A Coaxial Magnetic Gearbox with Magnetic

Levitation Capabilities
A. Abdel-Khalik, A. Massoud, A. Elserougi, and S. Ahmed


Abstract – Magnetic gearboxes (MGBs) are now a
powerful alternative to their conventional mechanical II. INTRODUCTION
counterparts in terms of reduced maintenance requirements,
improved reliability, tolerance to mechanical inaccuracies,
and inherent overload protection. MGBs have been proposed C OMPARED to a mechanical gearbox, the magnetic
gearbox offers reduced maintenance and improved
for numerous applications especially compact harsh reliability, lack of lubrication requirements, precise peak
environments subjected to severe shocks and vibrations. torque transmission, inherent overload protection,
MGB designed with high gear ratio for only one transmission physically isolated input and output shafts, misalignment
stage is an appropriate candidate for high speed applications.
tolerance, and low acoustic noise and vibration [1,2]. A
In this paper, the conventional planetary magnetic gearbox is
equipped with a three-phase winding to provide additional number of linear and rotary magnetic gears have been
magnetic levitation capabilities besides torque transmission. introduced over the years [1, 3, 4]. One of the promising
This can be tackled by adding a three-phase winding in the configurations is the rotary planetary configuration
space between the ferromagnetic pieces. The current in this initially proposed in [5]. A detailed comparison between
additional winding is controlled to provide decoupled axial this configuration and a mechanical planetary gearbox is
forces irrespective to the transmitted mechanical power. This addressed in [6]. It was shown that the magnetic gearbox
feature is important to reduce the mechanical losses
especially for high speed rotor and can be a viable method for can achieve comparable performance to its mechanical
vibration suppression. counterpart with the obvious benefits inherent in its
noncontact magnetic structure. On the other hand, torque
Index Terms-- Gearbox, magnetic planetary gear, density of this configuration falls significantly for gear
bearingless machines, permanent magnets, finite elements, ratios higher than about 20:1. In [3], a novel magnetic
speed reduction ratio, electric machines, AC machines. harmonic gearbox, which is similar to a mechanical
harmonic gearbox, was introduced to address the higher
I. NOMENCLATURE gear ratio limitations of the planetary magnetic gearbox.
pl Number of pole-pairs of the low-speed rotor An active torque density reaching 150 kN.m/m3 per stage
ph Number of pole-pairs of the high-speed rotor can be achieved when rare-earth permanent magnets are
ns Number of ferromagnetic pole pieces used in this configuration. Moreover, ripple free
F Force transmitted torque was obtained. The origin for this
Nl Speed of the low-speed rotor cycloid/harmonic gear concept is described in [7]. Despite
Nh Speed of the high-speed rotor their advantages, magnetic gears have received minimal
Nseg Speed of ferromagnetic pole-pieces industrial attention, mainly due to the perceived initial cost
Gr Gear ratio added by permanent magnets. However, their advantages
CT Cogging torque factor may warrant their application, especially when combined
I Current with a high-speed electrical machine resulting in a
J Current density desirable size/weight and cost effective solution. Hence,
As Slot area MGBs were proposed in applications as wind energy with
ac Conductor cross sectional area high speed generators [8] and a contra-rotating tidal
Ac Total conductor area turbine [9].
kfill Slot filling factor In high-speed electrical machines, the critical speed is a
Tcoil Number of conductors per slot main serious problem due to the significant induced
x, y xy radial displacements vibration on the rotor structure at that speed [10]. The self-
 Peripheral angle bearing or bearingless machine is an electromagnetic
α, β Winding stationary frame device that supports its own rotor by magnetic forces
generated from windings on its stator [11]. The application
of bearingless motor in vibration suppression is proved to
be effective because the magnetic force is generated within

the motor itself [10]. The concept of bearingless motors
This work was supported by a National Priorities Research Program
(NPRP) grant from the Qatar National Research Fund (QNRF).
has been developed theoretically in [11]. Since then, the
A. S. Abdel-Khalik and A. Elserougi are with the Department of concept has been applied to synchronous reluctance,
Electrical Engineering, Faculty of Engineering, Alexandria University, induction, permanent magnet, disc-type bearingless,
Alexandria 21544, Egypt (e-mail:ayman@spiretronic.com; ahmed.abbas
@spiretronic.com). homopolar, hybrid, and consequent-pole bearingless drives
A. M. Massoud is with the Department of Electrical Engineering, [12-14]. Bearingless motors also represent the recent trend
Faculty of Engineering, Qatar University, Doha 2713, Qatar (e-mail: for miniaturization and the increasing cleanness
ahmed.massoud@qu.edu.qa).
S. Ahmed is with Texas A&M University at Qatar, Doha, Qatar (e-mail: specifications in chemical, pharmaceutical, biotechnology,
shehab.ahmed@qatar.tamu.edu). and semiconductor industry applications demand for high-

978-1-4673-0142-8/12/$26.00 ©2012 IEEE 542

purity process environments [15].
In the recent literature, several different designs for
bearingless motor types with different winding structures,
different converters topologies, and different control
methods have been presented to comply with different
applications [16-24]. The radial force generated from
bearingless motor is also used for shaft vibration
suppression to go through the first bending critical speed
[10, 25]. Two kinds of magnetic forces are generated for
vibration suppression: spring force, which acts in the
opposite direction of the rotor radial displacement, and
damping force, which is proportional to the derivative of
the negative rotor radial displacement [10, 25].
In this paper, the conventional planetary MGB, with
2ph -pole high-speed rotor shown in Fig. 1a is equipped
with a (2ph-2)-pole, 3-phase winding embedded in the
space between the ferromagnetic pole-pieces, as shown in
Fig. 1b. The current of this added winding is used to
produce controllable radial forces acting on the high speed
rotor to provide the MGB with additional magnetic
levitation capabilities. A prototype MGB with the proposed
modification is designed based on finite element analysis
and simulated to validate the proposed idea.
III. PROPOSED MAGNETIC GEARBOX
Fig. 1a and Fig. 1b show a schematic of the
conventional MGB and the proposed modification to
include the 2-pole levitation winding. A polymer carrier is
used to house both the ferromagnetic pole-pieces and the 2-
pole winding. The number of ferromagnetic pole-pieces, ns,
equals the number of both inner and outer magnet pole-
pairs, ns = pl + ph. The 2-pole levitation winding layout is
shown in Fig. 2.
radial force. The concept is much similar to that of
bearingless PM motor [26]. Fig. 3b shows the case when
the high speed rotor rotates 900. To obtain a constant
average force in the same positive x-direction, the 2-pole
flux should rotate 1800, as shown in the Fig 3b. Thus, the
angular frequency of the 2-pole winding current should be
double the mechanical angular speed of the high speed
rotor. Hence, the suspension controller should determine
the frequency of the suspension winding current based on
the mechanical angular speed of the high speed rotor.
V. GEARBOX DESIGN
Designing a conventional MGB to obtain a certain
transmitted mechanical power at certain gear ratio is the
first step of the process [1, 27]. Based on the available slot
area, the number of conductors per coil of the added three-
phase winding can be selected for a certain value of control
current. Hence, the magnitude of the developed radial force
depends on the available slot area. If more radial force is
needed, an increased winding area would have to be
followed by an iterative electromagnetic design to confirm
the proper mechanical power throughput.
A. Gear Ratio Design
The speed relationship between the low speed rotor, high
speed rotor, and the ferromagnetic pole-pieces is governed
by (1);

IV. PRINCIPLE OF RADIAL FORCE GENERATION

Fig. 3a shows the cross section of the proposed MGB
and with the added levitation winding. The solid red lines
illustrate the flux paths produced by the high speed
magnets and circulating around the high speed as well as
low speed rotors, while the solid blue lines show the flux
paths produced by the 2-pole levitation winding. The 4-
pole flux wave produced by the high speed rotor produces (a)
airgap poles in the order N, S, N, and S in the airgap
sections 1,2, 3, and 4 are of the same value at the same
point in the pole section assuming that 2-pole winding
current is zero. There are attractive magnetic forces
between the rotor poles and stator iron. The amplitudes of
these attractive radial forces are the same, but the
directions are equally distributed so that the sum of radial
force acting on the rotor is zero. With the current direction
shown in Fig. 3 and assuming that the phase A carries
maximum current, another 2-pole flux wave is generated
and its direction is in the negative x-axis direction. In
airgap section 1, the flux density is increased because the
direction of the 4-pole and 2-pole fluxes is the same.
However, in airgap section 3, the flux density is decreased
because the direction of these fluxes is opposite. The
magnetic forces in the airgap sections 1 and 3 are no
longer equal, i.e., the force in the airgap 1 is larger than (b)
that in air gap 3. Hence, a radial force F in the positive x- Fig. 1. (a) Conventional magnetic planetary gearbox and (b) proposed MGB
with output electric port.
axis direction is produced. The current magnitude and
angle controls the magnitude and direction of the produced

543
 Slot Number
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
A A A A C- C- C- B B B B A- A- A- C C C C B- B- B-
A A A C- C- C- C- B B B A- A- A- A- C C C B- B- B- B-
Fig. 2. Suspension winding layout

pl Nl  ph N h  ns N seg (1) ripple on performance. The higher the factor, the higher
For stationary ferromagnetic pole-pieces, the relationship the cogging torque is. This factor is defined as (4);
between the high speed and the low speed rotors is given 2p n
CT  h s (4)
by (2), and the corresponding gear ratio is given by (3) Nc
ph N h   pl N l (2) where Nc is the smallest common multiple between the
Nh pl ns  ph number of poles on the high-speed rotor, 2ph, and the
Gr    (3) number of ferromagnetic pole-pieces, ns. The minimum
Nl ph ph
value for such factor is unity, which constitutes a possible
good selection.
B. Electrical Port Circuit Design
The number of turns per coil is determined based on the
available slot area, As, and the allowable load current.
Depending on the recommended current density, J, and the
maximum load current, I, the conductor cross sectional
area is found from (5).
ac  I J (5)
For a certain fill factor, the conductor area is given by (6).
Ac  k fill As (6)
Hence, the available number of turns is given by (7).
Tcoil  Ac ac (7)
The design parameters for the prototype gearbox are
given in Table I. Both the high and low speed rotors are
equipped with NdFeB permanent magnets with radial
(a) magnetization. The prototype is designed to obtain a gear
ratio of 9.5. For the selected 19/2 pole-pairs combination,
the required number of pole-pieces is 21. For this pole-
pairs combination, the cogging torque factor is found to be
unity, which is the minimum value for this factor [2].
Hence, a low torque ripple magnitude is expected for this
design, as will be shown form the FE simulation.

TABLE I. PARAMETERS OF PROPOSED MAGNETIC GEAR

Number of pole-pairs on high speed rotor (ph ) 2
Number of pole-pairs on low speed rotor (pl) 19
Number of stationary ferromagnetic pole-pieces (ns) 21
Air gap length 1mm
Inner rotor radius 38mm
Inner radius of outer rotor 63mm
Outer radius of outer rotor 75mm
Inner magnet thickness 5mm
Outer magnet thickness 3mm
(b) Stack length 200mm
Fig. 3. Principle of radial force production (a) Φ = 00 and (b) Φ = 1800. Remenance of NdFeB (Br) 1.03T
Magnets relative recoil permeability 1.05
Number of turns per coil (Tcoil) 50 turn
For the proposed design, stationary ferromagnetic pole- Conductor cross sectional diameter 0.6mm
pieces are preferred to allow for stationary winding Control current peak 3A
terminals. The negative sign indicates an opposite Winding current density 5A/mm2
direction of rotation between the two rotors. Speed of high speed rotor (Nh ) 1500 rpm
Speed of low speed rotor (Nl) 157.9 rpm
The selection of the proper combination of pole-pairs for Gear Power 3kW
the two rotors to produce a required gear ratio should take Maximum radial force 500N
into consideration the torque ripples which result on the
rotors. This is especially true on the high-speed rotor, since C. Control System Configuration
this may be detrimental to the performance. Torque ripple Precise regulation to radial displacement of the high
is caused by the interaction of the rotor permanent magnets speed rotor requires the accurate information on both the
with the ferromagnetic pole-pieces, and is generally known magnitude and direction of the airgap flux. Two position
as cogging torque [2]. The gear ratio significantly affects sensors in both x- and y- directions are used to detect the
the torque ripple magnitude. The cogging torque factor, rotor radial displacements x and y, while a rotary encoder
CT, is defined in [6] to estimate the severity of the torque is used to detect the angular position of the high speed

544
rotor. The required suspension will be much similar to that
of conventional bearingless PM motor [26] and is shown in
Fig. 4. The differences between the detected displacements
and the commands x* and y* are amplified by a PID
controller to produce the required suspension winding
current components Ix* and Iy*. Generally, the high speed
rotor radial position commands are set to be the center
position in x- and y-axes, i.e., x* = 0, y* = 0.
Hence, the radial suspension current commands are
transformed to the radial suspension winding current
commands iα* and iβ* based on the rotor angular and using
(8).
i*  cos 2  sin 2  ix* 
 *   
cos 2  i *y 
i   sin 2
Eventually, the three-phase currents are determined using
2- to 3-phase transformation. As depicted from (8) and as
concluded from Fig. 3, the angular frequency of the
suspension winding current is double the mechanical
angular speed of the high speed rotor to ensure an average
radial force in the required direction.
VI. SIMULATION STUDIES
A two-dimensional magneto static finite element method
is employed for the simulation studies using JMAG-
Studio10. The transient module is used to simulate the
performance with time of the proposed gear with magnetic
levitation assuming a negligible core loss for simplicity.
A. Flux Density Distribution
Fig. 5 shows the flux density distribution of the
proposed gear for two values of the reference x- current
component of the suspension winding, namely 0A and 2A.
It is evident that for Ix equals zero, the flux distribution f
the high speed rotor has a 4-pole distribution with
symmetrical distribution around the core periphery.
However, the 2-pole levitation winding current causes a
distortion in the flux distribution resulting in a radial force
in the positive x direction. It is worthy to mention that the
back iron of the low speed rotor should be selected to avoid
core saturation with Ix set to its maximum value.
Fig. 6 shows the variation of the radial component of
(8)
flux density in the air gaps adjacent to the high speed and
low speed rotors as well as the flux density in the
ferromagnetic pole pieces, corresponding to the high speed
and the low speed pole-pair magnets respectively. It is
evident that the two north poles in the inner airgap and in
the x-direction are affected by the suspension winding
current, as shown in Fig. 6a. The flux density under the
first pole is slightly increased while it decreases under the
second pole. However, the effect on the two south-poles in
the y-direction in neglected. The same effect on the flux
density in the ferromagnetic pole pieces is also shown in
Fig. 6b. Finally, the effect on the air gap flux of the outer
air gap is much small.

 Rotary Encoder

Eddy current
Ix* Iα* Iu2* sensors
x* PID
 i*   cos 2 *
 sin 2   i x  Iv2* Current x
  * 2Φ/3Φ hysteresis
Iy*  i*   sin 2 
cos 2   i y  Iβ* Iw2* controller
y* PID
Force
producing y
Current
winding
feedback

Fig. 4. Suspension controller block diagram

(a) (b)
Fig. 5. Flux density distribution (a) Ix = 0 and (b) Ix = 2A

545
 1
low speed rotor, a corresponding x- component of the
radial force and a small y- component are generated. Since,

Flux density (Inner air gap), T

the control and the required magnetic levitation
0.5
capabilities are concerned with high speed rotor only, then
the forces induced on the low speed rotor are not important
0 since low speed rotor are fixed using normal mechanical
bearing.
-0.5 A relation between the Ix component and the
I = 0A
x corresponding generated radial force on the high speed
I = 2A
-1
x
rotor is plotted in Fig. 10a. For the designed gear, up to
0 60 120 180 240 300 360
Peripheral angle, deg
approximately 500N radial force can be produced. This
(a) value of radial force is a design dependent factor that
1
depends on load and mechanical design requirements.
I = 0A
x
Changing this value would necessitate another
electromagnetic FE design iteration.
Flux density (pole pieces), T

I = 2A
x
0.5
Finally, the unbalance pull force, which represents a
relation between the generated radial force and with the
0 radial displacement, is calculated. The unbalance pull force
is important because it is the cause of inherently unstable
-0.5 characteristics for magnetic suspension systems. This
relation is found by introducing a certain radial
displacement in the rotation axis of the high speed rotor
-1
0 60 120 180 240 300 360 while the winding suspension current is set to zero. FEA is
Peripheral angle, deg
(b)
then used to calculate the average induced pull force
caused by this eccentricity. This relation is plotted in Fig.
1.5
10b. This relation is approximately linear and its slope is
called the force-displacement factor. Because this factor is
FLux density (Outer air gap), T

positive, generally, magnetic bearings are inherently

0.5
0 enough negative position feedback to cancel the effect of
-0.5
-1
-1.5
0 60 120 180
Peripheral angle, deg
(c)
Fig. 6. Flux density and its main harmonic components in (a) air gap adjacent
to high speed rotor, (b) ferromagnetic pole pieces, and (c) air gap adjacent to
low speed rotor.
B. Torque Transmission
In this subsection, the torques on the low speed and
high speed rotors are simulated for the same values of Ix.
Maximum load angle between the two rotors is assumed in
the two cases, which corresponds to maximum output
torque and is determined as in [8]. Fig. 7 shows the torque
of both low speed and high speed rotors for the two cases.
It is evident that the effect of suspension winding current
on torque production is neglected which ensures
decoupling between torque and force generation.
Moreover, the torque ripples slightly increase with the
increase of Ix.
C. Radial Suspension Force Generation
Figs. 8 and 9 show the simulation results for the radial
forces exerted on both high speed and low speed rotors and
for the same two values of Ix. Figs. 8a and 9a represent the
xy components of the radial forces with zero suspension
winding current. It is notable that the average values of
these forces equal zero. As Ix is set to 2A, an average radial
force component exerted on the high speed rotor in the x-
axis direction is generated, as shown in Fig. 8b. For the
unstable. Therefore there is a requirement to provide
this coefficient, which is usually done by employing a
derivative controller as shown in the controller block
I = 0A
x diagram given in Fig. 4 [26]. Hence, the radial force
I = 2A
x generated for the prototype machine as a function of both Ix
240 300 360 and radial displacement x can be approximated by (10).
Fx  N   169 I x  A   160 x mm  (10)
The current and displacement constants in (10) are used to
design the required PID controller shown in Fig. 4. The
PID controller design is out of scope of this paper and is
much similar to that of conventional bearingless PM
motors [25, 26].
VII. CONCLUSION
A magnetic planetary gearbox with magnetic
suspension is introduced in this paper. If the number of
pole-pairs of the high speed rotor is ph, then the
ferromagnetic pole-pieces in the conventional MGB are
simply equipped with a ph-1 pole-pairs three-phase
winding. By controlling the current in this added winding,
a controllable radial force is introduced on the high speed
shaft of the MGB which can be then used for magnetic
levitation. This configuration can be also used for vibration
suppression. A prototype 3kW gearbox with a gear ratio of
9.5 is designed and simulated using a finite element
package. The simulation for the designed gearbox reveals
that the added suspension winding does not affect the
torque generation, does not affect the gearbox’s
performance in terms of induced torque ripple due to the
cogging effect, and a complete decoupling between torque
and radial force generation is obtained.

546
 23 200
Ix = 0

High speed rotor torque, Nm

22 100
Ix = 2

Fxy, N (Low speed rotor)

21 0

20
-100
19
-200
18
-300
17
0 0.002 0.004 0.006 0.008 0.01
-400
Time, s 0 0.002 0.004 0.006 0.008 0.01
(a) Time, s
(b)
186 Fig. 9. Radial force on low speed rotor (a) Ix = 0A and (b) Ix = 2A.
Low speed rotor torque, Nm

185.8 600

500
185.6

Radial Force, N
400
185.4

300
185.2 I=0
I=2 200
185
0 0.005 0.01 0.015 0.02
100
Time, s
(b)
0
Fig. 7. Transmitted mechanical torque for different suspension current 0 0.5 1 1.5 2 2.5 3
component Ix (a) high speed rotor and (b) low speed rotor. Ix , A

150 (a)
F
x 80
100 F
F , N (High speed rotor)

50
60
Radial Force, N

-50 40
xy

-100
20
-150
0 0.002 0.004 0.006 0.008 0.01
Time, s
0
(a) 0 0.1 0.2 0.3 0.4 0.5
500 Radial displacement, mm
(b)
400
Fig. 10. (a) Relation between Ix current component and radial force and
Fxy, N (High speed rotor)

300 (b) relation between radial displacement and radial force generated in high
speed rotor.
200

100 VIII. ACKNOWLEDGMENT

0 This publication was made possible by NPRP grant
NPRP 4 - 941 - 2 - 356 from the Qatar National Research
-100
Fund (a member of Qatar Foundation). The statements
-200
0 0.002 0.004 0.006 0.008 0.01
made herein are solely the responsibility of the authors.
Time, s
(b)
IX. REFERENCES
Fig. 8. Radial force on high speed rotor (a) Ix = 0A and (b) Ix = 2A.
[1] K. Atallah, S. D. Calverley, and D. Howe, “Design, analysis and
100
realization of a high-performance magnetic gear,” Proc. Inst. Elect.
Eng.—Electr. Power Appl., vol. 151, no. 2, pp. 135–143, Mar. 2004.
[2] P. O. Rasmussen, T. O. Andersen, F. T. Jorgensen, and O. Nielsen,
Fxy, N (Low speed rotor)

50
“Development of a high performance magnetic gear,” IEEE Trans. Ind.
Appl., vol. 41, no. 3, pp. 764–770, May/Jun. 2005.
0 [3] J. Rens, K. Atallah, S. D. Calverley, and D. Howe, “A Novel Magnetic
Harmonic Gear,” IEEE Trans. Ind. Appl., vol. 46, no. 1, pp. 206-212,
Jan./Feb. 2010.
-50 [4] R. Holehouse, K. Atallah, and J. Wang, “Design and Realization of a
Linear Magnetic Gear, ” IEEE Trans. Magn., vol. 47, no. 10, pp.
4171-4174, Oct. 2011.
-100 [5] K. Atallah and D. Howe, “A novel high-performance magnetic gear,”
0 0.002 0.004 0.006 0.008 0.01
Time, s IEEE Trans. Magn., vol. 37, no. 4, pp. 2844–2846, Jul. 2001.
(a)

547
 [6] E. Gouda, S. Mezani, L. Baghli, and A. Rezzoug, “Comparative Study
Between Mechanical and Magnetic Planetary Gears,” IEEE Trans.
Magn., vol. 47, no. 2, pp. 439–450, Feb. 2011.
[7] F. Jørgensen, T. Andersen, and P. Rasmussen, “The Cycloid Permanent
Magnetic Gear,” IEEE Trans. Ind. Appl., vol. 44, no. 6, pp. 1659-
1665, Nov./Dec. 2008.
[8] N. W. Frank and H. Toliyat, “Gearing Ratios of a Magnetic Gear for
Wind Turbines, ” in Conf. IEMDC 2009, pp. 1224-1230.
[9] L. Shah, A. Cruden, and B. W. Williams, “A Variable Speed Magnetic
Gear Box Using Contra-Rotating Input Shafts, ” IEEE Trans. Magn.,
vol. 47, no. 2, pp. 439–450, Feb. 2011.
[10] A. Chiba, K. Sotome, Y. Iiyama, and M. Azizur Rahman, “A Novel
Middle-Point-Current-Injection-Type Bearingless PM Synchronous
Motor for Vibration Suppression,” IEEE Trans. Ind. Appl., vol. 47, no.
4, pp. 1700-1706, Jul./Aug. 2011.
[11] A. Chiba, T. Deido, T. Fukao and M. A. Rahman, “An Analysis of
Bearingless AC Motors”, IEEE Trans. Energy Conv., vol. 9, no. 1, pp.
61–68, Mar. 1994.
[12] J. Asama, et. al, “Evaluation of a Bearingless PM Motor With Wide
Magnetic Gaps,” IEEE Trans. Energy Conv., vol. 25, no. 4, pp. 957-
964, Dec. 2010.
[13] A. Laiho, A. Sinervo , J. Orivuori, K. Tammi, A. Arkkio, and K.
Zenger, “Attenuation of Harmonic Rotor Vibration in a Cage Rotor
Induction Machine by a Self-Bearing Force Actuator,” IEEE Trans.
Magn., vol. 45, no. 12, pp. 5388-5398, Dec. 2009.
[14] Y. Asano, et. al, “Development of a Four-Axis Actively Controlled
Consequent-Pole-Type Bearingless Motor,” IEEE Trans. Ind. Appl.,
vol. 45, no. 4, pp. 1378-1386, Jul./Aug. 2009.
[15] T. Nussbaumer, P. Karutz, F. Zurcher, and J. W. Kolar, “Magnetically
Levitated Slice Motors—An Overview, ” IEEE Trans. Ind. Appl., vol.
47, no. 2, pp. 754-766, Mar./Apr. 2011.
[16] B. Warberger, R. Kaelin, T. Nussbaumer, and J.W. Kolar, “50 Nm /
2500 W Bearingless Motor for High-Purity Pharmaceutical Mixing,”
IEEE Trans. Ind. Electron., vol. 59, no. 5, pp. 2236-2247, May 2012.
[17] L. Chen and W. Hofmann, “Speed Regulation Technique of One
Bearingless 8/6 Switched Reluctance Motor with Simpler Single,”
IEEE Trans. Ind. Electron., vol. 59, no. 6, pp. 2592-2600, Jun. 2012.
[18] F. Zurcher, T. Nussbaumer, and J. W. Kolar “Motor Torque and
Magnetic Levitation Force Generation in Bearingless Brushless
Multipole Motors, ” Accepted for future publication in IEEE/ASME
Trans. Mechatronics.
[19] X. L. Wang, Q.-C. Zhong, Z. Q. Deng and S. Z. Yue, “Current-
controlled Multi-phase Slice Permanent Magnetic Bearingless Motors
with Open-circuited Phases: Fault-Tolerant Controllability and its
Verification,” IEEE Trans Ind. Electron., vol. 5, no. 5, pp. 2059-2072,
May 2012.
[20] T. Reichert, T. Nussbaumer, and J. W. Kolar, “Bearingless 300-W
PMSM for Bioreactor Mixing,” IEEE Trans. Ind. Electron., vol. 59,
no. 3, pp. 1376-1388, Mar. 2012.
[21] E. F. Rodriguez and J. A. Santisteban, “An Improved Control System
for a Split Winding Bearingless Induction Motor,” IEEE Trans. Ind.
Electron., vol. 58, no. 8, pp. 3401-3408, Aug. 2011.
[22] M. Ooshima and C. Takeuchi, “Magnetic Suspension Performance of a
Bearingless Brushless DC Motor for Small Liquid Pumps,” IEEE
Trans. Ind. Appl., vol. 47, no. 1, pp. 72-78, Jan./Feb. 2011.
[23] M. T. Bartholet, T. Nussbaumer, and J. W. Kolar, “Comparison of
Voltage-Source Inverter Topologies for Two-Phase Bearingless Slice
Motors,” IEEE Trans. Ind. Electron., vol. 58, no. 5, pp.1921-1925,
May 2011.
[24] J. Asama, T. Asami, T. Imakawa, A. Chiba, A. Nakajima, and M.
Azizur Rahman, “Effects of Permanent-Magnet Passive Magnetic
548
Powered by TCPDF (www.tcpdf.org)
Bearing on a Two-Axis Actively Regulated Low-Speed Bearingless
Motor,” IEEE Trans. Energy Conv., vol. 26, no. 1, pp. 46-54, Mar.
2011.
[25] A. Chiba, T. Fukao, and M. Azizur Rahman, “Vibration Suppression of
a Flexible Shaft With a Simplified Bearingless Induction Motor Drive,”
IEEE Trans. Ind. Appl., vol. 44, no. 3, pp. 745-752, May/Jun. 2008.
[26] A. Chiba, T. Fukao, O. Ichikawa, M. Oshima, M. Takemoto and D.
Dorrell, “ Magnetic bearings and bearingless drives,” Newnes, An
imprint of Elsevier, 2005.
[27] Z.Q . Zhu, and D. Howe, “Influence of design parameters on cogging
torque in permanent magnet machines, ” IEEE Trans. Energy Conv.,
vol. 15, no. 5, pp. 407–412, Dec. 2000.
X. BIOGRAPHIES
Ayman S. Abdel-Khalik (SM’12) was born in Alexandria-Egypt in July
1979. He received his B.Sc, and M.Sc. degrees in Electrical Engineering
from Alexandria University, Egypt in 2001 and 2004 respectively. He
received his Ph.D degree in May 2009 under a dual channel program
between Alexandria University and Strathclyde University, Glasgow, UK.
Dr. Abdel-khalik is currently a lecturer in Electrical Engineering
Department, Faculty of Engineering, Alexandria University. In 2009, he also
joined Spiretronic LLC as a senior research scientist. His research interests
are electrical machine design, electric machine simulation, mathematical
modeling and electric drives.
Ahmed Massoud (SM’11) received the B.Sc. (first class honors) and M.Sc.
degrees from the Faculty of Engineering, Alexandria University, Egypt, in
1997 and 2000, respectively, and the Ph.D. degree in electrical engineering
from the Computing and Electrical Department, Heriot-Watt University,
Edinburgh, U.K., in 2004. From 2005 to 2008, he was a Research Fellow at
Strathclyde University, Glasgow, U.K. From 2008 to 2009, he was a
Research Fellow at Texas A&M at Qatar, Doha, Qatar. From 2009 to 2012,
he was an Assistant Professor at the Department of Electrical Engineering,
College of Engineering, Qatar University, where he is currently an Associate
Professor in the same department. His research interests include Power
Electronics, Energy Conversion, Renewable Energy and Power Quality.
Ahmed A. Elserougi received the B.Sc. , M.Sc. and Ph.D. degrees in
electrical engineering from the Faculty of Engineering, Alexandria
University, Egypt, in 2004, 2006 and 2011, respectively. He is currently a
lecturer at the Electrical Department, Faculty of Engineering, Alexandria
University, Egypt. His research interests include Power Quality, HVDC and
FACTS, Renewable Energy and Electric power utility.
Shehab Ahmed (SM'12) was born in Kuwait City, Kuwait in July 1976. He
received the B.Sc. degree in Electrical Engineering from Alexandria
University, Alexandria, Egypt, in 1999; the M.Sc. and Ph.D. degrees from
the Department of Electrical & Computer Engineering, Texas A&M
University, College Station, TX in 2000 and 2007, respectively. From 2001
to 2007, he was with Schlumberger Technology Corporation working on
downhole mechatronic systems. He is currently an Assistant Professor with
Texas A&M University at Qatar, Doha, Qatar. His research interests include
mechatronics, solid-state power conversion, electric machines, and drives.