Traction motor’s rolling element bearings are one of the most critical components for the structural health monitoring of high-speed train vehicles. Most structural health monitoring techniques for railway rolling element bearings are using vibration signal. However, the vibration characteristic of cage defect is difficult to be transmitted to external monitoring point owing to the location of cage in bearing. Hence, the cage defect of Railway Traction Motor Bearing (RTMB) is usually difficult to be recognized with motor housing vibration acceleration signal. Considering Induction Motor (IM) itself a sensor, the mechanical imbalance of bearing cage defect can reflect in stator current through the motor gap magnetic field rather than a solid transmission path. A novel strategy with stator current for monitoring the traction motor bearing cage health status in High-Speed Train (HST) is proposed in this paper. This method requires no additional sensor in the practical application. To prove the strategy is feasible and more effective than vibration-based method for the cage fault diagnosis of RTMB, a comprehensive experiment investigation with a real railway traction motor of a HST is completed. Artificial cage defects are processed on bearings at both ends of the induction motor, respectively. Three high-speed (≥250 km/h) conditions are observed. The data analysis results show that vibration-based method is almost invalid at high-speed condition and the proposed current-based method is feasible and effective for the fault diagnosis of high-speed railway traction motor bearing cage.

The tensile and compression fatigue deformation tests of AZ31 magnesium alloy were carried out at room temperature, and the activation behavior of {10-12}-{10-12} secondary twins in different loading directions (ND normal direction, RD rolling direction) and different strain amplitude (0.5%, 1%) was studied. The results showed that {10-12}-{10-12} secondary twins were observed on the fracture surface of the fatigue samples in the ND at the strain of 1%. In contrast, no secondary twins were observed in the ND at the strain of 0.5% nor in the RD at the strain of 1% and 0.5%, and the fatigue life in the ND was greater than that in the RD. The analysis showed that the generation of {10-12}-{10-12} secondary twins was associated with the grain size and loading direction and that the fatigue deformation at 1% strain was more likely to generate {10-12}-{10-12} secondary twins due to the large lamellar thickness of the primary twins generated at relatively large strain conditions. The fatigue deformation along the ND tension was more favorable for the activation of multiple {10-12} primary twins, and the interaction of multiple twin variants was more favorable to activate {10-12}-{10-12} secondary twins.