This article has been accepted for publication in IEEE Open Journal of Industry Applications.

This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

Experimental Verification of Passive Axial

Electrodynamic Suspension in a Bearingless Motor
Guilherme Cavalcante Rubio Vishnu C. Hothur Komal Yusuke Fujii
Electrical and Electronic Engineering Electrical and Electronic Engineering Electrical and Electronic Engineering
Tokyo Institute of Technology Tokyo Institute of Technology Tokyo Institute of Technology
Tokyo, Japan Tokyo, Japan Tokyo, Japan
[email protected] [email protected] [email protected]

Akira Chiba
Electrical and Electronic Engineering
Tokyo Institute of Technology
Tokyo, Japan
[email protected]

Abstract—This paper investigates a bearingless motor with is possible to achieve full non-contact suspension with fewer
passive electrodynamic axial suspension. The axial suspension actively regulated DOF. There are several examples of 2DOF
force is generated by a specific coil configuration called a figure- [2]–[5] and 1DOF [6]–[9] actively positioned bearingless mo-
eight coil. Radial directions and tilting angles are stabilized by
passive permanent magnet bearings. Since axial electrodynamic tors in the literature. According to the Earnshaw Theorem, it
force increases with rotational speed, it must overcome a certain is not possible to achieve full passive suspension only through
minimum threshold speed to compensate for the rotor weight permanent magnet bearings in static state [10]. However, it
and the unstable axial force caused by the permanent magnet is possible to combine permanent magnet bearings with other
bearing. passive suspension techniques, such as hydrodynamic bearings
Theoretical equations are derived for the braking torque
caused by the suspension current and for the steady state axial [10], superconductor levitation [11], gyroscopic effects [12],
equilibrium position at constant rotational speed. A method based diamagnetic materials at room temperature [13], and electrody-
on the braking torque equation is proposed for correcting the namic forces generated by eddy currents. Among these passive
mismatch between the magnetic center of the bearingless motor suspension techniques, electrodynamic suspension was chosen
and the middle point of the axial clearance. This method sets for this project, because the motor coils that generate torque
the middle point between upper and lower touchdown position
in the same place where the motor current is minimum during are also used for passive stabilization, they provide stronger
passive axial suspension. stiffness than that of room temperature diamagnetic levitation,
Axial suspension is confirmed in the experiment with a non- and they do not require superconductors with a dedicated
contact laser sensor. cooling system. The electrodynamic suspension principle was
Index Terms—bearingless, electrodynamic, magnetic levitation, already employed in several electrodynamic bearings [14]–
passive suspension, permanent magnet, PMSM, SPM
[22] and bearingless motors [23]–[35]. Full passive suspension
was confirmed in a bearingless motor that combines axial
I. I NTRODUCTION
electrodynamic suspension and radial permanent magnet bear-
Some applications of electric machines, such as blood ings [29]–[31]. However, the rotor remains in axial touchdown
pumps and high-speed drives, require durable and reliable position until a certain minimum rotational speed is surpassed.
devices. Usually, rotating electric machines are supported by In case full suspension is required for all rotational speeds, it is
mechanical ball bearings. Those bearings wear due to friction possible to operate these bearingless motors as a single-drive
and demand regular preventive maintenance. It is possible to 1DOF machine up to the threshold speed of axial suspension
reduce friction by substituting the mechanical ball bearings by [30], [35].
magnetic forces. This paper presents a surface-mounted permanent magnet
Either active control or passive stabilization can be used to bearingless motor with axial electrodynamic suspension [32]–
achieve non-contact magnetic suspension. If the shaft position [35]. The radial directions and tilting angles are stabilized by
is completely regulated by active magnetic forces, it is said radial permanent magnet bearings. The axial electrodynamic
that Five Degrees Of Freedom (5DOF) are actively controlled force is proportional to the axial displacement and increases
[1]. The radial direction, tilting angle, and axial position are with rotational speed. This principle is based on the lift and
regulated by a feedback control system. The 5DOF suspension guidance coils applied in the Japan Railway high-speed Ma-
strategy requires several position sensors and inverters, adding glev train [36]–[39]. By arranging the stator coils in a pattern
significant costs and complexity due to suspension control. By that resembles the number eight (8), a stabilizing suspension
combining passive techniques with active position control, it current is induced when the rotor is axially displaced. This

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

Rotor PM of
principle was previously adapted for bearingless motors [23], radial bearing
Passive radial permanent Stator PM of
[28], but, owing to the lack of superconducting electromagnets, magnet bearing radial bearing
flux density and electrodynamic forces are considerably lower
Rotor PM
than that of the maglev train for high-speed transportation.
The machine covered in this paper has a double rotor structure Figure-eight
with three layers of permanent magnets [33]–[35] for improved coil set 𝐴1
radial flux density and passive axial electrodynamic force.
This radial air-gap rotor shape offers the possibility of axial
suspension with 1DOF control at low rotational speed. The
rotor is made axially asymmetric by removing one of the outer 𝐴2
layers of permanent magnets [35]. This asymmetric topology
allows simple commutation between the active and passive
suspension modes by turning off the suspension control loop Passive radial permanent
without any physical switching. magnet bearing
This paper is the improved manuscript of a previous confer- Bearingless motor: 𝑧
motor torque and passive 𝑦 𝑥
ence paper (IEEE ECCE) [34]. It includes the improvements axial suspension
of a bearingless motor with axial electrodynamic suspension.
Experimental results up to 8065 r/min are shown, instead of the Fig. 1. Simplified three-dimensional model of the bearingless motor with
5000 r/min limit considered in the conference paper, making electrodynamic axial suspension. Interaction between rotor permanent mag-
it possible to confirm axial suspension without additional nets and induced currents in the stator generates passive axial forces that
increase with rotational speed and axial displacement. Radial permanent
support structures for weight relief. A method based on the magnet bearings stabilize the radial position and tilting.
relation between the braking torque and the axial position
is proposed to minimize mismatches between the magnetic
center of the permanent magnets and the center of axial layer. The rotor has an outer and inner parts connected by
mechanical clearance. This method finds the origin of the an aluminum frame, however, for better visualization, it is
axial displacement z by second-degree fitting of RMS motor omitted in Fig. 1. Permanent magnets in the outer part have
currents measured with an oscilloscope. Axial suspension was their magnetic poles aligned with those in the inner part [33].
confirmed in the experiment by a non-contact laser sensor. There are two pairs of permanent magnet rings positioned
Throughout the paper, Finite Element Analysis (FEA) and at both ends of the rotor shaft. In each pair, one permanent
theoretical equations are shown. They are used to estimate the magnet is attached to the rotor shaft and the other one is
braking torque due to suspension current and the minimum ro- mounted on the stator side. Owing to the magnetic pole
tational speed that is required to achieve axial electrodynamic configuration of these pairs, there are repulsive forces between
suspension. For stable axial suspension, the axial electrody- the rotor and stator. These repulsive forces centralize the shaft
namic stiffness must be higher than the unstable axial stiffness in the radial direction and prevent tilting. On the other hand,
generated by the radial permanent magnet bearings. Moreover, they also repel the rotor shaft along the axial direction, also
to lift the rotor from touchdown condition, the electrodynamic known as thrust direction, causing axial instability. To achieve
force must be higher than the sum of the rotor weight and the stable axial suspension, the unstable axial stiffness by the
repulsive axial force by the permanent magnet bearings. This radial permanent magnet bearings must be compensated for
repulsive force is proportional to axial displacement. Thus, the by the axial electrodynamic stiffness.
minimum force required for suspension also depends on the Fig. 2(a) shows a planar representation of the figure-eight
axial touchdown position. coil A1 connected to the phase A terminal. It consists of the
upper and lower coils Au1 and Al1 , respectively, connected in
II. A XIAL E LECTRODYNAMIC S USPENSION P RINCIPLE
parallel. It is assumed that the magnetic flux density distribu-
A. Description of the Machine tion is sinusoidal along the angular direction. The magnetic
Fig. 1 shows a simplified three-dimensional model of the field generated by the rotor permanent magnets is represented
bearingless motor and the radial permanent magnet bearings. by the red vectors, coming out of the sheet plane, and the blue
A front view and a section cut of the machine are shown side vectors, entering the sheet plane. When the rotor is displaced
by side. This machine is a permanent magnet synchronous from the central axial position z = 0, an imbalance between
motor with concentrated rectangular coreless coils. The stator back-electromotive forces (back-EMF) in the upper and lower
coils are divided into two layers. Coils in the upper layer are coils generates a circulating current iza1 . When iza1 flows
connected in parallel association with the coil directly below. in the counter-clockwise direction in the upper coil, it flows
Each of these pairs is called a figure-eight coil set, owing to in the clockwise direction in the lower coil, and vice-versa.
their shape that resembles the number eight. The rotor has Interaction between iza1 and the magnetic field crossing the
three layers of four-pole permanent magnets. The permanent horizontal coil segments results in Lorentz forces along the
magnets in the upper and lower layers are polarized in an axial direction. Those forces push the rotor and stator back to
opposite direction to that of the central permanent magnet the central axial position.

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

Figure-eight coil set 𝐴1

iza1 Current 𝑖𝑎 𝜀𝑎𝑢1
Upper coil Au1 𝐿 𝐴𝑢1 𝑅
clamp 2 2
Rotor magnetic
𝑨
field 𝑖𝑧𝑎1
N 𝑖𝑎 𝑖𝑎
A
ω Current 𝑖𝑎 𝐿 𝐴𝑙1 𝑅 𝜀𝑎𝑙1
clamp 1 2

Coil center
z 𝑖𝑎
PM center 𝑖𝑎 𝜀𝑎𝑢2
𝐿 𝑅
2
iza1 𝑵
𝑖𝑧𝑎2
𝑖𝑎 𝑖𝑎
𝑖𝑎 𝐿 𝑅 𝜀𝑎𝑙2
2
Lower coil Al1 Figure-eight coil set 𝐴2

Fig. 3. Equivalent circuit of the figure-eight coil sets A1 and A2 .

(a) Path of the suspension current iza1 inside a planar view of the figure-
eight coil A1
the coil set A2 in the opposite side of the stator, as shown
in Fig. 3. Assuming that the upper and lower coils have the
Stator torque ia /2
same impedance value, the current ia divides itself equally
between the upper and lower paths. It should be noted that
the external motor current ia /2 flows in the same direction in
the upper and lower coils. It is the opposite of what happens to
N the suspension current iza1 . Since forces generated along the
A horizontal coil segments cancel each other, it is not possible
ω
to regulate the axial suspension force through the direct axis
ia component of ia .
Rotor torque
B. Axial Electrodynamic Stiffness
The equation for the axial electrodynamic stiffness was
derived in the authors’ previous paper [33]. This section
highlights the equations that are most relevant for this paper.
The upper and lower coils, Au1 and Al1 , respectively,
are assumed to have identical shape, resistance R, and self-
ia /2 inductance L. Mutual inductance between coils is neglected.
This is assumed because the stator is coreless and the winding
is concentrated. A FEA confirmed that the highest mutual
ia /2
Stator torque inductance between neighbor coils corresponds to about 4%
of their self-inductances. The rotor rotates at a constant me-
(b) Path of the motor current ia inside a planar view of the figure-eight coil
A1
chanical rotational angular speed ω and is radially centralized.
Magnetic flux linkages in the upper and lower coils, λau1 and
Fig. 2. Figure-eight coil A1 connected to phase A. The figure-eight λal1 , respectively, are derived as
configuration is achieved by connecting the upper coil Au1 and the lower
coil Al1 in parallel association. (
λau1 = (λ0 + Kλ z) cos(pωt),
(1)
λal1 = (λ0 − Kλ z) cos(pωt),
Fig. 2(b) shows the path of an external motor current ia where Kλ is the ratio of flux linkage variation in terms of axial
supplied by an inverter. A Lorentz force is generated along position z. It is a constant that depends on the peak magnetic
the vertical segments of the figure-eight coil set. The motor flux density, number of turns per coil, and coil shape [33].
torque is, thus, actively regulated by the q-axis component of The constant λ0 is the flux amplitude when z = 0, p is the
ia . The figure-eight coil set A1 is connected in series with number of pole pairs, and t is the time variable.

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
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The back-EMF in the upper and lower coils, εau1 and εal1 , TABLE I
respectively, are derived from (1) as PARAMETERS USED IN (5).

εau1 = dλau1 = pω(−Kλ z − λ0 ) sin(pωt),
 Parameter Symbol Value Assessment method
Experimental
dt (2) Resistance R 2.6 Ω
measurement
dλal1
εal1 =
 = pω(Kλ z − λ0 ) sin(pωt). Inductance L 1.03 mH FEA
dt Ratio from flux variation
Assuming that the upper and lower coils are connected in to axial displacement Kλ 5.5 Wb/m FEA
(fundamental)
parallel association, the steady-state suspension current iza1 is Ratio from flux variation
derived in terms of rotational speed ω and axial position z as: to axial displacement Kλ3 0.5 Wb/m FEA
(3rd harmonic)
pωKλ z
iza1 = p sin(pωt − θc ), (3)
R2 + (pωL)2 80

Axial electrodynamic stiffness

70 FEA
where θc is the impedance angle of the coils, that is, the arcsin Equation
of the ratio from the inductive reactance to coil impedance. 60
50

kze (N/mm)
The angle θc , in radians, is derived as
! 40
pωL 30
θc = arcsin p . (4)
R2 + (pωL)2 20
If the rotor is axially centered, that is, z = 0, thus, iza1 10
is zero. Otherwise, z ̸= 0 results in a circulating suspension 0
current iza1 . 0 2000 4000 6000 8000 10000
Interaction between the suspension current iza1 and the Rotational speed (r/min)
magnetic field by the rotor permanent magnets results in
Fig. 4. Finite Element Analysis results and theoretical calculations of axial
Lorentz forces on the stator coils. Defining FzeT as the total electrodynamic stiffness.
force on the six figure-eight coil sets, the axial electrodynamic
stiffness kze is derived from the projection of FzeT on the rotor
side as Fig. 4 shows a comparison between the electrodynamic axial

∂FzeT

c K 2 p2 ω 2 L stiffness kze calculated using a 3D FEA along one electrical
kze = − − = 2 λ 2 2 2, (5) cycle and the results yielded by (5). Rotational speed and
∂z R +p ω L
axial position are constant for each simulation case. The coil
where c is the number of figure-eight coil sets. resistances in the FEA were set to 2.6 Ω. Discrepancy of
Table I shows the parameters of (5). The resistance R 3.1% is observed between the FEA results and the equation
was directly measured on the coils. The average resistance of at 10000 r/min. This small difference is probably caused by
individual coils is 2.6 Ω. The self-inductance L was calculated the mutual inductances that were neglected in the derivation
using a single-step 3D FEA as 1.03 mH. It is numerically process [33]. More accurate theoretical modeling might be
equal to the magnetic flux linked by the coil Au1 when fed possible considering the mutual inductances [26].
by a 1 A current DC while all other coils have open terminals
and the permanent magnets are suppressed. The constant Kλ
C. Braking Torque due to Suspension Current
was obtained by calculating the flux linked by coil Au1 at
several constant axial positions z using a 3D FEA during Assuming that the machine rotates at constant speed in a
one electric cycle. A third harmonic component is present in no-load state, it is possible to estimate the braking torque due
the flux waveform, owing to the parallel magnetization of the to the suspension currents by dividing its respective power
rotor permanent magnets. The amplitude of the flux linkage, losses by the mechanical rotational angular speed ω in rad/s
equivalent to λ0 + Kλ z, was obtained through FFT. The third [21].
harmonic component generates a small contribution to the ax- As derived in (3), the amplitude of the circulating sus-
ial stiffness [27]. The figure-eight coil connection is modeled pension current in the figure-eight coil is proportional to the
by connecting the upper and lower coils in parallel association axial displacement z and increases with rotational speeds when
in the equivalent circuit of the FEA study. Rotational speed ω ≪ R/pL. The suspension current generates power losses in
and axial position are constant for each simulation case. No the figure-eight coil resistance. Defining the suspension RMS
linear approximations are assumed, including the back-iron current Iza1 , neglecting the harmonic components, the total
yoke. The constant Kλ was calculated through first degree power loss Pz in a stator with c figure-eight coil sets is derived
fitting as 5.5 Wb/m and 0.5 Wb/m for the fundamental and from (3) as
third harmonic components, respectively. The third harmonic
contributes with 1.7% of the total theoretical axial stiffness at 2
2 (pωKλ z)
10000 r/min. Pz = 2cRIza1 = cR . (6)
R2 + (pωL)2

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
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0.2 3D FEA 2000 r/min

Braking torque Tb (Nm) 3D FEA 5000 r/min Inner permanent Rotor shaft
3D FEA 8000 r/min
0.16 magnet ring
Equation 2000 r/min
Equation 5000 r/min
0.12 Equation 8000 r/min 𝑑𝑜
0.08

0.04

0
-1 -0.5 0 0.5 1
Axial position (z)
Outer permanent
magnet ring
Fig. 5. Finite Element Analysis results and theoretical calculations of braking
torque.
Fig. 6. Radial permanent magnet bearing.

The braking torque is derived from (6) as

permanent magnet bearings, satisfying the following condi-
2
Pz (pKλ z) tion:
Tb = = cRω 2 . (7)
ω R + (pωL)2 2kzp + kze > 0. (9)
It is concluded from (6) and (7) that both the power loss Equations (8) and (9) indicate that the minimum electro-
and the braking torque due to the axial suspension current are dynamic stiffness increases with the radial stiffness of the
proportional to the square of axial displacement z. permanent magnet bearings. Therefore, the stabilizing radial
Fig. 5 shows a comparison between results yielded by (7) stiffness krp should be as low as possible. As for a permanent
and FEA calculations of Lorentz torque in the coils. The magnet machine with an iron core stator, there are magnetic
markers represent the FEA results, while full lines represent pull forces between the rotor and stator that cause radial
the equation results. There is a good correspondence between instability. In that case, the minimum krp can be specified
both results. to compensate for that unstable radial stiffness. On the other
hand, the machine presented in this paper has coreless stator,
III. R ADIAL P ERMANENT M AGNET B EARINGS AND
therefore, there are no static magnetic pull forces in the radial
R EQUIREMENTS FOR A XIAL S USPENSION
direction. For this reason, the radial stiffness krp did not have
A. Stabilizing Passive Radial Stiffness a minimum specification and was arbitrarily chosen.
The electrodynamic suspension principle employed in this
machine stabilizes the rotor shaft in the axial direction. Passive B. Conditions for Axial Suspension
radial permanent magnet bearings are used to stabilize the The minimum rotational speed to achieve axial suspension
radial direction and tilting angle of the shaft. There are two with a certain radial permanent magnet bearing can be esti-
of those, one mounted on the upper end and another mounted mated with the support of FEA.
on the lower end of the rotor shaft. Fig. 6 shows a radial Fig. 6 shows an axial offset do between the permanent
permanent magnet bearing. The inner permanent magnet ring magnets mounted on the rotor and stator. This is the rated
is mounted on the rotor shaft. The outer ring is mounted on displacement when the motor permanent magnets are aligned
the structure frame. The magnets are assembled in a repulsive with the center of the figure-eight coils, that is, z = 0.
configuration. Considering the offset do , the axial force Fzp , resultant from
The repulsive force between the magnet rings stabilizes the both radial permanent magnets, is derived as
radial direction, but it also destabilizes the axial direction. In
this configuration, the unstable axial stiffness kzp is twice as Fzp = −2kzp (z + do ) = Fo − 2z kzp , (10)
high as the stable radial stiffness krp [10], that is,
where Fo = −2do kzp . The force Fo is adjusted to partially
kzp = −2krp . (8) compensate for the rotor weight. By relieving part of the
axial load on the shaft, the minimum electrodynamic stiffness
A positive stiffness indicates a stabilizing force, while a requirement for achieving axial suspension is reduced as well.
negative stiffness indicates a destabilizing force. This relation Assuming a constant rotational speed, defining the rotor mass
is valid for static permanent magnets in the absence of soft m and the acceleration of gravity g, at steady-state equilibrium
magnetic materials and with small displacements. condition, resultant axial force on the suspended rotor is zero,
For the axial shaft position to become stable, the elec- implying the condition
trodynamic axial stiffness kze by the figure-eight coils must
compensate for the destabilizing axial stiffness kzp by the two 0 = Fo − mg − z (kze + 2kzp ), (11)

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

TABLE II
60

Axial electrodynamic stiffness

C HARACTERISTICS OF THE PERMANENT MAGNET RINGS USED IN THE
PASSIVE RADIAL BEARING
50
Identification Inner diam. Outer diam. Height Grade 40

kze (N/mm)
Outer PM 24 mm 31 mm 8 mm N42SH
Inner PM 14 mm 18 mm 8 mm N40 30
19.6 N/mm
20
Axial levitation
where kze +2kzp > 0 indicates the condition for a stable axial 10
stiffness. The minimum electrodynamic stiffness for achieving 0
axial suspension is derived by solving (11) at the lower axial 0 2000 4000 6000 8000
touchdown position z = zt , Rotational speed (r/min)

Fo − mg Fig. 7. Axial electrodynamic stiffness plot calculated through FEA and the
kze > − 2kzp , (12)
zt threshold for axial electrodynamic suspension.

where kzp < 0, kze > 0, and zt < 0. When the rotational
TABLE III
speed increases, so does the electrodynamic stiffness kze . PARAMETERS ESTIMATED FOR THE RADIAL PERMANENT MAGNET
When kze overcomes the minimum value of condition (12), BEARING .
the steady-state axial equilibrium position zb of the suspended
kzp do Min. kze Min. ω
rotor is derived from (11) as -5.66 N/mm 1 mm 19.62 N/mm 4200 rpm
Fo − mg
zb = . (13)
kze + 2kzp
The rotor mass m is 2 kg and the lower touchdown position
The steady-state equilibrium position zb can be calculated in zt is -1 mm. Per mechanical design, do is set to 1 mm.
terms of the rotational speed ω by substituting (5) into (13): The minimum kze for axial suspension is, thus, estimated as
Fo − mg 19.62 N/mm. Fig. 7 shows the plot of axial stiffness calculated
zb = . (14)
c Kλ2 p2 ω 2 L through (5) along with the axial suspension threshold. From
+ 2kzp the figure, it is estimated that the rotor shaft will become
R2 + p2 ω 2 L2
axially suspended around 4200 rpm. The radial bearing pa-
The limit steady-state equilibrium position zb for very high rameters are summarized in Table III.
rotational speeds is derived from (14) as
Fo − mg IV. E XPERIMENTAL P ROCEDURE
lim zb = . (15)
ω→∞ c Kλ2 A. Description of the Experimental Setup
+ 2kzp
L An experiment was conducted to verify the passive axial
At steady-state full passive suspension, the higher the electro- electrodynamic suspension in the bearingless motor. A 3D
dynamic stiffness, the lower the absolute value of the axial model of the experimental setup is shown in Fig. 8. Besides the
displacement. However, zb approaches (15) as the rotational bearingless motor and the radial permanent magnet bearings
speed approaches infinity. If a steady-state equilibrium position described earlier, there are a few supporting structures included
close to zb = 0 is desired, the axial displacement between in the setup.
permanent magnets in the radial bearing must be carefully Two radial ball bearings are mounted on the frame. They act
adjusted to have Fo as close as possible to the weight force. as touchdown bearings and restrict the maximum displacement
of the rotor shaft. The maximum axial displacement is ±1 mm.
C. Estimation of the Minimum Rotational Speed to Achieve The maximum radial displacement is 0.5 mm.
Axial Suspension There is a laser sensor IL-030 by Keyence attached to the
Table II summarizes the dimensions and grades of the base. The sensor is used to assess the axial position and
Neodymium permanent magnets employed in the radial per- confirm the passive suspension. It is not used for any form
manent magnet bearings. of closed loop control. The target of the laser sensor is the
The unstable axial stiffness kzp was measured with a six- hexagonal head of the lower rotor bolt. The head of the bolt
axis force sensor. The outer PM was fixed to the sensor. is flat, smooth, and reflective.
The inner PM was radially centralized with the outer ring. Around the upper end of the rotor shaft, there is a 3D-
The distance between both rings was adjusted during the printed support that houses four Hall sensors. These hall
experiment in steps of 0.2 mm. The axial force was measured sensors face a two-pole permanent magnet ring attached to
for several axial displacements and kzp was estimated through the upper end of the rotor shaft. The rotor angular position
first-degree fitting as kzp = −5.66 N/ mm. is calculated from the Hall sensor outputs and used in the
Substituting kzp in (12), it is possible to estimate the mini- feedback control of rotor rotational speed. There are two
mum rotational speed required for achieving axial suspension. sensors facing opposite directions on both the x and y axes.

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Hall sensor support for Touchdown bearing Permanent Carbon

Radial permanent
angular position detection Radial permanent magnet Back-iron fiber sleeve
magnet bearing
magnet bearing

Bearingless motor
with axial
electrodynamic
suspension

Radial permanent
magnet bearing
Laser sensor
Fig. 9. Rotor of the bearingless motor with electrodynamic suspension. The
for axial Touchdown bearing rotor has an inner and an outer parts that embrace the stator coils.
position
monitoring
Mechanical Epoxy resin
Coreless coil support for fixation

Fig. 8. Three-dimensional model of the experimental setup used in the

verification of axial electrodynamic suspension. Besides the bearingless motor
and radial permanent magnet bearings, there are touchdown ball bearings, Hall
sensors for angular position detection, and a laser sensor for axial position
monitoring.

The output signal from these opposing sensors is averaged to

compensate for the radial displacement. The output signals are
previously calibrated and normalized to eliminate variations in
amplitude and offset. The control algorithm also compensates
for the angular displacement between the sensor permanent
magnet and the magnetic rotor pole.
The machine is driven at constant rotational speed by a Fig. 10. Stator coils. The coils are fixed with epoxy resin to the mechanical
support.
feedback control loop. Up to the threshold speed for axial
suspension, the rotor sits on the lower touchdown ball bearing.
Above the minimum speed, the rotor is expected to lift. From (7), it is known that the braking torque due to the
Fig. 9 shows a picture of the rotor. It is composed of axial suspension current is proportional to the square of axial
an inner and an outer parts that are mechanically connected position z. Since the motor torque is proportional to the motor
by an aluminum frame. There are, in total, 24 neodymium RMS current, if the rotor is kept at constant rotational speed,
N50 segmented permanent magnets, 12 on the inner part and it is possible to determine the central axial position by finding
12 on the outer part. There are SS400 back-iron behind the the axial position where the motor current is minimum.
permanent magnets on both the inner and outer rotor parts. The Fig. 12 shows the motor RMS currents measured at upper
inner permanent magnets are retained by a carbon fiber sleeve. and lower touchdown conditions at constant rotational speed
Figs. 10 and 11 show, respectively, pictures of the stator coils 600 r/min. The inverter current ia is measured in the position
and the experimental setup. The coreless coils are fixed to the indicated by current clamp 2 in Fig. 3. The points A and B
mechanical support with epoxy resin. in the plot correspond to the standard touchdown positions,
3.8 mm and 1.8 mm, respectively, as indicated by absolute
measurements of the laser sensor. By inserting laminated
B. Finding the Axial Position of the Magnetic Center
steel sheets between the bearing support and the experiment
During the first experiment, it was noticed that there was frame, the touchdown was axially shifted and the current
a significant asymmetry between the motor current supplied was measured at two additional positions C and D. Through
by the inverter at lower and upper touchdown positions. Since second degree fitting, an equation for motor current in terms
the coil connections were correct, this asymmetry indicated of the laser sensor output was derived. Differently from (7),
a significant displacement between the magnetic center and zero current is not achieved at the estimated central axial
the middle point between the upper and lower touchdown position, due to axial misalignment between the figure-eight
bearings. coils. The axial misalignment between the coils is investigated

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

Hall sensor
Coil Measured current After adjusting the coil height
Stator frame support
terminals Theoretical current (1200 r/min)
1.6
0.97 mm 0.97 mm

Motor RMS current(A)

1.4 D’
F’
1.2

Center (2.94 mm)

1
E’ C’
0.8
0.6 A’ B’
0.4 Improved
Improved upper
0.2 touchdown lower
touchdown
0
0 1 2 3 4 5
Laser Laser sensor measurement (V)
sensor Adjustable
feet Motor current supplied by the
Fig. 13. Motor RMS currents on phase A at lower and upper touchdown
positions after correcting the mismatch between the magnetic center and the
middle point between upper and lower mechanical touchdown. The RMS
currents were measured at constant rotational speed of 1200 r/min. Positions
Fig. 11. Picture of the experimental setup. The stator coils and sensors are C’, D’, E’, and F’, beyond the initial touchdown, were obtained by shifting
disconnected from their respective power sources in the picture. the touchdown bearings by inserting laminated steel sheets.

Measured current Before the axial adjustment

Theoretical current (600 r/min) To adjust the axial displacement, the stator coil was shifted
0.9 0.1 mm 0.9 mm upwards in respect to the initial position. It was moved
0.8 A 1.9 mm farther from the lower touchdown ball bearing and closer to
Motor RMS current (A)

0.7 the upper one. Fig. 13 shows the motor currents measured after
Center (3.7 mm)

0.6 Initial upper D

touchdown
the adjustment. The currents were measured both in upper and
0.5 lower touchdown positions, A’ and B’, respectively, at constant
0.4 C rotational speed 1200 r/min. Additional measurements, C’,
0.3 D’, E’, and F’, were carried out after shifting the touchdown
0.2 B
Initial lower bearings by inserting laminated steel sheets. The minimum
0.1
touchdown motor current now occurs at 2.94 mm, as measured by the laser
0
0 1 2 3 4 5 6 sensor. The upper and lower touchdown are 0.97 mm away
Laser sensor output (mm)
from the center, indicating that the mechanical adjustment was
successful and the magnetic center of the bearingless motor
Fig. 12. Motor currents on phase A measured in lower and upper touchdown is aligned with the middle point between upper and lower
positions at a constant rotational speed of 600 r/min. Additional axial positions touchdown positions.
C and D, below the lower touchdown, were achieved by shifting the lower
touchdown bearing downwards by inserting laminated steel sheets.
C. Measurement of Back-EMF
By cutting the parallel connection between the upper and
in the back-EMF measurements of subsection IV-C. Owing to lower coils, it is possible to drive this machine with only
this misalignment, the neutral axial position where circulating half winding while the other half is open, like shown in
suspension current is zero is different among the figure-eight the circuit diagram in Fig. 14. This configuration permits
coil sets. However, the origin of the z-axis can be set for measuring directly the back-EMF induced in the coils with
absolute minimum braking torque. In other words, it can be open terminals. This connection is used only for assessing the
found by calculating the position were the derivative of the back-EMF. It is not used during the other experiments.
fitted motor current curve is equal to zero. The estimated An experiment was carried out to assess the back-EMF of
position for the magnetic center is 3.7 mm as indicated by each phase at constant 1200 r/min rotational speed at several
the laser sensor. It was 0.1 mm above the lower touchdown fixed axial positions z. First, the upper coils were fed by the
and 1.9 mm below the upper touchdown positions. In this inverter while the lower coils had one open terminal, as shown
condition, if the machine is started in lower touchdown, the in Fig. 14. All coils were in a star connection with common
axial displacement z is too small, thus, there is not enough neutral point. The voltages Val , Vbl , and Vcl , measured between
axial force to lift the rotor and reach non-contact suspension. the open coil terminals and the neutral point, are equal to the
If the machine is started in upper touchdown, the initial sum of back-EMF in the lower coils for each phase. In a
displacement and, consequently, the braking torque are higher similar fashion, voltages Vau , Vbu , and Vcu , were measured
than that of the lower touchdown condition. by disconnecting the phase terminals from the upper coils and

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

Back-EMF in lower coils at z = -1 mm (V)

𝑖𝑎 𝐴𝑢1 𝑖𝑎 𝐴𝑢2 4
𝑨 Val
3

2 V
𝐴𝑙1 𝐴𝑙2 bl
1
Vcl
𝑉𝑎𝑙 0
𝑖𝑏 𝐵𝑢1 𝑖𝑏 𝐵𝑢2 -1
𝑩
𝑵 -2

𝐵𝑙1 𝐵𝑙2 -3

-4
0 0.02 0.04 0.06 0.08 0.1
𝑉𝑏𝑙
Time (s)
𝑖𝑐 𝐶𝑢1 𝑖𝑐 𝐶𝑢2 (a) Back-EMF for phases A, B, and C at z = -1 mm
𝑪

𝐶𝑙1 𝐶𝑙2

𝑉𝑐𝑙 Pc

Fig. 14. Circuit diagram of the experiment for measuring the back-EMF. The Pa
upper coils are fed by a regulated motor current that drives the machine at
constant rotational speed. Back-EMF in the lower coils is measured with Pb
oscilloscope probes connected between the open terminal and the neutral
point. Back-EMF in the upper coils can be measured by connecting the lower
coils to the inverter and opening the upper coil terminals. zc zb za

driving the rotor with the lower coils. Fig. 15(a) shows the
back-EMF measured in the lower coils at lower touchdown (b) Amplitude of the fundamental harmonic component of back-EMF at
several axial positions
position z = −1 mm. A discrepancy is observed among the
amplitudes of the back-EMF of the three phases, indicating a Fig. 15. Back-EMF measured at constant 1200 r/min rotational speed. The
misalignment between the neutral magnetic center of the coils. first-degree polynomial fit of the amplitude can be used to characterize the
axial misalignment between the figure-eight coils.
Fig. 15(b) shows the first-degree polynomial fit of the
amplitude of the fundamental harmonic component of back-
EMF for the upper and lower coils at axial positions -1.4, -1.2, D. Axial Suspension and Motor Current Results
-1, 1, 1.2, and 1.4 mm. Displacements beyond the standard
axial touchdown positions z = 1 mm and z = −1 mm were Currents and axial positions were measured for constant
achieved by mechanically offsetting parts of the experimental rotational speeds up to 8065 r/min. Total coil current ial1 in
setup using laminated steel sheets with 0.2 mm thickness. This coil Al1 and the motor current ia were measured with current
procedure is similar to that of subsection IV-B. The back-EMF clamp probes, as indicated in Fig. 3. The axial position was
is a first-degree function of axial position z, as derived in (2). monitored by a laser sensor.
Therefore, it is possible to calculate the constant Kλ through Fig. 16(a) shows the axial position measured with the laser
first-degree fitting of the back-EMF curves. Moreover, the sensor at constant speeds 0 and 8065 r/min. The plotted axial
crossing points of the upper and lower back-EMF amplitude position was calculated as the displacement from the magnetic
curves, Pa , Pb , and Pc are equivalent to the magnetic center center characterized in Fig. 13. With a static rotor sitting on
of each phase [27]. Pa , Pb , and Pc are positioned at za = 0.16 the lower touchdown bearing, the measured axial position was
mm, zb = -0.07 mm, and zc = -0.12 mm, respectively. This −0.99 mm. At 8065 r/min, the average measured axial position
result explains why the minimum motor current in Figs. 12 was z = −0.28 mm with 15.4% ripple.
and 13 is not zero. Fig. 16(b) shows the currents measured at 8065 rpm. The
The average ratio Kλ for the whole winding is derived as experimental suspension current was not directly measured. Its
instantaneous value was calculated as iza1 = ia /2−ial1 . There
is a current peak variation observed every two mechanical
 
d Val + Vbl + Vcl − Vau − Vbu − Vcu
Kλ = . (16) cycles. This variation may be caused by radial displacement
dz 12
or precession of the rotor shaft.
The experimental value of Kλ was calculated as 5.2 Wb/m, Fig. 17(a) shows a comparison between the experimen-
5% lower than that estimated with FEA. tal and theoretical results for steady state equilibrium axial

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

0 0
Axial displacement z (mm)

Axial position z (mm)

𝑧 at 8065 r/min -0.2 Theoretical position Limit of 𝑧
-0.25
-0.4 Measured position
-0.5
-0.6
-0.75
𝑧 at 0 r/min -0.8
-1 8000
-1
-1.25 -1.2 Axial levitation
-1.5 0 2000 4000 6000 8000
0 0.01 0.02 0.03 0.04 0.05 Rotational speed (rpm)
Time (s) (a) Axial position variation with rotational speed

(a) Axial position measured at 0 speed and at 8065 r/min Experimental suspension current
Suspension current Motor current Total current Experimental motor current
Theoretical suspension current
𝑖𝑧𝑎1 𝑖𝑎 𝑖𝑎𝑙1
2 Theoretical motor current
2
Axial levitation

RMS current (A)

1 1.6
Current (A)

0 1.2
0.8
-1
0.4
-2 0
0 0.01 0.02 0.03 0.04 0.05 0 2000 4000 6000 8000
Time (s) Rotational speed (rpm)

(b) Currents measured at 8065 r/min (b) RMS currents variation with rotational speed

Fig. 16. Currents and axial position measured in the experiment with an Fig. 17. Axial position, motor and suspension RMS currents for rotational
oscilloscope. The axial position is measured from the analog output signal speeds up to 8065 r/min.
of the laser sensor. The suspension current has a low frequency variation
probably due to radial movement and rotor precession.
factor kT = 0.0796 Nm/A. There are error bars plotted
for the experimental suspension current values, because the
position z at several rotational speeds. The markers in the suspension current amplitude varies every few mechanical
measured position plot are the average measurements of the cycles like shown in Fig. 16(b). Up to 5319 r/min, the motor
laser sensor outputs. The error bars are equivalent to the RMS current increases because of the braking torque caused
peak to peak values measured by the oscilloscope. There is a by the suspension current. The motor current reaches a peak
reasonable correspondence. The theoretical values of steady- during the transition to axial suspension and falls from about
state axial position z were calculated with Kλ = 5.2W b/m, 1.15 A to 0.62 A. The measured current did not get as close to
obtained from the back-EMF experiment. The rotor was ex- zero as the theoretical value because of the difference observed
pected to reach axial suspension around 4450 r/min, however, in the axial equilibrium position depicted in Fig. 17(a). There
in the experiment, suspension was only confirmed above 5319 may also be unaccounted losses, such as those from the
r/min. This difference is attributed to uncertainty of parameters third harmonic component of the suspension current, PWM
in the radial permanent magnet bearings, such as assembly harmonics, proximity effect, and eddy currents on the cross-
error in the axial offset do . There is a tilting angle between section of the coil conductors and surface of the permanent
the rotor and the vertical direction, because a precession magnets.
movement was observed. This inclination slightly decreases
the resultant axial electrodynamic force. Assuming that do V. C ONCLUSION
is smaller than the design specification, the static axial load This paper covered a surface-mounted permanent magnet
mg − Fo is increased, resulting in a higher rotational speed bearingless motor with passive axial electrodynamic suspen-
requirement for axial suspension, even if the mechanical error sion and passive radial permanent magnet bearings.
is of the order of 0.1 mm. The electrodynamic suspension principle was described.
Fig. 17(b) shows the measured motor and suspension RMS Equations for the braking torque and steady-state axial equi-
values of the fundamental current components. The currents librium position were derived. The electrodynamic stiffness
were measured at rotational speeds up to 8065 r/min. The increases with rotational speed, therefore, it must overcome a
plot also shows the respective theoretical currents for each minimum speed threshold to achieve axial suspension. This
speed. The theoretical suspension√current was calculated by threshold depends on parameters such as the rotor weight,
dividing the amplitude of (3) by 2, while the RMS motor touchdown position, and the stiffness of the radial permanent
current was estimated by dividing (7) by the torque-current magnet bearings. Both the suspension current and braking

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

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 This article has been accepted for publication in IEEE Open Journal of Industry Applications. This is the author's version which has not been fully edited and
content may change prior to final publication. Citation information: DOI 10.1109/OJIA.2023.3236984

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