Mechanism and Machine Theory 143 (2020) 103627

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Mechanism and Machine Theory

journal homepage: www.elsevier.com/locate/mechmachtheory

Research paper

A fault dynamic model of high-speed angular contact ball

bearings
Yi Qin a,∗, Chengcheng Li a, Folin Cao a, Haizhou Chen b
a
State Key Laboratory of Mechanical Transmission, Chongqing University, Chongqing 400044, People’s Republic of China
b
College of Electromechanical Engineering, Qingdao University of Science and Technology, Laoshan District, Qingdao 266061, People’s
Republic of China

a r t i c l e i n f o a b s t r a c t

Article history: Angular contact ball bearings (ACBBs) are widely used in rotary machines especially in
Received 6 August 2019 high-speed rotating machines because of their excellent properties. However, the tradi-
Accepted 20 September 2019
tional dynamic model of a rolling bearing is mainly applied to simulate the dynamic re-
Available online 27 September 2019
sponse at low speed, and uses the simple displacement excitation function to character-
ize the fault, thus its accuracy will decrease under high speed condition. Aiming at the
Keywords:
Aircraft bearing shortcomings of the traditional model, a new high-speed fault dynamic model of ACBB
Dynamic response is proposed by considering the influences of centrifugal force, gyroscopic moment and
Fault diagnosis time-varying contact angles on the rolling element under high-speed running and using
High-speed effect a B-spline fitting displacement excitation method to represent the fault excitation. With
Impulse this model, high-speed dynamic responses under different fault sizes and rotation speeds
are calculated by the Runge–Kutta method and Newton– Raphson method. Then the cor-
responding time and frequency domain characteristics are analyzed. From the simulation
results, it can be seen that all the simulated acceleration signals of ACBBs are more in line
with the actual situation than the traditional model, especially for the shape of an im-
pulse. Finally, the effectiveness and correctness of the proposed model are verified by the
experiment on aero-engine spindle bearings.
© 2019 Elsevier Ltd. All rights reserved.

1. Introduction

As important mechanical parts, angular contact ball bearings (ACBBs) are widely used in mechanical equipment, such as
automotive, aerospace, device and equipment, industrial production equipment and so on [1,2]. The accuracy, stability and
safety of the bearing completely determine the overall performance of the equipment. Especially for high-speed mechanical
equipment, bearings are easily prone to failure [3–5]. Take the aeroengine as example, its rotating speed is greatly high and
operating conditions are harsh (high temperature, variable load, oil pollution, etc.), hence the spindle bearings may possibly
lose efficacy after a period of operation. Therefore, the dynamic response simulation of faulty high-speed bearings is of great
value for the bearing fault diagnosis and prognosis in various important machines [6,7], such as aero-engine spindle bearing
and high-speed motorized spindle bearing.
At present, researchers have proposed various types of fault excitation models for the bearing with local faults. Epps
[8] proposed fault excitation modeling of bearings through multiple shock signals (determined using multiple impacts based

∗
Corresponding author.
E-mail address: qy_808@aliyun.com (Y. Qin).

https://doi.org/10.1016/j.mechmachtheory.2019.103627
0094-114X/© 2019 Elsevier Ltd. All rights reserved.
2 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627

on the contour of the fault). Subsequently, Sawalhi et al. [9] and Sawalhi and Randall [10] observed that the rolling elements
generated shock signals when they entered and left the local fault of the bearing. To detect the size of the spalling using a
variety of signal processing methods, McFadden and Smith [11] built up a failure dynamics model of the rolling bearing with
a single-point or multi-point local fault by the radial force. The fault displacement shock excitation was described as a series
of cyclic shock excitation in the model. Ahmadi et al. [12] and Arslan and AktüRk [13] constructed the fault dynamics model
by introducing the rectangular displacement excitation function. Kogan et al. [14] constructed a new multi-body dynamic
model of bearing which considered the spall size of rolling ball bearings. In the model, the effect of localized surface defects
has described as a function related to the shaft speed, and gravity. Then the intermittent contact between rolling-element
and the outer raceway are studied. Rafsanjani et al. [15] conducted nonlinear dynamic analysis of the bearing with local
defect. The excitation of local faults was described by a rectangular displacement excitation function, and the influence of
nonlinear Hertz contact force and initial clearance was considered in the model. Ashtekar et al. [16,17] analyzed the dynamic
response of the bearing when local failure occurs in the raceway of the bearing, and concluded that the size and distribution
position of the fault had a great impact on the dynamic response of the bearing. Based on the dynamic model proposed by
Gupta [18], Wang et al. [19] studied the influence of the fault on the raceway and the relative position of the rollers so as to
well simulate the dynamic response of the roller bearing. The relationship between the fault displacement shock excitation
and the fault size was calculated by the geometric relation. Sawalhi and Randall [20] proposed a rolling bearing model that
take into account the gap between the rolling element and the raceway and the sliding effect of the rolling element. Arshan
and Aktürk [21] proposed a dynamic model of shaft and bearing to study the vibration response of angular contact ball
bearings when the rolling element passes through the fault area. In this model, the shaft-bearing system is simplified as a
spring-mass system, and the bearing fault excitation is represented as a series of repeated rectangular function excitation.
Liu [22] built the dynamic model of rolling ball bearing with local defect by considering the variation of fault size and the
stiffness of defect edge. In this model, the effect of the local defect is represented as a piecewise function, and the edge
topographies are considered [23]. Tandon [24] expressed the local damage displacement excitation as rectangular, triangular
and half-sine displacement impulse functions by Fourier series, and analyzed the dynamic response of the bearing. Patel
[25] described the bearing fault displacement excitation as a sine function and established the nonlinear dynamic model
of the bearing system by considering the mass of shaft, ring and rolling element respectively, then studied the dynamic
response of the bearing inner and outer ring when a local failure occurs. Patil [26] used a half-sine displacement excitation
function to describe the impact of local failure on the dynamic response based on the 2-DOF bearing dynamic model. Li
et al. [27]established the dynamic model of the roller system through the finite element method, and then used the half-
sine displacement excitation function to define the impact excitation caused by bearing fault. Sopanen et al. [28] proposed
a piecewise displacement excitation function to describe the fault shock excitation when the rolling element passes through
the fault location. The piecewise displacement excitation function was defined as tangent and step functions related to
local fault size. In different locations of the fault area, different types of displacement excitation functions were used to
describe the failure excitation. Tandon et al. [29] analyzed the dynamic response of bearing under radial load and local
failure, and used Fourier series to describe rectangular, triangular and half-sine displacement impulse functions in detail.
Except for using the deterministic excitation function, some researchers described the displacement excitation caused by
the local bearing fault via the random function. For example, Antoni and Randall [30] expressed the displacement excitation
as random point excitation, while Behzad et al. [31] describe the impact excitation by means of random noise signal. Cong
et al. [32] proposed a fault excitation model with coupled roller impact. Considering centrifugal, dynamic contact forces and
surface faults of bearing components, Nakhaeinejad and Bryant [33] proposed a vector combination graph model to simulate
the dynamic interaction between the rolling element and the fault, and the fault excitation will follow the change of the
damage surface topography. Through simulation and experimental results, it is known that the interval between the two
impacts can reflect the size of the fault. Niu and Cao [34], based on the dynamic model proposed by Ashtekar et al. [17],
studied the dynamic response characteristics of rolling bearing with local faults, and proposed a high-speed bearing fault
dynamic model to predict the corresponding vibration response.
Although a number of researches about dynamic responses of faulty ball bearings have been done, most of them assume
that the bearings run at a low speed and the shape of local damage is simplified as triangle circle or rectangle. In these
studies, when a rolling element goes through a fault, a rectangular, half-sine or piecewise function will be imposed on the
rolling element to represent the additional displacement excitation, and then the fault dynamic model is set up to obtain
the dynamic response of the faulty bearing. However, when real bearings have local damages, the shapes of damages on the
rolling element, outer ring or inner ring are generally not simple triangles, circles and rectangles. And the generated dis-
placement excitation is not simply equivalent to triangle [24], rectangle [21], sine [25], half-sine [24] or piecewise function
[22]. In addition, when a high-speed ACBB has a local failure, its kinematic state and dynamic characteristics will become
more complex due to the high-speed effect of rolling element, as a result the accuracy and performance of traditional bear-
ing dynamic model will be decreased in such case. In view of the above situation, based on the nonlinear model of the
inner ring of 2-DOF bearing, this paper considers the influence of centrifugal force, gyroscopic moment and time-varying
contact angles, and employs a new displacement excitation method (B-spline fitting excitation function) to characterize the
fault excitation, then builds a high-speed fault dynamic model of ACBB. When a high-speed ACBB is subjected to axial, radial
and torque forces, the nonlinear differential equation of inner ring can be derived by force balance, and then the dynamic
equation is solved by the fourth order Runge–Kutta method and Newton–Raphson iteration method to get the vibration re-
sponse of the high-speed ACBB. With the proposed model, the effects of various fault sizes and rotation speeds on vibration
 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627 3

Fig. 1. The movement of centers of rolling element and inner raceway groove under loading.

response signals are studied, and the corresponding time-domain and frequency-domain characteristics are analyzed. Finally,
the effectiveness and correctness of the model are verified by the experiment on aero-engine spindle bearings.

2. Dynamic modeling of high-speed ACBB

When a fault, such as spalling, pitting and abrasion, occurs in a high-speed ACBB, its kinematic state and dynamic param-
eters will greatly change due to the high-speed effect of the bearing, in addition to the influence brought by the fault. In the
following, we will study the influence of high-speed effect on the vibration response of ACBB, including gyroscopic moment
centrifugal force and time-varying contact angles. Thereupon a new fault characterization method, i.e. a new displacement
excitation function, is used to establish the fault dynamics model of high-speed ACBB.

2.1. Force analysis of rolling element

When a bearing runs at high-speed, the rolling element is in extremely complex motion, including rotation and revolu-
tion. In this section, the change of the central position of rolling element and the force balance condition are derived, so
as to obtain the load-deformation coefficient, contact angles and other related parameters of rolling element. In the force
analysis, the combined effect of axial force and radial force on the ACBB is considered.
Fig. 1 shows the location change of rolling center and curvature center of inner raceway groove under loading. According
to the Pythagorean theorem, the geometric relationship is given below

(A1k − X1k )2 + (A2k − X2k )2 − 2ik = 0 (1)
X12k + X22k − 2ok = 0

where the subscript k represents kth rolling element; ok is the distance between outer ring groove center of curvature and
the roller center, ik is the distance between inner ring groove center of curvature and the roller center. The contact angle
between the rolling element and the inner ring, and that between the rolling element and the outer ring are calculated by:
⎧
⎪
⎪cos αok = ( fo −0X.52)kD+δ
⎪
⎨ ok

sin αok = ( fo −0X.51)kD+δ

A −X
ok
(2)
⎪
⎪cos αik = ( fo −02 j.5)D2+j δ
⎪
⎩sin α = A1 j −X1 j
ik

ik ( fo −0.5)D+δik

where D represents the rolling element diameter; δ ok is the contact deformation of the outer ring; δ ik is the contact defor-
mation of the outer ring; α ok is the contact angles of the outer ring; α ik is the contact angles of the inner ring; fo is the
groove radius coefficient of the outer ring.
Considering that the inner ring rotates while the outer ring is fixed on the bearing seat, the curvature center of the outer
ring raceway groove will not change, and only the curvature center of the inner ring groove will change, so ik and ok are
4 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627

Fig. 2. Force condition of rolling element.

respectively written as:


ik = δik + ( fi − 0.5)D
(3)
ok = δok + ( fo − 0.5)D
According to the relative axial displacement δ a , the relative radial displacement δ r and relative angular displacement θ
between the inner and outer rings, the radius i of the curvature center track of the inner raceway and the initial contact
angle α 0 of the bearing, the axial and radial distance of the groove curvature center between the inner and outer rings can
be obtained:

A1k = BD sin α 0 + δa + i θ cos θk
(4)
A2k = BD cos α 0 + δr cos θk
If the “outer raceway control” is approximately true, it can be assumed that the gyroscopic moment of the rolling ele-
ment is completely balanced by the friction moment between the rolling element and the outer raceway, which has little
influence on the calculation accuracy. If not, it is reasonable to distribute the gyroscopic moment equally between the rolling
element and the raceway contact area. Fig. 2 shows the force condition of one rolling element when a rolling bearing is run-
ning. If outer raceway control is considered, the gyroscopic moment distribution coefficient of inner ring is λik = 0, and the
gyroscopic moment distribution coefficient of outer ring λok = 2; Otherwise we let λik = λok = 1. The equations of force
balance in both directions are given by:

Mgk
Qik sin αik − Qok sin αok − D (λik cos αik − λok cos αok ) = 0
Mgk
(5)
Qik cos αik − Qok cos α ok + D (λik sin αik − λok sin αok ) + Fck = 0
By the use of Hertz contact theory, the relationship between normal load and normal contact deformation of rolling
element is defined as:
 3/2
Qok = Kok δok
3/2
(6)
Qik = Kik δik
where Kik represents the contact stiffness between the rolling element and the inner ring, and Kok represents the contact
stiffness between the rolling element and the outer ring.
From Eqs. (1) and (5), we can obtain the spatial position parameters X1k and X2k of the rolling element center at different
time, and the time-varying contact deformation δ ik and δ ok are, where i denotes the inner ring and o denotes the outer ring;
Substituting Eqs. (2)–(4), (6) into (1) and (5), the equilibrium equation can be obtained as:
⎧
⎪
⎪ (A1k − X1k )2 + (A2k − X2k )2 − (δik + ( fi − 0.5)D )2 = 0
⎪
⎪X 2 + X 2 − (δok + ( fo − 0.5 )D ) = 0
2
⎪
⎪
⎨ λ1okkMgk 2k 3/2 3/2 λ M
D
X2k − Kok δok X1k Kik δik (A1k − X1k ) − ikD gk (A2k − X2k )
+ =0 (7)
⎪
⎪ δok + ( fo − 0.5)D δik + ( fi − 0.5)D
⎪
⎪ λ λ
⎪
⎪
M
ok gk 3 /
X + Kok δok X2k2 / M
Kik δik (A2k − X2k ) + ikD gk (A1k − X1k )
3 2
⎩ D 1k − − Fck = 0
δok + ( fo − 0.5)D δik + ( fi − 0.5)D
where intermediate variables are defined as
1
 ω 2
Fck = mdm ω2
m
(8)
2 ω k
 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627 5

Fig. 3. Traditional simulation signals and measured signal: (a) simulation signal obtained by not consider coupling effect, (b) simulation signal obtained by
considering coupling effect, (c) measured signal.

ω ω
Mgk =J
R m
ω2 sin βk (9)
ω k ω k
where ω is raceway speed; ωm is the revolution speed of the rolling element at the position of θ k ; J is the rotational inertia
of the rolling element; ωR is the rotation speed of the rolling element; β k is the yaw angle of the rolling element; and
γ  =D/dm .
When the inner ring of the bearing rotates, we have
ω 1 − γ  cos αik
m
= (10)
ω k 1 + cos (αik − αok )
When the outer ring of the bearing rotates, we have
ω cos (αik − αok ) + γ  cos αik
m
= (11)
ω k 1 + cos (αik + αok )
ω ±1
=

R
(12)
ω k cos α1+ok +tan βk sin αok
γ  cos α + cos αik +tan βk sin αik
1−γ  cos α
γ  cos βk
ok ik

sin αok
β= (13)
cos αok + γ 
In Eq. (12), the plus sign should be taken if the outer ring rotates, while the minus sign should be taken if the inner ring
rotates.

2.2. Force analysis of rolling element

According to the force balance relationship, let us consider such a case that the inner ring of the bearing is fixed. If the
bearing is subject to axial force, radial force and torque, it can be derived from the force balance relationship that the force
balance equation of the inner ring is given by:
⎧ 
⎪ λ M
⎪ k=z Kik (A1k − X1k )δik
1. 5
− ikD gk (A2k − X2k )
⎪
⎪Fa − =0
⎪
⎪ ( fi − 0.5)D + δik
⎪
⎪ k=1
⎪
⎪ 
⎨ k =z Kik (A2k − X2k )δik
1. 5 λ M
− ikD gk (A1k − X1k )
Fr − cos θk = 0 (14)
⎪
⎪ k=1 ( fi − 0.5)D + δik
⎪
⎪ 
⎪
⎪ λ M
⎪
⎪ k
=z Kik (A1k − X1k )δik1. 5
− ikD gk (A2k − X2k )
⎪
⎪ i + λik fi Mgk cos θk = 0
⎩M − k=1 ( fi − 0.5 )D + δik

2.3. Fault displacement excitation model

Most of bearing damages are originated from the interaction between the rolling element and the inner ring or outer ring
under abnormal conditions. In traditional fault modeling, the fault shapes are generally simplified as triangles, circles and
rectangles. When the rolling element passes through the fault position, an additional displacement excitation described by
rectangle, half-sine or piecewise function is imposed on the rolling element. For comparison, the simulation result obtained
by the traditional model in Ref. [22], that obtained by the recent model in Ref. [35], and the measure signal are respectively
illustrated in Fig. 3(a), (b) and (c). It can be seen from this figure that each of the two dynamic models just generates an
6 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627

Fig. 4. The modeling of an arbitrary real bearing fault: (a) the general view of defect, (b) the specific shape of defect, (c) the defect shape fitted by spline
curve.

impulse, and the impulses generated by different rolling elements have the same acceleration amplitude. However, when
a local failure occurs in the actual bearing, the impulse generated in the fault area is continuous and related to the fault
size and bearing speed. Moreover, when different rolling elements pass through the fault area, symmetric impulses with
different amplitudes are obtained, as shown in Fig. 3(c). Since the real damage is not usually represented by a series of
regular shapes, it is not appropriate to simplify the damage into a triangle, circle or rectangle, which will affect the accuracy
of dynamic modeling. Therefore, a new displacement excitation method is proposed to characterize the fault excitation in
this paper, which can better simulate the actual bearing damage and improve the accuracy of dynamic model of the faulty
ACBB.
In practical engineering, we can measure the height and depth of every tiny point in the fault shape by microscope.
Through a large number of statistical studies, it is found that the peaks and troughs of the fault points satisfy the normal
distribution. Assume that there is no contact deformation in the fault region, and the heights of fault points at the peaks
are randomly produced via the normal distribution in simulation, given the maximum height. Then a spline curve fitting
method for the peak points is proposed to approximate the profile of damage, and an additional displacement excitation is
applied to characterize the excitation of the rolling element. The modeling of an arbitrary real bearing fault is illustrated in
Fig. 4. In Fig. 4(a), the fault area boundary is denoted by the damage length L, damage width B, and damage depth H. In
Fig. 4(b), L is the fault length along the bearing rolling direction; Hmax is the maximum fault height; A denotes the starting
point of the fault region; B denotes the end point of the fault region; θ d represents the effective angle region of the fault
in the circumferential direction; hk represents the additional displacement excitation of the rolling element caused by the
local fault.
In this paper, cubic spline is used to fit the peak points in the fault area, and then the fitting function is defined as:
⎧
⎪ f1 (l ), l ∈ [l0 , l3 ]
⎪
⎪
⎪
⎪ f2 (l ), l ∈ [l3 , l7 ]
⎪
⎪
⎨ ..
.
f (l ) = (15)
⎪ fi (l ), l ∈ [l4i−5 , l4i−1 ]
⎪
⎪
⎪
⎪ ..
⎪
⎪ .
⎩
fn (l ), l ∈ [ln−3 , ln ]

where fi (l ) = Ai + Bi (l − li ) + Ci (l − li )2 + Di (l − li )3 , (i = 1, 2, ..., n − 1 ); li (i = 0, 1, ..., n ) is peak point of the fault contour (l0

is the first peak point while ln is the last peak point); Ai , Bi , Ci , Di is the fitting parameter; l is the arc length of the rolling
element movement. For the damage shown in Fig. 4(b), its contour obtained by fitting is shown in Fig. 4(c).
For the convenience of derivation, a coordinate system is built up in Fig. 5. In this figure, ϕ d represents the angle between
the failure position and the X-axis, θ 1 is the initial angle between the first rolling element and the X-axis, θ k is the real-time
angle position of the kth rolling element, and ϕ θ is the angle between the first roller and the fault position.
When there is a local damage in the inner ring or out ring, the impulsive effect will occur when the rolling element
passes through the damaged area. Considering the coupling effect of the rolling element [35], the fault fitting excitation
function is formulated as:
⎧
⎪h = H max
− f (Rm (mod (θk , 2π ) − ϕ1 ) )
⎨ i 2(i−z )π
hk = hi cos z
, i ∈ [1, z] and i = k
(16)
⎪
⎩ ϕ1 ≤ mod (θk , 2π ) ≤ ϕ2
hk =0 otherwise

where ϕ 1 denotes the angle between the X-axis and the rolling element when it firstly enters the fault region, ϕ 2 denotes
the angle between the X-axis and the rolling element when it lefts the fault region, and Rm is the pitch radius.
 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627 7

Fig. 5. Analytical coordinate of rolling bearing and definition of angular parameters.

2.4. Nonlinear dynamic equation of faulty ACBB

In order to obtain the dynamic response of high-speed ACBB, the rolling element of the bearing is regarded as a nonlinear
elastic contact body, and the rolling bearing is simplified as a spring-mass system, where the rolling element is simplified as
spring and damping element, as shown in Fig. 5. In this study, we suppose that the outer ring is fixed. Based on the 2-DOF
dynamic model, considering the Hertz contact, fault displacement excitation, gyroscopic torque and centrifugal force of the
rolling element, the nonlinear dynamic equations of faulty ACBB are established as follows:
⎧ z 
⎪ 
⎨m ddt 2x + c ddxt + μk Kik δik3/2 cos αik + λikDMgk sin αik + Fck cos θk = Wx
2

k=1 
z (17)
⎪
⎩m dt 2 + c dt +
d2 y dy
μk Kik δik3/2 cos αik + λikDMgk sin αik + Fck sin θk = Wy
k=1

where x and y respectively denote the vibration displacement of ACBB along the X and Y directions, and the acting forces
Fix , Fiy are expressed as:
⎧ z 
⎪ 
⎨Fix = μik Kik δik3/2 cos αik + λikDMgk sin αik + Fck cos θk
k=1 
z (18)
⎪
⎩Fiy = μik Kik δik3/2 cos αik + λikDMgk sin αik + Fck sin θk
k=1

where δik is the total contact deformation between the inner and the rolling element, and its definition is given by

δik = (x cos θk + y sin θk − hk − γ ) cos αik (19)

3. Numerical simulation and analysis

In the process of numerical calculation, the Newton–Raphson method is first used to solve the positions and forces of
rolling element in a period, and then they are fed into the above high-speed bearing fault dynamic model. At last, the
Runge–Kutta method is used to solve the dynamic responses of high-speed fault ACBBs. The parameters of the analyzed
ACBB are listed in Table 1, and the size parameters of defects are listed in Table 2. The parameters for numerical simulation
are given below. Both initial displacements in the X and Y directions are set as 1 × 10−7 m, and both initial velocities in the
X and Y directions are set as 0. The speed of bearing inner ring is set as 10,0 0 0 rpm, 20,0 0 0 rpm, 30,0 0 0 rpm respectively.
The external force in the X direction is Wx = 0 N, and external force in the Y direction is Wy = 500 N. The axial load is
Wz = 500 N. To obtain high calculation accuracy, the step size is set as 1 × 10−7 s.

3.1. Hertz contact force between a single rolling element and raceway

According to the Hertz contact theory, rolling element can only produce contact action within an angular range of exter-
nal load. Therefore, the Hertz contact force between a single rolling element and the raceway is 0 when the rolling element
is not in the effective contact area. Via Eqs. (18) and (19), the Hertz contact force can be calculated as follows:

Fyk = K μk ( (x cos θk + y sin θk − hk − P d ) cos αik )

1. 5
sin θk (20)
The Hertz contact force curve between a single rolling element and a raceway is obtained through Eq. (20). The Hertz
contact force curves obtained by the proposed high-speed dynamic model (optimized model) and the traditional non-high-
speed dynamic model (original model) under healthy status and two defects are illustrated in Fig. 6. To make the Hertz
8 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627

Table 1
Bearing parameters.

Parameter Value

Number of rolling element (z) 19

Diameter of rolling element (d/mm) 8.731
Pitch diameter (dm /mm) 60
Inner ring groove radius (Ri /mm) 4.802
Outer ring groove radius (Ro /mm) 4.671
Diameter of inner ring (di /mm) 51.26
Diameter of outer ring (do /mm) 68.746
Contact angle (α /°) 15
Clearance (γ /mm) 0
Damping coefficient (c/ (Ns/m)) 2495
Mass of rolling element (m/kg) 0.1011
Elastic modulus of rolling element (Pa) 3.1 × 1011
Elastic modulus of raceway (Pa) 2.1 × 1011
Poisson’s ratio of rolling element 0.26
Poisson’s ratio of raceway 0.3
Density of rolling element (kg/m3 ) 3.25 × 103
Density of raceway (kg/m3 ) 7.8 × 103

Table 2
Size parameters of defects (unit: mm).

Number Length(L) Width(B) Height(H)

1 0.1 0.1 0.1

2 0.3 0.1 0.1
3 0.5 0.1 0.1

Fig. 6. Comparison of the Hertz contact forces between single rolling element and raceway obtained by the optimized model and original model under
20,0 0 0 rpm: (a) Hertz contact force for healthy status, (b) Hertz contact force for defect 1 (c) Hertz contact force for defect 3.

contact force curve more visible, a constant is added to the calculation result of Hertz contact force. The solid red line in
Fig. 6 represents the Hertz contact force obtained by the optimized model, while the dotted blue line represents the Hertz
contact force obtained by the original model. By comparison, it can be seen that the Hertz contact force becomes larger and
the impact is more obvious when the high-speed effect of rolling element is taken into account, compared to the original
model. Moreover, with the increase of fault length, the fluctuation range of an impulsive contact force becomes wider, which
is in line with the actual situation.

3.2. Dynamic acceleration responses

In order to compare the performance of the optimized model with that of the original model in dynamic response, the
dynamic acceleration responses of ACBBs, and their spectra and envelope spectra under different fault sizes and rotation
speeds, were calculated, as shown in Figs. 7–9. In these figures, the solid red line represents the optimization model and
the dotted blue line represents the original model. Firstly, the effect of displacement excitation function is studied. Fig. 7(a)–
(c) shows the dynamic acceleration responses obtained by the traditional displacement excitation function and the B-spline
fitting displacement excitation function for various defect sizes, i.e. defects 1, 2, 3. It can be seen from the figure that,
with the increase of fault length, the time of rolling element passing through the fault area increases, i.e. the duration
of a shock caused by local defect increases. It is also worth noting that the amplitudes of different impulses obtained by
 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627 9

Fig. 7. Comparison of the traditional displacement excitation function and the B-spline fitting new displacement excitation function: (a)–(c) Y direction
acceleration signals for defects 1, 2, 3 under 10,0 0 0 rpm respectively; (d),(e) Y direction acceleration signals for defect 1 under 10,0 0 0 rpm, 20,0 0 0 rpm,
30,0 0 0 rpm respectively.

the B-spline fitting displacement excitation function are different, while those obtained by the traditional displacement
excitation function are different. Fig. 7(d),(e) show the dynamic acceleration response of ACBB in Y direction under various
rotation speeds, i.e. 10,0 0 0 rpm, 2 0 0 0 0 rpm and 30,0 0 0 rpm. It can be seen from Fig. 7(d),(e) that the duration of the
impulse in Y direction obtained by the two excitation functions decreases with the increase of rotational speed. This is
mainly because that the time of the rolling element passing through the damage region will decrease with the increase
of rotation speedif the length of damage remains unchanged, and the action time of rolling element through the fault
area decreases. Moreover, with the increase of rotation speed, the impulsive period becomes shorter. In actual engineering,
when ACBB has a fault on the inner ring, outer ring or rolling element, its defect shape is not simple rectangle, circle,
etc. It then follows that the displacement excitation caused by local faults cannot be simply equivalent to rectangle, half-
sine and piecewise function. Actually, the displacement excitation of a rolling element is related to its contact position,
fault length and rotation speed when the rolling element passes through the fault area. Since a real fault may have many
contact points in damage region, a number of shocks should be generated when the rolling element passes through the fault
area. From the enlarged view in Fig. 7, we can distinctly see that the impulsive componet (i.e. a small piece of impulsive
signal) obtained by the B-spline fitting displacement excitation function is composed of a great many shocks. However,
the traditional displacement excitation function can only generate one shock within the fault area, no matter what the
defect size or rotation speed is, and the amplitudes of the repetitive impulses are the same. Therefore, compared with the
traditional displacement excitation function, the B-spline fitting displacement excitation function proposed in this paper can
better characterize the fault excitation, which is more advantageous and in line with the actual situation.
Next, let us consider the influence of high-speed effect when the B-spline fitting displacement excitation function is
fixedly used. For various faults (defects 1, 2 and 3), the simulation results obtained by considering high-speed effect (named
as optimized model)and not considering high-speed effect (named as original model) are illustrated in Fig. 8.It can be seen
from Fig. 8(a)–(c) that the time-domain signals obtained by the two models have similar waveforms, whereas the amplitude
obtained by the proposed model is significantly smaller that obtained by the conventional model. We can know from the
experimental result (please see Section 4) that the amplitude obtained by the conventional model is too large and the simlu-
ation signal obtained by the optimized model is more approximate to the measured signal. From the frequency spectra and
envelope spectra of the acceleration response signals shown in Fig. 8(d)–(i), we can also see that similar spectral structures
are obtained by two models, but the spectral lines at the characteristic frequencies obtained by the optimized model have
the smaller amplitude. Thus the proposed dynamic model can be better applied to the simulation analysis of real high-speed
ACBBs. For various rotation speeds (10,0 0 0 rpm, 2 0 0 0 0 rpm, 30,0 0 0 rpm), the simulation results obtained by the optimized
model and the original model are illustrated in Fig. 9. Since the reasonant speed of the anlayzed ACBB is about 11,0 0 0 rpm,
the amplitude of the simualtion signal under 10,0 0 0 rpm is the largest, as shown in Fig. 9(a)–(c). It can be also seen from
Fig. 9(a)–(c) that the peak amplitude of the time-domain singal changes slightly with the increase of rotation speed. Via
10 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627

Fig. 8. Dynamic responses obtained by considering high-speed effect and not considering high-speed effect for various defects: (a)–(c) Y direction acceler-
ation signals for defects 1, 2, 3 under 10,0 0 0 rpm respectively;(d)–(f) frequency spectra for defects 1, 2, 3 respectively, (g)–(i) envelope spectra for defects
1, 2, 3 respectively.

the time-domain simulation singals, their frequency spectra and envelope spectra are calculated, as shown in Fig. 9(d)–(i)
respectively. From Fig. 9(d)–(i), it can be seen that spectral structures obtained by two models are similar under the same
rotation speed. However, the spectral structure may change with the rotation speed, and the maximum spetral peak de-
crease with the increase of rotation speed, which is mainly because that the high-frequency vibrations become larger and
more outstanding under a higher speed. Furthermore, we can see from Fig. 9that the amplitude or energy in time-domain
and frequency-domain obtained by the optimized model is overall smaller than that obtained by the original model. It again
verifies the superiority of the proposed dynamic model.

4. Experimental verification

To validate the effectiveness of the proposed model, an aero-engine spindle bearing test rig was built, as shown in
Fig. 10. In order to ensure the stable operation of the test rig, a circulating lubrication system with adjustable lubricating
oil temperature and pressure is provided for the whole test rig. The radial and axial loads of ACBB is applied through two
hydraulic cylinders, where the radial loading device acts on the simply supported beam supporting two bearings, one of
which is the fault bearing, the installation location is shown in Fig. 10. The Y-direction vibration response signals of ACBBs
under different rotation speed, fault size and load were collected by an accelerometer, which was placed on the housing of
the faulty ACBB.
 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627 11

Fig. 9. Dynamic responses for defect 1 obtained by considering high-speed effect and not considering high-speed effect under various rotation speeds;(a)–
(c) Y direction acceleration signals under 10,0 0 0 rpm, 20,0 0 0 rpm, 30,0 0 0 rpm respectively;(d)–(f) frequency spectra under 10,0 0 0 rpm, 20,0 0 0 rpm,
30,0 0 0 rpm respectively;(g)–(i) envelope spectra under 10,0 0 0 rpm, 20,0 0 0 rpm, 30,0 0 0 rpm respectively.

Fig. 10. The test rig of high-speed ACBB.

4.1. Test conditions

In this study, we performed experiment on the high-speed ACBB with the spalling on the outer ring. Two faulty ACBBs
were used for dynamic verification experiment under various operating conditions. The test condition of ACBB with defect
2 is listed in Table 3, and the test condition of ACBB with defect 3 is listed in Table 4. According to the bearing parameters
listed in Table 1, the fault characteristic frequencies are calculated, as listed in Table 5. The real defects 2 and 3 are illustrated
in Fig. 11.
12 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627

Table 3
Test condition of ACBB with defect 2.

Number Speed (r/min) Radial load (N) Axial load (N) Lubricating oil (L/min) Oil Pressure (MPa) Oil temperature ( °C) Acquisition time (s)

1 10,034 400 500 1.3 0.49 37.8 15

2 20,087 400 500 1.3 0.49 49.8 15
3 29,960 400 500 1.3 0.49 68.5 15

Table 4
Test condition of ACBB with defect 3.

Number Speed (r/min) Radial load (N) Axial load (N) Lubricating oil (L/min) Oil pressure (MPa) Oil temperature ( °C) Acquisition time (s)

1 10,073 400 500 1.3 0.49 45.5 15

2 20,107 400 500 1.3 0.49 55.4 15
3 30,128 400 500 1.3 0.49 72 15

Table 5
Fault characteristic frequencies for defects 2 and 3 (unit: Hz).

Fault type Defect 2 Defect 3

Speed/rpm 10,034 20,087 29,960 10,073 20,107 30,128

characteristic frequency 1554 3111 4640 1560 3114 4666

Fig. 11. The real outer ring faults: (a) defect 2, (b) defect 3.

4.2. Comparison and analysis

In this section, the acceleration response signals, their frequency spectra and envelope spectra obtained by simulation
and experiment under the same operating conditions are used for comparison. For the ACBB with defect 1, the simulation
results and experimental results are illustrated in Fig. 12. It can be seen from Fig. 12(a)–(c) that the Y direction simulation
signals obtained by the proposed model under different rotation speeds have obviously symmetric impulses with different
amplitudes, which are in accordance with the measured vibration signals. And the impulsive periods of simulation signals
are almost the same as those of real acceleration signals. With the increase of rotation speed, the impulsive period is grad-
ually shortened. In particular, we can see from the enlarged view of an impulse that there are a series of shocks. It again
indicates that using B-spline fitting displacement excitation function for representing the damage fault is reasonable. From
Fig. 12(d)–(f), we can easily see that the frequency spectra structures of simulation signals are different from those of mea-
sured signals. This is mainly because that the sampled signal may contain the vibrations from other components of the
test rig and noise, and the measuring point is a little far away from the tested ACBB. However, the structures of envelope
spectra obtained by the proposed model are similar to those of real acceleration vibration signals, as shown in Fig. 12(g)–(i).
Especially at the fault characteristic frequencies, there are obvious spectral peaks in the simulation results, which accords
with the actual situation. It further validates the correctness and effectiveness of the proposed fault dynamic model.
For the ACBB with defect 1, the simulation result and experimental result are illustrated in Fig. 13. From this figure,
we can also see that there is a high degree of matching between the simulation acceleration signals and the measured
acceleration signals, and similar conclusions can be reached. Comparing Fig. 12 with Fig. 13, it can be seen that the impulsive
feature becomes more obvious with the increase of faults for both the simulation signal and measured signal, and the
duration of an impulse becomes longer as the fault size increases. Moreover, we can see from Fig. 12(g)–(i) and Fig. 13(g)–(i)
that the peak values at the fault characteristic frequencies in the envelope spectra become larger as the fault size increases.
Finally, two traditional (original) simulation models are used for comparison. A1 stands for the model which uses the tra-
ditional displacement excitation function but ignores the high-speed effect of rolling element, and A2 stands for the model
 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627 13

Fig. 12. Comparison of simulation results and measured results under various speeds for defect 2: (a)–(c) Y direction acceleration signals under 10,0 0 0 rpm,
20,0 0 0 rpm, 30,0 0 0 rpm respectively, (d)–(f) frequency spectra under 10,0 0 0 rpm, 20,0 0 0 rpm, 30,0 0 0 rpm respectively, (g)–(i) envelope spectra under
10,0 0 0 rpm, 20,0 0 0 rpm, 30,0 0 0 rpm respectively.

Table 6
Relative errors between simulation signals and measured signals for defect 2.

Speed 10,0 0 0 rpm 20,0 0 0 rpm 30,0 0 0 rpm

Optimized Original Original Optimized Original Original Optimized Original Original

Model model model A1 model A2 model model A1 model A2 model model A1 model A2

RMSE 16.4787 18.9909 50.3278 12.1435 14.1045 49.5796 10.2326 11.6388 49.5437
MAE 4.7616 6.0852 10.3522 3.7951 5.023 9.6828 3.4184 3.6281 9.6494
SD 16.4782 18.9905 50.3277 12.143 14.1039 49.5797 10.2321 11.6383 49.5436

which uses the traditional displacement excitation function and consider the high-speed effect. In order to quantitatively
compare the optimized model with the original models, the root mean square error (RMS), mean absolute error(MAE) and
standard deviation(SD) of the simulation results (including optimization model and the traditional models) and the mea-
sured signals were calculated respectively. Then the relative errors between the simulation signals and measured signals
can be easily obtained. For defects 1 and 2, the relative errors are respectively listed in Tables 6 and 7. By comparison, it
can be noted that under different fault sizes and different rotating speeds, the optimization model has smaller errors and
is closer to the actual situation than the traditional model. Consequently, the proposed fault dynamic model of ACBB is
superior to the traditional fault dynamic model of ACBB.
14 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627

Fig. 13. Comparison of simulation results and measured results under various speeds for defect 3: (a)–(c) Y direction acceleration signals under 10,0 0 0 rpm,
20,0 0 0 rpm, 30,0 0 0 rpm respectively, (d)–(f) frequency spectra under 10,0 0 0 rpm, 20,0 0 0 rpm, 30,0 0 0 rpm respectively, (g)–(i) envelope spectra under
10,0 0 0 rpm, 20,0 0 0 rpm, 30,0 0 0 rpm respectively.

Table 7
Relative errors between simulation signals and measured signals for defect 3.

Speed 10,0 0 0 rpm 20,0 0 0 rpm 30,0 0 0 rpm

Optimized Original Original Optimized Original Original Optimized Original Original

Model model model A1 model A2 model model A1 model A2 model model A1 model A2

RMSE 25.1288 28.9673 66.7625 19.2286 22.4261 64.6107 16.1684 18.4224 64.4124
MAE 7.9284 10.2211 18.1653 6.0547 8.5137 15.9156 5.4624 5.8452 15.5219
SD 25.1286 28.9671 66.7625 19.2284 22.4259 64.6107 16.1682 18.4222 64.4123

5. Conclusions

In order to investigate the dynamic behavior of high-speed ACBB with local fault, a new high speed fault dynamic model
is constructed, and then experiments are performed to validate this model. The main contributions of this study include
three aspects: (1) Considering the influence of centrifugal force, gyroscopic moment, time-varying contact angle and vary-
ing stiffness on the rolling element, the high-speed fault dynamic model of ACBB is constructed. (2) The B-spline fitting
displacement excitation can better characterize the local damage of high-speed ACBB, especially the shape of the simulated
impulse is more similar to the real impulse according to the experimental result. (3) Several experiments on different faulty
high-speed ACBBs under different rotation speeds are performed to verify various dynamic models, and we find that the
 Y. Qin, C. Li and F. Cao et al. / Mechanism and Machine Theory 143 (2020) 103627 15

proposed model is more in line with the actual situation although the obtained dynamic response has smaller amplitude
than that obtained by the traditional model, i.e. the larger impulsive amplitude may not be better.
This study also reveals that the acceleration amplitude becomes larger and the impulsive feature is more obvious as
the fault size increases. On the other hand, the rotation speed has little influence on the impulsive amplitude, whereas the
high-frequency vibration will become prominent when the rotation speed increases. Moreover, the duration of one impulse
increases with the increase of the fault size or the decrease of rotation speed. Finally, it can be concluded that this work
has important value in the study of fault diagnosis and failure mechanism of high-speed ACBB.

Acknowledgments

The work described in this paper was supported by the National Natural Science Foundation of China (No. 51675065),
Chongqing Research Program of Basic Research and Frontier Technology (No. cstc2017jcyjAX0459), and the Fundamental
Research Funds for the Central Universities (Nos. 2018CDQYJX0011 and 2018CDJDCD0 0 01).

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