Optimal design of FRMSM to decrease detent force

Jang, Ki-Bong; Pyo, Se-Ho; An, Ho-Jin; Kim, Gyu-Tak

doi:10.1007/s11771-011-0718-2

Cited by 5 publications

(2 citation statements)

References 10 publications

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“…Although the efficiency and power density of PMS motors are much higher than those of LIMs, the initial cost of such motors is considerable, especially when the long on-rail stator involves armature winding or permanent magnets (PM). Thus, linear doubly salient PM (LDSPM) motors with both winding and PMs on the mover have gained more attention in recent years [2][3][4][5][6][7][8][9]. Doubly salient machines have been suggested to incorporate the advantages of switched reluctance (SR) and PM machines [10,11].…”

Section: Introductionmentioning

confidence: 99%

“…Some of these techniques lead to an increase in the manufacturing cost of the machine; others result in a decrease in the average thrust. In [7], the air-gap shape in a special linear flux reversal motor was optimised to achieve the minimum detent force. However, although the proposed method was successful in decreasing the detent force, it led to a decrease in the average thrust of the motor.…”

Section: Introductionmentioning

confidence: 99%

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Cogging force mitigation techniques in a modular linear permanent magnet motor

Tootoonchian

Nasiri‐Gheidari²

2016

IET Electric Power Applications

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Modular linear doubly salient permanent magnet motors are well adapted to linear propulsion systems because of their distinct characteristics, such as high efficiency and power density, reduced maintenance and initial cost, low noise and permanent magnet (PM) leakage flux, and fault tolerance capability. However, such motors suffer from high cogging thrust. In this study, various techniques based on previously proposed methods for PM machines are applied on the studied motor and evaluated by using non-linear three-dimensional time-stepping finite element analysis; three novel, optimised techniques are then presented. The techniques presented are based on the minimisation of the variation in air-gap reluctance relative to the displacement. The PM volume and average air-gap length are kept constant in all optimisations. Since the average thrust and thrust ripples under load condition may be affected by cogging reduction techniques, these values are presented for all given techniques. The results show that the proposed techniques not only maintained the average thrust under various loads but also significantly suppressed the thrust ripples for different average thrusts and cogging forces.

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