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Failure Modes and Effects Analysis (FMEA) on Permanent Magnet assisted

Synchronous Reluctance Motors

Technical Report · April 2017

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 FAILURE MODES AND EFFECTS ANALYSIS (FMEA) ON

PERMANENT MAGNET ASSISTED SYNCHRONOUS RELUCTANCE MOTORS

A Research Report

Presented to

The Graduate Faculty of University of Akron

In Partial Fulfillment

Of the Requirement of the Degree

Master of Sciences

SAI SUDHEER REDDY BONTHU

April 2017
i
 FAILURE MODES AND EFFECTS ANALYSIS (FMEA) ON

PERMANENT MAGNET ASSISTED SYNCHRONOUS RELUCTANCE MOTORS

Sai Sudheer Reddy Bonthu

Research Report

_____________________________ __________________________

Advisor Interim Dean of the College

Dr. Seungdeog Choi Dr. Donald P. Visco Jr.

_____________________________ _____________________________

Advisor Dean of Graduate School

Dr. Mahesh Srinivasan Dr. Chand Midha

____________________________ ____________________________

Department Chair Date

Dr. S.I. Hariharan

ii
 TABLE OF CONTENTS

PAGE

LIST OF FIGURES...................................................................................................... iv

LIST OF TABLES........................................................................................................ v

CHAPTER

I. INTRODUCTION................................................................................. 2

II. RESEARCH METHODOLOGY.................................................................. 4

2.1 External Rotor PMa-SynRM Design....................................................... 4

2.2 FMEA on the Motor Design.................................................................... 6

III. ECCENTRICITY FAULT MODELING IN FEA......................................... 7

3.1 Static-Eccentricity................................................................................... 8

3.1 Dynamic-Eccentricity.............................................................................. 9

3.1 Mixed-Eccentricity.................................................................................. 10

IV. FAILURE MODES AND EFFECTS ANALYSIS (FMEA) ON

ECCENTRICITY.......................................................................................... 12

V. CONCLUSIONS........................................................................................... 14

VI. RECOMMENDATIONS.............................................................................. 15

VII. BIBLIOGRAPHY......................................................................................... 16

iii
 LIST OF FIGURES

Figure Page

1 External rotor motor cross-sectional representation............................................. 3

2 Cross-sectional representation for external rotor motors...................................... 3

3 External rotor motor 2D design............................................................................ 6

4 External rotor PMa-SynRM highlighted parts...................................................... 8

5 External rotor PMa-SynRM per pole-section with labelled parts......................... 8

6 External rotor motor SE fault and results............................................................. 9

7 External rotor motor DE fault and results............................................................. 10

8 External rotor motor ME fault and results............................................................ 11

9 RPN Value versus Eccentricy type plot................................................................ 14

10 Possible test setup to validate the simulation results discussed in this study....... 15

iv
 LIST OF TABLES

Table Page

I Design Specification............................................................................................. 6

II Eccentricity Faults Analysis................................................................................. 7

III Static-Eccentricity................................................................................................. 6

IV Dynamic-Eccentricity........................................................................................... 8

V Mixed-Eccentricity............................................................................................... 8

VI Severity Ratings.................................................................................................... 12

VII Detection Ratings.................................................................................................. 12

VIII FMEA on Eccentricity Faults............................................................................... 13

v
 Failure Modes and Effects Analysis (FMEA) on

Permanent Magnet assisted Synchronous Reluctance Motors

(April 2017)

Advisory Committee: Dr. Seungdeog Choi & Dr. Mahesh Srinivasan

Abstract- This report presents failure modes and effects analysis (FMEA) on permanent magnet

assisted synchronous reluctance motors (PMa-SynRMs). In electric motors, stator and rotor are

aligned with constant airgap length. However, stator and rotor misalignment occurs in electric

motor designs due to manufacturing errors. Such misalignment between the stator and rotor axis

is known as eccentricity. Eccentricity fault, which is one of the popular mechanical intolerances

in electric motors, leads to degradation of motor performance. However, there has been limited

study on the FMEA with respect to eccentricity faults on electric motors. In this study, various

failure modes due to eccentricity faults such as static-eccentricity, dynamic-eccentricity and

mixed-eccentricity conditions are analyzed on an optimal 3.8kW external rotor PMa-SynRM 2D

design. Effects of these eccentricity conditions are translated to performance loss in terms of

increased torque ripple in the electric motor designs. Further, FMEA technique is implemented

on each of the faulty conditions to predict severity, occurrence, and detection capabilities.

Finally, risk priority number (RPN) is calculated for the proposed PMa-SynRM design based on

the torque output degradation. Finite element simulation results are presented to validate the

proposed theory.

1
I. INTRODUCTION

F ailure modes and effects analysis (FMEA) is an engineering management technique

performed to analyze different types of faults in a product development. Various faults in

a product are highlighted in FMEA and its effects on the product performance are described. The

severity (S), occurrence rate (O), and detection (D) possibility for each of the faults is explained

in detail. Further, ratings are given based on the severity, occurrence, and detection levels based

on the performance degradation for each of the faults in the product. Potential causes of the

failures in the produce design are listed for each of the failures considered in FMEA. Further,

risk priority number (RPN) which is equal to product of S  O  D is calculated for each of the

failures. The failure with highest RPN value can be declared as the most fatal failure in the

product [1-3]. In [1], prioritizing failures based on fuzzy logic is discussed. Failure ratings for the

occurrence of a failure are given by Very High, High, Moderate, Low, and Remote which

denotes the probability of occurrence in descending order. A fuzzy number between 0 and 10 is

given to the occurrence probability ratings. Similarly, fuzzy numbers are given for severity and

detection capabilities. Further, ageing and failure modes of IGBT (Insulated-Gate Bipolar

Transistor) modules are investigated based on power cycling tests and finite element analysis in

[2]. However, there has been limited study regarding application of FMEA on research and

development of electric motor designs.

In electric motors, failures are usually categorized as electrical and mechanical faults.

Electrical faults include short circuit in armature due to insulation damage. Mechanical faults

include bearing faults and eccentricity faults. Bearing faults occur due to heavy loads on the rotor

shaft of the electric motor. Sometimes, higher speeds than the rated specifications can results in

bearing damage. Bearing fault analysis on internal rotor induction motors has been extensively

2
done in the literature. On the other hand, eccentricity faults occur due to manufacturing

intolerances which result in stator and rotor misalignment from the center-axis of rotation. In last

two decades, eccentricity faults and their effects on the electric motor performance have been

investigated in detail [4, 5]. Eccentricity faults can be categorized as static-eccentricity (SE),

dynamic eccentricity (DE), and mixed-eccentricity (ME). Due to eccentricity faults, the motor

performance is degraded. Several detection techniques to identify the eccentricity type and the

degree of eccentricity in permanent magnet (PM) internal rotor motors have been discussed [6].

Fig. 1. External rotor motor cross-sectional representation.

(a) (b) (c)

Fig. 2. Cross-sectional representation for external rotor motors with (a) SE, (b) DE, and (c) ME.

3
 However, outer rotor motors which are utilized as in-wheel motors in vehicular applications

haven’t been considered for eccentricity fault analysis in literature, to the best of author’s

knowledge. Due to the nature of environment in which electric motors are applied in vehicles,

they are heavily prone to the risk of rotor misalignment which leads to eccentricity faults. Hence

in this study, eccentricity faults are chosen as the mechanical intolerances in an external rotor

permanent magnet assisted synchronous reluctance motor (PMa-SynRM) design [5] which is

depicted in Fig. 1. The output variable is the torque pulsations at different degrees of SE, DE,

and ME conditions from the torque profile generated by the electric motor design in finite

element analysis (FEA). To depict the performance degradation, the increase in torque ripple is

translated to the S, O, D ratings.

II. RESEARCH METHODOLOGY

A. External Rotor PMa-SynRM Design

In this study, a five-phase 3.8kW external rotor PMa-SynRM design is utilized to conduct

eccentricity simulations under SE, DE and ME conditions as shown in Fig. 2. Over the years,

application of in-wheel outer rotor motors in electric vehicles (EVs) and hybrid electric vehicles

(HEVs) to minimize the powertrain losses has been thoroughly investigated. Brushless DC

permanent magnet (BLDC) motors [7], surface mounted permanent magnet (SPM) motors,

interior permanent magnet (IPM) motors, [8] and switched reluctance motors (SRMs) [9] have

been proposed as suitable for in-wheel motor applications. Though PM motors such as SPM and

IPM motors have produced higher torque densities they utilize large amount of PM composition.

On the other hand, after eliminating PMs completely, SRM motors have relatively higher torque

pulsations.

4
 Multi-phase permanent magnet assisted synchronous reluctance motors (PMa-SynRMs) have

been an alternative to the SPM, IPM and SRM motors. With lower PM composition and higher

saliency, multi-phase PMa-SynRMs possess better performance characteristics when compared

to the SPM and IPM motors [10]. In addition, multi-phase PMa-SynRMs possess better fault

tolerant capability with lower cost and lower torque ripple. In vehicular applications, internal

rotor PMa-SynRM has been proposed as the traction motor to generate additional torque which

boosts the engine torque [11]. However, internal rotor PMa-SynRMs have to be coupled with

gears with a complex power train for in-wheel applications. External rotor PMa-SynRMs, on the

other hand, eliminates such complexity in the power train. In adjunct to these advantages, a five-

phase external rotor PMa-SynRM can further increase the torque density with negligible in

comparison to the conventional internal rotor PMa-SynRMs [12, 13].

To solve the above mentioned drawbacks in conventional motors, an optimal five-phase

external rotor PMa-SynRM with 12 rotor poles, 25 stator slots is designed as an alternative to the

five-phase internal rotor PMa-SynRM [14]. This design as shown in Fig. 3 is utilized in this

study to analyze eccentricity faults and perform FMEA. As discussed in earlier section, torque

ripple is utilized to calculate the severity of the fault. Torque ripple as a percentage of the

average torque developed in the electric motor design can be calculated as shown in in (1).

Maximum Value  Minimum Value

Torque Ripple  100 (1)
Average Torque

Based on the torque profile degradation with increase in degree of eccentricity and change of

eccentricity type, the torque ripple is calculated. Detection capability of the eccentricity type and

5
degree depends on the severity of the fault. The severe the fault is the easier it is to detect the

variations in torque profile with the current detection techniques in the literature [15-18].

TABLE III

DESIGN SPECIFICATIONS

Design parameter Value

number of poles, p 12

number of slots 25

slots/pole/phase (SPP) ratio 0.42

stator back iron depth (mm) 20

total stator slot area (mm2) 7964.4

rotor cross-section area (mm2) 5988.73

number of turns/coil 25
Fig. 3. External rotor motor 2D design
rotor/stator outer diameter (mm) 190

B. FMEA on the Motor Design

Though there have been some research attempts on performing failure detection in power

circuitry components such as electric motors and semiconductor switches [19-21], there has been

limited study on a complete effects analysis with respect to eccentricity faults on the electric

motors. The optimal external rotor PMa-SynRM design presented in the previous section has

been selected to perform FMEA. As depicted in Table I, eccentricity conditions under different

degrees of SE, DE, and ME are listed and labeled. Eccentricity degrees between 10% and 50%

are considered in this study at 10% increments in the failure level.

6
 TABLE I

ECCENTRICITY FAULTS ANALYSIS

No. Failure Cause Representation

Mode
1. Static- Rotor and its axis of rotation are misaligned 10% - S1
Eccentricity while stator remain at the same center point 20% - S2
30% - S3
40% - S4
50% - S5
2. Dynamic- Stator and axis of rotation centers remain 10% - D1
Eccentricity constant and rotor is misaligned from the center 20% - D2
of rotation. 30% - D3
40% - D4
50% - D5
3. Mixed- Stator, rotor, and center of rotation axis are 10% - M1
Eccentricity misaligned 20% - M2
30% - M3
40% - M4
50% - M5

III. ECCENTRICITY FAULT MODELING IN FEA

The external rotor PMa-SynRM is designed and the model is available in the FEA software,

ANSYS Maxwell 2D. External rotor PMa-SynRM designs with its rotor, stator, and the center-

axis of rotation is presented in Fig. 4. Rotor and Stator are highlighted in Fig. 4 (a) and (b)

respectively. Fig. 4 (c) presents the center-axis of rotation for the motor design which is also

known as the band or motion setup in FEA. The band represents the rotating parts in a 2D FEA

model and also acts as the center for motor axis of rotation Oa. The air-gap between the stator

and the rotor is 0.7mm as shown in Fig. 5. By moving the centers of rotor, stator and center-axis

of rotation in x-axis direction, SE, DE, and ME conditions are modeled in this study. Degree of

eccentricity is analyzed in 10% increments till the eccentric degree reaches 50%. So, 5 degrees

of SE, DE, and ME faults are exclusively investigated in this research. Each simulation is run for

a full cycle of 16.67 ms (~60Hz) with a time step of 50 us which effectively represents 3200

samples at which the torque developed is computed.

7
 (a) (b) (c)

Fig. 4. External rotor PMa-SynRM highlighted parts: (a) stator (b) rotor and (c) band.

Fig. 5. External rotor PMa-SynRM per pole-section with labelled parts.

i. Static-Eccentricity

Static-Eccentricity (SE) is the most common failure of the three eccentric faults in electric

motors. Most of the motors have a minimum of mechanical tolerance with respect to stator and

rotor misalignment of which rotor misalignment is highly prone due to dislocation from its center

of rotation due to mechanical loads on the shaft or the rotor itself. SE occurs in electric motors

when the rotor along with the center-axis of rotation moves away from the stator center as shown

8
in Fig. 6 (a). Simulation results are presented in Fig. 6 (b). Table II summarizes the torque ripple

results at different degrees of SE.

(a) (b)

Fig. 6. External rotor motor: (a) SE fault and (b) simulation results with 10% - 50% SE faults

TABLE II

STATIC-ECCENTRICITY

Torque ripple
Static-Eccentricity
Max. Value (Nm) Min. Value (Nm) Avg. Torque (Nm) Torque Ripple (%)

10% - S1 19.92 19.11 19.55 4.14

20% - S2 20.19 18.88 19.58 6.69

30% - S3 20.38 18.81 19.60 8.01

40% - S4 20.76 18.20 19.40 13.19

50% - S5 20.87 17.95 19.21 15.2

ii. Dynamic Eccentricity

In DE, as shown in Fig. 7 (a), the rotation axis of rotor shifts away from the stator and motor

center of rotation. Based on the stator and center-axis of rotation shift from the center of the

9
rotor, various degrees of DE faults are created in the simulation model and results are presented

in Fig. 7 (b). Table III summarizes the torque ripple results at different degrees of SE.

(a) (b)

Fig. 7. External rotor motor: (a) DE fault and (b) simulation results with 10% - 50% DE faults

TABLE III

DYNAMIC-ECCENTRICITY

Dynamic- Torque ripple

eccentricity Max. Value (Nm) Min. Value (Nm) Avg. Torque (Nm) Torque Ripple (%)

10% - D1 20.00 19.02 19.51 5.02

20% - D2 20.13 18.75 19.41 7.10

30% - D3 20.51 17.70 19.08 14.72

40% - D4 20.61 17.77 19.09 14.87

50% - D5 20.75 17.89 19.15 14.93

iii. Mixed-eccentricity

Mixed-Eccentricity (ME) occurs in electric motors when the rotor, center-axis of rotation,

and stator are misaligned as shown in Fig. 8 (a). Based on the rotor and stator shift from the

center of the motor, various degrees of ME faults are created in the simulation model and results

10
are presented in Fig. 8 (b). It can be observed that the torque ripple increase with increase in the

eccentricity degree with maximum pulsations of 19.59% at 50% ME condition. In comparison to

the SE and DE conditions, M5 can be considered as the worst case with respect to the worsening

torque ripple at rated conditions. Table IV summarizes the torque ripple results at different

degrees of SE.

(a) (b)

Fig. 8. External rotor motor: (a) ME fault and (b) simulation results with 10% - 50% ME faults

TABLE IV

MIXED-ECCENTRICITY

Torque ripple
Mixed-eccentricity
Max. Value (Nm) Min. Value (Nm) Avg. Torque (Nm) Torque Ripple (%)

10% - M1 20.24 18.91 19.60 6.78

20% - M2 20.27 18.54 19.55 8.84

30% - M3 20.63 17.94 19.22 13.99

40% - M4 20.93 17.78 19.15 16.44

50% - M5 21.49 17.73 19.19 19.59

As depicted in Table V, severity ratings are given based on torque ripple variation margin in

different types and degrees of eccentricities. Each severity rating reflects a torque ripple margin

11
and depicts whether the fault has safe/minor/marginal/critical/catastrophic effect on motor

performance. As discussed in most of the literature, the smaller the degree of eccentric, the

harder it gets to detect the fault’s frequency variation. So detection ratings presented in Table VI

are given based on the severity of the fault. For example, 10% degree on eccentricity faults has 0

severity rating but has highest detection rating as it is harder to detect them with the current

detection techniques.

TABLE V

SEVERITY RATINGS

No. Torque ripple range Severity Rating Description

1. Under eccentricity faults, if torque ripple is in between 0% -4.99% 0 Safe

2. Under eccentricity faults, if torque ripple is in between 5% - 9.99% 4 Minor

3. Under eccentricity faults, if torque ripple is in between 10% - 14.99% 6 Marginal

4. Under eccentricity faults, if torque ripple is in between 15% - 19.99% 8 Critical

5. Under eccentricity faults, if torque ripple is in between 20% - 25% 10 Catastrophic

TABLE VI

DETECTION RATINGS

No. Description Detection Rating

1. Almost uncertain to detect if S is 0 10

2. Low chances to detect if S is 4 6

3. Moderate chances to detect if S is 6 4

4. High chances to detect if S is >8 2

Occurrence ratings as presented in Table VII are given based on the degree of eccentricity

where an assumption has been made that the frequency for occurrence of a lower degree

eccentricity fault is higher. As described in FMEA, their method of detection is described and a
12
whole chart for determining their severity, occurrence, and detection ratings is presented. Finally,

RPN  S  O  D , is calculated for all the fault types. Though 10% DE and 10% ME have lower

severity ratings, it has be concluded that their detection capability is higher which makes them

top priority and hence their RPN is higher with 192. Similarly, under 5% torque ripple is

considered as normal as the healthy motor is expected to have less than 5% torque ripple which

concludes that 10% SE condition has no significant effect on motor’s performance. Fig. 9

presents the explicit results of calculated RPN values of each failure mode considered in this

study.

TABLE VII

FMEA ON ECCENTRICITY FAULTS

Failure Symptoms Method of Effect of Failure Severity Occurrence Detection Risk

Mode and Local Detection (S) (O) (D) Priority
Effects Number
(RPN)
S1 The rotor Torque Rotor misalignment 0 8 10 0
S2 along with profile but not many 4 6 6 144
the motor serious effects on
S3 center of the motor 4 4 4 96
S4 rotation move 6 2 4 48
away from
S5 8 1 2 16
the stator
center point.
D1 The rotation Torque Increase in motor 4 8 6 192
D2 axis of rotor profile vibrations and 4 6 6 144
shifts away might damage the
D3 from the motor bearings 6 4 4 96
D4 stator and 6 2 4 48
motor center
D5 6 1 4 24
of rotation.

M1 The rotor, Torque  Worsens the motor 4 8 6 192

M2 motor center profile performance 4 6 6 144
of rotation,  Increase in torque
M3 and stator are ripple 6 4 4 96
M4 misaligned.  Increase in 8 2 2 32
M5 vibrations 8 1 2 16
 Possible
dislocation of
magnets in rotor

13
 Fig. 9. RPN Value versus Eccentricy type plot.

IV. CONCLUSIONS

In this report, eccentricity faults which are one of the main types of mechanical failures in

electric motors are analyzed with finite element analysis approach. Failure modes and effects

analysis (FMEA) tool has been utilized to depict the extent of damage on motor’s performance,

their frequency, and identification under eccentricity faults are prioritized based on the torque

profile generated at different eccentricity types and degrees. From the results, it can be concluded

that the 10% degree in dynamic- and mixed-eccentricities have highest risk prevention number

(RPN) of 192. On the other hand, 10% degree faults in dynamic-eccentricity have almost no

effect on the motor’s performance.

It is obvious that the 50% degrees of eccentricities are considered as fatal faults which can

result in severe damage to the motor. However, it is easier to detect the 50% faults based on the

current detection techniques presented in the literature. As concluded in this study, highest

priority should be given to 10% eccentricity errors as they are challenging to be detected due to

their close proximity to the healthy motor results.

14
V. RECOMMENDATIONS

This report is an initiation to engross failure analysis to initial stages of research in

optimization of electric motor designs. There is tremendous amount of work yet to be done to

analyze the root cause analysis for such higher RPN values in 10% DE and ME conditions.

Design criterion could be adapted to iterate the optimization process to avoid eccentricity faults

in the electric motors. Further, root cause analysis for such failures in research and development

phase has to be conducted to eliminate the main causes that could result in eccentricity faults.

For example, a recent study on detecting eccentricities based on low-torque ripple design

optimization is presented in recent literature [22]. Such design aspects can be developed to

eliminate eccentricity faults from the design aspects of the next generation electric motors.

From the results presented in Fig. 9, it can be observed that the faults S2 , S3 , S4, D2, D3 , D4,

M2,and M3 follow similar trend in the calculation of RPN values. This could be refined based on

fuzzy logic numbers as discussed in [1]. Such criticality analysis can produce a better FMEA

output to clearly study the prioritization of extent of damage on motor’s performance, their

frequency, and identification under eccentricity faults. Experimental tests can be conducted on

the prototype by considering an example as shown in Fig. 10. Test results can validate the

simulation theory presented in this study which contributes to the improvement of the proposed

tool in research and development of electric motor designs for traction applications.

Fig. 10. Possible test setup to validate the simulation results discussed in this study.
15
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