2014 17th International Conference on Electrical Machines and Systems (ICEMS),Oct.
22-25, 2014, Hangzhou, China
A Complete Model Characterization of Dual
Three-Phase Permanent Magnet Brushless
Machine for electromechanical servoactuation
Zhanqiang Luo1,2, Deliang Liang1, Xing Liu1 and Xintuan Yang2
1
School of Electrical Engineering, Xi’an Jiaotong University, Xi’an, Shaanxi Province 710049, China;
2
Aviation Industry Corporation Of China Qing’an Group Co. , Xi’an, Shaanxi Province 710077, China)
Email: zhanqiangluo@163.com
Abstract —This paper looks at the requirements and
challenges of designing the Dual Three-Phase Permanent Magnet
Brushless Machine (DTPPMBLM) for the driven
electromechanical servoactuator (EMA) for aerospace
applications. The main goals of the design are a high level of
actuator integration in order to minimize weight and volume,
fault tolerance, and high reliability. This paper addresses the
modeling problem associated with DTPPMBLM with uniform air
gaps that operate in a range where magnetic saturation may exist.
The mathematical model includes the effects of reluctance
variations as well as magnetic saturation to guarantee proper
modeling of the system. An experimental procedure is developed
and implemented in a laboratory environment to identify the
electromagnetic characteristics of the DTPPMBLM in the
presence of magnetic saturation. It is demonstrated that the
modeling problem associated with this class of the DTPPMBLM
can be formulated in terms of mathematically modeling a set of
multidimensional surfaces corresponding to the electromagnetic
torque function and the flux linkages associated with the machine
phase windings. The accuracy of the mathematical model
constructed by the developed method is checked against
experimental measurements.
Index Terms—electromechanical servoactuator, Dual Three-
Phase Permanent Magnet Brushless Machine, mathematical
model
I. INTRODUCTION
The advent of electromechanical actuation promises
improved reliability, performance, controllability, and
efficiency as well as reduced maintenance in high-power
applications that have historically been serviced by hydraulic
systems. Potential applications for electromechanical actuators
are control surface positioning in aircraft and sea vehicles,
thrust vector control in spacecraft, and a host of others.
Electric machines have played a crucial role in the evolution
of the automotive industry. The EMA configuration in this
work consists of a permanent magnet brushless machine,
reduction gear, and ballscrew. Often, multiple machine are
employed for redundancy and a net reduction in the inertia to
torque ratio. Such a reduction minimizes actuator impedance
and hence improves system efficiency. However, the use of
multiple machine requires control to appropriately balance
load across the machines. The appropriate load distribution can
be based upon machine health such that machine showing
signs of impending failure may be operated at reduced power
levels to improve their life expectancy. Other benefits may be
gained from a health monitoring system as well: more
610
978-1-4799-5162-8/14/$31.00 2014 IEEE
adequately scheduled maintenance, sensor reduction, fault
reconfiguration, and improved reliability [1], [2], [3], [4].
The increasing interest has been a consequence of the
advantages of permanent magnet brushless machine compared
with the conventional dc motors. These advantages are mainly
the result of the elimination of the physical contact between
the mechanical brushes and commutators. Among the
numerous types of brushless machine, the permanent magnet
brushless machine (PMBLM) has emerged as the one with the
highest potential in high-performance applications [5], [6], [7],
[8]. For such high-performance applications, the mathematical
model of PMBLM must include the effects of reluctance
variations and, most importantly, the magnetic saturation
whose existence is inevitable when large torques are generated.
This paper presents a method of constructing accurate
DTPPMBLM models where both magnetic saturation and
reluctance variation effects have been accounted for. It is
demonstrated that an accurate description of the characteristics
of DTPPMBLM may be obtained by modeling the torque
function and the flux linkages associated with the stator phase
windings. However, for the mathematical model to be
computationally feasible in real-time motion control
applications, a method that is used to reduce the complexity of
the model without sacrificing its accuracy is presented. If the
mathematical model is excessively complex, one will have to
resort to incorporating look-up tables in real-time motion
control applications [9], [10]. To keep the complexity of the
mathematical model within feasible limits, through physical
reasoning, it is demonstrated that the modeling problem may
be reduced to that of identifying a set of 2-D surfaces. Based
on this, a practical method for constructing accurate models of
a DTPPMBLM is outlined and shown to be effectively
implementable in a typical laboratory environment.
The paper is organized as follows. In Section II, the
fundamental electromechanical characteristics of the
DTPPMBLM are formulated in terms of a set of mathematical
relationships. Section III sets forth some analytical results that
are used to demonstrate the importance of including the effect
of reluctance variations in the DTPPMBLM model. Section IV
deals with the problems associated with the modeling of the
saturation nonlinearity for DTPPMBLM. Section V presents
an experimental procedure used in identifying the
mathematical model of DTPPMBLM. The results
corresponding to the set of experiments that have verified the
validity of the methods described in the earlier sections are
presented in Section VI. Finally, some concluding remarks are
)3 Gsy 3
made in Section VII. )2 Gsy 2
Gsy1
II. MATHEMATICAL RELATIONSHIPS OF THE DTPPMBLM
)1 Gsp1 Gsp 2
Gsp 2 Gsp1
A. Model of Magnetic equivalent circuit Gsp 3
Gsp 3

Where rare earth permanent magnet magneto-motive force Gu Gm Gu

Fr; rare earth permanent magnet inner permeance Gr; rare earth Gr
Gr )0
permanent magnet leakage permeance Gm; air-gap permeance Fr Fr
Gu; rotor yoke permeance Gry; stator yoke permeance Gsy1ૠ





Gry
Gsy2 and Gsy3; stator teeth permeance Gsp1 ૠ Gsp2 and Gsp3;
Fig. 1. No-load Magnetic equivalent circuit of DRPMBLM
closed loop ĭ0ૠĭ1ૠĭ2 and ĭ3; the armature reaction MMF
of winding NI. )3 Gsy 3
The no load magnetic equivalent circuit of DRPMBLM is )2 Gsy 2
given in Fig. 1. The rating load magnetic equivalent circuit of Gsy1
DRPMBLM is given in Fig. 2. )1 Gsp1
Gsp1 Gsp 2
Gsp 2 Gsp 3
Gsp 3
NI

 Gu Gm Gu 
NI
Gr
Gr )0
Fr
Fr 



Gry
Fig. 2. Rating load Magnetic equivalent circuit of DRPMBLM
ª 1 2 1 1 º
«G  G  G 
G
0 0 » ª ) 0 º ª Fr º
« m r ry m
»« » « »
« 1 1 2 2 1 2 1 »« » « » (1)
«     (  ) 0 » « )1 » « 0 »
« Gm Gm Gu Gsp1 Gsy1 Gsp1 Gsy1 »« » « »
« 2 1 2 2 1 1 2 1 »« » « »
« 0 (  )    (  ) » «) 2 » «0 »
« G sp1 G sy1 G sp1 G sp 2 G sy1 Gsy 2 G sp 2 G sy 2 »« » « »
« « » « »
« 2 1 2 2 1 1 »» « » « »
0 0 (  )    ) 0
«¬ Gsp 2 Gsy 2 Gsp 3 Gsp 2 Gsy 2 Gsy 3 »¼ 3 ¼ ¬ ¼ ¬

ª 1 2 1 1 º
«G  G  G 
G
0 0 » ª ) 0 º ª Fr  NI º
« m r ry m
»« » « »
« 1 1 2 2 1 2 1 »« » « » (2)
«     (  ) 0 » « )1 » « 0 »
« G m G m Gu G sp1 G sy1 G sp1 G sy1 »« » « »
« 2 1 2 2 1 1 2 1 »« » « »
« 0 (  )    (  ) » «) 2 » « 0 »
« Gsp1 Gsy1 Gsp1 Gsp 2 Gsy1 Gsy 2 Gsp 2 Gsy 2 »« » « »
« 2 1 2 2 1 1 »« » « »
« 0 0 (  )    » « ) 3 » «¬ 0 »¼
¬ ¼
¬« Gsp 2 Gsy 2 Gsp 3 Gsp 2 Gsy 2 Gsy 3 ¼»
Newton's method requires Jacobian matrix calculation in which
B. Nonlinear solution
its elements are partial differential of G with respect to flux. In
Incorporating the permeances into the magnetic equivalent this case, since permeances are not explicit function of flux,
circuit model of DRPMBLM from Fig.1 and Fig.2, we can get obtaining analytical expressions for Jacobian matrix elements is
the magnetic circuit equation for the closed loops 0, 1, 2 and 3 not possible. Therefore, a Gauss-Siedel method with an
as follows (1) and (2): accelerating factor for faster convergence has been used to solve
The complete set of closed loop equations is a system which the problem.
can be represented as the matrix form below: The solution process has four steps: at the first step of the
[R][ĭ]=[F] (3) proposed analysis, assuming that the permeability of the core
where R is the matrix of magnetic resistance, ĭ is the vector is 1000 as an initial value. Inputting the MMF of winding (NI),
of branch fluxes, and F is the vector of magneto motive forces. the initial flux values ĭ0, ĭ1, ĭ2 and ĭ3 flowing in each closed
The resistance matrix is obtained by the same method as loop are obtained by solving Eq.(1) and (2). Then, the flux
permeance matrix for electric circuit which is mentioned above. density in each saturable stator and rotor yoke will be
Since the iron permeability is a function of flux density, calculated. By reference to B-u data of the core for the
elements of R are functions of flux; hence, the set of equations permeability of all saturable permeances are redefined and the
is non-linear. There are several methods for solving a set of non- permeance values of all saturable permeances are recalculated.
linear equations e.g. Newton's and Gauss-Siedel methods. In the third step, (1) and (2) is solved to yield a new flux

611
values ĭ0, ĭ1, ĭ2 and ĭ3. The new value will be compared to La § 8S · (10)
L15 L51   Lg cos ¨ 2 pT  ¸
the old value in an infinite norm. If convergence is reached the 2 © 3 ¹
iterative process will be stopped and post processing L § 10S ·
L16 L61  a  Lg cos ¨ 2 pT  (11)
calculations for flux linkage will be performed, otherwise steps ¸
2 © 3 ¹
two and three will be repeated.
L
L23 L32  a  Lg cos  2 pT  2S  (12)
2
L § 8S · (13)
L24 L42  a  Lg cos ¨ 2 pT  ¸
2 © 3 ¹
L § 10S · (14)
L25 L52  a  Lg cos ¨ 2 pT  ¸
2 © 3 ¹
L
L26 L62  a  Lg cos  2 pT  (15)
2
Pr L § 10S · (16)
L34 L43  a  Lg cos ¨ 2 pT  ¸
2 © 3 ¹
L
L35 L53  a  Lg cos  2 pT  (17)
2
L § 2S · (18)
L36 L63  a  Lg cos ¨ 2 pT  ¸
Fig.3 Block diagram of the nonlinear solution procedure 2 © 3 ¹
L § 2S · (19)
C. The balance equations of the DTPPMBLM L45 L54  a  Lg cos ¨ 2 pT  ¸
2 © 3 ¹
The DTPPMBLM consists of a permanent magnet rotor, a
position sensor mounted on the rotor, and a means to provide L § 4S · (20)
L46 L64  a  Lg cos ¨ 2 pT  ¸
signals to the stator winding. In the absence of magnetic 2 © 3 ¹
saturation, the governing differential equations describing the L
L56 L65  a  Lg cos  2 pT  2S  (21)
dynamic behavior of DTPPMBLM may be written as: 2
d (4) La is the nominal (average) value of the winding inductance,
> U @ =R > I @ + ª <  I , T  º
dt ¬ ¼ Lg represents the amplitude of variation in the inductance due
Where T is the position variable. U and I are the phase to the nonuniformity of the air gap, and p is the number of
voltage input and current vectors, respectively. R is the permanent magnet pole pairs. The elements of the permanent
resistance matrix, and the flux linkage vector is defined by magnet flux linkage vector, Ȍm(ș), i.e., Ȝmk, k = 1,2,3,4,5,6
ª <  I , T  º ª L T  º I  ª < m T  º
¬ ¼ ¬ ¼ ¬ ¼
Where the inductance matrix L(ș) is a 6-by-6 symmetric
matrix whose diagonal elements are the self inductances, and
(5) represent the flux linkages associated with the permanent
magnet and phase k. For sinusoidally distributed stator
windings, Ȝmk(ș) may be written as
§ 2  k  1 S · (22)
its off-diagonal elements are the mutual inductances of the Omk K e sin ¨ pT  ¸ , k 1, 2,3, 4,5, 6
windings and are defined by © 3 ¹
§ 2  k  1 S · (6)
where Ke is the electromotive force, i.e the back EMF constant.
Lkk La  Lg cos ¨ 2 pT  ¸ , for k 1, 2,3, 4,5, 6 Equation (1) represents a system of differential equations
© 3 ¹ with time varying (periodic) coefficients. It is known [11], [12],
La § 2S · (7) [13] that for sinusoidally distributed windings, Floquet
L12 L21   Lg cos ¨ 2 pT  ¸
2 © 3 ¹ transformation, which is frequently referred to as the Park's
L § 4S · (8) transformation, may be used to transform the above equations
L13 L31  a  Lg cos ¨ 2 pT  ¸ to system of differential equations with constant coefficients,
2 © 3 ¹
L represented in coordinate frame attached to the rotor. This
L14 L41  a  Lg cos  2 pT  2S  (9) orthogonal transformation can be expressed in matrix form as:
2

« 
ªcos  pT  cos pT  2S
3  
cos pT  4S
3
0  0 0 º
»
ªV q1 º
« »
«
 2S  
«sin  pT  sin pT  3 sin pT  3
4S 0 0 0
» ªV 1 º
»« » (23)
«V d 1 » « » «V 2 »
«V 01 » « 2 2 2 0 0 0 » «V »
2« 2 2 2 »« 3»
« »
«V q 2 »
« »
3« 0
«
0 0 
cos  pT  cos pT  2S
3  
cos pT  4S
3  » «V 4 »
»« »
«V d 2 » » «V 5 »
¬«V 02 ¼»
«
« 0 0 0 
sin  pT  sin pT  2 S
3  
sin pT  4S
3 » ¬«V 6 ¼»
« »
« 0 0 0 2 2 2 »
¬ 2 2 2 ¼
The subscripts 1, 2, 3, 4, 5, and 6 correspond to the stator fictitious windings attached to the rotor. The variables ı1, ı2,
windings, whereas the subscripts q, d, and 0 represent some ı3, ı4, ı5, ı6, ıq1, ıd1, ı01, ıq2, ıq2, and ı02, may represent

612
voltages, currents, or flux linkages. As a result, the v ª¬ v d 1 v q1 vd 2 v q 2 º¼
T
(35)
transformed set of equations describing the behavior of
T
DTPPMBLM in the rotating frame become i ª¬ i d 1 i q 1 i d 2 i q 2 º¼ (36)
dT d Oq1 (24)
vq1 Riq1  pOd 1  With current, the rotor position and mechanical rotor speed
dt dt
dO dT or the state variables, the state vector is
vd 1 Rid 1  d 1  pOq1 (25) T
(37)
dt dt x ª¬ i T : T º¼
dT d Oq 2 (26) With the voltage and load torque for the controlled variable,
vq 2 Riq 2  pOd 2  control of vectors is
dt dt
T
dO dT (27) v ª¬ v T T L º¼ (38)
vd 2 Rid 2  d 2  pOq 2
dt dt The state of the equation for the drive system can be expressed
Where Oq1 Lq1iq1 (28) as:
Od 1 Ld 1id 1  K e (29) di ½
 L  1 ( R  G T ) i  L  1U
°
Oq 2 Lq 2iq 2 (30) dt
° (39)
d: 3 p T R T °
Od 2 Ld 2id 2  K e (31) i Gi  : :  L ¾
dt 2 J J J °
§3· dT
¨ ¸  La  Lg  Lq 2
And (32) °
Lq1 p: °
©2¹ dt ¿
§3· That is
Ld 1 ¨ ¸  La  Lg  Ld 2 (33)
©2¹ x Ax  Bv (40)
The torque expression after the application of the Where
transformation becomes ª  L  1 ( R  G T ) O O º ª L 1 O º
« » ୈ « »
§ 3p ·
T  iq1 , id 1 , iq 2 , id 2  ¨ ¸  Od 1iq1  Oq1id 1  Od 2iq 2  Oq 2id 2 
(34) « 3 p iT G R: 1
A  0» B «O T  »
© 2 ¹ « 2 J J » « J »
« » « T »
¬ OT p 0¼ ¬O 0 ¼
III. SIMULATION AND EXPERIMENTAL VERIFICATION Where L-1 is inductance inverse matrix, O is zero matrix, R
A. DRPMBLM geometrical model is resistance matrix, G is movement inductance matrix, p is the
number of pole pairs, Rȍ is rotation friction coefficient. From
The stator structure of DRPMBLM is distributed winding
the above state equation, for a given state variables u and TL,
structure and the back-EMF waveform is similar to sine wave,
and the initial value of state variables. In every discrete, the
it can get better low-speed torque characteristics and
interval by step in the same numerical solution, the dynamic
performance by using SVPWM drive. The specifications of
performances of the machine can be abtained.
DRPMBLM are listed in Tab. 2.
C. Verification by the results of the finite element analysis
Tab. 2 Major parameters of DRPMBLM 0.62
Outside diameter
phase self-inductance/ mH

Rated voltage 270Vdc 91 mm 0.6

of stator core
Pairs of magnetic
Rated speed 9400rpm 2
pole 0.58
One redundancy Inside diameter of
1.8kW 52 mm
rated stator core 0.56
One redundancy Width of stator
4kW 8.6 mm
peak yoke 0.54
Power
Dual redundancy Width of rotor
3.6kW 9.8 mm
rated yoke
0.52
Dual redundancy 0 100 200 300
8kW Diameter of shaft 20 mm electric degree/ °
peak
Fig.4a Phase self-inductance result from analysis
Stack length of 0.66
Winding type Dual Y 82 mm
stator core
phase self-inductance/ mH

Parallel branches 2 Air-gap length 1.2 mm 0.64

Number of conductors per Number of stator 0.62

22 24
slot slot
Skew width 0.6
1 Wire diameter 0.4mm
(number of slots)
0.58
B. System state equation
The choice of coordinate system to the solution to the
coordinate system, the model of the voltage and current 0 100 200 300
electric degree/ °
column matrices matrix can be represented as: Fig.4b Phase self-inductance result from FEA

613
 150 20

100 15

50 Phase EMF A1 10 Phase Current ia

Phase EMF B1 Phase Current ib
5
Volts

Amperes
0 Phase EMF C1 Phase Current ic
0
-50
-5
-100
-10
-150
0 100 200 300 -15
electric degree
-20
Fig.5a Phase back electromotive force result from analysis 0 50 100 150 200 250 300 350
150 Electric Degree 
Fig.7b Steady state winding current result from FEA
100 The model of the analysis and 2D-FEA simulation is shown
50
in Fig. 4, Fig. 5, Fig. 6 and Fig. 7.
Phase EMF A1
Phase EMF C1 Fig.4 show the waveforms of phase self-inductance from the
Volts

0 Phase EMF B1 analysis and FEA. It can be seen that the waveforms match
-50 each other closely, which validates the simulation.
Fig.5 and Fig.6 show the waveforms of back electromotive
-100 force from the analysis and FEA. It can be seen that the
-150 waveforms match each other closely, which validates the
0 100 200 300
electric degree simulation.
Fig.5b Phase back electromotive force result from FEA Fig.7 presents the waveforms of phase current at steady state
300 from the two simulations. The waveforms match closely too,
200 but the curves are not smooth when the load torque is 3.8N•m,
100 which may be due to the influence of the PWM control.
Volts

Phase EMF A1
0
Line EMF A1B1 IV. CONTROLLER REALISATION
-100 Line EMF A1C1

-200
A. Control strategy
-300 To achieve excellent performance for the DTPPMBLM in
0 100 200 300
electric degree dynamic operation, various kinds of control strategies such as
Fig. 6a Line back electromotive force result from analysis speed computation, execution of speed and current controller,
300 final switching logic generation and so on, needed to be
200
adopted. Therefore an outer-loop speed controller and an
inner-loop current controller are used when the DTPPMBLM
100
Phase EMF A1 operates in the motoring state.
Volts

0 Line EMF A1B1

Line EMF A1C1
Zref Speed iref Current Gate Power
-100 Vdc1
+ - Controller Controller Driver Converter
-200
control channel 1 T i
-300
0 100 200
electric degree
300 Z Speed T Position resolver1 Tm
Detector Detector A1
N
A2
Fig.6b Line back electromotive force result from FEA B1 B2 DTPPMBLM
25 Speed Position resolver2 C1 S
C2
Detector Detector
T
m
20
i
15 control channel 2 T
Phase Current ia1 + -Z Speed iref Current Gate Power
10 Vdc2
Phase Current ib1 Zref Controller Controller Driver Converter
Amperes

5 Phase Current ic1

0 Fig. 8a Controller structure of dual channel servo system
-5 The controller schematic program for a DTPPMBLM is
-10 shown in Fig.8a. The speed control algorithm uses the
-15 commanded and sensed speed to produce the current. The
-20 current control algorithm uses the current command and
-25
sensed current to produce the switch commands. Speed is
0 50 100 150 200 250 300 350
Electric Degree
regulated in a closed-loop manner by comparing the command

Fig.7a Steady state winding Current result from analysis speed Ȧref to the estimated speed Ȧ and then compensating the
speed error e. After the control of the outer loop, the reference
current Iref is generated to satisfy the load condition and
compare with the real currents.

614
 B. Experimental hardware configuration
The block diagram and the hardware arrangement of an
experimental DTPPMBLM drive system set-up are shown in
Fig.8b, Fig.8c and Fig.8d, which consists of the following
units.
1) A desktop personal computer that runs Windows XP, which
is used to download the DSP and FPGA software and
receive, transmit signal.
2) A 2×1.8 kW DTPPMBLM along with a dynamometer
machine is coupled with a transducer.
3) A fixed point DSP TMS320LF2812 that is used for
executing the control algorithm.
4) A variable DC power (0~270Vdc) supply and dual Y three-
phase IGBT power converter, a drive circuit board used to
switch the IGBT on and off, and the voltage and current
sensors used to sense the voltage and phase current.
5) An interface circuit board that provides the interface
between the DSP and the measurement sensors.
6) The phase commutation logic is implemented on a FPGA to
achieve near real-time performance. The commutation logic
is transferred from the DSP to the FPGA using the digital
I/O of the DSP. Hysteretic current control was implemented
using analogue comparator circuits.
up under rating and double load. Form the speed response
shown in Fig.9a and Fig. 10a, the machine reaches the steady
state rapidly, the controller can track the speed command
without presenting large overshoot and oscillation and with
very small steady-state error. The results show good speed
regulation and robustness against load variations for speed
controller.
Fig.11 shows the dual channel measured experimental
results of the rotor speed in the laboratory under different
operating conditions: start-up, steady state and sudden change
of load. The experimental consists of the machine starting up
from 0 to 0.15s with rating load TL=3.66N.m, and then an
additional double torque load TL=7.32N.m from 0.15 to 0.25s.
In this operation process, the machine speed is accelerated
from 0 to 9400r/min at 0.045s, and then decreased to
8100r/min at 0.165s. Finally, at 0.21s, the DTPPMBLM is
returned to a steady state again and the rotor speed reaches
8750 r/min.
10000
9000
8000
7000
Speed/(r/min)
6000

5000

4000

3000

2000

1000

0
0 10 20 30 40 50 60
Time/(ms)
Fig.9a speed waveforms at starting-up and TL=1.83N•m
Fig. 8b Structure of dual channel servo system

Fig. 8c Prototype DTPPMBLM Fig. 8d Dual channel controller

Fig.9b current waveforms at steady-state, 9400rpm and TL=1.83N•m
V. AND EXPERIMENTAL RESULTS 10000

A. Start-up and steady-state experimental results 9000

8000
Fig. 9a and Fig. 9b shows the measured speed and current
waveforms against time curve during the DTPPMBLM single 7000
Speed/(r/min)

channel starting mode. At this test, the machine speed 6000

accelerates from 0 to 9400r/min in 45ms. 5000
Fig. 10a and Fig. 10b shows the measured speed and current
4000
waveforms against time curve during the DTPPMBLM single
3000
channel starting mode. At this test, the machine speed
accelerates from 0 to 8750r/min in 60ms. 2000
Fig.9a and Fig. 10a show the measured transient response 1000
for instant loading of the DTPPMBLM under single channel 0
operation, with Fig.9a, Fig.9b and Fig. 10a, Fig. 10b 0 10 20 30 40 50 60
Time/(ms)
corresponding to the response of speed and current at starting-
Fig.10a speed waveforms at starting-up and TL=3.66N•m

615
 4000

3000

2000

Speed/(r/min)
reference speed
1000 simulation speed
0

-1000

-2000

-3000
Fig.10b current waveforms at steady-state, 8750rpm and TL=3.66N•m -4000
10000 0 2 4 6 8
Time/(s)
9000 Fig. 12a Simulation DTPPMBLM step response
4000
8000

7000 3000

2000 measured speed

Speed/(r/min)
Speed/(r/min)

6000
reference speed
5000 1000

4000 0

3000 -1000

2000 -2000
1000 -3000
0 -4000
0 50 100 150 200 250 0 2 4 6 8
Time/(ms) Time/(s)
Fig.11 speed waveforms at steady-state, and sudden double load Fig. 12b Measured DTPPMBLM step response

B. Dynamic response of step and frequency D. Sinusoidal speed response of DTPPMBLM

Fig. 12 examines the dynamic response of the machine
system features. The step command of Fig. 12a and 12b
inspects machine ability of following signal in time domain.
The Fig. 12c and 12d is tracking signal ability of the machine
in the frequency domain. The comparative results is shown in
increasing simulation model constructed in matlab
environment, and the simulation results is given.
In the Fig. 12a and 12b machine tracking signal mainly
investigates the acceleration of the machine. Acceleration
depends on the transient torque of the machine. The size of the
acceleration torque depends on current, and transient current
can cause a big impact on the power switch. On the one hand,
assessing the selected power switch and absorbing circuit is
appropriate, on the other hand assessing control strategy and
algorithm is appropriate.
C. Step response of DTPPMBLM
The system working in dynamic operation state under the
rated dc-bus voltage of 270V, and a ±3000r/min step signal is
The system working in dynamic operation state under the
rated dc-bus voltage of 270V, and a 300r/min and 20Hz
sinusoidal signal is applied by the controller. The simulated
and measured sinusoidal response of speed for the dual
channel machine is shown in Fig. 12c and 12d. From these
figures, we can see that the sinusoidal response of speed
performance of the servo system can rapidly meet the demand.
Experimental results show that the phase lag of output and the
input for the machine under the 20Hz operating frequency
does not exceed 75 degree. Fig.12c and fig.12d red signal is
reference speed. the green signal is following speed of
simulation and measured. In the fig.12c reference and
simulation speed signals are given at the beginning of the
simulation. In the fig.12d command signal of machine
operation is at 0.04s.
600
reference speed
simulation speed
400
Speed/(r/min)

applied by the controller. The simulated and measured 200

response of speed for the dual channel machine is shown in
0
Fig. 12a and 12b. Simulation and experiment results show that
the response time from +3000 to -3000 for the machine does -200
not exceed 50ms.
-400

-600
0 0.05 0.1 0.15 0.2 0.25 0.3
Time/(ms)
Fig. 12c Simulated DTPPMBLM frequency response

616
 600 Critical Aerospace Application,” IEEE Trans. Ind. Electron., vol. 59, no.
reference speed
9, pp. 3532-3541, Sep 2012.
measured speed
400 [5] H. Asada and K. Youcef-Toumi, Direct Drive Robots: Theory and
Practice. Cambridge, MA: MIT Press, 1987.
200 [6] N. A. Demerdash, T. W. Nehl, and E. Maslowski, “Dynamic modeling of
Speed/(r/min)

brushless dc motors in electric propulsion and electromechanical

actuation by digital techniques,” in IEEEIIAS Conf. Rec. (Cincinnati),
0
1980, pp. 570-579.
[7] P. Muir and C. Neuman, “Pulsewidth modulation control of brushless dc
-200 motors for robotic applications,” IEEE Trans. Ind. Electron., vol. IE-32,
no. 3, pp. 222-229, Aug. 1985.
-400 [8] S. Murugesan, “An overview of electric motors for space applications,”
IEEE Trans. Ind. Elect. Contr. Instrum., vol. IECI-28, no. 4, Nov. 1981.
-600 [9] M. Ilic-Spong, R. Marino, S. M. Peresada, and D. G. Taylor, “Feedback
0 0.05 0.1 0.15 0.2 0.25 0.3
Time/s linearizing control of switched reluctance motors,’’ IEEE Trans.
Automat. Contr., vol. AC-32, no. 5, pp. 371-379, May 1987.
Fig. 12d Measured DTPPMBLM frequency response [10] M. Ilic-Spong, T. J . E. Miller, S. R. MacMinn, and 1. S. Thorp,
“Instantaneous torque control of electric motor devices,” IEEE Trans.
VI. CONCLUSIONS Power Electron., vol. PE-2, no. I , pp. 55-61, Jan. 1987.
[11] A. E. Fitzgerald, C. Kingsley, and S. D. Umans, Electric Machinery.
The design challenges for having an EMA by an electrical New York: McGraw-Hill. 1983, 4th ed.
machine. It is shown that the EMA improves reliability, [12] P. C. Krause, Analysis of Electric Machinery. New York: Mc-Graw-Hill,
1986.
reduces weight, and provides a more compact system. A high [13] D. C. Youla and J. J. Bongiorno, Jr., “A floquet theory of the general
degree of fault tolerance can be achieved through proper rotating machine,” IEEE Trans. Circuih Syst., vol. CAS-27, no. 1, pp.
machine design and by adopting a suitable postfault control 15-19, Jan. 1980.
strategy. Concentrated wound machines offer numerous
advantages in terms of torque density and fault tolerant
capabilities and are shown to be a suitable choice for EMA.
Alternate teeth windings offer physical separation between
phases, which is indispensable for a fault tolerant machine.
These types of machine, however, suffer from increased losses
due to higher stator winding harmonics and perform worse
than the machines with all teeth wound when the machines are
heavily loaded or when operating with phase faults.
An analytical and experimental study of DTPPMBLM has
been presented. A method for constructing the DTPPMBLM
model, which accounts for magnetic saturation and reluctance
variation effects, has been presented. Based on a piecewise
linear magnetic structure, an experimental procedure has been
outlined and implemented to identify the parameters
describing the characteristics of the DTPPMBLM. Using the
experimental data obtained from torque and phase current
measurements, a mathematical model of the torque was
obtained by solving the corresponding least squares problem.
The accuracy of the resulting mathematical model was
successfully checked against independent experimental
measurements.

VII. ACKNOWLEDGMENT
This work was supported by the Key Project of National
Natural Science Foundation of China (51177125).

VIII. REFERENCES
[1] Wenping. Cao, B. C. Mecrow, G. J. Atkinson, J. W. Bennett, D. J.
Atkinson, “Overview of Electric Machine Technologies Used for More
Electric Aircraft (MEA),” IEEE Trans. Ind. Electron., vol. 59, no. 9, pp.
3523 – 3531, Sept. 2012.
[2] S. De, M. Rajne, S. Poosapati, C. Patel, K. Gopakumar, “Low-
inductance axial flux BLDC machine drive for more electric aircraft,”
IET Power Electron., vol. 5, no. 1, pp. 124 – 133, January 2012.
[3] J. A. Rosero, J. A. Ortega, E. Aldabas, L. Romeral, “Moving towards a
more electric aircraft,” IEEE Aerosp. Electron. Syst. Maga., vol. 22, no.
3, pp. 3-9, March . 2007.
[4] Xiaoyan Huang, Andrew Goodman, Chris Gerada, Youtong Fang, and
Qinfen Lu, “Design of a Five-Phase Brushless DC Motor for a Safety

617