Performance Improvement of Permanent Magnet
Brushless DC Motor through Cogging Torque
Reduction Techniques
Ankur Jentibhai Kanapara
Electrical Department
2020 21st National Power Systems Conference (NPSC) | 978-1-7281-8552-1/20/$31.00 ©2020 IEEE | DOI: 10.1109/NPSC49263.2020.9331855
Shantilal Shah Gov. Eng. College
Bhavnagar, India
ankurkanapara@gmail.com
Abstract—In a permanent magnet motor, the presence of
cogging torque is the principal cause of torque ripple. It creates
vibration and audible noise in the motor. Cogging torque can be
decreased by adequate design modification in permanent magnet
motor. This paper represents the cogging torque reduction by two
different design modification techniques in radial-flux surface-
mounted Permanent Magnet Brushless DC (PM BLDC) motor.
A distinct combination of design techniques – changing magnet
edge inset, and changing tooth gap angle are applied for BLDC
motor rated 2.2 kW, 230 V, 1450 rpm. By Finite Element Analysis
(FEA), the reduction of cogging torque has been performed with
the aid of MotorSolve software. The simulation results indicate
a reduction in cogging torque with negligible deviation in motor
torque and back-emf.
Index Terms—cogging torque, tooth gap angle, permanent
magnet brushless dc (PM BLDC) motor, magnet edge inset, finite
element analysis (FEA)
I. I NTRODUCTION
The most recent choice of various industrial and domestic
applications is the permanent magnet brushless DC motor.
Because of their distinct advantages (such as high energy
conversion efficiency, high torque, low weight, high power
density, noiseless, and sparkless operation) it is used in the
electronic device, electric vehicles, robotics, medical, marine,
defense, aerospace, etc [1], [2]. However, they have few
drawbacks such as expensive PM material, and torque ripple
that is intrinsic in the fundamental design of the motor. Torque
ripple degrades the quality of motor torque and disturbs the
smooth running of the machine which generates acoustic noise
and vibrations [3]. Because of that the minimum cogging
torque is required in applications namely robotics, sleep apnea
machines, bio-metric, and computer appliances.
One of the most annoying contributors of torque ripple is
cogging torque. It’s generated by way of the interface among
the permanent magnet and the metallic teeth of the stator. Here,
this interface is resulted from uneven air-gap permeance as
a consequence of that the permanent magnets constantly try
and discover locus of the least possible reluctance. Numerous
techniques have been accomplished by many researchers to
lessen cogging torque along with skewing, stator teeth shaping,
978-1-7281-8552-1/20/$31.00 © 2020 IEEE
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Dr. Ketan P. Badgujar
Professor, Electrical Department
Shantilal Shah Gov. Eng. College
Bhavnagar, India
dr.ketanbadgujar@gmail.com
slot opening width, magnet segmentation, and magnet edge
inset variation [4]–[9].
A comprehensive study of cogging torque reduction has
been carried out by combination of different cogging torque re-
duction methods. Luke Dosiek and Pragasen Pillay reduced the
cogging torque by collaborating two methods – optimize the
pole arc and shifting of magnet as well as reducing harmonics
in back-emf of permanenet magnet machines [2]. Sivachandran
Paulsamy decreased the cogging torque by combining three
different techniques – magnet pole arc width variation, slot
opening width variation, and shifting of slot openings with
negligible change in the induced emf of dual-rotor radial-flux
permanent magnet machines [10].
The main objective of this paper is to attain the design
parameter of PMBLDC motor with the lowest cogging torque
value through magnet edge inset, and tooth gap angle methods.
Also, examine its impact on cogging torque, back-emf, motor
torque, and other performance parameters. Simulation and
investigation are occupied by finite element analysis using
MotorSolve software.
II. DESIGN OF RADIAL-FLUX PMBLDC MOTOR
Radial-flux surface-mounted permanent magnet brushless
DC motor design is more important because of their various
design constraints. Considering the layout of motor design,
following are the important stages [1]:
A. Main Dimensions
B. Design of Stator
C. Design of Rotor
D. Performance Estimation
A. Main Dimensions
Outer diameter of the stator (Dso ), outer diameter of the ro-
tor (Dro ), and axial length (L) are the major dimensions of the
surface-mounted PMBLDC motor, as shown in Fig. 1. These
dimensions are derived from the assumption of different design
variables such as specific magnetic loading (Bg ), number of
slots per pole per phase (Nspp ), specific slot-loading (Is ), etc
[1], [11].
 should be as high as possible. It is calculated using a magnetic
circuit analysis [1].

B g τ p L(1 + αm )
Stator back iron width, wbi = (4)
2B max k st L
where, Bmax is the maximum flux density, kst is the stamping
factor, αm is the magnet fraction, and τ p is the pole pitch
2
Tooth width, wtb = wbi (5)
N sm
where, Nsm is the ratio of stator slots to rotor poles
Is
Slot area, As = (6)
k cp J c
where, kcp is the packing factor

Stator slot depth, ds = Rsb − Rro − lg (7)

where, lg is the air-gap length

Based on the cooling method, for windings of PM motor,
conductor current density (Jc ) should be 4 to 10 M A/m2 [12].
For better performance, high permeability and low iron loss
Fig. 1. Cross-section of radial-flux PMBLDC motor with main dimensions
are required for stator material. So, M-19 type of steel is the
best suitable material for the stator core material.

The output equation of surface-mounted PMBLDC motor is C. Design of Rotor

determined using torque and back-emf expressions as follow
[1], where Po is the rated output power, wm is the rated rotor
speed, kd is the distribution factor, kp is the pitch factor, ks is
the skew factor, eb is the back-emf at rated speed, T is torque
developed by motor, Nm is the number of rotor poles.
Power rating,P o = T wm = eb i
Po eb i
T = =
wm wm
(N m N spp k d k p k s B g LDro ns wm /2)i
= (BHmax ), high coercivity (Hc ), and high remanence (Br ). A
wm
N m N spp k d k p k s B g LDro I s
= for the same reason. Length of air gap (lg ) is usually from 0.5
2 mm to 2 mm [1].
2T
LDro =
N m N spp k d k p k s B g I s
From (2), LDro product mainly relies upon motor torque,
specific magnetic loading, and specific slot-loading. The axial
length of the motor, outer diameter of the rotor, and outer
diameter of the stator can be determined by the modified
output equation (3), selecting the appropriate rotor-stator ratio
(Dro /Dso ) and motor aspect ratio (L/Dso ).
2P o
LDro =
N m N spp k d k p k s B g I s wm
B. Design of Stator
Stator design includes calculation of stator back iron width
(wbi ), tooth width (wtb ), stator slot depth (ds ), slot area (As ),
etc. For the desire torque production, Air-gap flux density (Bg )
The choice of the number of rotor poles in radial-flux PM-
BLDC motor depends on many factors like magnet material
and grade, rotor type (interior or exterior), speed rotation, cost,
etc. To achieve a better quality of torque profile, it is requisite
to select the proper number of rotor poles. The magnet fraction
(αm ) decreases if the number of magnet poles (Nm ) increases
(1) and that leads to a reduction in the magnet thickness (lm ) and
the size of the motor.
Among various types of PM materials, NdFeB (Neodymium
Iron Boron) is chosen due to its maximum energy product
stator core material (M-19) is also used as a rotor core material
(2)
D. Performance Estimation
It is required to estimate the performance through design
information. Performance estimation includes efficiency (η),
copper loss (Pr ), core loss (Pcl ), stray loss (Ps ), weight, and
material cost. Efficiency can be derived from phase resistance,
phase current, and various loss. Its equation is as follow [1],
T wm
η= (8)
(3) T wm + P r + P cl + P s
For small machines rated up to 10 kW, stray losses are 3 to
5% of the output power [13]. If performance parameters de-
viate from predicted information then it requires modification
in the assumptive parameter to meet the original design.

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 III. VALIDATE DESIGN USING F INITE E LEMENT A NALYSIS With the help of these techniques, BLDC motor is designed
In Table I, the analytical results of 2.2 kW rated surface- in such an extent that the cogging torque is reduced with the
mounted PMBLDC motor are compared with its FEA results acceptable limit of motor torque and back-emf.
for design validation. By the performance estimation, which
is carried out based on design parameters, it can be seen that V. REDUCTION OF COGGING TORQUE IN PMBLDC
estimated performance parameters are within the permissible MOTOR
limit; nevertheless, the small variation between the results of Various parameters of BLDC motor is calculated using
of the two methods can be associated with the design variables mathematical expressions for the input data of 2.2 kW, 230
and equations used in the analytical method. V, 1450 rpm PMBLDC motor model. Cogging torque of the
motor is derived using FEA by different design techniques
TABLE I
C OMPARISON BETWEEN ANALYTICAL AND FEA RESULTS i.e. changing magnet edge inset, changing tooth gap angle,
and combinations of both the methods.
Analytical FEA re- A. Changing magnet edge inset
Parameter
results sults
Developed torque (Nm) 14.48 14.30
Average air-gap flux den-
0.826 0.827
sity (T)
Magnetic flux density in
1.50 1.45
stator back iron (T)
Magnetic flux density in
1.50 1.40
rotor back iron (T)
Output power (kW) 2.20 2.17
Efficiency (%) 87.58 90.30

IV. COGGING TORQUE IN PMBLDC MOTOR

Fig. 2. Sectional view of BLDC model with change in magnet edge inset
Due to the liability of rotor pole to align with stator teeth
in a seek position where the least reluctance of the magnetic Fig. 2 represents the sectional view of FEA model with
model is detected by the rotor poles, oscillatory torque is magnet edge inset in rotor poles of PMBLDC motor. The inset
produced which is basically cogging torque. Cogging torque of the magnet edge is changed up to 2.0 mm without disturb-
produces even if the stator winding of BLDC motor is an ing other parameters. Different cogging torque waveform is
unenergized. It can be explained by its most fundamental obtained by performing FEA analysis. As per Fig. 3, changing
expression, magnet edge inset gives a reduction in peak to peak cogging
1 dR torque. Minimum value of this is obtained with maintaining
T cog = − φg 2 (9) motor torque and back emf when magnet edge inset is 1.5
2 dθ
mm.
where, R is the reluctance of air-gap, φg is the flux of air-
gap, and θ is the angular position of rotor [1].
Here, the reluctance of air-gap differs at regular interval
with the angular position of rotor, thus generated cogging
torque is to be periodic. From examine (9), by reducing the
rate of change of air-gap reluctance or the flux of air-gap,
cogging torque can be lessened. For driving BLDC motor,
air-gap flux is requisite to generate motor torque, therefore,
it is not required to make zero. So, it is necessary to lessen
cogging torque by reducing change of air-gap reluctance [2].
Cogging torque can be alleviated by proper selection of
magnet edge inset and tooth gap angle. Magnet edge inset
is the reduction in width of both the edges of the rotor poles
from magnet retention sleeve. It smoothen the edge of magnet Fig. 3. Waveform of cogging torque with changing magnet edge inset
since change in reluctance at the edge of magnet is reduced.
Reduction in the tooth gap angle gives more uniform path From Fig. 3, it can be examined that the peak to peak
for crossing the magnet flux from rotor pole to stator teeth. value of cogging torque is decreased from 1.258 Nm to 0.396

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 Nm that is 68.52% decrease than the initial model. If the
magnet edge inset further increases then air-gap flux density
will gradually decrease, which makes lower torque production
for motor operation. And with more magnet edge inset gives
the small edge at the ends of the magnet which distort the
uniform flux path. Optimal result of cogging torque reduction
with marginal variation in motor torque and back-emf is given
by 1.5 mm magnet edge inset.

Fig. 6. Sectional view of BLDC model with change in tooth gap angle

Fig. 4. Comparison of torque ripple with changing magnet edge inset

Fig. 7. Waveform of cogging torque with changing tooth gap angle

Fig. 5. Value of efficiency, motor weight, and motor inertia by changing
magnet edge inset
Fig. 4 illustartes comparison of torque ripple between intial
design and its modified model of 1.5 mm magnet edge inset.
This gives a 4.15% reduction in torque ripple by reducing the
spike of torque ripple. And for good operation of the motor,
other performance parameters like efficiency, motor weight,
and motor inertia are determined using finite element analysis.
According to Fig. 5, there is a little deviation in efficiency,
motor weight, and motor inertia due to magnet edge inset
variation. And, their selected value is indicated by dark point.
From Fig. 7, it can be examined that the peak to peak value
of cogging torque is decreased from 1.258 Nm to 0.227 Nm
that is 81.96% decrease than the initial model. The dip in the
air-gap flux density waveform creates when the rotor passes
a slot opening. For the desire uniform air-gap flux density,
slot opening width or tooth gap angle should be minimal
enough for the conductor wire to enter the slot area. If the
tooth gap angle is zero then possible winding turns cannot be
easily or automatically wound by manufacturers. Also, if the
tooth gap angle is wider, more fringing flux will create at the
edge of the teeth and that will create more tooth tip magnetic
saturation. Optimal result of cogging torque reduction with
marginal variation in motor torque and back-emf is given by
0.5° tooth gap angle.

B. Changing tooth gap angle

Fig. 6 represents the sectional view of FEA model with
tooth gap angle of PMBLDC motor. The tooth gap angle is
changed from 1.95° to 0.5° and its different cogging torque
waveform is obtained by performing FEA analysis. As per
Fig. 7, changing tooth gap angle gives a reduction in peak to
peak cogging torque. Minimum value of this is obtained with
maintaining motor torque and back emf when tooth gap angle
is 0.5°. Fig. 8. Comparison of torque ripple with changing magnet edge inset

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 A combination of changing magnet edge inset with tooth
gap angle has been applied concurrently to further cogging
torque reduction. In this method, the cogging torque reduction
is carried out by applying different combination of magnet
edge inset and tooth gap angle.
From Table II, it is clear that peak to peak value of cogging
torque decreases for every variety of the combination of both
the methods. The more reduction in cogging torque is obtained
by greater value of magnet edge inset and lesser the tooth gap
angle. This is because greater magnet edge inset and lesser
tooth gap angle provide smooth edge of magnet and more
uniform path to flow the magnetic flux, respectively.
Fig. 9. Value of efficiency, motor weight, and motor inertia by changing tooth
gap angle

Fig. 8 illustartes comparison of torque ripple between intial

design and its modified model of 0.5° tooth gap angle. This
gives a 5.52% reduction in torque ripple. Also, there is a little
deviation in efficiency, motor weight, and motor inertia due to
tooth gap angle variation. And, their selected value is indicated
by dark point in Fig. 9.

C. Changing magnet edge inset with tooth gap angle

TABLE II Fig. 10. Waveform of cogging torque after combined effect

C OGGING TORQUE REDUCTION (%), MOTOR TORQUE , AND BACK - EMF
VALUES FOR DIFFERENT COMBINATIONS OF MODIFIED DESIGN
TECHNIQUES
From Fig. 10, it can be concluded that reduction of cogging
torque by design modification is more than the cogging
torque generated by the initial motor design. The least value
Peak to
Magnet Tooth Peak Cogging of cogging torque is fulfilled by four variety of combined
Motor Back
edge gap value of torque
torque EMF methods. Here, different magnet edge inset with zero tooth
inset angle cogging reduc- gap angle results more reduction in motor torque and back-
(Nm) (V)
(mm) (°) torque tion(%)
(Nm) emf. So, this combination of design will not give sufficient
energy to run the motor. But with magnet edge inset 1.0 mm
1.95 and tooth gap angle 0.5° provide the peak to peak value of
0 (base
(base 1.2580 - 14.30 148
case)
case) cogging torque is 0.1026 Nm without major change in motor
toque as well as back-emf as show in Table III.
1.5 (↓) 0.5560 55.80 14.40 143
TABLE III
1.0 (↓) 0.2780 77.90 14.50 143
0.5 (↑) C OMPARISON BETWEEN THE INITIAL AND BEST MODIFIED MODEL
0.5 (↓) 0.1372 89.09 14.50 143
Peak to
Cogging
0.0 (↓) 0.0178 98.06 13.00 127 Peak
Method of cog- torque Motor Back
value of
ging torque re- reduc- torque EMF
1.5 (↓) 0.3780 69.95 14.00 137 cogging
duction tion (Nm) (V)
torque
(%)
(Nm)
1.0 (↓) 0.1942 84.56 14.00 137
1.0 (↑) Initial Design 1.2580 - 14.30 148
0.5 (↓) 0.1026 91.84 13.90 137
Changing magnet
edge inset (=1.5 0.3960 68.52 13.40 131
0.0 (↓) 0.0039 99.69 12.40 121 mm)
1.5 (↓) 0.2480 80.29 13.40 131 Changing tooth
0.2270 81.96 14.20 148
gap angle (=0.5°)
1.0 (↓) 0.1222 90.29 13.50 132 Combined effect
1.5 (↑)
(magnet edge
0.5 (↓) 0.0624 95.04 13.50 132 inset=1.0 mm 0.1026 91.84 13.90 137
& tooth gap
0.0 (↓) 0.0020 99.84 11.70 115 angle=0.5°)

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Fig. 11. Comparison of torque ripple with a combined method
Fig. 12. Value of efficiency, motor weight, and motor inertia by combined
method
As illustrated in Fig. 11, the torque ripple of the initial
model is compared with a combination of both methods and
it gives the highest 9.42% reduction in torque ripple. Also,
there is a little deviation in efficiency, motor weight, and motor
inertia due to tooth gap angle variation. And, their selected
value is indicated by dark point in Fig. 12.
In the running conditions of motor, acoustic noise is
produced and its primary cause is cogging torque. Various
cogging torque reduction techniques are applied to BLDC
motor for acoustic noise reduction. And it is greatly reduced
by stator tooth shaping, magnet skewing, etc [14]. But in
this paper, changing tooth gap angle gives more reduction in
cogging torque and hence acoustic noise also reduced than
magnet edge inset. But a combination of both methods gives
a 91.84% reduction in cogging torque, therefore, it gives the
highest reduction in acoustic noise.
VI. CONCLUSION
A comprehensive mathematical design procedure of radial-
flux surface-mounted 2.2 kW rated PMBLDC motor has been
implimented. Its analytical design is validated by comparing
FEA design. Influence of changing magnet edge inset, chang-
ing tooth gap angle, and its combined methods for reducing
cogging torque of BLDC motor have been investigated. By
performance analysis, it is concluded that the percentage
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of cogging torque has been reduced by changing magnet
edge inset, changing tooth gap angle, and combined effect
were 68.52, 81.96 and 91.84, respectively. The alleviation of
cogging torque has been derived with negligible change in the
motor torque and back-emf of the BLDC motor. Based on
design modifications and analysis, designers have to choose
appropriate magnet edge inset with suitable tooth gap angle
for reduction of cogging torque. From above all results, it is
proved that the combination of changing magnet edge inset
and tooth gap angle methods is quite efficient to decrease
cogging torque without much deviating motor torque and
back-emf.
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