A Continuously Variable Magnetic Gear

Pavithra Padmanathan, Student Member, IEEE, Jonathan Z. Bird, Member, IEEE

and an outer rotor with ps pole-pair PMs rotating at s. The
inner and outer rotors that contain PMs interact with the
middle steel poles to create space harmonics. If the
relationship between the steel poles is chosen to be [13]
p h = nl ps
(1)

Abstract A magnetic gear is presented that is capable of

continuously varying the gear ratio in order to enable constant
magnified output speed to be generated from variable input
speed. A flux focusing (spoke type) inner rotor is utilized and
the performance of the device is assessed when using three
different stator winding configurations. In order to study the
harmonics a harmonic analysis approach is outlined.
Index TermsGearboxes, gears, magnetic gears, permanent
magnet motors, variable speed drives, variable transmission.

then the rotors will interact via a common space harmonic

[12-14] and the angular velocities for each rotor is then
related by
n
p
(2)
h = l l s s
ph
ph

I. INTRODUCTION
It is typically more cost and weight effective to utilize a
gearbox together with a high-speed electrical machine to
convert speed and torque [1-2] because of this most wind
turbines today utilize a doubly-fed induction generator
(DFIG) with a mechanical gearbox [3]. This type of
architecture is shown in Fig. 1. The DFIG material costs are
relatively low and because only the slip power must be
controlled the power electronic converter typically only
needs to be rated at around 30% of the total generating
power [3]. Unfortunately, the mechanical gearbox requires
lubrication and cooling is often required [4-5]. In addition,
wind turbine gearboxes have been one of the main causes of
turbine failure [5] and the failure rates increase with power
level [6], this has resulted in the wind-turbine gearbox not
achieving its 20 year design life [5]. Furthermore, the DFIG
requires brushes and these must be regularly maintained.
Direct drive generation systems, such as shown in Fig. 2,
are considered the primary solution to the reliability issues
encountered when using a gearbox and DFIG [7]. However
permanent magnet synchronous generators (PMSG) have
much lower torque densities [8-10] when compared to
gearboxes and therefore direct drive generators are both
large and costly [8-10]. Massive quantities of highly
expensive rare-earth magnet material is required in order to
create sufficient torque at the low operating speeds [11]

A MG does not require gear lubrication and has the

potential for high conversion efficiency [12-15]. A MG also
has inherent overload protection, since if excessive torque is
applied the MGs will simply slip. In contrast, a mechanical
gearbox would catastrophically fail. Therefore, the sizing of
a MG can be based around a rated torque rather than extreme
torque conditions. This overload protection is particularly
beneficial for wind power generation where sudden load
changes are common.

Fig. 2. Direct drive generation with synchronous generator (SG) ,

all power flows through converter

l
h
Tl I

Fig. 3. A Magnetic gear using surface PMs. ph=4 pole-pairs, nl=17 steel
poles and ps=13 pole-pairs on the outer rotor.

Fig. 1. Doubly fed induction generation, where only the slip power s*Pgen,
flows through the converter

III. CONTINUOUSLY VARIABLE MAGNETIC GEAR

II. MAGNETIC GEARS

It can be noted from (2) that if the low input speed l is

varying then by controlling the rotor speed s the high
output speed h can be made constant. Shah experimentally
demonstrated how a continuously variable magnetic gear
(CVMG) can be created in this way by mechanically control
the rotor speed s in order to keep h constant under varying
input speeds [16]. Shah relied on a separate motor/generator
to control s. In contrast, Atallah [17], Wang [18] and Jian
[19] incorporated an additional stator and rotor within the
MG structure in order to control the speed s thereby
enabling a constant output speed to be created. Using this

Magnetic gears (MG) use a contactless mechanism for

speed amplification. Martin [12] proposed the coaxial MG,
as shown in Fig 3, that can achieve a high torque density. In
this design there is an inner rotor, consisting of ph pole-pair
permanent magnets (PM) rotating at h, a middle rotor with
nl individual ferromagnetic steel poles that can rotate at l
This material is based upon work supported by the North Carolina
Coastal Studies Institute.
The authors are affiliated with the Laboratory for Electromechanical
Energy Conversion and Control, Department of Electrical and Computer
Engineering, University of North Carolina at Charlotte, Charlotte, NC,
28223 USA (e-mail: ppadmana@uncc.edu, j.bird@uncc.edu).

978-1-4673-4974-1/13/$31.00 2013 IEEE

367

approach three rotating members are then required and

additionally a large quantity of magnets is necessary.
Rather than doing the above Fu and Wang considered
replacing the inner rotor with a stator and keeping the
modulation poles stationary (l=0) [20-21]. The objective
was to utilizing magnetic gearing to create a low speed high
torque traction motor. However, Fu showed that there was
little benefit gained in doing this.
In this paper the object is to demonstrate that a constant
and magnified output speed can be created from a variable
low-speed input when the outer magnetic gear rotor is
replaced by a stator, as shown in Fig. 4. As the stator
electrical frequency, e, and mechanical angular velocity,
s, are related by s=e/ps, (1) will be
n
1
(3)
h = l l
e
ph
ph
Using the parameters ph = 4, ps =13, and nl = 17 the speed
relationship becomes
h = 4.25l 0.25e
(4)
A variable input speed, l, can then be amplified and made
into a constant mechanical output speed, h, by continuously
controlling
the
stator
electrical
frequency,
e.

450
180
160
445
140
440
120
100
435
80
430
60
High speed output
40
425
20
0
420
-15.0 -10.0 -5.0 0.0 5.0 10.0 15.0 20.0
Control frequency, fe [Hz]
(a)

Three phase
integral slot
stator winding

60
50

Steel poles on
cage rotor
Steel teeth

Torque [Nm]

Output speed h [RPM]

Input speed l [RPM]

50-170RPM. The negative control power means that power

is flowing out of the converter. The current phase angle must
also be considered. The torque magnitude and therefore
power flow can also be varied by varying the converter
voltage level and phase angle.
If the CVMG is combined with a PMSG and MG, as
shown in Fig. 6, the resultant system can act like a gearbox
and DFIG. Like with the DFIG two sets of windings will be
needed however both are stationary and therefore no brushes
are required. The overall system level torque density could
be high and unlike with the direct drive scheme the PMSG
can be sized to be relatively small because the input speed
into the generator would be high.

High speed rotor

magnets

Input torque

40
30
20
Output torque

10

0
-15

-10

-5

10

15

20

Control frequency, fe [Hz]

(b)

The difficulty with this approach is that a high number of

stator poles is required. Zaini recently investigated the same
concept but utilized a Vernier stator structure in order to
create the necessary high number of stator pole while using
only a small number of coils [22]. In this paper the
performance when using an integer slot winding with a flux
focusing high speed rotor is investigated. A spoke type inner
rotor with ferrite magnets is used in order to minimize the
material cost. In order to accommodate the large number of
poles the machine diameter must be large. However, large
diameter rotors are typical for wind generation applications
and therefore this is not necessarily an negative
characteristic. The operational principal of this CVMG is
illustrated in Fig. 5. The results were confirmed using finite
element analysis. Fig. 5 shows that if the input speeds, l is
varied from 50 to 170RPM, the frequency, e can then be
changed, by using (4), so as to ensure that the output speed is
kept constant at h = 425RPM. The corresponding average
torque on the input and output rotors of the CVMG is shown
in Fig. 5b. The fact that the calculated average input torque
and output torque does not change with control frequency is
important as it shows that the control frequency will only
influence the output speed and not the input torque or speed.
The power flow is shown in Fig. 5c for speed changes from

Power [W]

Fig. 4. A continuously variable magnetic gear with integral slot winding.

ph=4 pole-pair on inner rotor, nl=17 steel poles on cage rotor and the stator
winding creates ps=13 pole pairs.

1000
800
600
400
200
0
-200
-400
-600

Output power
Input power
Control power
-15

-10

-5

10

15

20

Control frequency, fe [Hz]

(c)
Fig. 5(a) Input and output speeds when the control frequency fe (e/2) is used
to hold the output speed constant. (b) Input and output torque, the torque is not
affected by changes in control frequency. (c) Input, output and control power
flow. When the control power is negative the power is flowing out of the
converter.

IV. TORQUE CHARACTERISTICS

Using the parameter shown in Table 1 and Fig. 7 the
torque on the individual rotors and stator, when only one
field is rotating at a time, was calculated. The results are
shown in Fig. 8. The torque on the central cage rotor is the
summation of the torque in the inner air-gap and stator
air-gap. The torque and torque ripple as a function of angular
position when operating at a torque angle of =7o is shown in
Fig. 9 and Fig. 10. The stator has 78 slots. The full pitch
stator winding has 1 slot/pole/phase (spp). It can be seen
that significant torque ripple exists and is composed of high
frequency and low frequency components.
368

A two layer winding with 1 slot chording and three layer

winding with two slot chording was also studied. Torque and
torque ripple for both such winding layouts are shown in Fig.
11 to Fig. 14. Both such winding layouts also exhibit
significant harmonic components. However the three layer
winding mitigates the dominate torque ripple components
but at the expense of lower peak torque (due to chording).

Torque [Nm]

200
100
0
-100
-200
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Torque angle, [degrees]
Fig. 8. Static torque with respect angular position for full pitch stator
winding with 1spp. Only one rotor is rotating at a time.

200
Torque [Nm]

Fig. 6. A wind turbine magnetically geared power take off system. The
continuously variable MG converts the variable speed input to constant
speed output suitable for power conversion by a small surface mounted PM
generator. No brushes or mechanical gears are required.

-100
-200
0

Units
mm
mm
mm
mm
rad.
mm
mm
mm
mm
rad.
mm
mm
mm
mm
mm
mm
T
A/mm2
mm

10

20

10

-5

-10

-10
0

-20
7

Torque ripple on inner rotor

[Nm]

Rotational angle [mechanical degrees]

Fig. 9. Torque as a function of angular position when the high speed
(inner) rotor speed is h= 42.5 RPM, low speed (cage) rotor speed is l= 6
RPM and stator frequency is fe = -1.133 Hz

Torque ripple on cage rotor

[Nm]

Value
4
80
184.5
95.1
36.2
/8
0.5
17
185
199.5
14.5
/15
13
78
200
235
4
23.5
10
0.5
0.38
30
3
100

Rotational angle [mechanical degrees]

Fig. 10. Predicted torque ripple on low speed (cage) rotor and high speed
(inner) rotor

200
Torque [Nm]

TABLE I
SIMULATION PARAMETERS
Description
Pole pairs, ph
Inner radius, ri1
Outer radius, ro1
Inner rotor Magnet radial thickness, Lh
Magnet width, Wh
Steel pole span, s1
Air gap, g
Steel poles, nl
Inner radius, ri2
Cage rotor
Outer radius, ro2
Radial thickness of steel pole, Lc
Steel pole span, s2
Pole pairs, ps
Slots, Q
Inner radius , ri3
Outer radius, ro3
Stator
Slot opening width, Ws
Coil Length, Ll
Back Iron Length, Li
Air gap, g
Material
Magnet, Hitachi NMF-5G, Br
Turns of coil
Winding
Current density, J
Model
Stack length, d

100

100
0
-100
-200
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14

6
4
2
0
-2
-4
-6
0

15
10
5
0
-5
-10
-15
7

Torque ripple - inner rotor

[Nm]

Torque ripple - cage rotor

[Nm]

Torque angle, [degrees]

Fig. 11. Static torque with respect angular position for two layer winding
with 5/6 fractional pitch winding.

Rotational angle [degrees]

Fig. 12. Predicted torque ripple on low speed (cage) rotor and high speed
(inner) rotor when using two layer winding

Fig. 7. Definition of geometric parameters.

369

Radial flux density, Br [T]

Torque [Nm]

100
50
0
-50
-100

-1

-5

-3
-5
0

-10
7

Harmonic amplitude [T]

300

360

0.5
0.4
0.3
0.2
0.1
5

10 15 20 25 30 35 40 45 50

j =1

where superscript l denotes low speed rotor and l is an

initial phase angle.
The radial modulating field interacts with the stator field
to create a net field in the inner rotor air-gap (r=rh) given by:

Brsl (rh , , t )= {rl ,0 (rh )+ rl , j (rh ) cos[ jnl (l t )+ jnl l ]}

j =1

brs,k (rh ) cos[kps ( s t ) + kps s ]

(11)

k =1

Utilizing trigonometric identity

1
1
cos(a ) cos(b) = cos(a + b ) + cos(a b)
(12)
2
2
and rearranging (11) the radial harmonics terms within the
inner rotor due to the stator and modulation rotor is

Brsl,k , j (rh , , t ) = rl ,0 (rh )brs,k (rh ) cos[kps ( s t ) + kps s ]

b,h m (r ) cos[mph ( h t ) + mph h ]

(6)
+

m =1

where superscript, h denotes the high-speed rotor and h is

an initial phase angle at time t=0. The field components
created by the outer stator are defined as:

brs,k (r ) cos[kps (

s t ) + kps s ]

(7)

b,k (r ) cos[kps ( st ) + kps s ]

s

rl , j (rh )brs,k (rh )

2

( cos[(kps + jnl )(h+t )+kps s + jnl l ]

+ cos[(kps jnl )( ht ) + kps s jnl l ])

B,m (, t ) =

240

Bl (r , , t )=l ,0 (r )+ l , j (r ) cos[ jnl (l t )+ jnl l ] (10)

180

j =1

m =1

k =1

120

60

Brl (r , , t )=rl ,0 (r )+ rl , j (r )cos[ jnl (l t )+ jnl l ] (9)

brh,m (r ) cos[mph ( h t ) + mph h ] (5)

-1

The segmented iron poles contained on the low speed rotor

modulate the flux and their influence on the fields can be
expressed as [13]

In order to learn more about the harmonic characteristics a

spatial harmonic analysis was conducted. The torque
production by the CVMG can be decomposed into the torque
created within the inner and outer air-gaps. A low current
density has been used in this paper in order to minimize nonlinear effects thereby allowing superposition to be utilized
when calculating the magnetic field coupling effects on
torque.
The mechanism for torque production can be explained
by examining the field harmonic analysis shown in Fig. 15
the radial flux density, Br, in the stator air-gap is shown
along with the corresponding spatial harmonic component
for the case when the stator field is not excited. In this case
the 13th harmonic is still significant and this is due to the
high speed magnetic rotor harmonics being modulated by the
17 steel pole pieces. Thus, without the central steel poles
there would not be a connection between the outer and inner
rotors.
The radial and azimuthal magnetic flux density due to the
high speed inner rotor can be expressed in terms of their
harmonic components as

Brs (r, , t )

-0.5

Spatial harmonic
(b)
Fig. 15(a) The radial flux density in the stator air-gap when no stator field is
present and (b) the corresponding spatial harmonics.

V. SPATIAL HARMONIC ANALYSIS

Bh (r, , t ) =

0
0

Rotational angle [degrees]

Fig. 14. Predicted torque ripple on low speed (cage) rotor and high speed
(inner) rotor when using three layer winding

Brh (r, , t ) =

0.5

Angle [degrees]
(a)

Torque ripple on inner rotor

[Nm]

Torque ripple on cage rotor

[Nm]

Torque angle, [degrees]

Fig. 13. Static torque with respect angular position for three layer winding
with 2/3 fractional pitch winding.

10

-1.5
0

1 2 3 4 5 6 7 8 9 10 11 12 13 14

1.5

(8)

k =1

where superscript s denotes the stator field contribution and

s is an initial phase angle.
370

where

h+ =
h =

kps s + jnl l
kps + jnl
kps s jnl l

(13)
(14)

(15)
kps jnl
Similarly, the azimuthal field within the inner rotor air-gap
due to the stator and modulating flux is given by

Bsl,k , j (rh , , t ) =l ,0 (rh )b,s k (rh ) cos[kps ( s t ) + kps s ]

+

l , j (rh )b,s k (rh )

2

( cos[mph ( h+t ) + jnl l

Brh,m (rh , , 0)Bsl,k , j (rh , , 0) =

B0,I k ,m cos[kps + kps s ]cos[mph + mph h ]

+ kps s ]

+cos[mph ( ht )+ jnl l kps s ])

(16)

B jI,k ,m

( cos[mph + jnl l

+ kps s ]cos[mph ( + h )]

+cos[mph + jnl l kps s ]cos[mph ( + h )])

(25)

The torque harmonic components created within the inner

rotor air-gap can be computed by using
(17)
Th, j ,k ,m = ThI, j ,k ,m + ThII, j,k ,m

where

where

Utilizing trigonometric identity (12), (25) can be written as

B jII,k ,m = l , j (rh )b,s k (rh )brh,m (rh )

2 2

wr
o

(18)

Brh,m (rh , , 0)Bsl,k , j (rh , , 0) =

(19)

where w is the stack length. By comparing (13) with (6) it

can be observed that in order to create non-zero torque using
(18) the following condition must be met [13]
(20)
mph = jnl kps

ThI, j ,k ,m =
ThII, j ,k ,m

B,h m (rh , , t )Brsl,k, j (rh , , t )d

0
2 2

wr
=
o

Brh,m (rh , , t )Bsl,k , j (rh , , t )d

B0,IIk ,m cos[kps + kps s ]cos[mph + mph h ]

This condition also applies to (19). Substituting, (20) into

(14) and only considering the first harmonic term (j=k=m=1)
one obtains (2). Looking at the magnetostatic case (t=0). The
field component of (18), when applying (20) is given by

2
2

(22)

B0,I k ,m cos[(kps + mph ) + kps s + mph h ]

+B0,I k ,m cos[(kps mph ) + kps s mph h ]

B jI,k ,m
4
B jI,k ,m

cos[ jnl l + kps s mph h ]

B jII,k ,m

II
wr 2 2B j ,k ,m
cos[ jnl l + kps s mph h ]
o
4
II
wr 2 2B j ,k ,m
cos[ jnl l kps s mph h ] (28)
o
4

wr 2 II
B j ,k ,m cos[ jnl l mph h ]cos[kps s ]
o
Utilizing finite element analysis the inner rotor field
components present in the inner rotor (when stator field is
zero) and also the stator field contribution in the inner rotor
air-gap when the inner rotor field was turned off were
determined separately. The resultant torque was then
computed for each harmonic component utilizing the
harmonic approach described by (17). The torque
components from (18) are shown in Fig. 16 while the torque
contributions from (19) are shown in Fig. 17. The analysis
was conducted on the two-layer winding design. The main
harmonic components and the associated, harmonic indices
are shown in Table 2 and Table 3. The harmonic, j and k
values given in the Tables were computed using

B,h m (rh , , t )Brsl,k , j (rh , , t ) =

ThII, j ,k ,m =

Utilizing trigonometric identity (12), (21) can be written as

B jII,k ,m

cos[2mph + jnl l kps s + mph h ]

or
cos[mph + kps s jnl l ]cos[mph ( + h )] (21)

B jI,k ,m = rl , j (rh )brs,k (rh )b,h m (rh )

where

B jI,k ,m

cos[2mph + jnl l + kps s + mph h )]

B jII,k ,m

ThII, j ,k ,m =

cos[mph + kps s + jnl l ]cos[mph ( + h )]

B jI,k ,m

(27)
cos[ jnl l kps s mph h ]
4
Integrating (27) the first three terms become zero and this
leads to the torque equation

B0,I k ,m cos[kps ( + s )]cos[mph ( + h )]

+

B jII,k ,m

B,h m (rh , , 0)Brsl,k , j (rh , , 0) =

B jI,k ,m

(26)

cos[2mph + mph h + kps s + jnl l ]

cos[kps s + jnl l mph h ]

harmonic = jnl + kps

cos[2mph + kps s jnl l + mph h ]

(29)

where k=0,1, 2, 3,., , j=0,1,2,3,.,

B jI,k ,m

cos[kps s jnl l mph h ]

(23)
4
The torque is obtained by integrating (23) and rearranging to
yield
wr 2 I
ThI, j ,k ,m =
B j ,k ,m cos(kps s mph h ) cos( jnl l ) (24)
o
This gives the torque expression for all potential harmonic
components. Similarly the second torque term, (19), within
the inner rotor evaluated at t=0 is composed of

It can be noted that additional harmonic terms not associated

with multiples of mph are present and these terms are
understood to be associated with the additional harmonic
terms introduced by utilizing the flux focusing rotor.

371

Torque [Nm]

40

TsI, j ,k ,m =

20

-20

10

15

20

25

30

Harmonic component

35

40

45

Torque [Nm]

-40

50

Fig. 16. Harmonic torque contributions in the inner rotor air gap from Tl I
calculated using harmonic analysis from FEA plots by using (18).

Torque [Nm]

10
5
0

120
110
100
90
80
70
60
50
40
30
20
10
0
-10
-20
-30
0

10

15

B,s k (rl , , t )Brlh,m, j (rl , , t )d

(31)

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95 100

Harmonic component

-5

Fig. 18. Harmonic torque contributions in the stator air-gap from TsII

-10
-15
0

The harmonic contributions due to (30) are shown in Fig.

18 while the main harmonic contributions due to (31) is
shown in Fig. 19.

-60
0

wr 2
o

calculated using harmonic analysis from FEA plots by using (30).

5

10

15

20

25

30

35

40

45

50

Harmonic component

100

Fig. 17. Harmonic torque contributions in the inner rotor air gap from Tl

90

II

80

TABLE II,

Torque [Nm]

calculated using harmonic analysis from FEA plots by using (19).

HARMONIC COMPONENTS DUE TO ThI

Harmonic
4
5
11
12
13
14
20
21
29
30
36
37
45
47
52
72
81
92

Magnitude
-52.99
-2.66
0.57
21.77
15.42
0.96
6.94
5.64
-10.22
-0.67
-1.63
-6.24
-1.47
1.76
1.71
1.57
0.69
0.65

j
1
3
7
3
0
5
5
1
3
1
8
-5
7
1
4
1
1
-6

k
-1
-2
-6
-3
1,-1
-3
-5
-2
-4
1
-4
6
-8
2
0
-5
4
10

m
1

Magnitude
-11.17
-2.93
7.71
-1.79
-12.70
0.55
0.56
-1.50
1.88
0.64
-2.67
-0.61
-0.56
-1.66

j
1
3
0
5
1
14
7
3
-1
8
1
3
4
1

k
-1
-3
1,-1
-5
-2
-12
-7
-4
-1
-4
-3
-5
0
-5

TsII, j ,k ,m

50
40
30

10

0
-10
0

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95 100

Harmonic component

Fig. 19. Harmonic torque contributions in the stator air-gap from TsI
calculated using harmonic analysis from FEA plots by using (31)

CONCLUSIONS
A novel CVMG device has been presented. When integrated
with a PMSG and MG a magnetically geared power take-off
system that acts analogously to a DFIG power take off
system could be realized. When designing this type of
CVMG great care must be taken in order to minimize torque
ripple. The three layer winding design minimized torque
ripple at the cost of a reduced torque magnitude.

13
18
23

m
1
3

ACKNOWLEDGMENT
The authors would gratefully like to thank the JMAG
Corporation for the use of their finite element analysis
software.

REFERENCES
[1]

[2]
13
18

[3]

Within the stator air-gap the torque contribution is given by

wr 2
=
o

60

20

TABLE III, HARMONIC COMPONENTS DUE TO ThII

Harmonic
4
12
13
20
21
22
28
29
30
36
38
46
52
72

70

[4]

Brs,k (rl , , t )Blh,m, j (rl , , t )d

(30)

[5]

[6]

372

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