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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 46, NO. 6, NOVEMBER/DECEMBER 2010

Equivalent Circuits for Single-Sided


Linear Induction Motors
Wei Xu, Member, IEEE, Jian Guo Zhu, Senior Member, IEEE, Yongchang Zhang, Member, IEEE,
Zixin Li, Student Member, IEEE, Yaohua Li, Yi Wang, Youguang Guo, Senior Member, IEEE, and Yongjian Li

AbstractSingle-sided linear induction motors (SLIMs) have


lately been applied in transportation system traction drives, particularly in the intermediate speed range. This is because they have
merits, such as the ability to exert thrust on the secondary without
mechanical contact, high acceleration or deceleration, less wheel
wear, small turning circle radius, and flexible road line. The theory
of operation for these machines can be directly derived from
rotary induction motors (RIMs). However, while the cut-open
primary magnetic circuit has many inherent characteristics of the
RIM equivalent circuits, several issues involving the transversal
edge and longitudinal end effects and the half-filled slots at the
primary ends need to be investigated. In this paper, a T-model
equivalent circuit is proposed which is based on the 1-D magnetic
equations of the air gap, where half-filled slots are considered
by an equivalent pole number. Among the main five parameters,
namely, the primary resistance, primary leakage inductance, mutual inductance, secondary resistance, and secondary inductance,
the mutual inductance and the secondary resistance are influenced
by the edge and end effects greatly, which can be revised by
four relative coefficients, i.e., Kr , Kx , Cr , and Cx . Moreover,
two-axis equivalent circuits (dq or ) according to the T-model
equivalent circuit are obtained using the power conversion rule,
which are analogous with those of the RIM in a two-axis coordinate system. The linear induction motor dynamic performance,
particularly the mutual inductance and the secondary resistance,
can be analyzed by the four coefficients. Experimental verification
indicates that both the T-model and the new two-axis circuits are
reasonable for describing the steady and dynamic performance
of the SLIM. These two models can provide good guidance for
the electromagnetic design and control scheme implementation for
SLIM applications.
Index TermsCoefficient, control scheme, dynamic performance, equivalent circuit, longitudinal end effect, mutual inductance, secondary resistance, single-sided linear induction motor
(SLIM), steady performance, transversal edge effect.

Manuscript received February 9, 2010; revised March 31, 2010; accepted


April 9, 2010. Date of publication September 7, 2010; date of current version
November 19, 2010. Paper 2010-EMC-042.R1, presented at the 2009 IEEE
Energy Conversion Congress and Exposition, San Jose, CA, September 2024,
and approved for publication in the IEEE TRANSACTIONS ON INDUSTRY
APPLICATIONS by the Electric Machines Committee of the IEEE Industry
Applications Society. This work was supported in part by the Chinese Academy
of Sciences, China, under Grant 400012414-4.
W. Xu, J. G. Zhu, Y. C. Zhang, Y. Wang, Y. G. Guo, and Y. J. Li
are with the School of Electrical, Mechanical and Mechatronic Systems,
University of Technology Sydney, Sydney, N.S.W. 2007, Australia
(e-mail: weixuhappy@ieee.org; Wei.Xu@eng.uts.edu.au; joe@eng.uts.edu.au;
zhangdavid37@gmail.com; yiwang@eng.uts.edu.au; youguang@eng.uts.
edu.au; yoli@eng.uts.edu.au).
Z. X. Li and Y. H. Li are with the Institute of Electrical Engineering, Chinese
Academy of Sciences, Beijing 100864, China (e-mail: yhli@mail.iee.ac.cn).
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIA.2010.2073434

N OMENCLATURE
1
2

Cu
Fe
0
Fe
e
r
s
g

e
a1
c
c2
d
dFe
fs
ge
gm
hb
hy
l
lav
m1
p
pe
q
s
sf
t1
t2
B
Bg
Cr
Cx
E
Fx

Length of the entry-end-effect wave penetration


coefficient.
Length of the exit-end-effect wave penetration
coefficient.
Volume conductivity of the secondary sheet.
Surface conductivity of the secondary sheet.
Primary winding short pitch.
Copper resistivity.
Iron resistivity.
Air permeability.
Iron permeability.
Angular frequency of the power supply.
Angular frequency of the rotor.
Slip angular frequency.
Flux root-mean-square value per pole pair.
Pole pitch.
Half-wave length of the end-effect wave.
Half the width of the primary lamination.
Half the width of the secondary sheet overhanging the
primary lamination.
Width of the secondary sheet.
Secondary sheet thickness.
Depth of the flux density into the back iron.
Primary frequency.
Equivalent air-gap length.
Mechanical air-gap length.
Height of the secondary back iron.
Primary height.
Primary lamination width.
Half the average length of the primary winding coil.
Phase number.
Actual number of primary pole pairs.
Equivalent number of primary pole pairs.
Number of coil sides per phase per pole.
Per-unit slip.
Slip frequency.
Pitch of the primary teeth.
Width of the primary teeth.
Magnetic flux density.
Air-gap flux density.
Transversal-edge-effect coefficient to the secondary
resistance.
Transversal-edge-effect coefficient to the mutual
inductance.
Electrical field intensity.
Thrust.

0093-9994/$26.00 2010 IEEE

XU et al.: EQUIVALENT CIRCUITS FOR SINGLE-SIDED LINEAR INDUCTION MOTORS

Fig. 1.

G
H
Ie
Ids
Iqs
Is
J
Klam
Kr
Kx
Kw1
Llr
Lls
Lm
Lm1
Lmc
Lr
Ls
P2
PFe
Q3
RFe
Rr
Rrc
Rs
SCu
Vs
W1

Structure of a SLIM.

Goodness factor.
Magnetic field intensity.
Field current in the T-model circuit.
Field current in two-axis circuits.
Thrust current in two-axis circuits.
Primary phase current.
Current density.
Silicon-steel stacking factor.
Longitudinal-end-effect coefficient to the secondary
resistance.
Longitudinal-end-effect coefficient to the mutual
inductance.
Primary winding coefficient.
Secondary leakage inductance.
Primary leakage inductance.
Mutual inductance in the two-axis circuit.
Mutual inductance in the per-phase circuit.
Rectified mutual inductance in the two-axis circuit.
Secondary inductance in the two-axis circuit.
Primary inductance in the two-axis circuit.
Secondary active power.
Iron loss.
Air-gap reactive power.
Iron resistance.
Secondary resistance.
Rectified secondary resistance.
Primary resistance.
Effective cross-sectional area of the winding conductor.
Primary synchronous velocity.
Number of primary winding turns in series.
I. I NTRODUCTION

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HE STRUCTURE diagram of a single-sided linear induction motor (SLIM) is shown in Fig. 1. The SLIM primary
can be simply regarded as a rotary cut-open stator and then
rolled flat [1]. The secondary, similar with the rotary induction
motor (RIM) rotor, often consists of a sheet conductor, such as
copper or aluminum, with a solid back iron acting as the return
path for the magnetic flux. The thrust corresponding to the RIM
torque can be produced by the reaction between the air-gap flux
density and the eddy current in the secondary sheet [2], [3].
A train driven by a SLIM, also called as a linear metro, has
been paid attention by academia and industry for more than

Fig. 2. Simple vehicle system diagrams propelled by the SLIM. (a) LIM
installed under vehicle redirector. (b) Drive system.

20 years for its direct propulsive thrust which is dependent of


the friction between the wheel and the rail, for its smaller crosssectional area for the requirement of a tunnel, for its smaller
turning radius, for its larger acceleration, and for its stronger
climbing ability compared with that of the RIM [4], [5]. By
now, there are more than 20 commercial linear metro lines with
more than 400 km in the world, such as the Kennedy airline in
America, the linear metro in Japan, the Vancouver light train
in Canada, the Kuala Lumpur rapid train in Malaysia, and the
Guangzhou subway line 4 and Beijing airport rapid transport
line in China. The typical drive SLIM structure and system
diagrams are illustrated in Fig. 2. It can be seen that the SLIM
primary is hanged below the redirector, which is supplied by
a three-phase inverter on the vehicle. The secondary is flatted
on the railway track, which often consists of a 5-mm-thick
copper/aluminum conductance sheet and almost 20-mm-thick
back iron. When the primary three-phase windings are inputted
to an ac from a vehicular converter, they can build up air flux
linkage and induce eddy current in the secondary sheet. This
eddy current will react with the aforementioned air-gap flux
linkage so as to produce horizontal electromagnetic thrust that
can drive the vehicle forward directly without friction between
the wheel and the track [5], [6].
The SLIM special structure means that its performance is a
little different from that of an RIM. As we know, in the RIM,
an accurate equivalent circuit model can be derived easily by
simplifying the geometry per pole. Unfortunately, it is not as
straightforward to gain the equivalent circuit for a SLIM mainly
for the following three causes [7][22].
1) As the SLIM primary moves along the secondary sheet,
a new flux is continuously developed at the primary
entrance side while the air-gap flux disappears quickly

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 46, NO. 6, NOVEMBER/DECEMBER 2010

Fig. 3. Profiles of secondary eddy current and air-gap flux linkage.

Fig. 4. Air-gap flux density amplitude along z-axis.

at the exit side. By the influence from the sudden generation and disappearance of the air-gap penetrating flux
density, an amount of eddy current in antidirection to the
primary current will occur in the secondary sheet, which
correspondingly affects the air-gap flux profile along the
longitudinal direction (x-axis) as illustrated in Fig. 3.
This phenomenon is called the longitudinal end effect,
which would cause extra copper loss and reduce the effective mutual inductance as the velocity goes up. In the end,
the effective electromagnetic thrust will decrease a little
because of the attenuating air-gap average flux linkage,
not similar to the constant flux linkage in the RIM which
is equal to the value of the exit position in Fig. 3 [3].
2) The different width between the primary lamination and
the secondary sheet can result in nonuniform flux density
distribution, i.e., the middle area flux density along the
z-axis is smaller than that of the terminal as indicated
in Fig. 4, where c is a half of the primary width less
the secondary, l is the primary lamination thickness,
Bx0 is the flux density amplitude with an equal width
between the primary and the secondary, and Bx is the
flux density amplitude with a different width between the
primary and the secondary. The phenomenon is named
as the transversal edge effect, which may increase
the secondary equivalent resistivity and bring an inverse
effect to the neat thrust.

3) For the cut-open primary magnetic circuit, there exist


half-filled slots in the primary ends. Hence, the threephase magnetic circuits are not symmetric with each
other. The three-phase currents are not completely balanced even when excited by three-phase balanced voltages. The half-filled slots will affect the air-gap flux
density distribution so as to result in some alteration in the
mutual inductance, leakage inductance, and secondary
equivalent resistance.
During the past several decades, plenty of papers on the
SLIM performance analysis, involving steady and dynamic
states, have been available. Reference [1], based on the RIM
T-model equivalent circuit, provided one simple and useful
function expression f (q) according to the secondary eddy
current average value by an energy conversion balance theorem.
Supposing that the air-gap flux linkage increased in one exponential function form from the entrance end to the exit end, it
is affected by the SLIM operating speed, secondary resistance,
secondary inductance, and some other structure parameters,
such as the primary length, and so on. The per-phase simplified
model can be used to predict the SLIM output thrust, efficiency,
and power factor conveniently. Reference [3], according to the
result in [1], deduced the two-axis models (dq or ), which
can be applied in vector control or direct torque control to
predict the SLIM dynamic performance. However, the derivation process of the revised function f (q) is very coarse on
the assumption that the eddy current in the secondary sheet
decreases from maximum to zero by exponential attenuation
only in the primary length range. It only considers the mutual
inductance influenced by the eddy current, disregarding its
effect on the secondary resistance. The analytic results, such
as mutual variance, suffer increasing error compared with the
measurement as the velocity goes up. Reference [10] derived
an equivalent circuit model from the pole-by-pole method based
on the winding functions of the SLIM primary windings. One
set of tenth-order differential equations is derived to describe a
basic model for a four-pole machine, and a higher order system
of equations can be provided as the pole number goes up.
Reference [11], based on the winding function method, divided
the SLIM air-gap flux density into three components, i.e.,
primary fundamental, secondary fundamental, and secondary
eddy-current parts. Then, it derived these three-group function
expressions and further achieved inductance, secondary resistance, and other parameters so as to analyze the SLIM performance. The winding function method can study the steady,
transient, and dynamic performance. However, the expressions
of the secondary winding function distributions are achieved
by some approximate hypothesis. A field theory was utilized
in developing the lumped-parameter linear induction motor
(LIM) model [6] in which the end effect, the field diffusion in
the secondary sheet, the skin effect, and the back-iron saturation were considered. However, the resultant lumped-parameter
models look very complicated for the practical use of modeling
and control. Gieras et al. developed an equivalent circuit by
supposing that the synchronous wave and the pulsating wave
were caused by the end effect [7]. However, more experience
should be made to verify the simulation investigation. Several
different models were developed from the electromagnetic

XU et al.: EQUIVALENT CIRCUITS FOR SINGLE-SIDED LINEAR INDUCTION MOTORS

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Fig. 6. T-model equivalent circuit of SLIM.

Fig. 5. Structure and 1-D analytical model of SLIM. (a) Physical structure.
(b) Longitudinal side view. (c) Transversal side view.

relation in the air gap through a Fourier-series approach [4],


[9], [16]. However, it requires more substantial computing time
to gain some useful data, whose accuracy depends closely on
many initially given parameters. If some key values are not
initialized rationally, the final solution cannot be succeeded for
nonconvergence.
This paper, based on the per-phase T-model equivalent circuit
derived from 1-D flux density equations in [2], makes a steady
performance analysis of several SLIMs. Then, it deduces twoaxis equivalent circuits based on the per-phase equations so as
to study the SLIM dynamic performance. It is organized as
follows. The SLIM T-model equivalent circuit is described in
Section II, and its verification is described in Section III. Then,
the two-axis equivalent circuits are explained in Section IV.
Section V discusses four coefficients in detail. The simulation and experimental verifications of the two-axis circuits are
given out in Section VI. Finally, this paper is summarized in
Section VII. The derivations on how to get the four coefficients
are indicated in the Appendix.
The notation used in this paper is fairly standard. The vector

=
ix +
jy +
kz, where
i,
j,
is expressed in the form of A

and k are the notations of the x-, y-, and z-axis directions,
respectively. The complex number is expressed in the form of
A = x + jy, where x is the real part, y is the imaginary part,
and j is the notation of the imaginary part.

analysis, we can calculate the phase currents and the excitation voltages. The air-gap flux linkage can be obtained using
Maxwells field equations and solved using the complex power
method with a conformal transformation which considers the
effects of the half-filled slots, magnetic saturation, and backiron resistance. Using the equal complex power relationship
between the magnetic field and the electrical circuit, we can
obtain several circuit parameters, such as mutual inductance
Lm1 , secondary resistance Rr , primary leakage inductance Lls ,
secondary leakage inductance Llr , longitudinal-end-effect coefficients Kr and Kx , and transversal-edge-effect coefficients Cr
and Cx . The comprehensive derivations of the four coefficients
can be referred to in the Appendix. The T-model equivalent
circuit is shown in Fig. 6, where the secondary equivalent resistance Rr consists of the secondary conducting sheet resistance
R2Sheet and the secondary back iron R2Back . Some brief conclusions are summarized in the following paragraphs [2], [9].
The longitudinal-end-effect coefficients Kr and Kx are denoted by
Kr =
Kx =

C12 + C22
sG

C1
2pe 1 + (sG)2

(1)

C12 + C22
C2
1 + (sG)2

(2)

2pe

where C1 and C2 are the functions of slip s and goodness


factor G, is the primary pole pitch, and pe is the number
of equivalent pole pairs. For the existence of half-filled slots
in the primary ends, the expression of the primary equivalent
current sheet J 1 can be divided into three regions, i.e., entrance half-filled, full-filled, and exit half-filled slots. Then,
the expressions of the air-gap flux density can be gained.
According to the electric machinery theory and complex power
conversion algorithm, the air-gap effective electromotive force
E m , air-gap reactive power Q3 , secondary active power P2 ,
mutual inductance, and secondary resistance can be deduced
by taking the half-filled slots into consideration. By the careful
comparison of those expressions without half-filled slots, the
number of equivalent pole pairs pe is expressed by

II. T-M ODEL E QUIVALENT C IRCUIT


Fig. 5 shows the SLIM longitudinal side view, the transversal
side view, and the 1-D analytical model. In Fig. 5(a), v2 is the
primary moving speed. In Fig. 5(b), j1 is the primary equivalent
current, and j2 is the secondary equivalent current. In Fig. 5(c),
a1 is the half width of the primary lamination. In terms of 1-D

pe =

(2p 1)2
4p 3 + /(m1 q)

(3)

where p is the actual number of the pole pairs, m1 is the number


of primary phases, q is the number of coil sides per phase per
pole, and is the length of the short pitch.

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 46, NO. 6, NOVEMBER/DECEMBER 2010

The transversal-edge-effect coefficients Cr and Cx are


given by


2
sG Re2 [T ] + Im
[T ]
(4)
Cr =
Re [T ]
2
[T ]
R2 [T ] + Im
Cx = e
Im [T ]

(5)

where T is the function of the slip, goodness factor, and motor


structure parameters and Re and Im are the real and imaginary
parts of the complex T , respectively. Here, T is expressed by



2
2
th(0.5l )
(6)
T = j + (1 )
0.5l
where is the ratio of c to and and can be obtained by
=
R2 =

1
1 + 1 th(0.5l )th [0.5K(c2 l )]

(7)

1
1 + jsG

(8)

where K is the function of the slip and motor structure parameters and c2 is the width of the secondary sheet in the value of
(l + 2c).
The five parameters in the T-circuit, namely, the primary
resistance Rs , primary leakage inductance Lls , secondary resistance Rr , secondary leakage inductance Llr , and exciting
inductance Lm1 can be calculated as follows.
The primary resistance Rs is
Rs = Cu 2lav W1 /SCu

(9)

where Cu is the resistivity of copper, lav is half the average


length of the primary winding coil, W1 is the number of turns of
the primary per phase winding in series, and SCu is the effective
cross-sectional area of the primary winding conductor.
The primary leakage inductance Lls is


t + e + d
s
2 l
+
Lls = 0.025W1
(10)
q
p
pe
where s is the primary slot leakage magnetic conductance, t
is the primary tooth leakage magnetic conductance, e is the
primary winding end leakage magnetic conductance, and d is
the primary harmonic leakage magnetic conductance.
The secondary resistance is composed of those of the conducting sheet and back iron because the flux can penetrate
through the aluminum or copper sheet [6] and then enter the
back iron. The depth of the flux density into the back iron dFe is

2Fe
(11)
dFe =
se Fe
where Fe is the back-iron resistivity, Fe is the permeability
of the back iron, and e is the primary synchronous angular
frequency. The resistance of the secondary conducting sheet
R2Sheet is
R2Sheet = 4m1 Sheet

(W1 Kw1 )2 l
2pe
d

(12)

where Sheet is the resistivity of the secondary conductance


sheet and Kw1 is the primary winding coefficient.
The resistance of the secondary back iron R2Back is
R2Back = 4m1 Fe

(W1 Kw1 )2 l
.
2pe
dFe

(13)

Therefore, the secondary equivalent resistance Rr is


Rr =

R2Sheet R2Back
.
R2Sheet + R2Back

(14)

The secondary leakage reactance is


Llr =

Rr
B1 sh(2Kd)
2fs s

(15)

where fs is the primary frequency and B1 is the function of the


slip, primary frequency, and machine structure parameters.
The exciting inductance is
Lm1 = 4m1 0 (W1 Kw1 )2

l V s
4 2 fs ge pe

(16)

where Vs is the synchronous velocity of the primary side and ge


is the equivalent air-gap width.
The iron loss in the SLIM is composed of the primary yoke,
primary tooth, and secondary back-iron losses. These three
parts can be calculated as follows.
The primary yoke iron loss PFey is
 1.3
fs
2
PFey = P10/50 By
Wy .
(17)
50
The primary tooth iron loss PFet is
 1.3
fs
2
Wt .
PFet = P10/50 Bt
50
The secondary back-iron loss PFeb is
 1.3
sf
PFeb = P10/50 Bb2
Wb .
50

(18)

(19)

Hence, the total iron loss PFe is


PFe = PFet + PFey + PFeb .

(20)

In (16)(19), P10/50 is the iron loss value under 1.0 T and


50 Hz; By , Bt , and Bb are the primary yoke, primary tooth,
and secondary back-iron flux densities, respectively; Wy , Wt ,
and Wb are the primary yoke, primary tooth, and secondary
back-iron weights, respectively; and sf is the slip frequency
in the secondary. According to the electromagnetic design
methods in [23] and [24], By , Bt , and Bb can be calculated
as follows:

By = 2g /(2l Klam hy )
(21)
Bt = Bg t1 /(Klam t2 )

(22)

Bb = g /(c2 Klam hb )

(23)

where g is the flux root-mean-square value per pole pair, Klam


is the silicon-steel stacking factor, hy is the primary height, Bg

XU et al.: EQUIVALENT CIRCUITS FOR SINGLE-SIDED LINEAR INDUCTION MOTORS

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TABLE I
DIMENSIONS OF THE SLIM

is the air-gap flux density, t1 is the pitch of the primary teeth,


t2 is the width of the primary teeth, and hb is the height of the
secondary back iron.
The iron loss resistance RFe in series with the excitation
branch can be calculated by
RFe =

PFe /Ie2

(24)

where Ie is the field current.


After the approximate regulation by the four coefficients
and the equivalent number of pole pairs, the SLIM T-model
equivalent circuit indicated in Fig. 6 is similar to that of the
RIM. The influence by the longitudinal and transversal end
effects and half-filled slots can be estimated by the corresponding coefficients. The revised SLIM model based on the
equivalent pole pairs can be regarded as a three-phase magnetic
circuit symmetry structure. The characteristics of the SLIM are
reasonably considered in the circuit. When Kr = Kx = Cr =
Cx = 1, i.e., when the longitudinal and transversal effects are
neglected, the circuit can be simplified as the same as that
of the RIM. Therefore, it is very convenient to analyze the
performance of the SLIM in a similar way as that of the RIM
based on the T-model circuit [2], [9], [14], [15].
III. V ERIFICATION OF T-M ODEL E QUIVALENT C IRCUIT
In order to validate the T-model equivalent circuit in Fig. 6,
a lot of steady state performance analyses have been made
in [9]. Here, two kinds of SLIM performance evaluations are
given out, i.e., the 12 000 Japanese SLIM [4] and one arc SLIM
[9]. Their main dimensions are shown in Table I. In linear
metro drive machines, the magnetic saturation, particularly in
the low velocity or large slip region, might affect the equivalent
length of the electromagnetic air gap and further bring influence
on some parameters, such as the mutual inductance, etc. This
phenomenon can be described by one magnetic saturation
coefficient Ks defined as
Ks = MMFsum /MMFg

(25)

where MMFsum is the total magnetomotive force (MMF) in one


pole pair, including the primary yoke MMFy , the primary teeth
MMFt , the air gap MMFg , and the secondary back iron MMFb .
The equivalent length of the electromagnetic air gap ge can
be calculated by
ge = Ks Kc (gm + d)

(26)

Fig. 7. Magnetic saturation coefficient versus velocity.

where Kc is the Cater coefficient relative with different slot


structures [25]. As the level of the magnetic saturation increases, the equivalent air-gap length ge will become larger.
Take the 12 000 SLIM, for example. The Ks is about 1.26 at
5 km/h and gradually decreased as the velocity goes up. It is
close to 1.01 above the base speed. Hence, the length of ge
decreases approximately from 20 to 16.2 mm between 5 and
70 km/h, which is shown in Fig. 7.
Fig. 8 shows the 12 000 SLIM performance curves, involving
the thrust, slip frequency, power factor, efficiency, and current.
The base speed is 40 km/h. There are two working modes
in the operating regions, i.e., the constant current below the
base speed and the constant voltage beyond the base one.
Normally, the thrust below the base under a constant phase
current will decrease gradually for the longitudinal end effect.
In order to achieve a greater thrust by the drive requirement,
it is necessary to increase the phase current to compensate
for the fading thrust [4]. The thrust and slip frequency in
Fig. 8(a) are mainly decided by the vehicle operating requirements, such as the acceleration, deceleration, road conditions,
windage resistance, etc. From Fig. 8(b)(d), the simulation
results about the power factor, efficiency, and phase current are
approximately in harmony with the measurements in [4]. By the
error analysis of both the simulation and measured values, the
average errors of the power factor, efficiency, and phase current
are 4.97%, 3.41%, and 2.46%, respectively, which are rational
to engineering applications.
Fig. 9 is the arc SLIM prototype experimental bench. It has
a rotor which is formed on the rim of the large-radius flywheel,
whose primary is fed by a converter. The load cell is a dc
machine which is connected to the shaft of the SLIM rig by
belts. The dc machine can operate at any desired speed and
load below their rating values to provide different working
points. The measurement sensors located between the SLIM
and the dc load can record the SLIM velocity, load power, and
thrust [9].
Fig. 10 presents different thrust curves with constant current
constant frequency or constant voltage constant frequency. It
can be seen obviously that the thrust will decrease gradually by
the influence of longitudinal end and transversal edge effects,
particularly in the high speed region. Moreover, the thrust excited by constant voltage in Fig. 10(b) decreases more quickly

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 46, NO. 6, NOVEMBER/DECEMBER 2010

Fig. 9.

Experimental setup of the arc SLIM.

Fig. 10. Steady thrusts of the arc SLIM prototype. (a) Constant current
constant frequency (real lines are the thrusts without an end effect, dashed
lines are the thrusts with end effects, and other shaped lines are the measured
ones). (b) Constant voltage constant frequency (real lines are the thrusts with
end effects, and the other shapes are the measured ones).

Fig. 8. Steady performance of Japanese 12 000 SLIM. (a) Thrust and slip
frequency. (b) Power factor. (c) Efficiency. (d) Primary phase current.

than that by constant current in Fig. 10(a) for its quicker airgap flux attenuation. The thrust simulation agrees with the
measurement reasonably in various velocities.

XU et al.: EQUIVALENT CIRCUITS FOR SINGLE-SIDED LINEAR INDUCTION MOTORS

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Fig. 11. Equivalent circuits of SLIM in dq-axis coordinate. (a) d-axis circuit.
(b) q-axis circuit.

Fig. 13. Modified mutual inductance Lmc and secondary resistance Rrc
under different slip frequencies.

Fig. 14. Thrust Fx curve under different phase currents and slip frequencies.
Fig. 12. Four coefficients under different slip frequencies (solid lines denote
the simulation, and dashed lines denote the measurement).

IV. T WO -A XIS E QUIVALENT C IRCUITS


According to the Park coordinate transformation by the
power conversion rule, we can obtain the two-axis (dq or )
equivalent circuits, which can be referred to in [9], [21], and
[22]. The flux linkage matrix is shown by (27) at the bottom of
the page, where Lm is the equivalent mutual inductance in the
two-axis frame, which is equal to 1.5Lm1 . In order to simplify
the flux matrix expression, we suppose that Lmc = Kx Cx Lm ,
Ls = Kx Cx Lm + Lls , and Lr = Kx Cx Lm + Llr . Then, the
four flux linkage expressions are further expressed by

ds = Ls ids + Lmc idr

qs = Ls iqs + Lmc iqr


(28)

dr = Lmc ids + Lr idr


qr = Lmc iqs + Lr iqr .


ds
Kx Cx Lm + Lls
0
qs

=
dr
Kx Cx Lm
qr
0

0
Kx Cx Lm + Lls
0
Kx Cx Lm

From (28), it can be seen that the four SLIM flux linkage
equations are totally similar to those of the RIM. The special
performance traits resulting from the longitudinal end effect,
transversal edge effect, and half-filled slots are easily described
by the four coefficients and equivalent pole pairs. The SLIM
analysis procedure and algorithm in the two-axis coordinate
are also similar with those of the RIM. Fig. 10 indicates the
SLIM equivalent circuits in the dq-axis frame. Different from
those of the RIM, four more rectification coefficients, i.e., Kx ,
Cx , Kr , Cr , appear in the mutual inductance and secondary
resistance branch circuits. In Fig. 11, 11 and 12 are the
angular frequencies of the primary and secondary relative to
the dq-axis.
V. A NALYSIS OF F OUR C OEFFICIENTS
The T-model circuit parameters for the three-phase arc SLIM
experimental prototype are Rs = 0.425 , Lls = 2.145 mH,

Kx Cx Lm
0
Kx Cx Lm + Llr
0

ids
0
Kx Cx Lm iqs

0
idr
Kx Cx Lm + Llr
iqr

(27)

2418

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 46, NO. 6, NOVEMBER/DECEMBER 2010

Fig. 15. Indirect rotor field orientation control analysis diagram.

Lm1 = 7.670 mH, Rr = 0.221 , and Llr = 0.550 mH. In


order to investigate the end effects on the mutual inductance and
secondary resistance conveniently, we can analyze the different
variable curves in the arc SLIM start-up procedure.
The primary input frequency varies from 1 to 30 Hz. For each
input frequency, the phase current changes from 10 to 30 A. The
slip is one at start-up so that the slip frequency sf is equal to
the primary frequency fs . The calculated and measured curves
of the four coefficients in different frequencies are shown in
Fig. 12. Fig. 13 shows the simulation curves for the rectified
mutual inductance Lmc in the amount of Kx Cx Lm1 and for the
rectified secondary resistance Rrc that is equal to Kr Cr Rr as
the slip frequency goes up. The thrust, with respect to the phase
current and excited frequency, is given in Fig. 14. Because of
the end effects, the average air-gap flux density decreases with
growing velocity, which reduces the mutual inductance and
increases the secondary resistance [17][20].
VI. E XPERIMENTAL V ERIFICATION OF
T WO -A XIS E QUIVALENT C IRCUITS
Fig. 15 is the indirect rotor field control scheme of the arc
linear induction motor (LIM) which is similar to a RIM control.
There are three closed loops, including speed and d- and
q-axis current loops, which are modified by three plus integral
regulators.
Fig. 16 shows the simulation and experiment curves of the
velocity v2 , field current Ids , thrust current Iqs , and thrust.
In the whole process, the velocity is given by 6.28 m/s, and
the field current is kept at a constant of 16 A. The SLIM is
accelerated from 0 to 6.28 m/s in the first 30 s, then operated
with constant velocity for approximately 20 s, and finally
decelerated to zero in about 20 s. Although excited by constant
current Ids , the thrust is attenuated a little as the speed goes up
for its longitudinal end and transversal edge effects. During the
regeneration, the braking torque correspondingly increases for
its continuously smaller end-effect influence. Considering different friction and windage resistances between the theoretical
simulation and practical experiment, the performance curves in
Fig. 16(a) validate those of Fig. 16(b) reasonably.

VII. C ONCLUSION
Compared with some other models of the SLIM, the proposed circuits have the following traits.
1) The T-model circuit is derived based on the 1-D air-gap
flux density equation, which gets four coefficients, i.e.,
Kx , Kr , Cx , and Cr , to describe the influence on the
mutual inductance and secondary resistance brought by
the longitudinal end and transversal edge effects. These
four coefficients have reasonable accuracy, combining
both the electromagnetic and numerical analyses. When
Kx = Kr = Cx = Cr = 1, i.e., when neglecting the end
and edge effects, the T-model is the same as that of the
RIM. These coefficients have clear physical meaning so
as to help researchers understand the end effects. Hence,
it is convenient to study the SLIM performance in a
similar way as that of the RIM.
2) By the Park coordination transformation, the SLIM special traits brought by the end effects in the dq-axis can be
also expressed by the aforementioned four coefficients.
By brief simplification, the proposed two-axis circuits
have similar forms as those of the RIM except for the
four coefficients occurring in the mutual inductance and
secondary equivalent resistance. All the control schemes
of the RIM can be applied in the novel models directly,
which brings great convenience to the study of the SLIM
dynamic performance.
3) For the linear metro application, the thickness of the secondary back iron placed on the track is always 2030 mm
to avoid the deformation of the conduct sheet which
resulted from the vertical force. The back-iron resistance,
particularly in the starting period, is considered in parallel
with the sheet resistance.
4) The half-filled slots in the primary ends could bring some
influence to the air-gap equivalent flux, particularly in the
cases where the number of the pole pairs is no more than
three. Based on the equations of the primary equivalent
current density, the number of equivalent pole pairs pe
smaller than the actual value p is used to describe the
influence by the half-filled slots.

XU et al.: EQUIVALENT CIRCUITS FOR SINGLE-SIDED LINEAR INDUCTION MOTORS

2419

A PPENDIX
D ERIVATION OF F OUR C OEFFICIENTS
A. One-Dimensional Physical Model
In order to simplify the derivation, some assumptions are
proposed in the following list [1], [2], [9], [20], [26].
1) The stator iron has infinite permeability.
2) The skin effect is neglected in the secondary.
3) Winding space harmonics are negligible.
4) The primary and secondary currents flow in infinitesimally thin sheets.
5) All magnetic variables are sinusoidal time functions.
The analytical model with one dimension is shown in Fig. 1,
where the primary is named as Area 1, the secondary sheet as
Area 2, the air gap as Area 3, the exit end as Area 4, and the
entrance end as Area 5.
For special structures, SLIMs have longitudinal end effects
which resulted from cut-open primary terminals and transversal
edge effects due to the different width between the primary and
the secondary. Their influences on the SLIM parameters can
be analyzed separately and then gathered up by a superposition
theorem.
B. Longitudinal-End-Effect Coefficients Kx and Kr
Some fundamental electromagnetic equations applied in the
SLIM are summarized as

H =J

(A-1)

B
E =
t

B =0

(A-2)
(A-3)

B = H

J = (E + V B )

(A-4)
(A-5)

where H , J , B , E , and V are vectors for the magnetic field


intensity, current density, magnetic flux density, electrical field
intensity, and primary moving velocity, respectively; is the
permeability; and is the conductivity.

By the introduction of vector potential A , we can get other

expressions for B and E

Fig. 16. Dynamic performance curves. (a) Calculated. (b) Measured.

By the simulation and experimentation of the 12 000 and


arc SLIMs different steady working styles, including the variable frequency variable voltage, constant current, and constant
voltage driving, the T-model circuit can describe the SLIM
steady performance reasonably, such as the thrust, power factor,
efficiency, phase current, etc. Moreover, the curves of the four
coefficients, the mutual inductance, the secondary resistance,
and the thrust in the arc SLIM variable excited frequency and
variable phase current at the starting state are analyzed in detail.
By the help of the SLIM dynamic mathematic equations in the
two-axis equivalent circuits, the simulations of the thrust and
velocity in the indirect rotor field orientation control scheme
show good correlation with the experiments.

B = A

E=

(A-6)

A
.
t

(A-7)

The primary equivalent current sheet is supposed to be


excited by the following current [20]
J 1 = J1 exp [j(e t kx)] ,

0 < x < p

(A-8)

where J1 is the amplitude of the primary equivalent current


sheet and k is a constant that equals / .
From (A-1), similar to Amperes law with reference to the
rectangle in Fig. 5(b), we can get
ge B 3y
= J1 + J2
0 x

(A -9)

2420

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 46, NO. 6, NOVEMBER/DECEMBER 2010

where J 2 is in the complex form of the equivalent current sheet


in the secondary and B 3y is the y-axis component of the flux
density in Area 3.
Because only the z-axis component is in the primary current, the vector potential (ge /0 )(B 3y /x) = J 2z J 1 has
only a z-axis part. Equations (A-6) and (A-7) can be further
expressed by
B 3y =

A3z
x

(A -10)

E 3z =

A3z
.
t

(A-11)

Combining (A-10), (A-11), and (A-5), we can have



J 2 = e

A3z
A3z
+ v2
t
x


(A-12)

More information can be found in [2] and [20]. The expressions


for the main parameters can be summarized as
cs =

0 J1
,
2
k ge (1 + jsG)

2 =

ge
,
ge X + 0 e v2

1 =

ge
,
ge X 0 e v2




2 2
0 e v2  1 + (4e ge /0 e v2 ) + 1
2
, X=
,
e =
Y
ge
2



2 2
0 e v2  1 + (4e ge /0 e v2 ) 1
,
Y =
ge
2
jkcs

cc1 = 
1

1 + j e
where s is the slip and G is the goodness factor described by [2]
G = 20 e fs 2 /(ge ).

where e is the surface conductivity in the amount of ge and


v2 is the primary moving velocity along the x-axis. The vector
potential A3z can be described as one function of time t and
position x
A3z = A3z (x, t) = Az (x) exp(je t).

dA3z
ge d2 A3z
je e A3z = J1 exp(jkx).
e v2
2
0 dx
dx
(A-14)
The solution of (A-14) is



x

A3z=cs exp[j(e tkx)]+cc1 exp


+j e t x
1
e


x

+cc2 exp
+j e t+ x
2
e

By inserting (A-15) into (A-10) and (A-11), we can acquire



B 3y = Bm

(A-15)

where cs , cc1 , and cc2 are coefficients decided by boundary


conditions; 1 and 2 are attenuating coefficients of the air-gap
entrance- and exit-flux density waves, respectively; and e is the
end-effect half-wave length. The vector potential A3z is relative
with the air-gap flux density which includes three parts, b0 , b1 ,
and b2 [2], [20], where b0 is the normal traveling wave which
moves forward in a similar manner to the fundamental flux
density wave in a rotating induction machine (the fundamental
wave b0 in the same amplitude transmits with synchronous
speed 2f ) and b1 and b2 are the entrance and exit end-effect
waves. Generally speaking, b1 is a gradually attenuating wave
traveling along the x-axis. Its attenuation constant is 1/1 .
b2 travels along the x-axis in the negative direction with an
attenuation constant of 1/2 . The transmitting speeds of the
forward and backward waves b1 and b2 are 2f e . For the quick
attenuation of 1/2 , the third part of (A-15) can be ignored.

exp [j(e t kx + s )]

 
x

exp
+ j e t x
1
e


(A-13)

Based on (A-8)(A-13), we can acquire

(A-16)

(A-17)

E 3z = e Bm exp [j(e t kx)]





1 e exp(x/1 )
1

cos s +

k
e2 + (1 )2

 
 

+ s + k
cos
x
2
e
+ je Bm exp [j(e t kx)]



1 e exp(x/1 )
1

sin s +

k
e2 + (1 )2

 
 

+ s + k
sin
x
(A-18)
2
e

where Bm = GJ1 /e Vs 1 + (sG)2 , s = tan1 (1/sG), and
= tan1 (1 /e ).
By electrical machinery knowledge, complex power S23
transmitted from the primary (Area 1) to the secondary (Area 2)
and the air gap (Area 3) is calculated by
p
S23 = 2a1

0.5 [j1 E3z ] dx

= J1 B
 m a1 Vs
p cos s NL

11 exp(p /1 ) sin(s + SL p )
+ SL exp(p /1 ) cos(s + SL p )

11 sin(s ) SL cos(s )

XU et al.: EQUIVALENT CIRCUITS FOR SINGLE-SIDED LINEAR INDUCTION MOTORS

+ jJ
 1 Bm a1 Vs

p sin s NL

11 exp(p /1 ) cos(s + SL p )
+ SL exp(p /1 ) sin(s + SL p )

11 cos(s ) SL sin(s )
= P2 + jQ3

2421

By the rotary induction machinery theory, the per-phase rotor


resistance Rr and mutual reactance Xm can be expressed by
Rr =
Xm =

(A-19)

where P2 is the active power in the secondary, Q3 is the reactive


power in the air gap, and coefficients SL , ML , and NL are
expressed by
"2
!

SL = k , ML = 11 + SL2 ,
e

1 e
NL =
,
ML e2 + (1 )2




1
1
s = tan1
.
, = tan1
SL G
e

Kr =

Kx =

(A-22)

m1 |E m |2
Q3
1
C12 + C22
16a1 m1 0 fs (W1 kw1 )2

=
ge p
C2
p 1 + (sG)2
(A-23)

where C1 and C2 are functions of the slip and machine structure


parameters, described as
C1 = p cos s NL
#
11 ep /1 sin(s + SL p )
+ SL ep /1 cos(s + SL p )

$
11 sin(s ) SL cos(s )

C2 = p sin s NL
#
11 ep /1 cos(s + SL p )
+ SL e

sin(s + SL p )

C12 + C22
C1
1 + (sG)2

(A-26)

C12 + C22
.
C2
1 + (sG)2

(A-27)

sG

Along the rectangle route in Fig. 5(c), the following relationship based on (A-1) can be built by

(A-21)

Xm =

p /1

(A-25)

C. Transversal-Edge-Effect Coefficients Cx and Cr

By inserting (A-19) and (A-20) into (A-21), E m can be


solved, and then, the secondary resistance Rr and mutual
reactance Xm per phase in reference to the primary can be
expressed by
m1 |E m |2
Rr =
P2
sG
C12 + C22
8a1 m1 (W1 kw1 )2

=
e p
C1
p 1 + (sG)2

16a1 m1 0 fs (W1 kw1 )2


.
ge p

(A-20)

In terms of the air-gap effective electromotive force E m , we


can get the following equation according to the complex power
conversion theory
m1 I s E m = P2 + jQ3 .

(A-24)

By comparing (A-22) and (A-23) to (A-24) and (A-25), it


can be seen that Rr and Xm in the SLIM are a little different
from those of the RIM, which are influenced by velocity, slip,
frequency, machine structures, and so on. Two coefficients Kr
and Kx can be used to describe the influence by the longitudinal
end effects

The effective value of the primary per-phase current is


p J1
Is =
.
2 2m1 W1 kw1

8a1 m1 (W1 kw1 )2


e p

$
+ 11 cos(s ) SL sin(s ) .

ge B 3y
= J 2x
0 z

(A-28)

ge B 3y
= J 2z J 1
0 x

(A-29)

where J 2x and J 2z are the x- and z-axis components of the


secondary equivalent current in Area 2, respectively, and B 3y
is the y-axis component of the air-gap flux density in Area 3.
By substituting (A-28) and (A-29) into (A-5), we can get the
following equation by curl calculation
2 B 3y 2 B 3y 0 e v2 B 3y 0 e B 3y
0 e J 1

=
.
+

2
2
x
z
ge
x
ge
t
ge x
(A-30)
By supposing that B 1y = B1y (x, z, t) = B(z) exp[j(e t
kx)], (A-30) can be simplified and further solved by


0
1 R2 cosh z
B1y (x, z, t) = j
J1 R2 1 +

kge
R2
cosh a1
exp [j(e t kx)]

(A-31)

where R2 = 1/1 + jsG and 2 = k 2 + j(e 0 e /ge )s.


The per-pole flux linkage is described as
 a1
=

B1y (x, z, t)dzdx


0 a1



40
1 R2
2
=
tanh a1 exp(je t).
J1 R a1 +
ge
R2
(A-32)

2422

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 46, NO. 6, NOVEMBER/DECEMBER 2010

The primary instantaneous electromotive force per phase is


em = W1 kw1

d
[] = 2E m exp(je t)
dt

(A-33)

where
Em

4 20 f W1 kw1 a1 2
=
ge
&
% 

tanh a1 .
J1 j R2 + (1 R2 )
a1

(A-34)

The complex power transmitted from the primary to the air


gap and secondary is
m1 I s E m
= P2 + jQ3
=

20 a1 fs p 3
ge

%  

tanh a1
J1 Re j R2 + (1 R2 )
a1
&
 

+jIm j R2 + (1 R2 )
tanh a1
.
a1
(A-35)

According to the complex power theory, the secondary resistance and mutual reactance per phase can be calculated by
Rr =

Xm =

m1 |E m |2
8a1 m1 (W1 kw1 )2
=
P2
e p
' 2
(
2
sG Re [T ] + Im [T ]

Re [T ]

(A-36)

m1 |Em |2
16a1 m1 0 fs (W1 kw1 )2
=
Q3
ge p
' 2
(
2
Re [T ] + Im
[T ]
(A-37)

Im [T ]

where T = j[R2 + (1 R2 )(/a1 ) tanh a1 ]. By comparing (A-24) and (A-25) to (A-36) and (A-37), two coefficients
Cr , Cx can be used to describe the influence by the transversal
edge effects
'
(
2
sG Re2 [T ] + Im
[T ]
(A-38)
Cr =
Re [T ]
' 2
(
2
Re [T ] + Im
[T ]
.
(A-39)
Cx =
Im [T ]

ACKNOWLEDGMENT
The authors would like to thank Prof. X. L. Long, Prof.
Y. M. Du, Dr. J. Q. Ren, Dr. K. Wang, and W. Wang at the
Institute of Electrical Engineering, Chinese Academy of Sciences, China, and D. G. Dorrell at the University of Technology
Sydney, Australia, for their kind help.

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XU et al.: EQUIVALENT CIRCUITS FOR SINGLE-SIDED LINEAR INDUCTION MOTORS

Wei Xu (M09) was born in Chongqing, China, in


1980. He received the B.E. and B.A. degrees, both in
2002, and the M.E. degree in 2005 from Tianjin University (TJU), China, and the Ph.D. degree in 2008
from the Institute of Electrical Engineering, Chinese
Academy of Sciences, all in electrical engineering.
He is currently a Postdoctoral Fellow at the
Center for Electrical Machines and Power Electronics, University of Technology Sydney (UTS),
Sydney, Australia, where his research is supported
in part by an Early Career Researcher Grant and in
part by the Chancellors Postdoctoral Research Fellowship, both from UTS. His
research interests mainly include the electromagnetic design and performance
analysis of linear/rotary machines, including induction, permanent-magnet,
switched reluctance, and other emerging novel structure machines.

Jian Guo Zhu (S93M96SM03) received the


B.E. degree from Jiangsu Institute of Technology,
Nanjing, China, in 1982, the M.E. degree from
Shanghai University of Technology, Shanghai,
China, in 1987, and the Ph.D. degree from the
University of Technology Sydney (UTS), Sydney,
Australia, in 1995.
He is currently with UTS, where he is a Professor of electrical engineering and the Head of the
School of Electrical, Mechanical and Mechatronic
Systems. His research interests include electromagnetics, magnetic properties of materials, electrical machines and drives, power
electronics, and renewable energy systems.

Yongchang Zhang (M10) received the B.S. degree from Chongqing University, Chongqing, China,
in 2002, and the Ph.D. degree from Tsinghua University, Beijing, China, in 2009, both in electrical
engineering.
He is currently a Postdoctoral Fellow at the University of Technology Sydney, Sydney, Australia.
His research interests include sensorless and highperformance control of ac motor drives, control
of multilevel converters, pulsewidth modulation
(PWM), PWM rectifiers, and advanced digital control with real-time implementation.

Zixin Li (S08) was born in Hebei Province, China,


in 1981. He received the B.Eng. degree in industry
automation from North China University of Technology, Beijing, China, in 2001, and the Ph.D. degree in
power electronics and power drives from the Institute of Electrical Engineering, Chinese Academy of
Sciences, Beijing, in 2010.
Since 2010, he has been with the Institute of Electrical Engineering, Chinese Academy of Sciences,
where he is currently an Assistant Research Professor. His research interests include the design, control,
and analysis of power converters, particularly in high-power fields.
Dr. Li has been the recipient of many honors and awards, including the scholarship awarded to the excellent Ph.D. candidates in the Graduate University of
Chinese Academy of Sciences offered by the Australian company BHP Billiton
in 2009 and the student scholarship at the IEEE International Symposium on
Industrial Electronics 2009.

2423

Yaohua Li was born in Henan, China, in 1966. He


received the Ph.D. degree from Tsinghua University,
Beijing, China, in 1994.
From 1995 to 1997, he was a Postdoctoral Research Fellow at the Institute of Electrical Machines, Technical University of Berlin, Berlin,
Germany. Since 1997, he has been with the Institute
of Electrical Engineering, Chinese Academy of Sciences, Beijing, where he is currently a Professor and
the Director of the Laboratory of Power Electronics
and Electrical Drives. His research fields include
analysis and control of electrical machines, power electronics, etc.

Yi Wang received the B.Eng. and M.Sc. degrees


in electrical engineering from Huazhong University
of Science and Technology, Wuhan, China, in 2004
and 2007, respectively. He is currently working toward the Ph.D. degree in the School of Electrical,
Mechanical and Mechatronic Systems, University of
Technology Sydney, Sydney, Australia.
His research interests include power electronics
and the modeling and control of electrical drives, particularly permanent-magnet synchronous machines.

Youguang Guo (S02M05SM06) was born in


Hubei, China, in 1965. He received the B.E. degree
from Huazhong University of Science and Technology (HUST), Wuhan, China, in 1985, the M.E.
degree from Zhejiang University, Hangzhou, China,
in 1988, and the Ph.D degree from the University
of Technology Sydney (UTS), Sydney, Australia, in
2004, all in electrical engineering.
From 1988 to 1998, he was with the Department of
Electric Power Engineering, HUST. He is currently
with UTS, where he was a Visiting Research Fellow,
Ph.D. candidate, Postdoctoral Fellow, and Research Fellow in the Center
for Electrical Machines and Power Electronics, Faculty of Engineering, from
March 1998 to July 2008 and where he is currently a Lecturer in the School of
Electrical, Mechanical and Mechatronic Systems. His research fields include
measurement and modeling of magnetic properties of magnetic materials,
numerical analysis of electromagnetic fields, electrical machine design and
optimization, and power electronic drives and control. In these fields, he has
published over 230 refereed technical papers, including 110 journal articles.

Yongjian Li received the B.E. and M.E. degrees


from Hebei University of Technology, Tianjin,
China, in 2002 and 2007, respectively. He is currently working toward the Ph.D. degree jointly at
Hebei University of Technology and the University
of Technology Sydney, Sydney, Australia.
His research interests include measurement of
magnetic properties, modeling of magnetic materials, and power electronics.

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