United States

Due to its excellent performances like high efficiency and high power factor&lt;sup&gt;[1]&lt;/sup&gt;, line-start permanent magnet (LSPM) machine is widely used in long-time operated applications, i.e., textile, pump, fan &lt;sup&gt;[1]&lt;/sup&gt;. LSPM machine with squirrel cage doesn’t need inverter to start, thus it has advantages of lower cost and smaller volume&lt;sup&gt;[2]&lt;/sup&gt;. However, The rotor of LSPM machine just combine one interior permanent magnet (IPM) rotor and one induction rotor together into a whole rotor, thus the two rotor would compete the limited space when designing the rotor. Also, the aluminum-bar induction winding in the rotor only works in starting process, and it will occupy the limited magnet path of the rotor, which would be the extra burden to the machine because aluminum has permeability similar as air.&lt;br/&gt;Hence, a novel steel-bar starting cage line-start permanent magnet machine is proposed to solve this paradox. Low carbon steel 1010&lt;sup&gt;[3]&lt;/sup&gt; is selected as rotor cage material to allow magnet flux pass through at steady state. Steel 1010 has high permeability but lower conductivity compared with aluminum and copper, the proposed machine shown in Fig.1 shows that steel-bar rotor could still start easily without the help of inverter, and has better performance at steady state as is shown in Fig.2. The spoke type insulation layers of the steel-bar is meant to reduce the core loss, but simulation results show that the starting process is also shorten. Besides, the torque ripple at steady state is also lower with the help of insulation layers. A LSPM machine with aluminum-bar cage is also designed to compare in Fig.2. The steel-bar is of larger cross area because steel-bar doesn&#39;t occupy magnetic path, which is a main advantage of steel bar.&lt;br/&gt;However, steel-bar is like closed opening slot when induced current flows through, so the steel-bar should be saturated before it produces flux to airgap, which is why steel-bar rotor has lower starting torque. But for pump load which requires low torque at low speed, proposed machine shows dominant advantages.

![](https://assets.underline.io/uploads/markdown_image/1/image/8bdd205fcac26f5f06a0a57a58ba855d.jpg)

Fig.1 Proposed Steel-Bar Starting Cage Line-start PM Machine with Spoke Type Insulation Layers

![](https://assets.underline.io/uploads/markdown_image/1/image/1945ed1b37a7be0ec62150788975e1ef.jpg)

Fig.2 Torque and Torque Ripple vs Current Angle Curve of Proposed Machine and Traditional Aluminum-Bar Machine

2022 Joint MMM-INTERMAG

Novel Steel-Bar Starting Cage Line-Start Permanent Magnet Machine with Spoke Type Insulation Layers

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INTERMAG 2021

Due to its excellent performances like high efficiency and high power factor[1], line-start permanent magnet (LSPM) machine is widely used in long-time operated applications, i.e., textile, pump, fan [1]. LSPM machine with squirrel cage doesn’t need inverter to start, thus it has advantages of lower cost and smaller volume[2]. However, The rotor of LSPM machine just combine one interior permanent magnet (IPM) rotor and one induction rotor together into a whole rotor, thus the two rotor would compete the limited space when designing the rotor. Also, the aluminum-bar induction winding in the rotor only works in starting process, and it will occupy the limited magnet path of the rotor, which would be the extra burden to the machine because aluminum has permeability similar as air. Hence, a novel steel-bar starting cage line-start permanent magnet machine is proposed to solve this paradox. Low carbon steel 1010[3] is selected as rotor cage material to allow magnet flux pass through at steady state. Steel 1010 has high permeability but lower conductivity compared with aluminum and copper, the proposed machine shown in Fig.1 shows that steel-bar rotor could still start easily without the help of inverter, and has better performance at steady state as is shown in Fig.2. The spoke type insulation layers of the steel-bar is meant to reduce the core loss, but simulation results show that the starting process is also shorten. Besides, the torque ripple at steady state is also lower with the help of insulation layers. A LSPM machine with aluminum-bar cage is also designed to compare in Fig.2. The steel-bar is of larger cross area because steel-bar doesn't occupy magnetic path, which is a main advantage of steel bar. However, steel-bar is like closed opening slot when induced current flows through, so the steel-bar should be saturated before it produces flux to airgap, which is why steel-bar rotor has lower starting torque. But for pump load which requires low torque at low speed, proposed machine shows dominant advantages.

![](https://assets.underline.io/uploads/markdown_image/1/image/8bdd205fcac26f5f06a0a57a58ba855d.jpg)

Fig.1 Proposed Steel-Bar Starting Cage Line-start PM Machine with Spoke Type Insulation Layers

![](https://assets.underline.io/uploads/markdown_image/1/image/1945ed1b37a7be0ec62150788975e1ef.jpg)

Fig.2 Torque and Torque Ripple vs Current Angle Curve of Proposed Machine and Traditional Aluminum-Bar Machine

poster

The 15th Joint MMM-INTERMAG Conference (2022 Joint) is sponsored jointly by AIP Publishing and the IEEE Magnetics Society. Members of the international scientific and engineering communities interested in recent developments in fundamental and applied magnetism are invited to attend and contribute to the technical sessions. The technical program will include invited and contributed papers in oral and poster sessions, invited symposia, a plenary session, and an evening session, with about 1500 presentations overall. This Conference provides an outstanding opportunity for worldwide participants to meet their colleagues and collaborators and discuss developments in all areas of magnetism research.

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Abstract—Since the circumferential and axial widths of permanent magnet (PM) pole and stator pole are very sensitive to the back electromotive force (EMF) of linear rotary PM motor with E-shape stator, it is difficult to obtain the optimization value by the traditional design method. The flux calculated model is built and the main flux and side flux variation laws of stator pole are derived by the Schwarz Christoffel method. The analyzed results are consistent with the results analyzed by 3-D finite element method. I.Introduction The calculation of the magnetic field distribution is very important in the motor design. The subdomain method and separation of variables method can be used to calculate the magnetic flux density of slotless segmented-Halbach permanent magnet (PM) synchronous machine and single-cage induction machines [1][2], respectively. The flux calculation model of a linear rotary PM machine (LRPMM) with E-type stator (ES) structure is built by Schwarz Christoffel method (SCM), which can consider the side flux of the stator pole in circumferential and axial directions. II.Flux Calculation in the E-shape Stator pole of ES-LRPMM Fig. 1 shows the topology of ES-LRPMM. SCM is used to obtain the main flux and side flux of the stator pole by building finite-depth and infinite-depth stator slot models of the E-shape stator. Then the flux variation laws of stator pole are derived. Fig. 2 shows the main flux and side flux waveforms. It is seen that the angular velocity of the flux is equal to the angular velocity of the mover while it works in rotary motion, and it is equal to three times of the angular velocity of the mover when it works in linear motion. III.Conclusion In order to reduce the difficulty of the optimization of ES-LRPMM, the flux in the E-shape stator section is analyzed by SCM and the variation law of the flux is deduced and concluded. Taking the cogging torque, detent force, torque and thrust as the optimization objectives, the optimum value of the motor structure is obtained.

![](https://assets.underline.io/uploads/markdown_image/1/image/cd229eb1710e4141e3ba817a05decf7b.jpg)

Fig. 1. Topology of ES-LRPMM


![](https://assets.underline.io/uploads/markdown_image/1/image/2d693b0b9002015642773ceacf064ff5.jpg)

Fig. 2. Main and side flux waveforms, (a) main flux, and (b) side flux of phase A compared with the sum of phase A, D, G stator side flux when it works in rotary or linear motion.

Flux Analytical Calculation in the E-shape Stator Pole of Linear Rotary Permanent Magnet Motor

The wound rotor synchronous machine (WRSM) constitutes a good alternative to PM synchronous machines for electric vehicles propulsion [1,2]. In the design optimization of electric vehicle traction motors a variety of operating points are required when considering the whole vehicle driving cycles [3]. To decrease the CPU time of such an optimization, we present a 2D analytical electromagnetic model of a WRSM capable of predicting airgap field harmonics in order to consider cost functions such as torque ripple and radial force harmonics. This paper proposes: 1 - A linear analytical method for magnetic field calculation in the air gap of WRSM including rotor slotting effect. The analytical method is based on the resolution of Laplace’s and Poisson’s equations in polar coordinates by separation of variables in low permeability subdomains [4]. A magnetic vector potential formulation is adopted. A 2D view of the model is shown in Figure 1 where the stator is represented by an equivalent current sheet. The iron material has an infinite permeability, so the PDEs are solved in the slot carrying a dc coil (region I), the slot opening (region II) and the air gap (region III). In each subdomain, the solution is written as a Fourier series whose coefficients are calculated using boundary conditions and continuity conditions between the different subdomains (normal flux density and tangential magnetic field). 2- A comparison between the analytical and the finite element [5] radial flux density distribution along a circle in the middle of the air gap under load condition and with the same assumptions is shown in Figure 2. The agreement is very good. The analytical computation takes 40 ms while the finite element solution requires 1.3 s. Hence, the analytical model is a very efficient tool to perform WRSM optimization on a driving cycle. In the extended paper, more details regarding the electromagnetic model, further comparison with FE results and the model limit with respect to magnetic saturation, will be given. Furthermore, a thermal model of the machine will serve to evaluate the winding temperatures. Hence, a coupled magneto-thermal optimization on a driving cycle will be presented and largely analyzed.

![](https://assets.underline.io/uploads/markdown_image/1/image/ebcd88fa4091ff06fcb32499dd2c1288.jpg)

![](https://assets.underline.io/uploads/markdown_image/1/image/cefd69af3e60b2ecf8df59dcf8a7be45.jpg)

Analytical Model of Wound Rotor Synchronous Machine for Electric Vehicle Traction

**Authors list:** 
Guannan Wei, Daniel Lordan, Ansar Masood, Paul McCloskey 

Tyndall National Institure, Cork, Ireland 


**Abstract body:** A series of different thicknesses of amorphous magnetic CoZrTaB films were deposited on Si-substate. Strip domain structures induced secondary peak show up in high frequency imaginary permeability spectra when thicknesses increased to above 100 nm. In order to verify this, biased in-plane magnetic fields was applied during high frequency permeability measurement to eliminate strip domain structure, and at the same time the secondary peak was observed to disappear. Furthermore, OOMMF simulations were done to study strip domain induced high frequency imaginary permeability spectra. As strip domain became wider, the blue shift of the secondary peak shows up in consistent with measurement results.
**References:** 1-Z. Tang, H. Ni, and B. Lu. Journal of Magnetism and Magnetic Materials, Vol. 426, P.444 (2017) 
2-S. Ha, J. Yoon, and S. Lee, Journal of Applied Physics, Vol. 105, P.07D544-1 (2009). 
3- V, Gehanno, R. Hoffmann, and Y. Samson, The European Physical Journal B, Vol. 10, P. 457 (1999). 

![](https://assets.underline.io/uploads/markdown_image/1/image/72e85dd3e96d7a37468a4c8cf94dcfee.png) 
Fig.1 
![](https://assets.underline.io/uploads/markdown_image/1/image/81043aabbc89851b5b47578f763bd6d2.png) 
Fig.2

Influence of Different Rotor Slot Structure on Electromagnetic Characteristics of Dual-Excited Synchronous Generator

1. Introduction The realization of the brushless excitation of the machine is important for the industrial application[1,2].In this paper, a Brushless Electrical Excitation Synchronous Generator will be studied. The rotor coils are divided into two parts: The induction coils (Ci) and rotor excitation winding (Wr). They are connected by a half –wave rectifier which only has four diodes. Ci not only can induce the magnetic field produced by stator excitation current (Is), but also can take part in the induction of the stator armature. However, the magnetic distribution of the generator is not symmetrical as the conventional EESG. The magnetic field is studied by the frozen permeance method. A 1.5kVA prototype was fabricated to verify the correctness of the theoretical analysis and Finite Element Analysis. 2. Magnetic field distribution of DEESG The magnetic field distribution of DEESG under the no-load condition when Is is 0.8A at 160ms is as shown in Fig.1. The reason for theasymmetry of the magnetic field distribution is studied. It also can be seen that because all the magnetic flux passes through the air gap, the magnetic flux density of air gap is also not symmetrical as shown in Fig.2. 3. Magnetic field Analysis Excited by Different Currents The frozen permeability method can be used to decompose the magnetic field which is excited by rotor excitation current Ir, Is and the currents of Ci respectively. The magnetic field distribution of DEESG when Isis taken as the example to do analysis. The magnetic field which is only excited by Ir utilizing the frozen permeability method. The magnetic field distribution which is generated by the currents of Ci will also be studied. The function of Is will also be studied. It can demonstrate that the magnetic field produced by ac component of the currents of Ci can weaken the magnetic field produced by Is. 4. Experiment A 1.5kVA prototype was fabricated to test the operating characteristics of DEESG. The magntic field can not be tested directly. The output voltage will be tested to demonstrate the magnetic field distribution of DEESG.

![](https://assets.underline.io/uploads/markdown_image/1/image/dce353cb14a130159644d484d36d6585.jpg)

Fig.1 Field distribution of DEESG at the rated speed.

![](https://assets.underline.io/uploads/markdown_image/1/image/fca712f83b796857855f8b3b4aef5065.jpg)

Fig.2. Magnetic flux density of air gap.

Magnetic Field Analysis and Operating Characteristics of a Brushless Electrical Excitation Synchronous Generator with DC Excitation

Abatract:Multi-phase permanent magnet synchronous motor(PMSM) is widely used in high power and high precision fields. The fault-tolerant performance of the drive motor is of great significance for all-electric aircraft applications, and it will be related to the safe operation of the whole machine. In this paper, a 100kW six-phase external rotor permanent magnet synchronous motor is designed, and its electromagnetic performance is analyzed by finite element method(FEM). And meanwhile the output torque ability of the motor under different open-circuit faults is analyzed in detail. Aiming at the reduction of output torque and torque fluctuation under one-phase and two-phase open circuit, different fault compensation measures are proposed based on the principle of magnetomotive force invariance and the principle of eliminating negative sequence components.And the parametric method is used to analyze and compare them. The analysis results show that the compensation strategy based on the magnetomotive force constant can keep the output torque of the motor unchanged and the torque fluctuation is small, and the compensation strategy is simple. After the open circuit of the drive motor, if the external environment of the aircraft cannot be forced to drop urgently, this compensation strategy can be adopted. The compensation strategy based on eliminating negative sequence sequence component starting from reducing torque fluctuation is more flexible.

![](https://assets.underline.io/uploads/markdown_image/1/image/1b1c75f18b33d358e0c3245fe216f9e3.jpg)

The distribution of no-load magnetic density

![](https://assets.underline.io/uploads/markdown_image/1/image/481993ec94671740a758215d71f16c92.jpg)

The torque curve under X phase compensation

Fault Tolerant Performance and Open Circuit Compensation Strategy of Six-phase Permanent Magnet Synchronous Motor for All-electric Aircraft

The submersible motor is common equipment used in the water supply and drainage systems. However, the bearing fault is a critical issue in submersible motors. It is an effective method to analyze the vibration signal of the motor end cover for bearing fault diagnosis [1]. But the submersible motor runs underwater, and the vibration signal will be easily disturbed by the flowing water. It is a feasible bearing fault diagnosis method to analyze the variation of the electromagnetic properties (such as the stator current) of the motor [2]. Nevertheless, there is a lack of an available fault model which is capable of reflecting the electromagnetic response of the motor under the bearing fault. In this paper, a single point fault model of a closed-slot rotor submersible motor is established for bearing fault diagnosis. The heathy submersible motor model is established by the Finite Element Method (FEM). In the model, two relative permeability variation regions are created in the rotor edge and air gap. Because the bearing fault will lead to the periodic eccentricity (static eccentricity) of the shaft, the influence of the bearing fault on the motor performance can be considered by periodically changing the relative permeability of these regions. The model of the bearing fault submersible motor is shown in Fig.1. The relative permeability variation regions (black regions) are determined by the non-coincidence regions of the healthy and static eccentric rotors and are marked as regions 1 and 2. When the motor is running without the fault, the relative permeability in region 1 is set as the vacuum permeability, and region 2 is set as the silicon steel sheet permeability. In case of bearing fault, the setting is the opposite. Fig.2 shows the stator current and its spectrum diagram of the bearing fault model. It can be seen in Fig.2 (a) that the stator current is slightly distorted, which is marked in the red circle. Meanwhile, the characteristic frequency of the fault is shown in Fig.2 (b).

![](https://assets.underline.io/uploads/markdown_image/1/image/67fd49145e3f797e3fa0f20806fb088e.jpg)

Fig. 1 The model of bearing fault submersible motor.

![](https://assets.underline.io/uploads/markdown_image/1/image/49e989bf3f8e5ffdac0f4cfccf6ea2f0.jpg)

Fig. 2 The stator current and its spectrum diagram of the bearing fault model. (a) Stator current waveform. (b) Spectrum diagram of the stator current.

Bearing Fault Numerical Model for the Closed-slot Rotor Submersible Motor

Induction motors have been widely used in various fields because of economy and reliability. Its’ secondary winding harmonic losses are always a problem that scholars devote themselves to solve. Zhao Haisen et. eliminated the slot harmonic, which is caused by slot opening, by using asymmetrical rotor slots[1]. Lin Qifang et. improved the efficiency of the motor by using split teeth on stator[2]. The auxiliary slots on the rotor side can weaken the first-order tooth harmonic of the rotor by changing the air-gap magnetic permeability. In higher power ranges of the water-filled submersible induction motors, the rotor widely employs copper bar rotor with closed slots. Opening the auxiliary slots on the rotor surface will increase the water friction loss, so this paper chooses to open auxiliary slots inside the rotor between the rotor teeth. As shown in Fig.1, to simplify the analysis and modeling process, using α1, α2, and l1 as the variable to express the width and the length of the auxiliary slot. The effects of the width and height of the auxiliary slot on harmonic reduction were studied by controlling variables. Taking into account the actual size of the motor, the value range of α2 is 0.5°- 1.5°, and the value range of l1 is 2.7- 18.7 mm. The initial distance between the top of the auxiliary groove and the outer circle of the rotor is the same as the height of the slot bridge, which affects harmonic content and motor performance will also be analyzed in this paper. As shown in Fig.2, the harmonic content of the first-order teeth harmonic of the rotor decreases with the increase of the size of the auxiliary slot while the second-order teeth harmonic keeps almost remain. The weakening effect is more obvious when the width of the auxiliary slot is increased. At the same time, the saturation of tooth magnetic density is more serious. The losses reduced by the auxiliary slot and the harmonics introduced will be analyzed in detail in this paper.

![](https://assets.underline.io/uploads/markdown_image/1/image/01a03e3b8c56656dfa491957af660fb8.jpg)

Fig. 1 Diagram of Auxiliary Slot.

![](https://assets.underline.io/uploads/markdown_image/1/image/be73bac5ae2230d8d85d0a7f3ca2112e.jpg)

Fig. 2 Tooth Harmonic Amplitude Change Diagram.

A Comprehensive Effect Analysis of the Rotor Auxiliary Slot Geometry for the Water-filled Submersible Induction Motors

1. Study Objective This research develops a method for the design and implementation of a magnetic sensor constructed with super capacitor electromagnetic device for fast charging of the smart vehicles, which realizes the magnetic motor functional with Internet of Things (IoT) [1,2]. To establish and design the proto type machines for the electric vehicles, it is mainly to meet the sustainable energy manufacturing and lower cost for electric vehicles. 2. Method This study, it used an axial permanent magnet generator to generate direct current (DC) power. The process of charging and discharging the super capacitor system is developed. This system is integrated the fractional-order proportional-integral-derivative (FOPID) controllers with neural network (NN) to consider parameters in interception, calculation, and evaluation of the best solution to provide the maximum value of the electric vehicle, as shown in Figure 1. 3. Experiment Result and Discussion The magnetic sensor and generator signal uses the embedded system (fog computing) platform to detect the sensing signal, included as electric vehicle of the motor and image recognition function. The intercepted image signal and the sensing signal thorough NN and FOPID controller to feedforward signal, which are transmitted signal to the cloud server and provide sustainable power for electric vehicles, , as shown in Figure 2. This study is to establish a fast electromagnetic charging device with fog computing controller, which is used to quickly process the electromagnetic energy generated by the generator, and intercept the voltage and current signals, and then perform data collection and storage operations. Among of them, a larger number of electromagnetic and electrical signals are collected, and its stability and operating characteristics of IoT are calculated and controlled to provide the electric vehicle quickly charging performance. The process of integration and experimentation for the motor and generator device can be obtained.

![](https://assets.underline.io/uploads/markdown_image/1/image/c29686d3c4a80e615e24494d7a70d8ab.jpg)

Figure 1 The structure of the charging and discharging system: (a) PMSM with super capacitor system, (b) PMSM control by with NN+PSO.

![](https://assets.underline.io/uploads/markdown_image/1/image/8c84b6ae7e97bb250fc733038024ae4f.jpg)

Figure 2 The IoTs system detects motor power, vibration and electric vehicle image recognition.

Study of Charging and Discharging of Regenerative Electric Energy of Direct Drive Generator on Electric Vehicle

1.Introduction Magnetorheological fluid (MRF) is a material whose viscous and plastic rheological property can be changed sharply under an external magnetic field [1]. The brake based on MRF characteristics has the advantages of simple structure, fast response and convenient control compared with traditional brakes [2-3]. However, the current studies on MRF brake mostly use an independent structure [4-5] connecting in series with motor to form joint module,which has the defect of large axial length. It greatly limits the space of joint modules. In this paper, an axial flux permanent magnet motor (AFPMM) with MRF brake structure is proposed to obtain the small axial size and fast braking response. 2.Machine topology Fig.1(a) shows the top view of an AFPMM with MRF brake structure (no rotating seal cap for easy viewing), which has two working modes: rotation and brake mode. Fig.1(b) shows the front cutaway view of the proposed machine. Fig.1(c) shows 2D radial flux circuit of MRF brake structure. When the MRF is magnetized and thus the viscous force of MRF is rapidly increased, the large shear stress is produced to brake the AFPMM. 3.FE analysis In this paper, the speed and the maximum current density of the AFPMM are set to 1200 r/min and 8A/mm2 respectively. Fig.2(a) shows the variation of motor torque under different axial excitation currents. Fig.2(b) shows radial component distribution of magnetic flux density in MRF along axial direction under two working modes. It can be found that the axial flux in rotation mode does not magnetize the MRF to produce brake torque. Based on Bingham model, the brake torque formula of MRF is shown in Fig.2(c). Fig.2(d) shows the variation of MRF brake torque under different radial excitation currents. It can be seen that the brake torque under the brake mode is enough to get an effective braking.

![](https://assets.underline.io/uploads/markdown_image/1/image/d6a8df4741b428588cce4e1e0146dce5.jpg)

![](https://assets.underline.io/uploads/markdown_image/1/image/454b55e6ae6173c9014315cb586be66b.jpg)

An Axial Flux Permanent Magnet Motor with Magnetorheological Fluid Brake Structure

An Axial Flux Permanent Magnet Motor with Magnetorheological Fluid Brake Structure

The dual three-phase permanent magnet synchronous motors (DTP-PMSMs) possess two sets of three-phase winding exhibiting the high capability in fault-tolerant operations [1]. The open-phase fault is one typical fault and various research has been conducted on open-phase fault modeling and control of the DTP-PMSMs [2], [3]. Recently, a dynamic fault modeling and control for six-phase PMSMs based on multireference frame has been proposed [4]. In this paper, other than using the multireference frame, the fault modeling is based on the existing vector space decomposition (VSD) for DTP-PMSMs, and the open-phase fault is regarded as a combination of positive and negative sequence components. Therefore, the number of current regulators is reduced and dynamic performance is improved. By using VSD, currents of the dual three-phase winding are projected into three orthogonal subspaces, namely αβ plane (torque-producing plane) and xy plane (non–torque–producing plane).Fig. 1(b) shows the current waveforms under open-phase fault, which can be represented by positive sequence currents (healthy operation) and negative sequence currents. The positive sequence currents are projected to αβ plane and the negative sequence currents are projected to xy plane. As shown in Fig. 2(a), in the αβ plane, the projected faulty currents are the dc currents as the projected positive sequence currents, and while in the xy plane, the projected faulty currents are the ac currents with the same dc components as the projected negative sequence currents. Since the torque only generated in the αβ plane, the torque generated under open-phase fault is stable as that under healthy operation. Fig. 2(b) compares the torque waveforms under the proposed fault modeling in this paper and the modeling based on a multireference frame. Since the harmonic components can be suppressed using VSD, the torque ripple is about 10% lower by using the proposed method. The detailed modeling and experimental verification will be presented in the full paper.

![](https://assets.underline.io/uploads/markdown_image/1/image/5554576db6419082200d5eea93edf5b7.jpg)

Fig. 1 (a) Vector space decomposition. (b) Dual three-phase current waveforms under open-phase fault.

![](https://assets.underline.io/uploads/markdown_image/1/image/37b4fd338698d1a4ba6111454e56ece6.jpg)

Fig. 2. (a) Current waveforms in different planes using VSD. (b) Torque waveforms comparison.

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