Mechatronics 16 (2006) 13–20

Design and control of active magnetic bearing system with

Lorentz force-type axial actuator
Ha-Yong Kim a, Chong-Won Lee b,*

a
Materials and Devices Research Center, HDD Program Team, Samsung Advanced Institute of Technology, Mt. 14-1, Nongseo-Ri,
Giheung-Eup, Yongin-Si, Gyeonggi-Do 449-712, Republic of Korea
b
Center for Noise and Vibration Control (NOVIC), Department of Mechanical Engineering, Korea Advanced Institute of Science and Technology,
Science Town, Daejeon 305-701, Republic of Korea

Received 3 May 2004; accepted 14 September 2005

Abstract

As the size of five-axes active magnetic bearing (AMB) system gets smaller, the space limitation for installation of axial magnetic bea-
ring unit and the eddy current induced braking of radial magnetic bearing unit become a stringent design concern. In this paper, a new
type of compact, high-performance five-axes AMB with solid cores and rotor is proposed, which consists of four permanent magnets,
four U-shaped cores and 16 control coils. It features that the radial and axial magnetic bearing units are integrated for compact design
and that the homo-polar type configuration of poles with optimized pitch length is adopted to minimize the eddy current induced braking
force. The proposed homo-polar AMB system is levitated by the Lorentz-type axial as well as Maxwell-type radial forces. Based on the
magnetic flux distribution analysis, the control algorithm is designed to account for the coupled effect between the radial and axial con-
trol fluxes. Experiments are also carried out with a prototype AMB system to validate the new design concept.

2005 Elsevier Ltd. All rights reserved.

Keywords: Small-sized AMB; Lorentz force; Permanent magnet; Eddy current loss

1. Introduction processes advance so that the digital signal processor

In recent decades, active magnetic bearing (AMB) has
been widely used as a non-contact, lubrication-free, sup-
port in many industrial machines and devices. By virtue
of such merits as precision operation and adjustability of
the dynamic characteristics as well as non-contact opera-
tion, AMB has become an essential machine element of
high-speed rotating machinery used in the industry, inclu-
ding the high-speed machine tool spindle, gas turbine,
turbo-molecular pump and so on. Nowadays, increasing
demands for AMBs are found in non-traditional applica-
tion areas where design and operation of the small and
compact machines and devices are required as the modern
techniques in electronics, materials, and manufacturing
*
Corresponding author. Tel.: +81 42 869 3016; fax: +81 42 869 8220.
E-mail address: cwlee@novic.kaist.ac.kr (C.-W. Lee).
(DSP) and power amplifiers can be integrated into a com-
pact unit. Applications of such small-sized AMBs include
portable hard disk drive system, artificial heart blood
pump, aiming mirror positioning system, etc.
In general, AMB systems are equipped with an axial
magnetic bearing, consisting of a solid rotor disk placed
between a pair of facing stator actuators, and a pair of
radial magnetic bearings, requiring lamination of the rotor
and cores in order to reduce the eddy current effects. Many
researchers have attempted to develop a variety of AMBs
that are compact and simple-structured, yet maintaining
desirable performance. A single cone-shaped magnetic
bearing can simultaneously produce the axial and radial
forces [1,2], but in turn, its control becomes complicated
due to the coupled dynamics between the axial and radial
directions. Hybrid AMB incorporates with permanent
magnets, leading to a simple composition as well as low

0957-4158/$ - see front matter
2005 Elsevier Ltd. All rights reserved.
doi:10.1016/j.mechatronics.2005.09.005
14 H.-Y. Kim, C.-W. Lee / Mechatronics 16 (2006) 13–20

power consumption [3–5]. A millimeter sized, miniaturized

AMB with solid cores and rotor has also been tested for
high-speed operation [6–8]. The eddy current induced at
non-laminated rotor generates the braking force that is
one of the factors influencing the rotational power loss.
Kim and Lee [8] proposed an eddy current model accoun-
ting for the arrangement of poles and the size of pitch, and
developed the hybrid-type AMB that is able to reduce the
eddy current loss. In recent years, a new concept system,
called the integrated motor-bearing or self-bearing motor,
which is a functional combination of motor and AMB,
has been developed, using lamination cores and rotor [9–
12]. Those integrated motor-bearings use the Lorentz force
for levitation and motoring of rotor. Han et al. [9] devel-
oped a Lorentz-type integrated motor-bearing system with
a disk-shape rotor. Okada et al. [10–12] introduced another
disk-type integrated motor-bearing system and a cylindri-
cal one, using Lorentz force. Fig. 1. Schematic view of the proposed active magnetic bearing.
In this paper, a new design structure for small-sized
AMB with solid cores and rotor is developed based on
the hybrid-type AMB. It features that the radial and axial bearing has four permanent magnets for generation of bias
magnetic-bearing units are integrated for compact design flux and four U-shaped cores for the radial and axial dis-
and that the homo-polar type configuration of poles with placement control of rotor. The yoke on each core has
optimized pitch length is adopted to minimize the eddy cur- two separate coils for the radial and axial rotor displace-
rent induced braking force. Permanent magnets are used ment controls. Fig. 2 shows the magnetic flux path of the
for generation of the radial and axial bias fluxes. The bias bias flux, the radial and axial control fluxes. The bias flux
flux flown through the two neighboring bearing planes and
the control flux formed by the two separate coil windings in
the U-shaped cores of hybrid AMB can control the Max-
well-type radial and Lorentz-type axial forces. The opti-
mized pitch length between poles can reduce the eddy
current induced braking force. For analysis of electromag-
netic forces, we first introduce the fundamental principle of
the proposed AMB and then theoretically derive the
expressions for radial and axial electromagnetic forces.
Since the magnetic flux due to the axial control current
affects the radial control flux in air gap and the bias flux
flown through the two neighboring bearing planes causes
stiffness coupling, the feed-forward control based on an
optimal control algorithm is adopted to account for such
coupled effects. The experimental results are used to vali-
date the analytical findings and evaluate the performance
of the newly designed small-sized AMB.

2. Principle of radial and axial force

Fig. 1 shows the schematic diagram of the proposed

compact homo-polar type AMB with an integrated
radial–axial magnetic-bearing structure, which uses Max-
well and Lorentz-type forces for the radial and axial direc-
tional levitations of the rotor, respectively. By the eddy
current brake model based on CoulombÕs law, the pitch
length that is the distance between poles affects induced
eddy current circuits on rotor surface [8,13]. The pitch
length is kept small in order to reduce the braking effect
induced by the eddy current, which becomes prominent Fig. 2. Magnetic flux path of AMB: generation of (a) radial and (b) axial
in the small-sized AMBs with solid cores and rotor. Each forces.
 H.-Y. Kim, C.-W. Lee / Mechatronics 16 (2006) 13–20 15

l 0 Ag N r i y 1
/cr ¼ ð3Þ
2gcr
/cx ¼ N x ix P x ð4Þ

where Hm is the coercive force, lm is the length of perma-

nent magnet, Nr and Nx are the number of the radial and
axial coil turns, respectively, iy 1 and ix are the radial and
axial control currents, respectively, and gcr is the equivalent
air gap in the radial control flux path. The permeances of
the bias and axial control fluxes, Pb and Px, respectively,
can be determined from the corresponding magnetic circuit
models as
Z Z
l0 Rw l0 Rw
2 dhy dhy
gb  y 1 cos hy  z1 sin hy gb  y 2 cos hy  z2 sin hy
Pb ¼ Z Z
l0 Rw l0 Rw
dhy þ dhy
gb  y 1 cos hy  z1 sin hy gb  y 2 cos hy  z2 sin hy
ð5Þ
Fig. 3. Magnetic flux distribution in air gap.
Z
1 l0 Rw
Px ¼ dhy ð6Þ
2 gcx  y 1 cos hy  z1 sin hy
flows through the rotor shaft and two bearing planes. And
the radial and axial control fluxes flow along the shaft and where R is the radius of stator, w is the width of stator, hy is
stator, and the shaft and core, respectively, for each the position angle of rotor from center line of magnetic
bearing plane. The rotor radial displacement is controlled pole (as shown in Fig. 4), and, gb and gcx are the equivalent
by the bias flux and the radial control flux in air gap, air gaps in the bias and axial control flux paths,
whereas the rotor axial displacement control is achieved respectively.
by the bias flux and the mmf (magneto-motive-force) of Note that Lorentz-type axial force can be determined by
coils. However, unlike the conventional hybrid AMBs, the flux densities formed at air gaps and the mmf of coils.
the magnetic flux produced by the axial control current As illustrated in Fig. 3, the difference in the total flux den-
affects the radial force, due to the nature of the integrated sities formed at the two neighboring air gaps of the U-
radial–axial magnetic-bearing units. shaped stator produces a pure Lorentz force along the axial
Fig. 3 shows the total magnetic flux formed at a bearing direction. The axial force can be expressed as
plane. The magnetic flux in the air gap is composed of the
bias flux, /b, and the radial and axial control fluxes, /cr F x ¼ nBb Lx N x ix ð7Þ
and /cx, respectively. The radial force in the y1-direction
where Bb is the bias flux density, Lx is the effective length of
can be expressed as
the current, and n is the number of actuators generating the
1 n axial force. Since the radial and axial forces are generated
F y1 ¼ ðð/b þ /cx Þ þ /cr Þ2I  ðð/b þ /cx Þ þ /cr Þ2III at the same stator, the magnetic flux density, Bb can be
2l0 Ag
o given as
2 2
þ ðð/b  /cx Þ þ /cr ÞI  ðð/b  /cx Þ þ /cr ÞIII
H m lm P b
1 n 2 2
o Bb ¼ ð8Þ
¼ ð/b þ /cr ÞI  ð/b þ /cr ÞIII þ fd ð1Þ Ag
l 0 Ag

where
1 n 2 2
o
fd ¼ ð/cx ÞI  ð/cx ÞIII
l0 Ag
p p
I :  6 hy 6 for upper core
4 4
3p 5p
III : 6 hy 6 for lower core
4 4
Here, l0 is the absolute permeability (4p · 107 Wb/A m)
and Ag is the area of magnetic pole face. The magnetic flux
in air gap can be expressed as
/b ¼ H m lm P b ð2Þ Fig. 4. Coordinates at AMB #1.
16 H.-Y. Kim, C.-W. Lee / Mechatronics 16 (2006) 13–20

T
From Eqs. (7) and (8), we can get the current stiffness of q ¼ f y 1 y 2 z1 z2 g
axial direction from pffiffiffi
2l0 pr2 w2 N 2x
l0 H m lm N x Lx K yx ¼
F x ¼ nK ix ix ¼ n ix ð9Þ 2g3cx Ag
gb
Here, mr is the rotor mass supported by the AMB. Note
where Kix is called the axial direction current stiffness. that the stiffness matrix is uncoupled between two ortho-
gonal coordinates, y and z, but coupled between two radial
3. Design of controller under the coupled effect bearings. The disturbance force vector, fd, reflects the
strong dependence of the radial magnetic forces on the
In conventional AMBs, the axial and radial controllers axial control current.
can be designed, independent of each other, based on the The decentralized controller using the decoupled control
decoupled actuator as well as rotor dynamics. On the other force vector, fc, is difficult to compensate for the coupled
hand, for the system of interest, the flux due to the axial terms in the stiffness matrix. Therefore, the full-state feed-
control current affects the radial forces as indicated in back controller including the control gains for coupled
Eq. (1). Hence, we should consider the effect of the axial terms should be designed. Accounting for the coupled
control current in the design of the controller for the radial terms in the stiffness matrix, K, the least quadratic Riccati
AMBs. (LQR) controller is designed, leaving fd as a deterministic
Assuming that the control currents and the rotor dis- disturbance. The equation of motion of the feedback con-
placements relative to the magnet are quite small compared trolled AMB can be expressed as
with the bias current and air gap at the nominal position of
shaft, respectively, we can linearize the magnetic force in M€q þ K s K A K d K i q_ þ ðK s K A K p K i þ KÞq ¼ f d ð12Þ
Eq. (1) by using Taylor series expansion as where Ks is the displacement sensor gain, KA is the power
F y 1  K y 11 y 1 þ K y 12 y 2 þ K iy 1 iy 1 þ fd ð10Þ amplifier gain, Kp and Kd are the proportional and the
derivative gain matrices obtained by applying the LQR
where K y 11 and K y 12 , the position stiffnesses of bearing control algorithm. The feed-forward controller is used to
#1 and #2, respectively, and K iy 1 , the current stiffness, eliminate the disturbance, fd in the controlled system.
are given as Fig. 5 shows the block diagram with the optimal controller
pffiffiffi 2 and the feed-forward controller; KA is the transfer function
2l0 pr2 w2 ðH m lm Þ
K y 11 ¼ ; of the power amplifier; Gc is the transfer function of the
g3b Ag
pffiffiffi LQR controller for compensating for the coupled effect
2
2l0 pr2 w2 ðH m lm Þ in stiffness matrix by the bias flux; GR is the system transfer
K y 12 ¼ ;
g3b Ag function; Gd is the disturbance; and Gff is the transfer func-
2l prwH m lm N r tion of the feed-forward controller for compensating for
K iy 1 ¼ 0 the disturbance by permanent magnet flux given as
gb gcr
1
Generally, bias flux of AMB composed of a pair of oppo- G ff ¼ ðK s K A K i G c Þ G d ð13Þ
site electromagnet is important parameter for linearization We can obtain Gff by the disturbance cancellation from
at nominal position of shaft by Taylor expansion. total feedback transfer function including system transfer
The equation of motion in the bearing fixed coordinate function in Fig. 5. Once accurate model of the transfer
is written as function, Gd, is obtained, the deterministic disturbance
q þ Kq ¼ f c þ f d
M€ ð11Þ caused by the axial control current can be well compen-
sated. However, this method has a drawback that the accu-
where
2 3
mr 0 0 0
6 7
6 0 mr 0 0 7
M¼6
6 0
7
4 0 mr 0 7
5
0 0 0 mr
2 3
K y 11 K y 12 0 0
6 7
6 K y 21 K y 22 0 0 7
K ¼6
6 0
7;
4 0 K z11 K z12 7
5
0 0 K z21 K z22
 T
f c ¼ K i i ¼ K iy 1 iy 1 K iy 2 iy 2 K iz1 iz1 K iz2 iz2
 T
f d ¼ K yx i2x y 1 K yx i2x y 2 K yx i2x z1 K yx i2x z2 Fig. 5. Block diagram of the radial control system.
 H.-Y. Kim, C.-W. Lee / Mechatronics 16 (2006) 13–20 17

rate modeling may be often difficult to achieve. Among

others, accurate estimation of the current stiffness matrix
Ki becomes critical to ensure good control performance.
Also, the maximum axial control current is determined in
consideration of the capacity of the power amplifier and
the stability of the system in the radial direction.
Apart from the controller design for the radial direc-
tional levitation of the rotor, the axial controller can be
designed from a single degree-of-freedom equation as
follows:
mx€x ¼ F x ð14Þ

where mx is the total rotor mass and the x-directional

(axial) magnetic force, Fx, takes the form of
F x ¼ nK ix ix ð15Þ
Fig. 6. Perspective view of AMB system.
where Kix and ix are the axial current stiffness and control
current, respectively. As the Lorentz force is a stabilizing
force for the axial rotor motion, the system stiffness and Table 1
damping can be readily adjusted by the PD control gains, Design parameters of the prototype AMB
i.e. Area of PM (Am) 240 mm2
 Thickness of PM (lm) 5 mm
ix ¼ K s K A K px x þ K dx x_ ð16Þ Rotor mass (mx) 0.535 kg
Area of pole face (Ag) 134 mm2
where Kpx and Kdx are the proportional and derivative No. of PM 8
gains of the controller, respectively. From Eqs. (15) and
(16), we obtain
mx€x þ nK s K A K dx K ix x_ þ nK s K A K px K ix x ¼ 0 ð17Þ axial air gap (gx) is 0.4 mm from the touch-down base.
The sensor and power amplifier gains are Ks = 5 V/mm
or and KA = 0.5 A/V, respectively.
mx€x þ ceq x_ þ k eq x ¼ 0 ð18Þ Fig. 7 shows the simulation of eddy current power loss
using the equation from Appendix A in homo-pole
implying that the axial directional levitation is always sta- AMB. Since the pitch length is kept small, the quantity
ble, irrespective of the controller gains. of power loss decreases. Experiments were performed using
the designed controller. The control gains used are listed in
4. Experimental setup and results Table 2. Fig. 8 compares the y-directional responses when
the decentralized controller and the LQR controller are
The prototype small-sized AMB developed in the labo- applied. For the decentralized controller, its gains were
ratory consists of AMB units, five eddy-current-type pro- tuned to the diagonal terms of the LQR controller gain
ximity probes, a digital controller using a Power-PC matrix given in Table 2. Note that the effect of coupled
board (dSPACE Inc., DS1105), and a five-channel linear terms in the stiffness matrix on the controlled responses
power amplifier. Radial displacements of the rotor mea-
sured by proximity probes are input to the control board
of the host PC and 16-bit A/D converted at the sampling
frequency of 5 kHz. The control currents from the power
amplifier are fed to coils, producing the radial and axial
electromagnetic forces.
Fig. 6 shows the prototype AMB system. The perma-
nent magnets (Nd2Fe14B) are attached on the stator and
the U-shaped cores accommodate two separate control
coils at each yoke. The specification of the designed
AMB is listed in Table 1. The radial air gap (gr) is
0.3 mm, the rotor diameter is 24 mm, the number of
(Nr = Nx) of coil turns for the radial and axial controls is
160, and the bearing span is 78 mm. The pitch length of
stator is 0.4 mm. When the control current is 1 A, the con-
trol flux is 4.62 · 105 Wb, and the leakage flux is calcu- Fig. 7. Eddy current power loss of homo-polar AMB with pitch length
lated to be 1.76 · 109 Wb, which is negligibly small. The varied.
18 H.-Y. Kim, C.-W. Lee / Mechatronics 16 (2006) 13–20

Table 2
Control parameters
Radial direction Axial
direction
Proportional gain 2 3 1.0
3:6 2:1 0 0
6 2:1 3:6 0 0 7
6 7
4 0 0 3:6 2:1 5
0 0 2:1 3:6
Derivative gain 2 3 9.0/1000
12:0 3:0 0 0 ,
6 3:0 12:0 0 0 7
6 7 1000
4 0 0 12:0 3:0 5
0 0 3:0 12:0

Fig. 10. Responses to x-directional impulse: (a) x-direction and (b) y1-
Fig. 8. Comparison of the y-directional responses of the decoupled and and z1-direction.
coupled control systems.

disappears by using the LQR controller with the coupled

gains.
Prior to the experiments for the axial directional levita-
tion, the current stiffness Kix was estimated. Fig. 9 is the
plot of the measured Lorentz force versus current, where
the slope of the fitted line means the value of Kix.
Figs. 10 and 11 compare the controlled and uncon-
trolled impulse responses of the rotor when the rotor at rest

Fig. 11. Responses to y1-directional impulse: (a) y1-direction and (b) x-

Fig. 9. Axial force versus current. direction.
 H.-Y. Kim, C.-W. Lee / Mechatronics 16 (2006) 13–20
was impacted along the x- and y1-directions, respectively.
Note that the settling time in the x- and y1-directional
controlled responses were found to be 0.3 and 0.2 s, respec-
tively. There was virtually little interaction between the
x- and y1-directions, accounting for the experimental
Fig. 12. Rotational power loss.
Fig. 13. Whirl orbit: prototype AMB at 3700 rpm: (a) AMB #1 and (b)
AMB #2.
19
inaccuracy in exerting an impact by a hammer along the
desired directions. The settling time in the axial directional
uncontrolled response was found to be 6 s. The axial direc-
tional uncontrolled and controlled system eigenvalues were
calculated to be kuc1,2 = 0.12 ± 69.1j and kc1,2 = 12.8 ±
87.3j, respectively.
The braking force is perhaps one of the critical problems
in the design of AMBs with solid cores and rotor. In order
to investigate the power loss of the prototype AMB due to
the braking force, a rundown test was carried out as shown
in Fig. 12. The power loss of ball bearing required at the
rotational speed of 3700 rpm was found to be 0.4 W, about
five times as large as that of the magnetic bearing. At this
rotational speed, the whirl orbit was kept within 15 lm as
shown in Fig. 13. Considering the nominal air gap of
300 lm (the clearance of touch-down bearing is 150 lm),
the performance of the prototype AMB is excellent in
regard to the eddy current effect.
5. Conclusion
We propose a compact, high-performance homo-polar
type AMB system that employs small pole pitch length
for further reduction of the radial magnetic-bearing bra-
king force and uses Lorentz force for effective control of
axial magnetic bearing. The AMB system is composed of
permanent magnets, U-shaped cores and two separate coils
for generation of the axial and radial control fluxes. The
radial and axial directional electromagnetic forces are
derived, using the calculated magnetic fluxes in air gaps.
To resolve the difficulty in design of the controllers
due to the coupled magnetic flux paths in air gaps, an
optimal control and a feed-forward control algorithm are
employed. Experimental results with the prototype AMB
system built in the laboratory successfully demonstrate
the validity of the new design concept.
Acknowledgement
This work was supported by a grant from Agency for
Defense Development, Korea.
Appendix A. [8,13]
Fig. A.1 shows the bearing plane with 4-poles and a pro-
jection pole face with constant magnetic field on rotor. In
the figure, a and b are the width and length, respectively;
v, X and R are the linear velocity at surface, the rotational
velocity and the radius of rotor. By using CoulombÕs law,
induced magnetic field intensity Ex and Ey are obtained
as follows:

vBy ðb  zÞ ðb  zÞ
Ex ¼  tan1 þ tan1
2p ða  xÞ ða þ xÞ

1 ðb þ zÞ 1 ðb þ zÞ
þ tan þ tan ðA:1Þ
ða  xÞ ða þ xÞ
20 H.-Y. Kim, C.-W. Lee / Mechatronics 16 (2006) 13–20

Fig. A.1. Charge density in projection face on rotor with constant velocity.

h ih i
2 2 2 2 [3] Sortore CK, Allaire PE, Maslen EH, Humphris RR, Studer PA.
vBy ðb  zÞ þ ða þ xÞ ðb þ zÞ þ ða  xÞ
Permanent magnet biased magnetic bearings-design, construction and
Ez ¼ ln h ih i ðA:2Þ
4p testing. In: Proceedings of 2nd international symposium on magnetic
ðb  zÞ2 þ ða  xÞ2 ðb þ zÞ2 þ ða þ xÞ2 bearings Tokyo Japan, 1990. p. 12–4.
[4] Maslen EH, Allaire PE, Noh MD, Sortore CK. Magnetic bearing
Total electric field intensity of homo-polar AMB are ex- design for reduced power consumption. ASME J Tribol
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[5] Fukata S, Yutani K, Kouya Y. Characteristics of magnetic bearings
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J 0x ¼ ðA:5Þ sized cylindrical rotor. Mechatronics 2000;10:595–607.
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