538

IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 20, NO. 3, SEPTEMBER 2005

Calculation of Parameters of Single-Phase PM Motor

for Design Optimization
H. Bulent Ertan, Member, IEEE, Bulent Dag, and Gerard-Andre Capolino, Fellow, IEEE

AbstractThis paper presents methods of calculation of parameters of single-phase permanent-magnet (SPPM) motor, in terms
of motor dimensions and material properties, which are utilized
in the dynamic model of the motor. The intention of the study is
to develop means of SPPM performance calculations, which lend
themselves to be employed within a mathematical design optimization approach. The calculated parameters are compared with measured values and are shown to be accurate for the purpose of the
study.
Index TermsAC motors, design methodology, design optimization, parameter estimation, permanent magnet motors.
Fig. 1. Cross section of a single-phase synchronous motor with a permanentmagnet rotor.

NOMENCLATURE

0
p
L
Rcu
Rfe
N
e
J
T1
Trp
rp
Fe

r
F
g
s
p

r


zg
r
rh
r1

Phase angle of the supply voltage at starting.

Position of the rotor.
Initial position of the rotor.
Phase shift of the fundamental component of air gap
permeance variation.
Inductance of the stator winding.
Resistance of the stator winding.
Resistance corresponding to core loses.
Number of turns of stator winding.
Back emf introduced by the rotor.
Moment of inertia of rotor and load.
Load torque.
Peak reluctance torque.
Peak rotor flux.
Permeance of the stator core.
Permeance of the leakage path outside the stator legs.
Permeance of the rotor.
Permeance of the stator core.
Permeance of air gap.
Permeance of the air gap between the stator legs.
Permeability of the permanent magnet rotor.
Equivalent mmf of the permanent magnet rotor.
With many different subscripts not mentioned either in
the nomenclature.
Axial length of the rotor.
Radius of the rotor.
Radius of the hole.
Radius of the small step.

Manuscript received February 1, 2005. Paper no. TEC-00033-2005.

H. B. Ertan and B. Dag are with Electrical and Electronics Engineering
Department, Middle East Technical University, 06531 Ankara, Turkey (e-mail:
ertan@metu.edu.tr).
G.-A. Capolino is with the Department of Electrical Engineering, University of Picardie-Jules Verne, 80039 Amiens Cedex 1, France (e-mail:
Gerard.Capolino@u-picardie.fr).
Digital Object Identifier 10.1109/TEC.2005.852962

r2
g1
g2
gr1
gr2
gr3
yg
xw
xg
zs
zsf
xs
xsf

Radius of the large step.

Length of the small air gap between the rotor and stator.
Length of the large air gap between the rotor and stator.
Length of the outermost boundary of the flux tube 1.
Length of the outermost boundary of the flux tube 2.
Length of the outermost boundary of the flux tube 3.
Length of the air gap between the parallel sections of
the stator core.
Length of the section of the stator core housing stator
winding.
Length of the section of the stator core not housing
stator winding.
Axial length of the stator core.
Corrected axial length of the stator core taking into
account fringing.
Width of the stator core.
Corrected width of the stator core taking into account
fringing.
Carters coefficient.
I. INTRODUCTION

INGLE-PHASE permanent-magnet (SPPM) synchronous

motors of the type shown in Fig. 1 have found growing applications especially in low-power household appliances. This
is because this motor is well suited to mass production purposes and has a simple construction, and therefore has a cost
advantage. Also, they are known to be more efficient than rival
motors [1].
On the other hand, like all PM motors, if the motor is desired
to be self-starting, problems arise. Starting behavior of this type
of motor is dependent on the initial position of the rotor, on the
load inertia and the frictional load [2]. The starting behavior
is also shown to be dependent on the electrical parameters,
especially on the phase of the stator voltage at the switching

0885-8969/$20.00 2005 IEEE

ERTAN et al.: CALCULATION OF PARAMETERS OF SINGLE-PHASE PM MOTOR FOR DESIGN OPTIMIZATION

Fig. 2.

539

Fig. 3.

Magnetic equivalent circuit of the rotor of an SPPM motor.

Fig. 4.

Typical B-H characteristics of a permanent magnet.

Electrical equivalent circuit of an SPPM motor.

instant [3]. As noted in [2], the motor oscillates at startup with

its Eigen frequency. If this frequency is close enough to the
mains frequency, the amplitude of the oscillations increase and
the motor begins to spin continuously. As the motor gets larger
the Eigen frequency becomes smaller and therefore starting with
50-Hz mains frequency is not possible.
At starting, the motor may rotate in either direction. Therefore, the applications are limited to loads, which are not sensitive
to direction of rotation.
The problems mentioned above, however, can be overcome
with a simple electronic aid and the motor may remain attractive
for higher power levels. To be able to reach a sound decision
on this issue, one needs to understand the factors (parameters)
which control the performance of the motor. Based on this understanding, a design which satisfies the requirements may be
reached.
Of course, the first thing one needs is an accurate enough
model to describe the behavior of the motor. The usual synchronous machine electrical circuit model may be used for analysis of the performance in the form given in Fig. 2, along with the
mechanical equations. In Fig. 2, the resistance Rfe is employed
to take into account the core losses.
Considering the electrical equivalent circuit in Fig. 2, equations of the motor may be written as in [2] as follows:


1
(Vn + e)dt
iL =
L
Vn = Vs is Rcu

II. ROTOR PARAMETERS

is = iL + ife
ife =

Vn
.
Rfe

(1)

And the mechanical equation

J = N irp sin Trp sin[2( 0 )] Tl .

Note that in (1) and (2), rotor flux linked by stator winding and
reluctance torque are assumed to be sinusoidal function of rotor
position (). In practice, these variables do not show such pure
variations, but the approximations are acceptable.
For the application of optimum design techniques, one needs
to express the electrical and mechanical parameters of the motor
in terms of the dimensions of the motor. In this manner, the objective function (cost, size, etc.) can be expressed in terms of
dimensions as well as the constraints introduced by requirements
like rated torque, efficiency, and the starting performance, in addition to constraints due to materials and manufacturing process.
In this study, methods for the calculation of peak rotor flux and
reluctance torque, initial position of the rotor under no excitation
(rest position), and stator inductance will be introduced and
verified with experiments.

(2)

In (1) and (2), Vs is the supply voltage with a frequency of w

and phase angle at the switching instant. Rcu and L are resistance and inductance of the stator winding, respectively. Rfe is
the resistance corresponding to core loses. In the back emf ex rp sin( 0 )) N is the number of turns of
pression (e = N
the stator winding and rp is the peak rotor flux linked by stator
winding. is the position of the rotor (angle between rotor and
stator axis) and 0 is the initial position of the rotor. In the torque
balance equation, J is the moment of inertia of the rotor and the
load, Trp is the peak reluctance torque, and Tl is the load torque.

In this section, peak-reluctance torque and peak rotor flux

will be calculated. For these calculations, one needs to consider
the magnetic equivalent circuit of the motor with no stator excitation. In this case, the equivalent circuit is as shown in Fig. 3.
In Fig. 3, F () is the stator magnetic circuit permeance and
will be neglected here for the sake of simplicity. r represents
the rotor permeance
r =

p Am
m

(3)

where p is defined as in Fig. 4. Am is the cross section of the

rotor magnet and m represents the mean flux path length in the
magnet. Fr is the rotor MMF and is expressed as
Fr = Hc m

(4)

where Hc is defined as in Fig. 4. Note that Am and lm are not

constant because of the cylindrical shape of the rotor, so all

540

Fig. 5.

IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 20, NO. 3, SEPTEMBER 2005

Differential analysis of rotor parameters.

the parameters will be defined differentially as explained in the

following sections.
g () is the air gap permeance. In this paper, the rotor mmf
is taken to be constant and the variation of the air gap flux with
is modeled by taking g to be a function of . Assuming
that the variation of this permeance can be represented by a dc
component and a fundamental component
g () = g0 + g1 cos 2.

(5)

However, since air gap is not uniform and the rotor length is
not constant, elements of the magnetic circuit will be defined
differentially.
A. Differential Rotor MMF and Permeance
Consider a differential portion of rotor represented by a horizontal differential length dx as shown in Fig. 5(a). It is possible
to express the flux path m for this section as
m = r cos s

(6)

where s is defined with respect to the rotor axis as in Fig. 5(a)

and is independent of rotor position, . r is the radius of the
rotor. Therefore, from (4), rotor MMF for the section of the
rotor excluding the shaft hole becomes

r (s ) = Hc r cos s .
(7)
For the section of the rotor including shaft hole rotor, MMF
must be treated differently. As the permeability of the magnet is
very close to that of air, it is acceptable to assume that flux lines
follow a straight line (Fig. 6) through the shaft hole and magnet.
With this assumption, for the section of the rotor including the
shaft hole, rotor MMF becomes

rh (s ) = Hc (r cos s rh cos sh )

(8)

Fig. 6.

Magnetic field solution results for several rotor positions.

dr (s ) = p

dAm
zg dx
= p
= p zg ds
m
r cos s

(11)

where zg is the axial length of the rotor. Expression given in (11)

is valid for the section of the rotor with shaft hole, too, because
the hole is assumed to be occupied by air and permeability of
the permanent magnet around the hole (p ) is very close to that
of air.

where rh is the radius of the hole [Fig. 5(b)] and

sh = s

/2
h

for h < s < h

(9)

where h is defined as in Fig. 5(a).

To calculate the differential rotor permeance, consider again
section of the rotor marked by dx in Fig. 5(a)
x = r sin s
dx = r cos s ds

(10)

B. Differential Air-Gap Permeance

Calculation of the variation of g () is made particularly
difficult due to the existence of the fringing field.
At this stage, it is wise to consider the variation of the motor
magnetic field with angle s and, hence, obtain an idea of how
the fringing field changes with position. For this purpose, field
solutions of the motor are obtained for different rotor positions,
and the result of this study is given in Fig. 6.

ERTAN et al.: CALCULATION OF PARAMETERS OF SINGLE-PHASE PM MOTOR FOR DESIGN OPTIMIZATION

Fig. 7.

541

Analysis of air gap permeance density distribution.

By studying this figure, it is decided to represent the fringing

flux by flux tubes with constant cross section, defined in terms
of the dimensions of the motor such as yg and x1 as displayed
in Fig. 7. In defining the tubes, it is assumed their boundary is
a fringing flux line defined by a circle. The permeance of the
flux tubes on either side of the rotor can now be written in terms
of the cross section of the tube (Ai ) and their mean flux path
length gri . Lengths of the outer flux lines seen in Fig. 7 can be
calculated from (12)(14). Length of fringing flux lines, gr is
assumed to vary uniformly between the inner and outer gaps of
the tubes
yg
(12)
gr1 = g2 +
4



yg
yg
+ r1 +
r1 cos 1 x1
(13)
gr2 = g1 +
4
2
2
gr3 = g1 + x1 (/2 + 2 /2 1 )
(14)
where
1 = sin1 (yg /2r1 )
1

2 = 2 sin (x1 /2r1 ).

(15)
(16)

It is now possible to draw the variation of the differential air

gap size with surface angle s . Therefore, for a motor with axial
length Zg differential air gap permeance can be expressed as
follows:
zg rg
ds
(17)
dg (s ) = 0
gr
where rg is defined as mean air gap radius and is given by
rg = r + (g1 + g2 )/4.

(18)

The variation of differential air gap permeance can be visualized in a simplified manner if it is normalized, for example,
with respect to the permeance of the small air-gap section. In
this case, the differential permeance is only a function of g1 /gr .
The variation of normalized permeance (g1 /gr ) predicted in
this manner is plotted in Fig. 8(a). For the sake of simplicity, the variation of differential air gap permeance dg (s ) is
represented by a dc component and its fundamental harmonic
component. For this purpose, Fig. 8(b) can be used which is
the representation of (g1 /gr ) by its dc and fundamental compo-

Fig. 8. Normalized air-gap permeance variation and its representation with

dc and fundamental components. (a) Normalized air gap permeance variation
and (b) representation of 100 g1 /g1 by 9th order polynomial and its dc and
fundamental components.

nents. In this case

g1
(s ) = 0.75 + 0.32 cos(s p )
gr

(19)

where p is the phase shift of the fundamental component (found

from Fourier expansion; see Fig. 8(b) and is 0.1068 rad (6.12 ).
Hence, considering a mean air-gap radius rg and taking the
depth of the motor Zg differential air gap permeance becomes
dg (s , )


0 zg rg
0 zg rg
= 0.75
+ 0.32
cos 2(s p + ) ds . (20)
g1
g1

Note that in (20), the rotation of the rotor is introduced by a

phase shift of rotor position () in the ac component.

542

Fig. 9.

IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 20, NO. 3, SEPTEMBER 2005

Measured and calculated reluctance torque against position.

Fig. 10. Representation of the fringing field at the rest position.

C. Calculation of Reluctance Torque

The reluctance torque can be calculated in terms of magnetic
co-energy Wco
Tre =

dWco
d

(21)

the differential co-energy is given by

dWco (s , ) =

1 2
F (s )dre (s , )
2 r

(22)

where Fr (s ) is the rotor MMF and dre is equivalent differential permeance seen by the rotor. Considering the magnetic
equivalent circuit in Fig. 3, dre is calculated as follows:
dre (s , ) =

dr (s )dg (s , )
.
dr (s ) + dg (s , )

(23)

Then, from (11) and (20)(23) and taking into account the
shaft hole, reluctance torque for any rotor position becomes

h

h

/2
2

2

Tr () =

r dre +

rh dre +

2r dre
/2

where dre is given by

dre = 2

c2 b sin 2(s p + )
ds
[c + a + b cos 2(s p + )]2

(24)

(25)

with
a = 0.750 zg rg /g1

(26)

b = 0.320 zg rg /g1

(27)

c = p zg .

(28)

The measured reluctance torque variation of the test motor

and the torque calculated from (24) is displayed in Fig. 9, which
shows that the computed peak torque is 2.57 Ncm, while the
measured value is 2.62 Ncm. This is a very acceptable level of
accuracy. The place of the peak torque is however is not well
predicted. This is almost certainly due to the approximate representation of g (s , ) in (20). However, this does not have any
significance as far as the performance calculation is concerned.

Therefore, more attention is not paid to this issue at this moment. It may be worthwhile to investigate whether an accurate
representation of g (s , ) leads to a more accurate prediction
of peak torque position.
An important issue is determination of the rest position. The
rest position corresponds to the position of the rotor where rotor
flux is maximum. Fig. 8(b) indicates that this occurs at p which
is 0.1068 rad = 6.12 . The measured rest position of the rotor is
6 . This corresponds to a remarkably good accuracy. However,
this could be a coincidence. Therefore, a more accurate method
for cross checking is given in Section II-D.
When the peak-pole flux value is calculated from the equations derived in this section, it is found that the value found does
not compare well with the measured value. This is an expected
result, as the reluctance variation of the air gap is approximated
by its fundamental and dc components only. For this reason,
a more accurate approach for predicting the peak rotor flux is
developed and is presented in the following section.
D. Calculation of Peak Rotor Flux
When the approximate representation of air gap permeance in
(20) is used for the calculation of peak rotor flux, it is observed
that the result deviates considerably from the measurement.
Therefore, for this calculation the actual air-gap permeance variation needs to be considered. Since peak rotor flux is of interest
here, analysis is to be performed just in the vicinity of the rest
position of the rotor where rotor flux is maximum. The rotor
flux linked by the stator winding is assumed to be sinusoidal
function of rotor position () as in (1) and (2).
When the field lines of the test motor for the rest position
in Fig. 6(a) is investigated it is observed that the fringing field
is important only in the region adjacent to the smaller air gap.
It is essential to take into account the effect of this fringing
field to determine the peak flux with acceptable accuracy. For
this purpose the field distribution in the fringing field region
is studied and it is found that, for all practical purposes, it is
sufficient to consider a flux tube with the dimensions shown
in Fig. 10. The angle f in this figure can be represented as
follows:
 
x1
f = 2 sin1
.
(29)
r1

ERTAN et al.: CALCULATION OF PARAMETERS OF SINGLE-PHASE PM MOTOR FOR DESIGN OPTIMIZATION

543

TABLE I
VARIATION OF ROTOR FLUX R WITH RESPECT
TO ROTOR POSITION

differential permeance becomes

dre1 (s ) =

d0 (s )dg1 (s )
d0 (s ) + dg1 (s )

(34)

d0 (s )dg2 (s )
.
d0 (s ) + dg2 (s )

(35)

and for Section 2

dre2 (s ) =
Fig. 11.

Equivalent rotor shape with uniform airgaps.

The length of the outermost flux line gf can be calculated

from
gf = g1 + 2x1 (/2 + f /2 2 ) + x1 /2

(30)

where g1 is the length of small air gap.

To simplify the handling of the problem, the magnetic circuit
around the rotor can be represented with an equivalent air gap
region composed of two uniform air gaps with lengths g1 and
g2 . Such a representation is shown in Fig. 11. In this figure,
the transition region, represented with the angle t in Fig. 10,
is equally included in both uniform air gap regions of (g1 ) and
(g2 ), and the fringing field effect is represented by extending
the constant air gap region (g1 ), by an angle fe . fe is calculated
from (31), which is determined so as to give the same permeance as the actual fringing region (a linear variation is assumed
between g1 and gf )


f
g1
fe =
.
(31)
1+
2
gf
With the assumptions considered above, the air gap now has
two sections (see Fig. 11) where rg1 and rg2 are the mean
radiuses of the respective sections. The differential permeance
of the sections are then calculated as follows, for Section 1:
dg1 (s ) = 0

(36)

Therefore, considering Fig. 11, rotor flux linked by stator

winding is calculated as follows:

(g 1 t /2)
r () =

0 (s )dre1 (s )
h

+
(+t /2)

(+t /2)

+
h

0h (s )dre1 (s )

0h (s )dre2 (s )

+
(g 2 +t /2+)

0 (s )dre2 (s )

(37)

where is the position of the rotor and rp should be calculated for = 0 . In (37), the second and third components
correspond to the contribution of the section of the rotor with
shaft hole. In Table I. some values of rp calculated from (37)
for several values of rotor position () are shown. As seen, it
reaches a peak value of 1.28 104 Wb at the vicinity of measured
rest position (0 = 6 ) while it was measured experimentally as
1.25 104 Wb. This certainly is an acceptable prediction accuracy.
III. REST POSITION OF THE ROTOR (0 )

rg1 zg
ds .
g1

(32)

rg2 zg
ds .
g2

(33)

Similarly, for Section 2

dg2 (s ) = 0

Total flux linking the stator coil is calculated from

=
d.

The next issue is determining the flux crossing the air gap.
Considering the magnetic equivalent circuit given in Fig. 3, for
the section of the rotor facing air-gap Section 1, the equivalent

When there is no stator excitation, the rotor settles in a position where the permeance of the magnetic circuit is maximum.
Knowing this position is important for predicting the starting
behavior of the motor with acceptable accuracy. In calculating
the initial (rest) position of the rotor, the position of the rotor at
which there is minimum (zero) reluctance torque or maximum
flux in the air gap could be considered by using the related calculations in previous sections. Indeed the rest position predicted
in Section II-D is found to match the measurement well for the

544

IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 20, NO. 3, SEPTEMBER 2005

Fig. 13. Field distribution just for stator excitation.

Then, the flux crossing the air gap in the considered section
is given by the following equation:

Fig. 12. Equivalent rotor shape with uniform airgaps for the rest position
calculation.

test motor. However, in view of the approximations made in the

calculations of previous sections, it is felt that a cross-check
would be appropriate.
Although several approaches with varying degree of accuracy
has been experimented with, one of these will be presented here.
In this approach, the rotor MMF along the rotor surface has been
assumed to be constant with an average value. In other words, it
is assumed that the permeance of the air gap alone determines
the rest position.
Consider the equivalent rotor shape with two uniform air
gaps given in Fig. 12, whose permeance expression derivation
is explained in the previous section. The MMF on the surface of
the rotor may be viewed as to be proportional to the mean flux
path in the rotor magnet. Then, neglecting the effect of shaft
hole, for example, for the section of the rotor facing the small
air gap region (g1 ) the mean flux path (lr1 in Fig. 12) in the
rotor can be calculated as
 (g 1 t /2)
r cos
(t /2+)
lr1 =
g1
sin(g1 t /2 ) + sin(t /2 + )
=r
.
(38)
g1
Then, the equivalent MMF on the rotor surface facing Section
1 becomes

s1 = Hk r1
(39)
where Hk is the average operating magnetic flux intensity of
the rotor.
The permeance of the air gap region (Section 1) in Fig. 11,
for a unit axial length of the rotor is
g1 = 0

rg1 g1
.
g1

(40)

g1 =
s1 g1
rg1
= Hk r0
[sin(g1 t /2 ) + sin(t /2 + )].
g1
(41)
In the same way, with changing parameters, the air-gap flux
of the uniform gap region (g2 ) is obtained as follows:
rg2
[sin(g2 + t /2 + ) sin(t /2 + )].
g2 = Hk r0
g2
(42)
The total air-gap flux is
g = g1 + g2 .

(43)

The position at which the air-gap flux has its maximum value
is the rest position of the rotor and can be found by solving (44)
for
dg
= 0.
(44)
d
From (42), this rest position of the rotor is calculated from



sin g 12 t 0
g r sin(g2 /2)

 = 2 = 1 g2

.
(45)
g 2 +t

g
1
2 rg1 sin(g1 /2)
sin
+
2

By substituting the dimensions of the test motor into (45),

the rest position is found as 6.8 . The measured rest position
is 6 . It is quite clear that the approach presented here is quite
accurate, especially when the error in measuring the rest position
is considered.
IV. CALCULATION OF STATOR INDUCTANCE
For the calculation of the inductance of the stator coil it is
essential to consider the three-dimensional (3-D) field distribution. This is because the air gap, as seen by the stator coil, is very
large (permanent magnet rotor has very low permeability) and
the leakage and fringing flux becomes important. This makes the

ERTAN et al.: CALCULATION OF PARAMETERS OF SINGLE-PHASE PM MOTOR FOR DESIGN OPTIMIZATION

Fig. 14.

545

Magnetic equivalent circuit for stator excitation.

Fig. 16. Stator magnetic circuit with simplified rotor gap.

Fig. 15.

Magnetic circuit of the stator with a stepped-air gap.

calculation of stator inductance particularly difficult. To obtain

an idea of what dimensional parameters are important for this
calculation, 2-D and 3-D field solutions of the test motor are
done at rated current. The result of one of the 2-D field solutions
is shown in Fig. 13. This figure illustrates the importance of the
flux leaking out of the magnetic circuit. Fig. 14 is the magnetic
equivalent circuit of the motor when only the stator is excited.
In Fig. 14, Fe is the permeance of the stator core and is
neglected since the flux densities in the core are very low. l
parallel core section embracing the rotor, is the permeance of
the air gap between the stator legs including the fringing flux
between the stator legs. is the permeance of the leakage path
outside the stator legs, flux bulging out between stator legs and
will be neglected. Ni is the MMF of the stator excitation where
i is the stator winding current.
In attempting to derive the equation of the stator inductance
here, a number of simplifications are made. This is because
the method developed here will be used within an optimization
algorithm and is likely to be used hundreds of times within the
procedure. Therefore, it is essential to avoid including details,
which improve the calculation accuracy little, at the expense of
much computational burden.

Fig. 17. Simplified magnetic circuit of the stator.

A further simplification is made by replacing the stepped air

gap geometry with a equivalent geometry as in Fig. 17 so as
to give the same permeability. For this purpose, the following
actions are taken. First, the air gap is replaced with an equivalent
unstepped geometry in Fig. 16 whose radius, Rs
Rs =

(46)

where R1 and R2 are defined as in Fig. 15. Later, the unstepped

geometry is replaced with an equivalent rectangular geometry
with air-gap length, yr (see Fig. 16) where
yr =

A. Simplification of Stator Magnetic Circuit

Actual magnetic circuit of a SPPM motor is shown in Fig. 13.
The variable dimensions of the air gap make the calculation
of the permeance of the space between stator legs unnecessarily complicated. However, since the distance between the legs
is quite large, a simplification in the details is possible without losing accuracy. For this purpose, first the transition region
between the sections with air gaps g1 and g2 is divided into
two equal parts and the stepped air-gap geometry in Fig. 15 is
obtained.

s1 R1 + s2 R2
s1 + s2

Rs sin s
s

and
s = cos1

yg
Rs

(47)


.

(48)

Finally, this rectangular geometry is replaced with another

rectangular geometry in Fig. 17 with air gap length of yg , the
actual length between the parallel sections of the stator legs (see
Fig. 15). Now, the resulting width, xg of the part of the stator

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IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 20, NO. 3, SEPTEMBER 2005

where, is Carters coefficient and is defined as



 
 2

w
w
yg
2
arctan
ln 1 +
.

yg
2w
yg

(54)

C. Stator-Inductance Expression
After the calculations above, the total permeance of the airgap
of stator core is evaluated as follows:
xg zsf
xw zsf
xsf zf
s = 0
+ 0
+ 0
.
(55)
3yg
yg
yg

Fig. 18. (a) Top view of the stator core with fringing regions. (b) Approximate
model of stator core for fringing calculations.

core not bearing the excitation coil seen in Fig. 17 becomes



yg

.
(49)
xg = xg xr 1
yr

In (55), the first component corresponds to the permeance of the stator core bearing the excitation coil, including
side fringing, the second component corresponds to the permeance of the stator core beyond the excitation coil including
the side fringing, and the third one covers the permeance of
the front fringing region. In the first component, division by 3
comes from the fact that in the corresponding region, flux lines
do not link the excitation coil completely [8].
Then, the inductance is simply calculated from
L = N 2 s .

(56)

Stator inductance is calculated as 2.27 H in this way while it

is measured as 2.38 H.

B. Fringing Flux Calculations

Because of the very large distance between the stator legs,
flux completing its path outside the magnetic core becomes
important. Fig. 18(a) is the top view of the stator core showing
the fringing regions. Flux paths on the side of the coils and the
fringing flux (Fig. 13) adjacent to the end of the core is taken
into account.
In Fig. 18(a) zs is the actual axial length of the stator core
and zsf is the corrected axial length of the core including the
effect of the side fringing region. xs is the width of the stator
legs of the simplified geometry and xsf is the extension of the
stator core due to the front fringing region.
In this study, zsf and xsf are determined by assuming similar
imaginary structures as seen in Fig. 18(b) at a distance 2wf for
front fringing and 2ws for side fringing. In this approximate
model, determination of the distances wf and ws are important.
Fringing flux regions of the test motor are analyzed by 3-D field
solutions. It is decided to take the values of wf and ws as the
distances between the points where the fringing flux lines start
and the point at which their density is reduced to 1% of the
starting value. In this way, it is guaranteed that the imaginary
structures has no any magnetic effect on the actual geometry.
As a result of this study, the distances are determined in terms
of motor dimensions as follows:
ws = 2zs

(50)

wf = 2xs .

(51)

Fringing flux calculation is completed with the application of

Carters method to determine the effective core lengths zsf and
xsf follows:
zsf = zs + ws (1 s )

(52)

xsf = wf (1 f )

(53)

V. MEASUREMENT OF THE PARAMETERS

To determine the accuracy of the expressions obtained, experiments are performed on a test motor with the following
dimensions:
1) Rotor diameter: 9.5 mm
2) Shaft hole diameter: 3 mm
3) zs = 25 mm, g1 = 2 mm, g2 = 2.5 mm
4) xwt xg = 54 mm, yg = 13 mm.
A. Measurement of Reluctance Torque and Peak Rotor Flux
Reluctance torque can be measured by suspending some suitable weights to the shaft of the rotor and by this way peak
reluctance torque as well as the reluctance torque for any rotor
position can be determined.
Peak rotor flux can be experimentally estimated by rotating
the rotor by a prime mover at a speed wm . Rotor flux linked by
the stator winding is equal to
r = N rp cos .

(57)

Then, the induced voltage on the stator winding is

dr
= N rp wm sin .
dt
The rms value of the induced voltage is
Vm =

1
Vmrms = N rp wm .
2

(58)

(59)

Therefore, by measuring Vrms the peak rotor flux can be

obtained from (60)

2Vmrms
.
(60)
rp =
N wm

ERTAN et al.: CALCULATION OF PARAMETERS OF SINGLE-PHASE PM MOTOR FOR DESIGN OPTIMIZATION

547

4) Rcu = 135 .
By performing a circuit analysis with above measurements
Rfe and L are determined as
1) Rfe = 12 k.
2) L = 2.38 H.
VI. CONCLUSION
Fig. 19.

Rotor position while measuring 0 .

Fig. 20.

Electrical equivalent circuit without rotor excitation.

B. Measurement of the Rest Position of Rotor

In this paper, rest position (0 ) of the rotor is determined by
applying a dc current to the stator winding at rated value. Due to
the electrodynamic torque, the rotor is pulled towards the stator
axis with a deviation d (see Fig. 19). The rotor, however, does
not align with the stator axis but remains at rest at angle s due
to reluctance torque. At the equilibrium position, by equating
the reluctance torque to the electrodynamic torque
Trp sin(2d ) = rp N i sin s .

(61)

Therefore, by measuring d and calculating s from (61), the

rest position of the rotor can be estimated as
0 = d + s .

(62)

The single-phase permanent-magnet motor presented here is

an efficient and inexpensive alternative for many household appliance applications. However, its application so far has been in
small power range (tens of watts) for various reasons. In an attempt to investigate whether larger size (hundreds of watts) motors, with the desired performance, can be achieved, expressions
are obtained for the equivalent circuit parameters of this type of
motor in terms of the motor dimensions and the materials, used.
The expressions derived are in analytical form and can be
used in a mathematical optimization approach. In this manner,
it is believed that the process of synthesizing a motor with
desired performance can be done quickly and better designs can
be reached in comparison to trial and error approach.
Comparison of the values of computed parameters are shown
to be quite accurate when compared with measured parameters
of a test motor. Although not presented here, when the performance of the test motor is calculated from computed parameters
the results are also found to be acceptably accurate.
The design optimization study for larger motors is continuing
and will be the subject of a future report.
ACKNOWLEDGMENT
The authors would like to thank B. Avenoglu and L. B.
Yalcner for their contributions to FE solutions and harmonic
calculations, respectively. Thanks also go to Arcelik Company
for providing the test motors.

Note that in (61) it is assumed that the two flux paths (rotor
flux and stator winding flux) exist without causing saturation.
REFERENCES
C. Measurement of Stator Inductance
Stator inductance can be obtained indirectly by a simple experiment, in which the rotor is locked at = 90 so that the
effect of the permanent magnet rotor is minimized. In this case,
electrical equivalent circuit of the motor becomes as shown in
Fig. 20.
In Fig. 20, Rcu is resistance of the stator coil and RFe is the
resistance corresponding to the core losses. To determine the
stator inductance, L, 50 Hz, sinusoidal-excitation is applied to
the terminals of the stator coil to obtain rated current through
the winding. Then, the stator voltage, current and input power,
are measured, as well as Rcu . Following this, the calculation
of the stator inductance from the equivalent circuit in Fig. 20
is a simple matter. Below are the experimental results of the
considered parameters;
1) Vs = 161 V(rms)
2) is = 0.21 A(rms)
3) Pin = 8 W

[1] E. C. Protas, Energy saving by means of a new drive conception, in Proc.

Int. Aegean Conf. Electrical Machines and Power Electronics (ACEMP
95), Kusadasi, Turkey, Jun. 1995, pp. 303308.
[2] W. Teppan and E. Protas, Simulation, finite element calculations and
measurements on a single phase permanent magnet synchronous motor,
in Proc. Int. Aegean Conf. Electrical Machines and Power Electronics
(ACEMP 95), Kusadasi, Turkey, Jun. 1995, pp. 609704.
[3] G. Altenbernd and J. Mayer, Starting of fractional horse-power singlephase synchronous motors with permanent magnetic rotor, in Proc. Electrical Drives Symp., Capri, Italy, Sep. 1990, pp. 131137.
[4] G. Altenbernd, Actual aspects of the development of fractional horsepower single phase synchronous motors with permanentmagnetic rotor,
in Proc. Int. Conf. on the Evolution and Modern Aspects of Synchronous
Machines, Zurich, Switzerland, Aug. 1991, pp. 10831089.
[5] H. Schemmann, Stability of small single-phase synchronous motors,
Philips Tech. Rev., vol. 33, no. 8/9, pp. 235243, 1973.
[6] G. Landolfi, M. Pasquali, and E. Santini, Single-phase PM synchronous
machine: Evaluation of parameters and dynamic analysis, in Proc. 3rd
Int. Symp. Advanced Electromechanical Motion Systems, Patras, Greece,
1999, pp. 107112.
[7] H. B. Ertan, B. Dag, and G. Capolino, Calculation of some parameters
of single phase PM motor for design optimization, in Proc. OPTIM 2002,
Brasov, Romania, May 2002, pp. 351356.
[8] B. Singh, Electrical Machine Design, Vikas, 1982.

548

IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 20, NO. 3, SEPTEMBER 2005

H. Bulent
Ertan (M05) received the B.S. and M.S.
degrees in electrical and electronics engineering in
1971 and 1973, respectively from the Middle East
Technical University (METU), Ankara, Turkey, and
the Ph.D. degree from the University of Leeds, Leeds,
U.K., in 1977.
He has led many industry supported projects since
1977. He is currently a Professor in the Electrical and
Electronic Engineering Department of METU and is
also heading the Intelligent Energy Conversion Group
at Turkish Scientific and Technical Research Council (TUBITAK) Information Technologies and Electronics Research Institute
(BILTEN), Ankara. He has authored numerous research papers and is co-editor
of the book Modern Electrical Derives (Norwell, MA: Kluwer, 2000). His research interests are on electrical machine design and drive systems.
Dr. Ertan is International Secretary of the steering committee of the International Conference on Electrical Machines (ICEM) and founder of the
Aegean International Conference on Electrical Machines and Power Electronics
(ACEMP). He is a member of Turkish Chamber of Electrical Engineers and a
member of the Institution of Electrical Engineers (IEE-U.K.) and IEE representative in Turkey.

Bulent
Dag received the B.S. and M.S. degrees in
electrical and electronics engineering from Middle
East Technical University (METU), Ankara, Turkey,
in 1998 and 2002, respectively.
His research interests are electrical machines, machine design, and FE modeling.

Gerard-Andre Capolino (A77M82SM89

F02) received the B.Sc. degree in electrical engineering from Ecole Superieure dIngenieurs de Marseille, Marseille, France, in 1974, the M.Sc. degree
from Ecole Superieure dElectricite, Paris, France,
in 1975, the Ph.D. degree from the University AixMarseille I, Marseille, in 1978, and the D.Sc. degree
from the Institut National Polytechnique de Grenoble, Grenoble, France, in 1987.
In 1978, he joined the University of Yaounde,
Cameroon, as an Associate Professor and Head of the

Department of Electrical Engineering. From 1981 to 1994, he was Associate

Professor with the University of Dijon, Dijon, France, and the Mediterranean
Institute of Technology, Marseille, where he was Founder and Director of the
Modelling and Control Systems Laboratory. From 1983 to 1985, he was Visiting
Professor at the University of Tunis, Tunisia. From 1987 to 1989, he was the
Scientific Advisor of Technicatome SA, Aix-en-Provence, France. In 1994, he
joined the University of Picardie Jules Verne in Amiens, France, as a Full
Professor, Head of the Department of Electrical Engineering (19951998) and
Director of the Energy Conversion and Intelligent Systems Laboratory (1996
2000). He is now director of the Graduate School in Electrical Engineering at the
University of Picardie Jules Verne and Coordinator of the European Master
on Advanced Power Electrical Engineering (MAPEE). In 1995, he was a Fellow
European Union Distinguished Professor of electrical engineering at Polytechnic University of Catalunya, Spain. Since 1999, he has been the Director of
the Open European Laboratory on Electrical Machines (OELEM), a network of
excellence in between 50 partners from the European Union. In 2003, he was
elected Emeritus Member of the French Institute of Electrical and Electronics
Engineers (SEE). He has published more than 250 papers in scientific journals
and conference proceedings since 1975. He has been the advisor of 15 Ph.D. and
numerous M.Sc. students. In 1990, he founded the European Community Group
for teaching electromagnetic transients and he has coauthored the book Simulation & CAD for Electrical Machines, Power Electronics and Drives, ERASMUS
Program Edition. His research interests are electrical machines, electrical drives
power electronics and control systems related to power electrical engineering.
Dr. Capolino is the Chairman of the France Chapter of the IEEE Power
Electronics, Industrial Electronics and Industry Applications Societies and the
Chairman of the IEEE France Section (20052008). He is also member of
the AdCom of the IEEE Industrial Electronics Society and chairman of the
Technical Committee on Diagnostics for Power Electronics of the IEEE Power
Electronics Society. He is the co-founder of the IEEE International Symposium
for Diagnostics of Electrical Machines Power Electronics and Drives (IEEESDEMPED) that was held for the first time in 1997. He is a member of steering
committees for several high reputation international conferences. He is an Associate Editor of the IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS and
the IEEE TRANSACTIONS ON POWER ELECTRONICS. He is also Vice Chairman
of the international steering committee of the International Conference on Electrical Machines (ICEM), chairman of the technical committee on diagnostics
of the IEEE Power Electronics Society, and chairman of the electrical machine
committee of the IEEE Industrial Electronics Society.