Ain Shams Engineering Journal 12 (2021) 507–516

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Ain Shams Engineering Journal

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Design and optimization of outer-rotor permanent magnet flux

switching motor using transverse segmental rotor shape
for automotive applications
Enwelum I. Mbadiwe, Erwan Bin Sulaiman ⇑
Research Center for Applied Electromagnetics, Institute of Integrated Engineering, Universiti Tun Hussein Onn Malaysia, 86400 Parit Raja, Johor, Malaysia

a r t i c l e i n f o a b s t r a c t

Article history: Outer-rotor PM synchronous motor (OR-PMSM) with PM flux has shown to generate high torque and
Received 10 January 2020 power densities. However, the round rotor used provides high iron loss and weight that affect their speed.
Revised 28 June 2020 This paper, addresses the problem using 24-stator and 14-segments flux switching machine (FSM) whose
Accepted 4 August 2020
rotor is passive. Initially, performances of the designed motor such as cogging torque, harmonic distor-
Available online 26 September 2020
tion, average torque and power are analyzed. The initial design is optimized and the performances
between initial and optimized OR-PMFSM designs are compared. The result shows OR-PMFSM has pro-
Keywords:
vided low cogging torque and low odd harmonic distortion to operate safely. The torque has increased to
Automotive applications
Flux switching machine
48.81% from initial to optimize design of 240.5Nm and 469.8Nm. A comparative analysis of other motors
Permanent magnet for high torque such as OR-PMSM, OR-HEFSM and OR-FEFSM are presented. The proposed motor is cap-
High torque able to perform in high torque and high power conditions for automotive applications.
Outer rotor Ó 2020 The Authors. Published by Elsevier B.V. on behalf of Faculty of Engineering, Ain Shams University.
Segmental rotor This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-
nd/4.0/).

1. Introduction Obviously, FSM is a stator PM machine that was first devel-

Flux switching machines (FSMs) with all active materials
located on the stationary stator leaving the rotor as a passive single
piece of iron have been designed to operate in high-speed robust
condition. As the name implies, FSM operating principles are basi-
cally based on armature flux linkage reaction with switching flux
in moving rotor position due to the change in permeance seen by
the armature winding. Hence, the magnetic field of armature wind-
ing and excitation sources interact with each other converting
electrical energy into mechanical energy for motor operation
[1–4]. Interestingly, FSM generates double sinusoidal frequency
waveform in a cycle of 360 electrical degrees. Due to peculiar con-
struction of FSM for high-speed operation, it has a good prospect to
be developed for automotive applications [5–8].
⇑ Corresponding author.
E-mail address: erwan@uthm.edu.my (E. Bin Sulaiman).
Peer review under responsibility of Ain Shams University.
Production and hosting by Elsevier
oped and published in the mid-1950 [9]. The structure of FSM
combines both switched reluctance machine (SRM) and inductor
alternator with permanent magnet (PM) flux source. This combi-
nation inherits FSM with similar characteristics and advantages of
both PMSM and SRM. In the maiden design, Rauch and Johnson
developed a single-phase FSM using PM flux source. PM flux
source has been favoured by researchers due to their loss-free
excitation as well as without additional circuitry connection. In
addition, PM excitation source also provides more precise control
and better efficiency [10,11]. FSM has been categorized into three
types based on their excitation sources such as; permanent mag-
net FSM, field excitation FSM using field excitation coil and
hybrid excitation FSM utilizing two sources of PM as main and
field coil as secondary. Unlike PMFSM, both FEFSM and HEFSM
require external circuitry connections. Conventionally, salient
rotor type has dominated FSM design regime for many years.
Yet, salient rotor machine has disadvantages of high material
weight and high iron loss [12].
Consequently, FSM reported in this paper concerns a new rotor
and shape to ensure high flux linkage that can provide less cogging
torque waveform and sinusoidal induced back-emf waveform to
give insight on the output electromagnetic torque as well as the
required control technique [13].

https://doi.org/10.1016/j.asej.2020.08.007
2090-4479/Ó 2020 The Authors. Published by Elsevier B.V. on behalf of Faculty of Engineering, Ain Shams University.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
E.I. Mbadiwe, E. Bin Sulaiman Ain Shams Engineering Journal 12 (2021) 507–516

Recently, one example of outer-rotor permanent magnet
synchronous motor (OR-PMSM) [14] has been proposed for out-
runner automotive application as shown in Fig. 1. The motor struc-
ture comprises round rotor mounted PM and four cell-segmental
stator core. This rotor PM motor utilizes 1.2 kg PM material placed
in radial magnetization direction and is expected to disrupt rotor
rotation as well as creating high iron losses during high speed. As
the motor consists of armature winding wounded in between sta-
tor teeth, the radial motor and other similar PMSM structures exhi-
bit high harmonic content, high eddy current loss and large
inductance that adversely affect the torque performance [15–17].
Meanwhile, the PM assembled in rotor of OR-PMSM also inherits
lack of mechanical strength in high-speed operation due to
unbalanced arrangement of stator core and high record of iron
loss [18–19].
To improve performances of PMSM motor, outer rotor hybrid
excitation FSM (OR-HEFSM) with reduced PM volume and salient
rotor has been proposed for high torque, high efficiency, high
power density and high reliability applications [20]. It utilises
two flux sources and requires external circuitry connection for
excitation. However, OR-HEFSM has drawbacks of high iron loss,
high winding loss, high flux leakage, poor temperature manage-
ment and low armature reaction.
Furthermore, outer rotor- field excitation flux switching
machine (OR-FEFSM) using segmental rotor in dovetail shape has
been proposed for high torque high power density applications.
The shortcomings of this machine are high materials usage and
high cogging torque initiating severe vibration and acoustic noise
[21].
In this research, the challenges and limitations associated with
OR-PMSM concerning low torque and low power performances are
overcome by proposing a new FSM using PM excitation source and
armature winding located on the stator with unconventional pas-
sive rotor segment. While the rotor segment is a simple piece of
iron for weight mitigation, the electric loadings are fixed [22].
Therefore, the proposed motor only depends on magnetic loading
for torque generation suitable for out-runner automotive applica-
tion. On the whole structure, the motor model will consume less
conductor material and withstand hostile situation [23–25]. The
structure of the proposed FSM is accomplished by replacing round
rotor in OR-PMSM with segmental rotor in transverse shape
embracing conventional stator. The novelty of the proposed OR-
PMFSM using segmental rotor in transverse shape is lightweight
for fault tolerant and having large area for maximum flow of flux
to provide high flux density for high torque performance. Other
advantages of segmental rotor includes short flux path, short end
windings, less coil winding materials and less iron losses as
described in [26,27,63]. Inspiration is driven by the fact that
including fault tolerant feature in an electric motor would protect
the motor to function in all situation even during malfunctions.
This paper are arranged with the design of outer rotor PMFSM
and formulation of mathematical equations, performance analysis
of initial design, optimisation of the initial design motor and
conclusion.
2. Proposed design of outer rotor PMFSM with rotor segment in
transverse shape
PM machines in salient rotor have provided favorable perfor-
mances in less cogging torque and torque density [28]. However,
unconventional designs structure can provide lower cogging tor-
que and good fault tolerance competence in the case of system
fault. Therefore, PMFSM in transverse rotor segment, which offers
short flux path is expected to achieve higher torque output. With-
out doubt, electric vehicle (EV) drive system should be capable of
high torque, high overload capability and high power density at
low speed operation [29–33]. In the design of the proposed motor,
JMAG Designer software version 14 is used for 2D-FEA analysis.
Machine parameters such as rotor, PM weight of 1 kg, less than
conventional OR-PMSM and conventional armature coil are used.
The PM material type is Neomax-35AH having residual flux density
and coercive force of 1.2 T at 20 °C and 932 kA/m. The voltage
inverter uses 415 V AC bus voltage and DC current input of 360
Arms. The material for rotor and stator is electrical steel type
35H210. The geometrical specifications, parameters and
electrical restrictions of the motor are similar to OR-PMSM listed
in Table 1 [14].
2.1. Design considerations and mathematical equation
Output equation of machine has two main loading components
namely electrical and magnetic loadings. For the proposed motor,
the electrical loading parameters are fixed referencing the OR-
PMSM. It is expected that magnetic loading parameter will play
dominant role in providing high torque. For the proposed PMFSM,
the torque developed Td is presented as:
Pd
Td ¼ ð1Þ
x
where Pd is the required power output and x is the rotational speed
[34]. From (1), the developed torque Td is directly proportional to
the required power output and is inversely proportional to the
speed rotation. The motor’s required power output Pd is given as:
Pd ¼ V s Is ð2Þ

where Vs is DC supply voltage and Is is peak phase-current.

Rotor PM
Table 1
Parameters of the proposed motor design.

Selected parameters OR-PMSM PMFSM

Rotor outer radius (mm) 279.4 279.4
Stack length (mm) 100 100
Air gap length (mm) 0.5 0.5
Stator shaft (mm) 30 30
PM weight (kg) 1.2 1
Arm. slot area (mm2) 432 432
DC voltage inverter (V) 650 415
Inverter current (Arms) 360 360
Stator Maximum Ja (Arms/mm2) 30 30
Torque (Nm) 110 110
Armature slot Power (kW) 6 6
Speed (rev/min) 1900 <1900
Fig. 1. Cross-sections of OR-PMSM.

508
E.I. Mbadiwe, E. Bin Sulaiman
Meanwhile, machine rating is the power developed that can be
delivered without overheating. The expected electrical power
input Pin is given as:
Pin ¼ Pout þ P loss
where Pout is output power developed and Ploss is the machine’s
power losses occurring as mechanical and magnetic losses in the
machine [35,62].
The specific magnetic loading of machine is the average mag-
netic flux of the pole over the area of pole at the motor air–gap.
The specific magnetic loading Bav is given as:
Ps  £p
Bav ¼
pDor L
where Ps is number of stator slots, Øp is flux per pole, Dor is the outer
rotor radius and L is stack length of motor.
The specific electric loading of a machine is the ratio of total
armature ampere conductors and armature periphery at the
machine air–gap. The specific electric loading, a.c of the motor is
expressed as:
Ii  Z
a:c ¼
pDor
where Ii is current carrying conductor and Z is the total number of
armature conductors. Then, the formula of the overall number of
armature conductors, Z is expressed as:
Z ¼ 2nph T ph
where the number of phases is nph while Tph is the number of con-
ductors per phase. Since the copper loss and the temperature of the
motor are directly proportional to the specific electric loading a.c, it
should be reduced to a minimum value in order to reduce the influ-
ence of copper loss and temperature of the motor. Moreover, the
value of the phase current affects the voltage drop of reactance.
Then, the increment value on the induced back-emf inside the
motor would cause commutation delay. However, the relation of
motor air–gap is calculated from its size, volume, speed, specific
magnetic loading and specific electric loading. The output equation
Q is given as:
Q ¼ gph Eph Iph  103
where Eph is voltage output per phase and Iph is the current per
phase [36]. Since there are three electric circuits for each phase,
the current per phase and the current carrying the conductor Ii have
equal values. In addition, the output voltage per phase has a corre-
lation with the induced emf per phase as follows:
Sp gs
Eph ¼ 4:44   £T ph K w
2
where gs is the rotating speed in revolution per second. Since the
output voltage per phase is related to the output equation Q, the
output equation is given as:
Q ¼ 3:33  K w ð2gpk T pk Þ  ðSp £Þ  Ii  103
The output equation is further simplified with output coeffi-
cient, Co as expressed in (10) [37]
Q ¼ gs C o Dor L ð10Þ
2.2. Shapes of segmental rotor
Three segmental rotor geometries have been considered in this
research as depicted in Fig. 2. Fig. 2(a) shows a dovetail segmental
rotor proposed in [38] that offers compromise between robustness,
general performance and weight. Fig. 2(b) illustrates the transverse
Ain Shams Engineering Journal 12 (2021) 507–516
ð3Þ
Fig. 2. Geometries of segmental outer rotors (a) Dovetail (b) Transverse (c) Groove.
ð4Þ
segmental rotor which follows the dovetail earmarked to be ideal
in terms of performance but very difficult to achieve safe mechan-
ical retainment. Furthermore, a groove segmental rotor offers solu-
tion where for reasons of visualisation and clarity, the space for the
pin is shown to be larger than requirement in practice as presented
in Fig. 2(c). Therefore, transverse segmental rotor in Fig. 2(b) is
suitable for the proposed motor for the reason of having enough
space area for flux flows. For mechanical retainment, an external
ð5Þ
envelop is employed without adding excessive weight on the rotor.
The initial rotor angle h, rotor width Rw, inner rotor radius Rir and
segment span hs are given in (11) and (12), while the cross sec-
tional view of the proposed motor are demonstrated in Fig. 3.

360  Rw
ð6Þ h¼ ð11Þ
2pRir
hs ¼ h þ x ð12Þ
where x is angle adjustment between 1° to 3°.
2.3. Operating principle of the proposed motor
The cross-section of the proposed PMFSM is shown in Fig. 3.
With salient stator pole and segmental rotor structures, the flux
produced by PM located at stator tip goes through the path of min-
imum reluctance when the segmental rotor S1, aligns with the sta-
tor tooth as shown in Fig. 4.
ð7Þ Principle of operation of outer rotor PMFSM is as described: The
position when the rotor segment S1 aligns with one of two stator
teeth on which a coil is wound and PM is placed, the PM flux
(M1) links with the coil and goes into and out of the rotor pole
and back into armature coil as shown in Fig. 4(a) (first alignment).
In momentary motion, the rotor moves forward, the PM flux
goes out of the coil and into the rotor pole, keeping the same
amount of flux-linkage while reversing the polarity, thus
ð8Þ
Rotor
Rotor
envelop
ð9Þ PM
Stator Windings
Fig. 3. Cross-sections of PMSFM segmental out-runner rotor.
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Rotor segment Rotor envelop torque and the interaction of PMs and armature winding with
the rotor teeth is expected to produce vibration and acoustic noise.
Thus, an appropriate design such as segmental rotor reveals a
property of having advantage of cogging torque reduction for
motor’s safe operation. It is obvious that this deteriorates the
motor performance and affects its control strategy [41–43]. To
solve this issue, cogging torque can further be reduced using the
Stator following techniques; pole pairing, rotor teeth notching, rotor
Winding tooth skewing, narrow manufacturing tolerance and rotor teeth axial
(a) pairing [44–47]. Obviously, these procedures will reduce
cogging torque and the torque of motor [48]. Meanwhile, under
open circuit condition, cogging torque can be expressed as stated
in [49].
@WðaÞag
T ðaÞ ¼  ð13Þ
@a
h
Winding Back iron ¼  @@a 1
2l0
 Lstk  12 ðR2 pm  R2 s Þ
#
(b) 2Rp
 G2 ðhÞ  B2 ðh; aÞdh
Fig. 4. Rectilinear representation of operating principle of PMFSM using segmental 0
rotor (a) first alignment (b) second alignment.
where a is the angle of rotor, m0 is the permeability of air, Lstk is
motor’s stack-length, Rpm is radius of PM, Rs is stator radius, G(h)
is relative air–gap permeance function, and B(h) is motor’s flux den-
‘switching’ the flux as in Fig. 4(b) (second alignment). Obviously, as
sity function. Expanding the relative air–gap permeance G2(h) and
the rotor keeps moving forward, the flux-linkage in the coils is
flux density function B2(h,a) of the motor having evenly spaced
changing periodically. Therefore, if armature current, Ja is properly
PMs and armature slots, using Fourier series to get,
injected into the coil, an electromagnetic torque will be produced
to drive the rotor to keep moving forward continuously. X
1
G2 ðhÞ ¼ GaNs cosaN s h ð14Þ
a¼0
2.4. Flux lines and flux distribution
X
1

Plot of magnetic flux lines and flux distribution of the proposed B2 ðh; aÞ ¼ BaNp cosaNP ðh; aÞ ð15Þ
a¼0
PMFSM are shown in Fig. 5. The flux line in black color monitors
flux travelling from stator teeth to adjoining rotor segment and where Ns is no of armature slots, Np is no of rotor poles, GaNs and
rebounds from the same segment to make a complete full cycle BaNp are the corresponding Fourier coefficients.
[39]. Meanwhile, substituting (14) and (15) into (13), the cogging
Usually, there is a short flux path when using rotor segment. As torque of the motor is expressed as:
the proposed motor consists of 24 stator teeth, a complete flux
pLstk 2 X1
cycle is recorded in between 16 stator teeth and the adjoining 14 TðaÞ ¼ ðR pm  R2 s Þ  aMGaM BaM sinaM a ð16Þ
rotor segments. This condition is in line with fundamental conven- 4l0 a¼0
tional machine with the same configuration [40]. Furthermore, it is
where M is least common multiple (LCM) of stator and rotor pole
seen that there is equal flux distribution in the stator teeth and
numbers Ns and Np for outer rotor motor. Additionally, to deter-
rotor segments where the maximum flux density of 2.2 T is
mine the air–gap permeance GaM using Fourier series expansion is
obtained.
expressed as
hR
c=2
2.5. Prediction of cogging torque characteristics GaM ¼ Nps cosaMhdh
0
R 2p=Ns i ð17Þ
For external rotor machine such as this PMFSM in which both þ 2p=Ns c=2 cosaMhdh
PM and armature winding are located in the stator, the cogging
Hence,
Ns 1 c
GaM ¼ 2ð1ÞnðM=Ns Þ sinaM ð18Þ
Even flux distribution p aM 2
High flux Equation (18) affirms that cogging torque is directly dependent
lines Rotor upon the stator and rotor width teeth of motor.
flux Furthermore, according to [50], basic physical principle of
power and force production in electric machines is that output
power is the product of torque and rotational speed expressed as:
Pout ¼ T  xm ð19Þ
Stator back- where Pout is the output power, T is the torque and xm is the rota-
Low flux iron
lines lines tional speed in radians per second.
Therefore, the electromagnetic force is the interaction of the
magnetic loading and the electric loading. The expression for the
Fig. 5. Flux lines and flux distribution of the proposed motor. force density over rotor surface area is expressed as
510
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1=2
ð2kÞ Furthermore, the direct axis to quadrature axis of transforma-
rm ¼ K s Bg ð20Þ tion from stator reference frame to the rotor frame, are clearly
2
defined in Fig. 6. Rotor position A1 is chosen where flux linkage
where k is the winding factor, Bg is the peak fundamental magnetic of PM is maximum, the quadrature axis is lagging the direct axis.
flux waveform at the air–gap produced by the rotor and Ks is the The stator to flux association based on the synchronous reference
electric loading in stator. frame using Park’s transformation matrix is given as:
2 3
cosha cosðha  23pÞcosðha þ 23pÞ
2.6. Modelling of motor with respect to PM flux 26 7
P¼ 4 sinha  sinðha  23pÞ  sinðha þ 23pÞ 5 ð24Þ
3 1 1 1
Fig. 6 represents the three-phase flux linkage and winding con- 2 2 2
figuration of the proposed 24S-14P PMFSM with permanent mag-
where ha is rotor angle between the coil phase and the direct axis
net excitation in dq-axis definitions. According to FSM
equal to Prhr. Using (23) and (24), transforming the PM flux linkage
mechanism, flux linkage changes with rotor position hr. In this
in the rotor reference frame wmd and wmq and when armature cur-
machine, magnetic flux is produced by PM during no-load condi-
rent is zero, will yield to
tion, while armature flux is generated when current is applied to " #
the phase winding on the stator. For the sake of this modelling, flux wmd ¼ wm
due when current is applied to phase winding is neglected, thus wmdq ¼ ð25Þ
wmq ¼ 0
the PM flux linkage wm, corresponding to 3-phase windings are
expressed as: Equation (25) shows PM flux linkages transformed in the d-axis
2 3 and q-axis frames respectively.
wmU ¼ wm cosðPhr Þ
6 w ¼ w cosPh  2p 7 In the same note, transforming the three-phase inductance in
wm 3u ¼ 4 mV m r 5 ð21Þ rotor pole frame, the PMFSM can be described as:
 3

wm W ¼ wm cos Phr þ 23p 2 h
Ld Lq
i3
Ld ¼ Lo  Mo  32
6 h i7
3
where wm is the magnitude of the flux linkage, P is the number of 6 7
Ldq0 ¼ 6 L ¼ L  M þ 3 Ld Lq 7 ð26Þ
rotor pole and hr is rotor position [51]. 4 q o o 2 3 5
As it concerns, armature inductances for the motor understudy Lo ¼ Ldq ¼ Lqd ¼ Ld0 ¼ 0
based on 2D-FEA and the path of flux at any position through the
 
air–gap will pass around two rotor poles. The self-inductances 1
for the three-phase are given as: Lo  M o ¼ ðLd þ Lq Þ ð27Þ
2
2 3
LUU ¼ Lo  Lm cosð2Phr where Ld, Lq, L0, Ldq, Lqd are inductance components transformed in
6 7
L3u ¼ 4 LVV ¼ Lo  Lm cosð2Phr þ 23pÞ 5 ð22Þ rotor reference frame.
2p Therefore, the sum of d-axis and q-axis flux linkages expression
LWW ¼ Lo  Lm cosð2Phr  3 Þ
confirm the equation stated as:
where Lo is self-inductance and Lm is the magnitude of fundamental " Ld Lq
#
part. Meanwhile, mutual-inductances are expressed as:
wd ¼ Ld id ¼ wm þ fLo  Mo  32 ð 3
Þgid
ð28Þ
3 Ld Lq
2 2p
3 wq ¼ Lq iq ¼ fLo  Mo  2
ð 3 Þgiq
MUV ¼ MVU ¼ M o  M m cosð2Phr  3
Þ
6 7
M3u4 MVW ¼ M WV ¼ M o  M m cosð2Phr Þ 5 ð23Þ Moreover, the voltage equations in the d-axis and q-axis are
2p obtained and expressed as:
M WU ¼ M UW ¼ Mo  Mm cosð2Phr þ Þ
3 " #
ud ¼ Rc id þ @w
@t
d
 xc wq
where Mo is the mutual inductance and Mm is the magnitude of fun- udq ¼ @wq
ð29Þ
damental part. u q ¼ Rc i q þ @t
þ xc wd

where Rc is resistance of the winding coil, xc is the frequency of

inverter. Finally, the electromagnetic torque, Tem of the proposed
PMFSM is given in (30):
Rotor
3  
q-axis T em ¼ P r wm iq þ ðLd  Lq Þid iq ð30Þ
2
θr
d-axis
3. Initial motor performances

Performance characteristics of initial PMFSM and conventional

OR-PMSM has been conducted using JMAG Designer. Fig. 7 shows
cogging torque of the motor against rotor position. In the plot, it is
seen that OR-PMSM achieved cogging torque profile of 30 Nm
peak-to-peak and generates four cycles of waveforms from their
four segmental stator stacks. Additionally, the waveform is not uni-
form in shape due to unbalanced location of stator segments. For
PMFSM, cogging torque provided is 5 Nm peak-to-peak for 60° of
Stator rotor position. Also, it generates six electric cycles arising from
12 stator coil windings. This condition is similar with the funda-
mental conventional 12S-14P motor configuration. Meanwhile,
Fig. 6. Considerations of direct axis - quadrature axis definitions of proposed high cogging torque is not suitable for safe motor operation
PMFSM in segmental rotor. because it causes acoustic noise and vibration [4,42]. In compar-
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Power Torque
40 300
250
30
200

P [kW]

T [Nm]
20 150
100
10
50
0 0
0 5 10 15 20 25 30
Armature current density, Ja [Arms/mm2]
Fig. 7. Cogging torques of OR-PMSM and PMFSM.
Fig. 9. Initial torque and power at various current density.

ison, OR-PMSM produces high cogging torque while the proposed

motor has low cogging torque for safe motor operation.
3.1. Harmonic order of motor under no-load condition
Space harmonic is generated in the motor because of non-
sinusoidal distribution of coils. In practical machine, air–gap mmf
and fluxes are not sinusoidally distributed in space. This condition
will affect the motor starting causing magnetic noise and vibration
[42]. Consequently, space harmonics cannot be avoided because
they are generated by the magnetic interaction of the different
phase windings in order to produce the rotating magnetic field.
Meanwhile, it can be reduced by optimizing machine parameters
for smooth sinusoidal waveform and low cogging torque [48].
Fig. 8 illustrates magnitude profile of the motor versus the har-
monic distortions in which the stator and rotor design represented
with blue color are different from the proposed PMFSM as repre-
sented with red color. From the plot, it is clear that stator pole
width is at variance with each other, for the proposed motor-
recorded low magnitude of odd harmonics in order of 5, 7, 11, 13
and 17 showing that the stator width has allowed more flux to flow
through it [49]. In effect, the specific magnetic loading of the pro-
posed PMFSM is competent of magnetic flux inflow of machine
over the entire volume as given in [52,53].
3.2. Performance of initial motor under load condition
The plot of torque and power versus armature current density Ja
is shown in Fig. 9. In this condition, Ja is varied from 0Arms/mm2 to
30Arms/mm2 and performance of the motor is examined. From the
figure, when the current is increased between the ranges of 0Arms/
mm2 to 10 Arms/mm2, the instantaneous power rose linearly to
30 kW especially during injection current of 5Arms/mm2. Also, the
torque is seen to increase linearly up to 10Arms/mm2. However,
with higher Ja, the rate of increase in both quantities has reduced
due to saturation. As a result, torque of 160Nm is generated with
Ja of 10Arms//mm2 while at maximum Ja, maximum torque of
240.5 Nm is generated. In the same way, the maximum power
observed is 35 kW which remained constant throughout the region
due to residual periodic variation [54].
4. Parameter optimisation of motor
Table 2 shows parameter comparisons between the initial and
optimised designs. From the table, the initial design has achieved
torque and power output of 240.5 Nm and 35 kW, respectively,
which is higher than the conventional OR-PMSM described in
Fig. 1. To further improve the performances of the proposed
machine, local optimisation method is utilised by adjusting sensi-
tive parameters defined in rotor, PM and armature slot as illus-
trated in Fig. 10 [56–60].
Consequently, Fig. 11 shows the cross sections of the optimised
structure of the motor. The differences between the initial and
optimised designs are largely seen in the stator width, segment
span and pole length of segment. It can be seen that the stator
width, rotor and segment span of the optimised motor are slightly
wider, while the pole length is marginally shorter than the initial
design. In addition, the PM with armature slot of optimised model
is redesigned while maintaining the same volume and fixed area
for the number of conductor. As the air–gap length is fixed, the
width of stator and rotor of the optimised design are larger
than the initial model to permit more flux to flow [55].
Table 2
Initial and optimize design parameters.

Descriptions Initial Optimize

100 Outer rotor radius (mm) 139.7 139.7
Inner rotor radius (mm) 119.2 127.2
Rotor pole length (mm) 20.5 12.5
80
Rotor width (mm) 17.2 26.2
Magnitude [%]

Segment span (degree) 16 20

60 Stator outer radius (mm) 118.7 126.7
Stator tooth pitch (mm) 10 18
40 Air-gap length (mm) 0.5 0.5
PM weight (kg) 1 1
PM height (mm) 11.04 6.13
20 PM width (mm) 10 18
Stack length (mm) 100 100
0 Stator shaft (mm) 30 30
1 3 5 7 9 11 13 15 17 DC- input voltage (V) 650 415
Torque (Nm) 240.5 >240.5
Harmonic distortion
Output power (kW) 35 >35
Base speed (rev/min) 1397 1397
Fig. 8. Magnitude of harmonics with stator and rotor pole.

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Initial Optimised
400
300.8 V

200

Induced-EMF [V]
220.7 V
0
L
0 60 120 180 240 300 360

Fig. 10. Motor parameters for optimisation. -200

Rotor position [°]

-400
PM Rotor
Fig. 13.. Induced back-emf waveforms comparison between initial and optimised
designs.

4.2. Motor’s instantaneous output torque

The instantaneous torque of rotor’s mechanical rotation is

Stator
Winding
Fig. 11. Optimised design of the proposed PMFSM.
4.1. Magnetic flux linkage of the optimised design
The magnetic flux linkage of optimized design is investigated
under no-load condition based on 2D-FEA. The phase flux linkage
comparison of initial and optimized design motor is shown in
Fig. 12. The magnetic flux produced in initial and optimized
designs are seen to be 0.046Wb and 0.08Wb, correspondingly.
The optimized design also represents an increase of 50% flux value
higher than initial design.
Furthermore, Fig. 13 illustrates the plot of induced back-emf
waveforms comparison between initial and optimized designs at
the same speed of 1376 rev/min. It is clear that the optimized
design achieves smooth sinusoidal waveform compared to the
degraded sinusoidal waveform of initial design which is also char-
acterized by gross distortion. Hence, the value of induced voltage
generated by optimized and initial designs are 220.7 V and
300.8 V, respectively.
depicted in Fig. 14. Both designs were examined at maximum cur-
rent density of 30Arms/mm2. From the graph, the optimized design
has achieved optimum torque of approximately 469.8 Nm,
notwithstanding that initial design had achieved higher average
torque than conventional OR-PMSM. While, the optimized design
model achieved average torque of approximately 2 times higher
than the maximum value of initial design due to large permeance
that enabled more flux to flow through the stator and rotor tooth
width resulting in high flux linkage [61]. Consequently, the torque
of initial and optimize designs is higher than the torque of conven-
tional model by 2.2 times and 4.3 times, respectively.
4.3. Torque and speed characteristics
The plot of output torque against speed characteristics is shown
in Fig. 15 in which at the speed of 898 rev/min, the maximum aver-
age torque of 469.8 Nm is achieved with maximum armature cur-
rent density. When the motor is operated beyond the base speed,
the torque begins to reduce due to low volumetric efficiency
[62]. Meanwhile, at the lowest torque of 29.7 Nm, the highest
speed of 4000 rev/min is achieved.
4.4. Power and speed characteristics of the motor
The plot of average torque and power of optimized design is
shown in Fig. 16. From the plot, it is clear that the motor generates
higher average torque and better power output. Therefore, the
optimized design achieved output power of 44 kW representing
22.2% increment than the initial design. In the power graph, the

Initial design Optimised design

600
Tmax = 469.6 Nm
500

400
T [Nm]

Tmax = 240.5 Nm
300

200

100
Rotor position [°]
0
0 60 120 180 240 300 360

Fig. 12. Magnetic flux linkage comparison of initial and optimised designs. Fig. 14. Instantaneous torque at maximum current density.

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500 50
1

400 40

P [kW]
T [Nm]
300 30
3 4 5
200 20
2
6 7 8
100 10
Speed [rev/min]
0 0
0 500 1000 1500 2000 2500 3000 3500 4000
Fig. 15. Torque against speed characteristics of motor. Fig. 17. Average torque and power against speed of optimized design at specific
operating points.

Initial design Optimized design

50
44 Pout Pi Pc
40 100%
Power [kW]

Motor Efficiency [%]

30 80%

20 60%

10 40%
Speed [rev/min]
0
20%
0 500 1000 1500 2000 2500 3000 3500 4000

Fig. 16. Power against speed characteristics of the motor. 0%

1 2 3 4 5 6 7 8

distortion of the power at the rated point is due to residual periodic Fig. 18. Efficiency and motor losses at operating points.
variation in the applied voltage. It is interesting that power is con-
stant throughout the entire speed region since the applied voltage
points of 3 to 8, which were injected with various current density
and frequency had remained in their boundaries. This performance
values, produce efficiency performance ranging from 91.04% and
presents a gain in output power of the optimized design while the
87.06%, respectively. The corresponding output power, iron loss,
initial design achieved output power of only 35 kW. Furthermore,
copper loss and motor efficiency at each operating point is illus-
Table 3 illustrates the comparison of performances between OR-
trated in Fig. 18.
PMSM and the proposed initial and optimized motors.

4.5. Parameter losses and motor efficiency 5. Performance comparison with other motors

Losses of the proposed motor, which include iron and copper A comparative analysis of several motors used for high torque
losses, were calculated by 2D-FEA as illustrated in Fig. 17. Under out-runner EV applications such as OR-PMSM in round rotor, OR-
the load driving scenarios, the losses and efficiency of the opti- HEFSM in salient rotor, OR-FEFSM in segmental rotor in dovetail
mized design are designated as points 1 to 8, chosen on different shape and the proposed PMFSM out-runner segmental rotor in
torque speed ranges to determine the losses. It is clear that point transverse shape are presented in Table 4. The features compared
1 produces the highest copper loss of about 3.1 kW because it include motor size, estimated motor volume, permanent type size,
was injected with maximum armature current density. At this con- voltage supply, input current, power, motor speed, torque and effi-
dition, the efficiency recorded is 77.7%. Meanwhile, at point 2 with ciency [58]. The torque and power densities of each motor are also
lowest Ja of 5 Arms/mm2 under high speed operation, highest iron compared based on estimated volume of the motors and their
loss is achieved resulting in efficiency degradation to 65%. Another dimensions. The results outlined in the table show that OR-
PMSM has the same dimension with the proposed PMFSM in trans-
verse shape with rotor embracing eternal envelope. Yet, OR-HEFSM
with slightly small volume, provides higher power and speed com-
Table 3 pared to others. Interestingly, OR-PMSM having highest motor
Performance comparison. weight delivers highest efficiency than all the motors. Although,
Items OR-PMSM Initial PMFSM Optimized PMFSM the efficiency provided by the proposed out-runner PMFSM in this
PM (kg) 1.2 1 1 research is lower than the others, it exhibits the highest average
Flux (Wb) High Medium High torque and highest torque density when compared with others.
Cogging torque (Nm) 30 pp 12 pp 24 pp This performance makes the proposed motor suitable for out-
B.EMF (V) 200 300.8 220.7 runner EV application. Consequently, given their performances
Torque (Nm) 110 240.5 469.8
Power (kW) 6 35 44
and reliability, the proposed PMFSM is suitable for high torque
and high power for EV applications.
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Table 4
Performance comparison with other motors for high torque out-runner EV applications.

Parameters ProposedOR-PMFSM OR-HEFSM[20] OR-FEFSM[21] OR-PMSM[14]

Rotor type Transverse Salient Dovetail Round
Diameter (mm) 279.4 264 310 279.4
Radius (mm) 139.7 132 155 139.7
PM (kg) 1 1 Nil 1.2
Current (A) 509 509 36 275
Height (mm) 100 70 130 100
Volume* (cm3) 6131.2 3831.7 352.92 6131.2
Voltage (V) 415 650 600 415
Power (W) 44 123 29 6
Speed (rpm) 898 12,400 1800 1900
Torque (Nm) 468.9 70 380 110
Efficiency (%) 84 87 79.5 95
T/Vol (kNm/m3) 76.66 87.4 38.7 17.94
Power (kW/m3) 7339.6 32,000 2955 978

*Estimated.

6. Conclusion
This paper has presented the design and optimization of outer-
rotor permanent magnet flux switching motor using transverse
segmental rotor for automotive applications. The feasible 24S-
14P topology designed using JMAG Software is used. Mathematical
equation was formulated and magnetic loading aspect of output
equation is followed while the electric loading is fixed. In addition,
on the basis source flux linkage, the proposed motor is modeled to
satisfy conventional torque equation. Though, the initial design
achieved higher torque than OR-PMSM, the proposed optimized
model achieved even much higher torque of 469.8 Nm with con-
stant power of 44 kW for maximum performances. As conclusion,
the proposed segmental rotor PMFSM is capable of high torque for
out-runner automotive application, and it is becoming an interest-
ing area for researchers for various applications.
Acknowledgments
This research work was sponsored by Research Fund Vot
E15501, Research Management Centre, Universiti Tun Hussein
Onn Malaysia (UTHM) and FRGS Grant Vot. 1651 under Ministry
of Education, Malaysia.
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ERWAN SULAIMAN received his B. E and M. E degrees in
Electrical Engineering from Universiti of Malaya in 2001
and Universiti Tun Hussein Onn Malaysia (UTHM) in
2004 and has been with the Universiti as a Lecturer. He
received his Doctor in Electrical Engineering from
Nagoya Institute of Technology (NIT) Japan in 2012. His
research interests include optimization of HEFSM,
WFFSM, in particular for HEV drive applications. He is
currently Associate Professor at Department of Electri-
cal Power Engineering, Universiti Tun Hussein Onn
Malaysia.
ENWELUM I. MBADIWE received his B.Eng. degree in
Electrical Engineering from Enugu State University of
Science and Technology Nigeria in 1995, M. Eng degree
in power devices from University of Nigeria in 2010 and
currently, Ph. D Research Student at Universiti Tun
Hussein Onn Malaysia. His research interest is in flux
switching machine employing segmental rotor for in-
wheel vehicle applications. He is an Academic Staff at
Niger State Polytechnic, Zungeru, Nigeria since Decem-
ber 1996.