present in it. So on the basis of residual signal an indicator men-
3.1.7. NB4 tioned below is suggested for identifying the fault.
It was developed in 1994 by Zakrajsek et al. [30] to indicate RMSresidual
localized gear tooth fault. The hypothesis behind NB4 is that, fault PS-I ¼ ð13Þ
RMSregular
within a few teeth will create transient load fluctuations dissimilar
to those load fluctuations caused by healthy teeth and this can be where RMSresidual is the RMS of residual signal and RMSregular is the
observed in the envelope of the signal. NB4 uses the quasi- rms of regular signal containing all the components. Since a gear
normalized kurtosis of the envelope of the signal bandpass filtered crack produces high impulses in the system, due to which the
about the mesh frequency. The envelope, s(t) is computed using RMS of the residual signal will also be high as compared to differ-
the Hilbert transform and is given by ence signal where first order sidebands are eliminated. Therefore,
this gear fault indicator will be sensitive towards gear crack.
sðtÞ ¼ j½bðtÞ þ i½HðbðtÞÞj ð9Þ
where b(t) is the band-pass filtered signal about the mesh 3.2.2. Proposed condition indicator II (PS-II)
frequency, H(b(t)) is the Hilbert transform of b(t) and i is the This condition indicator resemble to central moments of statis-
sample. tics. Entropy is only dependent on probability distribution of the
random event occurrence and the fault appearing phenomenon is
3.1.8. Energy ratio randomness in the signal. Let, an incomplete probability set of dis-
It is a ratio of RMS of the difference signal d to the RMS of the crete random events X = {x1, x2, x3, . . ., xn} over a finite duration be
signal containing only the regular meshing components yd and is P = {p1, p2, p3, . . ., pn} which is the probability of occurring event
given by [39] from set X such that 0 6 pi 6 1. The sum of total probabilities is
P
expressed as xðpÞ ¼ pi 6 1. The generalized Rényi entropy for
RMSd
ER ¼ ð10Þ i
RMSyd incomplete probability distribution is given by [44]
564 V. Sharma, A. Parey / Measurement 90 (2016) 560–575
Table 2
Main parameters of input gear and output gear.
Table 3
Parameter Input gear Output gear Accelerometer specification,
Type Spur (involute) Spur (involute) Model no. Sensitivity Frequency Measuring
No. of teeth 32 80 (mV/(m/s2)) range (Hz) range (m/s2pk)
Diametral pitch (per mm) 0.6299 0.6299
PCB 333B32 (±10%) 10.2 (±5%) 0.5–3000 ±490
Module 1.5875 1.5875
Face width (mm) 12.5 12.5
Material Steel Steel
Zoomed view
Accelerometer
Gearbox
housing
Tachometer
Coupling
Input shaft
Motor
Bearing housing
Tacho-reflector wheel
Fig. 8. Pinion with different tooth cracks, (a) healthy gear tooth with scale for PCD measurements, (b) initial crack (length = 1 mm), and (c) advanced crack (length = 3 mm).
5.2
6.5
Speed (Hz)
5
4.8 6
Sinusoidal fluctuating
4.6 Actual Input Speed 5.5
4.4 5
Machine Response Speed
profile
4.2
4 4.5
1 2 3 4 5 6 7 8 9 10 11 4
Time (sec) 3.5
3
Fig. 9. Constant speed profile input to machine. Actual Input Speed
2.5 Machine Response Speed
2
!
1 XN 1 2 3 4 5 6 7 8 9 10 11
Ha ðPÞ ¼ log2 pai ð14Þ
1a i¼1
Time (sec)
Amplitude
5
0 0 0
-5
-10 -20
-10
0 1 2 3 4 0 1 2 3 4 0 1 2 3 4
4 4 4
Time (samples) x 10 Time (samples) x 10 Time (samples) x 10
Amplitude
Amplitude
Amplitude
0 0 0
fluctuating profile
7 6
Random speed
6
5
profile
5
4 4
3
3
2 Actual Input Speed
1 Machine Response Speed 2
1 2 3 4 5 6 7 8 9 10 11
0
1 2 3 4 5 6 7 8 9 10 11
Time (sec)
Time (sec) Fig. 15. Random fluctuating profile of speed.
Amplitude
Amplitude
0 0 0
Amplitude
Amplitude
10
0 0 0
-10
-10 -10
0 1 2 3 4 0 1 2 3 4 0 1 2 3 4
4 4
x 10 4
Time (samples) Time (samples) x 10 Time (samples) x 10
(a) (c)
Amplitude
Amplitude
10 10
0 0
-10 -10
0 0.2 0.4 0.6 0.8 0 0.2 0.4 0.6 0.8
Time (sec) Time (sec)
(b) (d)
Amplitude
Amplitude
10 10
0 0
-10 -10
0 0.2 0.4 0.6 0.8 0 0.2 0.4 0.6 0.8
Time (sec) Time (sec)
Fig. 17. CTSA signals (left column) and MTSA signals (right column) obtained for constant input speed with (a and c) initial and (b and d) advanced crack.
(a) (c)
Amplitude
Amplitude
5 5
0 0
-5 -5
0 0.08 0.16 0.24 0.32 0.4 0.48 0.56 0.64 0.72 0.8 0 0.2 0.4 0.6 0.8
Time (sec) Time (sec)
(b) (d)
Amplitude
Amplitude
5 5
0 0
-5 -5
0 0.2 0.4 0.6 0.8 0 0.2 0.4 0.6 0.8
Time (sec) Time (sec)
Fig. 18. CTSA signals (left column) and MTSA signals (right column) obtained for sinusoidal fluctuating profile of speed with (a and c) initial and (b and d) advanced crack.
(a) (c)
Amplitude
Amplitude
-5 5
0 0
-5
-5
0 0.2 0.4 0.6 0.8 0 0.2 0.4 0.6 0.8
Time (sec) Time (sec)
(b) (d)
Amplitude
Amplitude
5 5
0 0
-5 -5
0 0.2 0.4 0.6 0.8 0 0.2 0.4 0.6 0.8
Time (sec) Time (sec)
Fig. 19. CTSA signals (left column) and MTSA signals (right column) obtained for quadratic fluctuating profile of speed with (a and c) initial and (b and d) advanced crack.
produced within the gearbox because of its inertia or friction or due sent study is only related to fluctuating speed environments with
to uneven mass distribution in the system. Various fluctuating 25% constant loading condition in the range of 0.45–24.85 N m.
input speed profiles are found in the literature [21,41–43]. Three The following are the cases of limited speed fluctuation profiles.
types of input speed fluctuation profile about mean speed along
with constant input speed are considered here for the experiment. 4.3.1. Constant speed
Signals are acquired at a sampling rate of 3200 samples/s for 12.5 s. The first and the ideal case is the constant speed case as shown
The application of these fluctuating input speed profiles can be in Fig. 9, in which the speed of the rotating shaft is kept as 5 Hz.
found in wind turbines. Limited speed fluctuations and instanta- Fig. 10, displays the acquired vibration signal with constant speed
neous high speed fluctuations are considered in this study. The pre- for healthy (no crack), initial crack and advanced crack.
568 V. Sharma, A. Parey / Measurement 90 (2016) 560–575
(a) (c)
Amplitude
Amplitude
10 10
0 0
-10 -10
0 0.08 0.16 0.24 0.32 0.48 0.56 0.64 0.72 0.8 0 0.08 0.16 0.24 0.32 0.48 0.56 0.64 0.72 0.8
Time (sec) Time (sec)
(b) (d)
10
Amplitude
10
Amplitude
0 0
-10 -10
0 0.2 0.4 0.6 0.8 0 0.2 0.4 0.6 0.8
Time (sec) Time (sec)
Fig. 20. CTSA signals (left column) and MTSA signals (right column) obtained for random fluctuating profile of speed with (a and c) initial and (b and d) advanced crack.
Table 4
SNR comparison for CTSA and MTSA for all speed conditions.
1400 Table 5
Average time consumed in seconds.
% improvement in SNR for
1200
Interpolation Our Decker and Zakrajsek McFadden
1000 method study [37] [36]
400
200
4.3.3. Quadratic fluctuations of speed
0 The quadratic fluctuating profile of speed is also noticed in wind
No Crack Initial Crack Advanced Crack
turbines under operation [41]. Similarly, a quadratic fluctuating
Health of Gear profile of speed is expressed as fi = 12.9t2 + 20t + 1, where fi is
Constant input speed Quadratically fluctuating input the input speed and t is time. Fig. 13 shows the quadratic speed
speed
Sinusoidally fluctuating input Random fluctuating input speed fluctuation profile of speed and Fig. 14 shows the acquired signals
speed
for aforementioned speed for healthy gear, initial crack and
Fig. 21. % improvement in SNR for MTSA with respect to CTSA. advanced crack conditions.
Table 6
Time domain condition indicators.
5. Comparison of Classical TSA and MTSA get inseparable towards the end of rotation as they are in different
phase in those positions. This shows that at varying speed, CTSA is
With the purpose of highlighting the MTSA’s effectiveness not capable of presenting fault features after attenuating unwanted
towards the filtering of signal, so that the attention can be drawn components which were mixed during vibration signal recording.
towards the fault components present in the signal. These compo- While the MTSA technique based time domain signal looks approx-
nents cannot be deciphered using the classic TSA for fluctuating imately similar for both changing input speed profile and the
speed. A comparison has be made by plotting the Classical TSA constant rpm condition. In addition to this, the amplitude of vibra-
(CTSA) signal and MTSA signal for various speed combinations tion is also of the same order. Due to impulse produced by the
for initial crack and advanced crack conditions. This comparative advanced crack, the presence of high amplitude vibration transients
analysis clearly depicts that CTSA fails to project the fault appear- can be seen at in Figs. 17–20(c and d). Moreover, it can also be
ing at fluctuating speeds. observed that the amounts of non-synchronous components are
The lacuna of CTSA can be observed by comparing Figs. 17–18, wiped out. Therefore, it can be understood that the occurrence of
19 and 20 the features which are visible in the constant input speed a crack can be noticed by looking the TSA signal only, when the
are not visible in the signals processed using CTSA for various fluc- crack advanced to 3 mm.
tuating profiles of speeds. Moreover, the fault features are likely to
570 V. Sharma, A. Parey / Measurement 90 (2016) 560–575
8 10 7
7 (a) 9 (b) (c)
6
8
Crest Factor
6
Kurtosis
5 7 5
RMS
4 6
3 5 4
2 4 3
1 3
0 2 2
No crack Initial Advanced No crack Initial Advanced No crack Initial Advanced
crack crack crack crack crack crack
8
0.025
(d) 7 (e) (f)
0.020
6
0.015
FM4
FM0
5
0.010
4
0.005 3
No crack Initial Advanced
0.000 2 crack crack
No crack Initial Advanced No crack Initial Advanced
crack crack crack crack
12 4.0
(g) (h) 45
3.0 35
8
2.5 30
NB4
6 2.0 25
1.5 20
4
15
1.0
2 10
0.5 5
0 0.0 0
No crack Initial Advanced No crack Initial Advanced No crack Initial Advanced
crack crack crack crack crack crack
7
(j) 0.30
(k) 12
6 0.25 (l)
10
5 0.20 8
NA4
PS-I
PS-II
4 0.15 6
3 0.10 4
2 0.05 2
1 0.00 0
No crack Initial Advanced No crack Initial Advanced No crack Initial Advanced
crack crack crack crack crack crack
Fig. 22. Variation of condition indicators for different input speed and gear health conditions.
Table 7
Percentage increase for proposed indicators at different input speed conditions.
Conditions? Constant input speed Sinusoidally fluctuating Quadratically Random fluctuating input
input speed fluctuating input speed
speed
Indicators? PS-I PS-II PS-I PS-II PS-I PS-II PS-I PS-II
% Increase w.r.t no crack 15.431 8.8535 53.299 26.6161 144 341.862 301.63 43.8321
% Increase w.r.t. initial crack 189.793 28.232 104.061 159.257 713.6 462.202 745.528 170.135
" #
In order to compare the performance of MTSA and CTSA for signal power RMSsignal 2
vibration signal, signal to noise ratio (SNR) has been calculated SNRdB ¼ 10log10 ¼ 10log10
noise power RMSnoise
for all the input speed conditions. The SNR is defined as the ratio
of signal power to noise power and is expressed in dB [45]: RMSsignal
¼ 20log10
RMSnoise
V. Sharma, A. Parey / Measurement 90 (2016) 560–575 571
Amplitude
Amplitude
0 0 0
-15 -18
-20
0 1 2 3 4 0 1 2 3 4 0 1 2 3 4
4 4 4
Time (samples) x 10 Time (samples) x 10 Time (samples) x 10
Fig. 24. Signals acquired at instantaneous high speed sinusoidal fluctuating profile of speed.
572 V. Sharma, A. Parey / Measurement 90 (2016) 560–575
Amplitude
Amplitude 18
Amplitude
20
0 0 0
-18 -20
-15
0 1 2 3 4 0 1 2 3 4 0 1 2 3 4
4
4
x 10
4 x 10 x 10
Time (samples) Time (samples) Time (samples)
Fig. 26. Signals acquired at instantaneous high speed quadratic fluctuating profile of speed.
Amplitude
Amplitude
20
0 0 0
-20
-15 -18
0 1 2 3 4 0 1 2 3 4 0 1 2 3 4
4 4
x 10 x 10 4
Time (samples) Time (samples) Time (samples) x 10
Fig. 28. Signals acquired at instantaneous high speed random fluctuating profile of speed.
Table 8
Condition indicators for instantaneous speed fluctuation in speed profile.
Table 8 (continued)
Fig. 30. Mahalanobis distance for instantaneous high fluctuating profile of speeds.
of 3 times of nominal speed. Figs. 23, 25 and 27 show the instanta- And Xc is the column centered matrix ðxi xÞ, superscript T is
neous high speed fluctuating profiles of speed. for transpose of the matrix. The graphs in Fig. 30 for Mahalanobis
Figs. 24, 26 and 28 shows the vibration signals acquired for distance reflects the separating ability or distinguishes the data
instantaneous high speed fluctuations in gears. It can be noticed related to different gear health. In all the graphs it has been found
that with increasing crack length the vibration amplitude that the data processed by the weighted distance procedure shows
increases. For such instantaneous speed fluctuations up to 15 Hz, the monotonic trend towards the health of the gears under differ-
a comparison of various condition indicators has been presented ent speed fluctuating profiles of speed. On the other hand, the
in Table 8. behavior of condition indicators fluctuates with respect to speed.
From Fig. 29, it has been noticed that CIs fail to show the fault But the CI proposed in this study also shows the seperatability
conditions of the gear with increasing crack. But, the proposed and increasing trends.
indicators still remain sensitive towards crack as the magnitude
of indicators increases with the increase in fault condition. At lim-
8. Conclusion
ited speed fluctuation and at instantaneous high speed fluctuation,
the trends of proposed CI remains same, i.e., the magnitude of pro-
In this paper, experiments have been performed for various gear
posed indicators PS-I and PS-II increases with increase in crack.
tooth conditions and different fluctuating profiles of speed. SNR
Their sensitiveness towards highlighting crack under both limited
has been improved by using MTSA for all the gear health
and instantaneous high speed fluctuation shows their robustness.
conditions and various speed conditions, thereby attenuating
non-synchronous components. It can also be noticed that %
7.1. Validation of proposed CI in terms of separating ability
improvement in SNR for MTSA is much for initial crack as com-
pared to advanced crack over CTSA. Also, the time consumed for
For supporting the proposed condition indicators, Mahalanobis
resampling and cubic spline interpolation is comparatively less
distance has been calculated. 10 data sets of vibration signal are
than the studies found in literature.
acquired at different fluctuating profiles of speed for instantaneous
A comparative study of CIs for fluctuations in input speed pro-
high speed fluctuation at the same rate of 3200 samples/s for 12.5 s
files w.r.t gear health has been performed for both limited speed
for each gear conditions. Mahalanobis distance is weighted dis-
fluctuation and instantaneous high speed fluctuations. The com-
tance between two vectors and is used as a measure of the similar-
parison drawn clearly highlights that the most of the indicators
ity between the vectors [46]. It uses mean and variance to calculate
are responsive towards speed fluctuations, but insensitive to fault
the statistical distance. The equation for Mahalanobis distance is
diagnosis prospects. Hence, two new indicators have been sug-
presented below.
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi gested. Proposed indicators have been applied to MTSA signal for
fault identification. From the comparative study and performance
MDi ¼ ðxi xÞC 1 x ðxi xÞ
T
ð21Þ
analysis it is found that for all the mode of speed fluctuation con-
where x1 and x2 are the two vectors, containing n objects and Cx is sidered here, PS-I and PS-II are sensing the increase of crack, as
the variance – covariance matrix calculated as follows: their values are increasing compared to other existing indicators.
Since, PS-I and PS-II shows the consistent sensitivity towards crack
1
Cx ¼ ðX c ÞT ðX c Þ ð22Þ for all the fluctuating profiles of input speeds, therefore they can be
ðn 1Þ used for fault diagnosis of gears with fluctuating speed conditions.
V. Sharma, A. Parey / Measurement 90 (2016) 560–575 575
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