Design of Multisectional Driver and Field-Oriented Modeling of The Axial-Flux Linear Brushless Motor For Railway Transportations

2374
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 54, NO. 5, OCTOBER 2007
Design of Multisectional Driver and Field-Oriented

Modeling of the Axial-Flux Linear Brushless
Motor for Railway Transportations
Jian-Long Kuo, Associate Member, IEEE, Zen-Shan Chang, and Tzu-Shuang Fang
AbstractA multisectional power driver design for the

two-phase linear brushless motor will be proposed in this paper. The field-oriented modeling of the axial-flux linear brushless
motor (AFLBM) will also be developed by using stationary and
cosecant similarity transformation and singular value decomposition. Stationary and cosecant coordinate models will be derived
based on the proposed approach. Decoupled relation and constant torque property will be obtained from the proposed models.
Switching logic table for the linear motor operation is provided
to drive the AFLBM properly. The switching-mode analysis for
the power driver is also analyzed in detail. In order to increase the
efficiency and the effectiveness of the electric motor applications, a
multisectional driver circuit, which features the power driver with
the so-called N + 2 structure, will be investigated and compared.
Experimental results show that the proposed circuit design can
achieve better performance with the higher efficiency. It is believed
that the proposed driver circuit technique and system modeling
can be very helpful to the control of railway transportations.
Index TermsAxial-flux linear brushless motor (AFLBM),
blocking diode, cosecant model, multisectional power driver,
power driver with N + 2 structure, similarity transformation
(ST), singular value decomposition (SVD), stationary model.
I. I NTRODUCTION
ECENTLY, the axial-flux linear brushless motor

(AFLBM) with two-phase parallel windings is widely
used in many information products in which the motive force
is required. The CPU cooling fan is often designed as the
axial-flux type. The disk rotation of the DVD-ROM will also
require such a motor to provide the required rotation. It belongs
to a permanent-magnet synchronous motor. Axial-flux-type
motor is also widely used in many applications such as electric
vehicles and transportations [1], [2]. This type motor has a
good feature of controllable field current [3]. Field weakening
Manuscript received March 30, 2006; revised October 6, 2006. This work
was supported by the National Science Council, Taiwan, R.O.C., under Project
NSC93-2213-E-327-019.
J.-L. Kuo and T.-S. Fang are with the Department of Mechanical and
Automation Engineering, National Kaohsiung First University of Science and
Technology, Kaohsiung 811, Taiwan, R.O.C. (e-mail: jlkuo@ccms.nkfust.
edu.tw).
Z.-S. Chang is with the Department of Electrical Engineering, Chang Gung
University, Tao-Yuan 333, Taiwan, R.O.C.
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIE.2007.900321
can be achieved to control this motor. Therefore, the axial-flux

motor can operate under very wide speed range [3]. The field
weakening can be easily carried out by eliminating the effects
of d-axis current injection [4].
Fig. 1 shows the entire system configuration for the AFLBM.
DSP-based controller is used to control the linear motor. As
shown in Fig. 1, such a motor has winding configuration that
is different from the conventional one discussed in the general
three-phase motor system. To simplify the power driver, the parallel windings in Fig. 1(a) are designed to reduce the complexity
of the driver, as shown in Fig. 2(b). It is a single-transistor
driver type.
The flat-type brushless motors are thereby widely used
in many information product and industrial applications.
Flat-type brushless motors have many different types of structures. The common flat-type motor is possibly driven in many
ways. Full-bridge driver is frequently illustrated to drive the
proposed motor [5]. However, the full-bridge driver might
require an expensive cost. Only a simple driver is required to
drive the mentioned motor in this paper. The parallel winding
configuration is designed for the cost-down requirement of
the motor driver. The driver structure can be selected as the
single-transistor type instead of full-bridge type.
As shown in Fig. 1(a), the two-phase As - and Bs -parallel
phase windings are not separated by /2 between each other
instead. The windings are in parallel by between each other
in space. The polarity definition for the two windings is reverse
in the reference direction. The mutual inductance for the
two-phase windings is fully coupled and cannot be neglected
to be zero.
Therefore, the dynamic system model for such a motor
is quite different from the conventional model such as Park
transformation. Two orthogonal transformations can be used
for a motor system [6]. One is similarity transformation (ST),
and the other is singular value decomposition (SVD) as in [6].
This paper intends to provide an alternative system modeling
for this motor. ST and SVD will be used to derive the local
model for the linear motor.
After deriving the two-phase local model, the global systemintegration modeling for the multisectional power driver will be
discussed, as shown in Fig. 1(b). The switching-mode analysis
of the power driver for the proposed linear motor will be
investigated in detail. Four kinds of power drivers are classified
in Table I, which shows the four possible configurations for
0278-0046/$25.00 2007 IEEE
KUO et al.: DESIGN OF MULTISECTIONAL DRIVER AND FIELD-ORIENTED MODELING OF THE AFLBM
Fig. 1.
2375
(a) Proposed AFLBM-04 system configuration and (b) investigation description.
the AFLBM. The railway is divided into N multisections in

Fig. 2(a) for the entire driver design. The illustrated possible
winding configurations are N = 6, N = 3, N = 2, and N = 1,
as classified in Table I.
The switching logic is defined in Table II, which indicates
the moving bogie position by using 9-b signals coming from
the absolute encoder circuit with Hall sensor signals. There
are two kinds of power transistors: One is global sectionalpower transistors for the multisections, and the other is local
power transistors for the two-phase windings. The switching
logic coming from the Hall sensor signals can be classified as
in Table II. The entire design concept can be summarized in
Fig. 1(b). From the integrated motor design concept, the power
driver in Fig. 2(b) should be designed to be suitable for the
specific AFLBM system in Fig. 1(a).
Since there are two-phase windings in parallel configuration,
the power driver is designed as a single-transistor driver with
the so-called sectional transistors SW1 SW6 in Fig. 2(b).
However, it does not belong to the conventional full-bridge

driver type. Since there are four kinds of winding configurations
illustrated in this paper for comparison, the power driver also
has four types to provide the required motion control. To
identify the modeling objectives, the local and global models are defined in Fig. 1(b). The local model discusses only
on the two-phase windings. The field-oriented modeling by
using STSVD is used to formulate the two-phase windings
in parallel. The global model discusses the system integration, including the multisectional configuration. The configuration matrices will be defined to identify the multisectional
configuration.
II. M ODELING OF THE T WO -P HASE F LAT -T YPE
B RUSHLESS M OTOR
The nonlinear dynamics for the electromechanical flight
actuators were ever modeled based on the same approach such
2376
Fig. 2. (a) Winding configuration and (b) simple driver for the investigated brushless motor.
TABLE I
SUMMARY OF THE FOUR PROPOSED POWER DRIVERS
as ST [7]. The voltage and flux equations were derived for the
mentioned motor. The torque equation was also provided in this
paper [7]. In this paper, these formulations will be adopted for
the same derivation of the studied motor.
A. Local-Modeling Derivation of the Voltage and

Flux Equations
The rotor reference frame [8] is frequently adopted for the
synchronous motor to transform the original system model.
TABLE II
SWITCHING LOGIC OF THE MOTOR POSITION FROM ABSOLUTE
ENCODER CIRCUIT WITH HALL SENSOR SIGNALS
2377
For simplification, rm = 2(x/d) is defined as radian mechanical angle in the linear motor, and x is the linear displacement in the moving direction. d is the pole pitch of the railway.
The derivatives of the flux terms can be written as
d (m cos(P rm /2))/dt = (m sin(P rm /2))((P/2)drm dt)
d (m cos(P rm /2))/dt = (m sin(P rm /2))((P/2)drm /dt)
(3-2)
where there are magnetic flux terms m resulting from the
permanent magnets. In order to identify the difference between
the mechanical and the electrical velocities in the multiple
P-pole motors, two variables are defined. rm is the mechanical
radian angle of the motor, and r = (P/2)rm is the radian electrical angle of the motor. The radian speed rm = drm /dt =
2(x /d) is defined from the mechanical linear velocity of
the motor x . r = (P/2)(drm /dt) is the electrical radian
velocity of the motor. Two of the notations will be used in
this paper.
The voltage equation can be further expressed as follows:
Similar to the rotor reference frame, the voltage and flux matrix
equations can be expressed as the form in [8]. The voltage
equation of the two-phase multiple P-pole flat-type motor can
be expressed as
Vas
Vbs

=
rs
0
0
rs

ias
das /dt
+
ibs
dbs /dt
(1)
where the current vector is Iabs = [ias ibs ]T , and the flux
linkage vector is abs = [as bs ]T for the As - and Bs phase windings. The resistance and inductance matrices are
defined as

rs 0
Rabs =
0 rs

Lasas Lasbs
Labs =
Lbsas Lbsbs

Lss Lm
=
.
(2)
Lm Lss
Lij denotes the self- and mutual inductances between the ith
and jth two windings. The minus notation indicates that the
two phases are defined in the opposite direction. The inductance
matrix includes the (Lss ) for the diagonal elements and (Lm )
for the off-diagonal elements. The Lss = Lls + Lm is the selfinductance for the As - and Bs -phase windings. Lm is the mutual inductance between As - and Bs -phase windings. Leakage
inductance Lls is roughly 10% of the magnetizing inductance
Lss . By considering the principles of the magnetics in physics,
the flux linkage equation for this motor system can be further
written as

Lasas ias +Lasbs ibs +m cos(P rm /2)
as
=
.
bs
Lbsas ias +Lbsbs ibs m cos(P rm /2)
(3-1)

Vas
i
dias /dt
sin(r )
= Rabs as + Labs
+ r m
Vbs
ibs
dibs /dt
sin(r )
(4)
where As - and Bs -phase windings are parallel except that the

defined reference polarities are reverse to each other due to the
axial-flux structure.
B. Local-Modeling Derivation of the Torque and

Mechanical Equation
The mechanical dynamics can be derived from the Newtons
law of motion in [8]. The total magnetic field energy of this
electromechanical system may be expressed as
Wf (ias , ibs , rm ) =
1
ij j .
2
(5)
j=as,bs
The coenergy of the electromechanical system can be

defined as
Wc (ias , ibs , rm ) =
ij j Wf (ias , ibs , rm ).
(6)
j=as,bs
The electromechanical force can be obtained from the derivative of the coenergy
Wc (ias , ibs , rm )
rm

j (ias , ibs , rm ) Wf (ias , ibs , rm )
=
ij
. (7)
rm
rm
j=as,bs
2378
If the magnetic system is a linear problem, the relation

Wc = Wf can hold. By substituting all the related variables into
the coenergy function in (6)

1
Wc (ias , ibs , rm ) = Lss i2as + i2bs + Lss (ias ibs )
2

P
rm
+ m ias cos
2

P

m ibs cos
rm + Wpm
2

A6 =
(8)
where Wpm relates to the offset level of the energy with respect
to the permanent magnets, which is constant in this motor.
The differentiation of the coenergy can derive the torque
equation as follows:
Wc (ias , ibs , rm )
rm

P m
P
=
(ias ibs ) sin rm . (9)
2
2
Te (ias , ibs , rm ) =
The electromagnetic torque Te can be equal to the mechanical net force by the Newtons second law of motion
(10)
where the moment of inertia is Jm , and the damping coefficient

is Bm . The load torque is defined as TL .
The generalized power-driver configurations associated with

N -section cases are classified in Table I. The detailed circuit
diagram is shown in Fig. 2. To combine the motor model with
the proposed multisectional power driver, the following systemintegration modeling is proposed.
The original local model can be expressed as in (4). To
simplify the derivation of system integration, (4) can be written
as the following compact form:
(11)
Vabs = Rabs Iabs + Labs I abs + Eabs

sin(r )
where Eabs = r m
. To expand the two-phase
sin(r )
local model into N -section generalized global model
Vglobal = AN Vabs
Lglobal =
N
(BN )i Labs (BN )T

i
(B6 )1 =

(B6 )2 =

(B6 )6 =
1 0 0 0 0 0 0 0 0 0 0 0
0 1 0 0 0 0 0 0 0 0 0 0
0 0 1 0 0 0 0 0 0 0 0 0
0 0 0 1 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 1 0
0 0 0 0 0 0 0 0 0 0 0 1
(12-1)
(12-2)
A3 =

(B3 )1 =

(B3 )3 =
1 0 1 0 1 0
0 1 0 1 0 1
1 0 0 0 0 0
0 1 0 0 0 0
0 0 1 0 0 0
0 0 0 1 0 0
0 0 0 0 1 0
0 0 0 0 0 1
(13-1)
T
(13-2)
T
(13-3)
T
.
(13-4)
T
(14-1)
T
(14-2)
T
(14-3)
T
.
(14-4)
3) In case if N = 2, the matrices can be derived as

A2 =

(B2 )1 =

(B2 )2 =
1
0
0
1
1
0
0
1
1
0
0
1
0
0
0
0
0
0
0
0
1
0
0
1
T
(15-1)
T
(15-2)
T
.
(15-3)

A1 =
i=1
where
T
The other cases for N = 3, N = 2, and N = 1 can be

derived in the same way.
(B3 )2 =
C. Global Modeling for System Integration
Iglobal = AN Iabs
1 0 1 0 1 0 1 0 1 0 1 0
0 1 0 1 0 1 0 1 0 1 0 1
Te (ias , ibs , rm ) = Jm rm + Bm rm + TL
= Jm rm + Bm rm + TL
AN and (BN )i are 2N by 2 matrices that are called global

configuration matrices. Vglobal is 2N by 1 matrix that is called
global system voltage. Lglobal is 2N by 2N that is called global
system inductance matrix. It should be noted that N is equal to
6, 3, 2, and 1.
1) If N = 6, the matrices can be derived as
(B1 )1 =
1 0
0 1
1 0
0 1
T
(16-1)
T
.
(16-2)
Vglobal = [AL1 , BL1 , AL2 , BL2 , . . . , AL6 , AL6 ]

and
Iglobal = [iAL1 , iBL1 , iAL2 , iBL2 , . . . , iAL6 , iAL6 ].
(12-3)
In particular, this N = 1 case can be reduced from the global

model for the system integration to the original two-phase
model with 2 2 matrices. With the aforementioned definition
of the configuration matrices Vglobal , Lglobal can be derived

from the local two-phase model into global system-integration
model.
III. R EALIZATION OF THE P ROPOSED F ORMULATION
To derive the modal matrix for the ST, the eigenvalues for the
motor system have to be derived first. By the definition of the
eigenvalue , the equation can be expressed as
|Labs I| = 0
(17)
where I is the identity matrix defined in linear algebra. By

solving the aforementioned equation, the eigenvalues can be
derived as the form of 1 = Lss + Lm , 2 = Lss Lm . Then,
the eigenvectors can be selected with respect to the two eigenvalues. The eigenvectors X1 and X2 can be used to define the
modal matrix for the associated transformation
2379
the scaling coefficient is selected as sin r which is the

function of rotating angle. The inverse of the transformation matrix is

1/ sin r 1/ sin r
1
Kt =
.
(22)
1/ sin r 1/ sin r
The matrix can be used anywhere except for the case
that leads the denominator to zero. The eigenvectors
X2 and X1 can be used to define the modal matrix
Kt . It should be noted that these two proposed sets of
eigenvectors are not only linearly independent but also
orthogonal in linear space. In order to derive the compact
form to analyze such a motor with parallel windings, the
proposed orthogonal property is required. Nevertheless,
the linear independent eigenvectors can satisfy the sufficient condition in the eigenspace.
IV. C OSECANT M ODELING BY U SING THE ST M ETHOD
X = c1 X1 + c2 X2 = c1 [1
1]T + c2 [1
1]T
(18)
where c1 and c2 are the dummy coefficients for the X vectors.

The flux linkage terms for the As - and Bs -phase windings are
in the opposite directions. Therefore, too simple transformation
cannot be derived to obtain the linear torque relation by the
conventional form. The orthogonal eigenvectors can span the
specific linear space to describe the motor model in a different
point of view.
The famous Park transformation can be expressed as the form
in [8] that has good compact transformation matrix. In this
paper, two kinds of new coordinate systems will be developed to
fulfill the different requirements for vector-control applications.
One is the SVD method, and the other is the ST method.
The two transformations are useful in the linear algebra. In
this paper, they will be used to derive the motor model in a
different way.
1) The stationary coordinate system is defined as

1 1
Mt =
2 1

1
,
1

1
1 1
=
NT
.
t
2 1 1
(19)
This can be also named as the stationary coordinate transformation.

The scaling normalization factor is selected
as 1/ 2.
2) The cosecant coordinate system is defined as
1 sin r
2 sin r
sin r
sin r
In the cosecant modeling, this paper will discuss how to

derive the constant torque relation. The mentioned constant
means that the torque can be derived to be independent of
the rotating angle. The torque will be derived into the linear
function of -axis current is . The eigenvectors that are used to
form the modal matrix are the cosecant coordinate form in (20).
The ST can keep the diagonalized property inherently

Lss + Lm
0
1
Ls = Kt Labs Kt =
. (23)
0
Lss Lm
The transformation will derive the linear relation between the
torque and current variables. Under such a modeling, the transformation can be derived to keep the constant torque relation
that is proportional to the is current variable. However, the
flux linkage terms will have time-varying relation

0
m = Kt abm =
.
(24)
(m sin 2r ) /2
Therefore, the torque control can be easily implemented to be
like the conventional dc motor control. The linear function can
be guaranteed under the proposed model. A detailed derivation
will be formulated in the following.
A. Derivation for the Flux and Voltage Equation
(21)
In this derivation, the modal matrix turns out to be (20)

with the cosecant form. The flux equation for the model
can be derived by substituting the ab variables into
variables. The flux equation will be related to the rotating angle
in (24). The voltage equation can be derived into (25) from the
original form in (4). The derivatives of the product term can be
derived further by applying the product rule for the derivative
in calculus. The voltage equation can be derived as follows:
where c1 = c1 , c2 = c2 . c1 and c2 are the dummy coefficients for the X vectors. With this set of eigenvectors,

Is + Kt pabm
Vs = Rs Is + Kt p Labs K1
t
(25)
Kt =
(20)
where r = (P/2)rm and r = (P/2)rm . The eigenvectors can be reasonably selected as the other sets of the
following combination:
X = c2 X2 + c1 X1 = c2 [1
1]T + c1 [1
1]T
2380
TABLE III
SUMMARY OF THE TWO PROPOSED ST AND SVD MODELS
where p = d/dt is defined as the differential operator. Vs

and Is are the voltage and current vectors defined in the
variables
Rs = K1
t Rabs Kt

r
0
= s
0 rs

r cos2 r Lss +Lm

0
1
Kt p Labs Kt =
0
Lss Lm
2

1 p(Lss +Lm )
0
+
0
p(Lss Lm )
2

0
.
Kt pabm =
r m sin2 r
the singularity. It is necessary to adopt the so-called stationary

model due to the singular problem for the STs.
A. Derivation for the Flux and Voltage Equation
The flux linkage vector in (3-1) can be represented as
(26)
abs = Ls iabs + abm
(30)

Lss Lm
is the system inductance maLm Lss
trix. The flux linkage equation has to be derived first. Since the
current and flux vectors in form can be expressed as
where Labs =
(27)
(28)
With the aforementioned detailed derivation, (25) can be finally

represented as (41) from (26)(28).
B. Derivation for the Torque and Mechanical Equation
The torque equation can also be derived by substituting the
ab variables into variables. The form for the torque
equation can be obtained as
Te = (P m /2) (ias ibs )(sin 2r ) = (P m /2) (2is )
(29)
where (ias ibs ) = (1/ sin 2r )(2is ). It should be noted
that the torque equation becomes one compact form which
is proportional to the -axis current is only. The model is
finally derived to keep the torque relation independent of the
rotating angle.
V. S TATIONARY M ODELING BY U SING THE SVD M ETHOD
The modal matrix Kt for the ST has the singular case which
happened at a specific angle at 0 or . The transformations
will fail at these specific angles. Stationary coordinate transformation will be proposed to solve the singular problem. This
transformation can be used when the ST fails.
The modal matrix Kt can be any possible a combination
of the eigenvectors. First, the modal matrix Kt for the ST
should be derived independent of the rotating angle to avoid
Is = Mt Iabs ,
s = Mt abs .
(31)
To express the ab variables as function of the variables,

two matrices are defined as follows:
Iabs = NH
t Is ,
abs = NH
t s .
(32)

1 1
is the left modal matrix for the SVD
Mt = (1/ 2)
1 1

1 1
H
method, and Nt = (1/ 2)
is the right modal ma1 1
trix for the SVD method. The flux relation can be expressed in
terms of the variables
s = Ls is + m
(33)
where
Ls = NH
t Labs Mt

Lss + Lm
0
=
0
Lss Lm
m = Mt abm

1 2m cos r
=
.
2 0
(34)
(35)
Then, the voltage is the derivative of the flux linkage

Vs = Rs Is + Mt p Labs NH
t Is + Mt pabm
(36)
2381
Fig. 3. Switching modes when the linear motor is passing through one section. (a) Mode 1 with blocking diodes. (b) Mode 2 with blocking diodes.
(c) Mode 1 without blocking diodes. (d) Mode 2 without blocking diodes.
where
Rs = NH
t Rabs Mt

r
0
= s
0 rs

p(Lss + Lm )
0
H
Mt p Labs Nt =
0
p(Lss Lm )

1 2r m sin r

Mt pabm =
.
0
2
With the same formulation in the previous discussion of

ST method, the aforementioned equation can be further
derived. Eventually, (36) can be rewritten as (42) from
(37)(39).
(37)
B. Derivation for the Torque and Mechanical Equation
(38)
(39)
The torque equation can be transformed from the original

ab form into the new form

(40)
Te = Wc /r = 2/2 (P m ) (is sin r ).
2382
For the sake of clarity, the resultant voltage equations are

expressed in (41) and (42), which are shown at the bottom
of the page. Obviously, the decoupled relation will make the
system model easy to be applied to the associated decoupled
vector control. Table III also summarizes the comparison between the stationary and cosecant models by using the ST and
SVD methods.
VI. S WITCHING -M ODE A NALYSIS FOR P OWER
D RIVER OF THE AFLBM-04
For the design of the multisectional driver circuit for the
linear brushless motor, it is very important to achieve an
adjustable-speed control with higher efficiency and lower
switching loss. The fixed power source is provided on the
ground side. The moving bogie with permanent magnets moves
back and forth along the railway with proper switching logic
proposed in Table II. The switching analysis of driving circuit
will be discussed in detail.
When the blocking diodes are not used in series with phase
windings, multisectional switching current will result in some
interaction problems [9][11]. Therefore, the topological circuit
analysis of linear motor passing through a specific section and
two sections will be discussed in this paper.
Finally, switching current path under different modes will
be verified further. The multisectional driver circuit is used to
provide the required propulsion force for the moving bogie. The
power diodes RD1 RD6 and D19 D30 in Fig. 2(b) are used to
provide the power device a current path to release energy when
switching off the power device. The power diodes D7 D18 are
used to block the possible unexpected interaction for the As and Bs -phase windings.
The driver circuit could provide an appropriate excitation for
the specific phase winding to interact with the moving bogie.
In the following cases, the Kirchhoffs current law is used to
explain the current path for different switching modes. For the
convenience of discussion, only two sections SW1 and SW2
are illustrated for the associated switching-mode analysis.
Fig. 4. Current waveform of mode 2 with blocking diodes for the electric
motor passing through a specific section. Ch1: iSW1 1 A/100 mv, ch2: iBL1
1 A/100 mv, and ch3: iAL1 1 A/100 mv.
With the blocking diodes placed between the SW1, AL1,

and BL1 windings, the current path for the As - and Bs -phase
windings are independent of each other. Fig. 3(c) and (d)
shows the other two cases without blocking diodes. As shown
in Fig. 3(c) and (d), the current path is dependent with each
other. This will cause abnormal interaction for the two-phase
windings.
When the motor is passing through a specific section, the
SW1 is on, and the Hall sensor signals begin toggling between
the cases of Fig. 3(a) and (b). The switching-mode analysis is
shown in Fig. 3(a) to represent the possible current path in the
multisectional driver
iSW1 = iAL1 + 0.
It shows the current path when transistor Q1 is on, where a

positive flux comes from the As -phase winding and interacts
with the north pole of the permanent magnet on the moving
bogie. Similarly, the switching mode in Fig. 3(c) reveals the
following relation:
iSW1 + (iBL1 ) = iAL1 .
A. Analysis of Passing Through One Section Only

The first type circuit operates under the condition of the
moving bogie passing through a specific section, as shown in
Fig. 3(a). According to the aforementioned local modeling,
the propulsion force is proportional to the current of the As and Bs -phase windings. The switching current analysis for
the proposed power driver with blocking diodes is shown in
Fig. 3(a) and (b), respectively.

Vs
rs 2r cos2 r (Lss +Lm )+ 12 p(Lss +Lm )
=
0
Vs
Vs
rs +p(Lss +Lm )
=
0
Vs
0
rs +p(Lss +Lm )
rs
(43)
(44)
It shows that if the blocking diodes of the As -phase and the

Bs -phase windings are removed, the As -phase and Bs -phase
windings will have dependent current relation in mode 1, as
shown in Fig. 3(c). The mode 2 in Fig. 3(b) also has the
following relation:
iSW1 = iBL1 + 0.
r
2
0
2
cos r (Lss Lm )+ 12 p(Lss Lm )

is
(2/ 2)r m sin r
+
is
0
(45)

is
0
+
is
r m sin2 r
(41)
(42)
Fig. 5.
2383
Switching modes with blocking diodes for the electric motor passing through the two adjacent sections. (a) Mode 1. (b) Mode 2. (c) Mode 3. (d) Mode 4.
It shows that the negative flux comes from the Bs -phase winding and interacts with the south pole of the permanent magnet.
Finally, the mode 2 in Fig. 3(d) has the following relation:
of the As -phase winding is zero and the current of the Bs -phase

winding is equal to the current of the sectional switch SW1.
B. Analysis of Passing Through the Two Adjacent Sections
iSW1 + (iAL1 ) = iBL1 .
(46)
The current relation in the mode 2 in Fig. 3(d) without blocking

diodes is provided in (46). The current-dependent path affects
the performance of linear thrust for motor operation.
For experimental verification of the power driver, the current
waveform is shown in Fig. 4 when the electric motor is passing
through one section. The current waveform in Fig. 4 only has
positive current in the mode 2. The current condition matches
the relation in (45). It can be clearly observed that the current
Following the aforementioned discussion, this paper will

analyze the case of the moving bogie passing through the two
adjacent sections. This paper will focus on the current analysis
of power switches and the As - and the Bs -phase windings.
In this paper, two types of driving circuit are illustrated for
comparison as follows:
1) Type I: four switching modes of driver circuit with blocking diodes, as shown in Fig. 5;
2) Type II: four switching modes of driver circuit without
blocking diodes, as shown in Fig. 6.
2384
Fig. 6. Switching modes without blocking diode for the electric motor passing through the two sections. (a) Mode 1. (b) Mode 2. (c) Mode 3. (d) Mode 4.
By comparing Type I with Type II, the current-dependent problem in Type II is the drawback for the linear motor operation.
As shown in Fig. 5, the power driver with blocking diodes can
prevent instant reverse current when linear motor passes from
one section to another adjacent section.
These phenomena can be very helpful in designing a power
driver for the AFLBM. By using the blocking diodes, there is
no current-dependent problem when the linear motor moves
between the two adjacent sections. In the following, the power
driver without blocking diodes will be discussed further. Different from Type I in Fig. 5, Fig. 6 shows that these switching
currents for Type II will create unstable thrust for multisectional
power driver without blocking diodes.
Therefore, the proposed circuit analysis can provide a good
design guidance to the linear motion application. For the
mode l, as shown in Fig. 6(a), the current path of the power

driver is illustrated when the linear motor passes through
section 1. The current relation can be expressed as
iSW1 = iAL1 .
(47)
When the linear motor is passing through the toggle phase, the
Bs -phase winding current will join with the As -phase winding
current for the mode 2, as shown in Fig. 6(b). If there is no
power diode blocked in series with the As -phase winding, the
As -phase reverse current can be observed in the mode 2. The
relationship of current can be further expressed as
iSW1 + (iAL1 ) = iBL1 .
(48)
2385
Fig. 7. Current waveform of mode 2 without blocking diodes for the

electric motor passing through the two sections. Ch1: iBL1 1 A/100 mv,
ch2: iSW1 1 A/100 mv, and ch3:iAL1 1 A/100 mv.
When the motor is passing through section 2, the current iAL2

begins flowing for the mode 3, as shown in Fig. 6(c) and the
iBL1 disappeared. Therefore, the current will flow upward to
the SW1 and then go back to the power source. The current
relation can be written as follows:
iSW1 = iBL1 ,
iSW2 = iAL2 .
(49)
For the mode 4 [Fig. 6(d)], the same inference still holds when
the motor is passing through the toggle Bs -phase winding on
section 2 instead of the original section 1. Thus, the current
equation can be derived as
iSW2 + (iAL2 ) = iBL2 .
(50)
For experimental verification, the current waveform of the

multisectional power driver in the mode 2 of type II is shown
in Fig. 7 when the linear motor passes through the two adjacent
sections. The current condition in Fig. 7 matches the relation
in (48). It can be clearly concluded that, if there is no blocking
diode, the current of As -phase winding will have an unexpected
interaction with the current of the Bs -phase winding and the
power switch SW1.
VII. V ERIFICATIONS
A. System Construction and Hardware Implementation
To validate both the proposed multisectional driver and modeling of the AFLBM, simulation and experimental results are
provided for further verification. The adjustable-speed characteristics of AFLBM, switching current for the multisectional
driver, efficiency assessment, acceleration, and deceleration
performance will be demonstrated. The railway is constructed
with the length of 6.24 m, as shown in Fig. 8(a). Power driver is
implemented, as shown in Fig. 8(b). The adjustable-speed characteristics by using the pulsewidth-modulation (PWM) duty
cycle control of the AFLBM under different loads are shown
in Fig. 9. The PWM duty ratio is illustrated as 100%, 80%
70%, and 60% for the speed adjustment of the AFLBM system.
Fig. 8. (a) Constructed AFLBM railway system with the length of 6.24 m.
(b) Hardware implementation for the power driver.
The simulation results come from the proposed mathematical

modeling. The experimental results are measured by using the
experimental setup with parameters in Table IV.
By comparing two of the characteristics, the results are
matched with each other, as shown in Fig. 9. There are three
winding configurations N = 6, N = 3, and N = 2 for comparison in Fig. 9. It can be observed that the N = 6 case has
maximum speed curve and the N = 2 has minimum speed
curve.
B. Speed Performance of Acceleration and Deceleration for
the AFLBM System
The reciprocating motion is demonstrated to show the dynamic performance for the AFLBM. The railway is 6.24 m
in length. The moving bogie moves back and forth to show
the acceleration and deceleration. Simulation result and experimental result are compared, as shown in Fig. 10. The testing
speed ranges from 147.22 to 187.89 cm/s. The simulation and
measured speed characteristics are also quite matched with
each other.
C. Blocking-Diode Effect on the Switching Waveform
The switching waveforms without blocking diodes are shown
in Fig. 11. Q1 is the voltage drop on the drain and source of the
Q1 transistor in Fig. 3. Q2 is the voltage drop on the drain and
2386
Fig. 9. Adjustable-speed diagram by using the PWM duty cycle control of the AFLBM under different loads. The cases N = 6, N = 3, and N = 2 are tested
for comparison. Sim: (dashed) simulation result, exp: (solid) experimental result. (a) Duty = 100%. (b) Duty = 80%. (c) Duty = 70%. (d) Duty = 60%.
TABLE IV
PARAMETERS OF THE MULTISECTIONAL AFLBM-04 SYSTEM
ficiency by using the proposed power driver. This efficiency

assessment validates the effectiveness of the multisectional
power driver. The maximum efficiency is 0.41 for the case
without blocking diodes in Fig. 12(a). The maximum efficiency
is 0.91 for the case with blocking diodes in Fig. 12(b). As shown
in Fig. 12, the efficiency can be guaranteed with the help of the
blocking diodes. The results also indicate the importance of the
blocking diodes, which are emphasized in this paper.
VIII. C ONCLUSION
source of the Q2 transistor in Fig. 3. The switching waveforms

indicate that the voltage drop for the power transistors exhibit
higher surge up to the peak value of 200 V and then down to
80 V when the power switch is off, as shown in Fig. 11(a).
Furthermore, it is an abnormal switching condition for the
power driver. By inserting the blocking diodes in series with the
phase windings, the surge disappears, as shown in Fig. 11(b).
The maximum turn-off voltage for the power transistor is
200 V without the surge shape. Normal switching condition can
be measured as expected.
D. Efciency Assessment for the AFLBM System
The efficiency for the entire system is also measured, as
shown in Fig. 12. The AFLBM can work under higher ef-
The proposed transformation technique is quite different

from the conventional technique due to the parallel winding
configuration for such a brushless motor. To provide a better
control theoretical basis for this motor, a field-oriented modeling technique for analyzing such a motor has been proposed.
The alternative STSVD method has been used as the major
technique for the associated system modeling. To describe a
highly nonlinear time-varying system for the motor, this paper
has proposed the generalized STSVD method to obtain the
linearized relation such as constant torque form. Decoupled
relation has been derived as well. Switching modes for the
multisectional power driver have been investigated in detail.
The global modeling for N sections and local modeling by
using STSVD for the AFLBM has also been formulated.
This paper has successfully developed the detailed mathematical modeling for system simulation of the linear motor. It will be helpful to the associated further field-oriented
control of such a flat-type brushless motor and design of
multisectional power driver that is applied onto the railway
transportations.
2387
Fig. 10. Simulation and experimental results for acceleration and deceleration of the AFLBM. (a) Simulation results. (b) Experimental results.
Fig. 11. Blocking-diode effect on the illustrated experiment waveform of the multisectional driver. Ch1: Q1 10 V/div 10, ch2: Q2 10 V/div 10, ch3:
AL1 2 V/div 50, and ch4: AL2 2 V/div 50. (a) Without blocking diodes in series with windings. (b) With blocking diodes in series with windings.
Fig. 12. Relationship between the output power and the efficiency for the linear motor combined with power driver with respect to the different power losses.
(a) N = 6 case with blocking diodes. (b) N = 6 case without blocking diodes.
2388
ACKNOWLEDGMENT
The authors would like to thank Yuan-Giey Tech., Inc., for
providing the testing equipment. The authors would also like to
thank J. D. Lee and T. Tseng for the valuable help.
R EFERENCES
[1] C. T. Liu, T. S. Chiang, J. F. Daz Zamora, and S. C. Lin, Field-oriented
control evaluations of a single-sided permanent magnet axial-flux motor
for an electric vehicle, IEEE Trans. Magn., vol. 39, no. 5, pp. 32803282,
Sep. 2003.
[2] C. T. Liu, S. C. Lin, J. F. Daz Zamora, and T. S. Chiang, Optimal
operational strategy design of a single-sided permanent magnet axial-flux
motor for electrical vehicle application, in Proc. IEEE Ind. Appl. Soc.
Annu. Meeting, Oct. 2003, vol. 3, pp. 16771683.
[3] J. A. Tapia, M. Aydin, S. Huang, and T. A. Lipo, Sizing equation analysis
for field controlled PM machines: A unified approach, in Proc. IEEE Int.
Elect. Mach. and Drives Conf., Jun. 2003, vol. 2, pp. 11111116.
[4] M. Aydin, S. Huang, and T. A. Lipo, A new axial flux surface mounted
permanent magnet machine capable of field control, in Proc. IEEE Ind.
Appl. Soc. Annu. Meeting, Oct. 2002, vol. 2, pp. 12501257.
[5] E. A. Mendrela and M. Jagiela, Analysis of torque developed in axial
flux, single-phase brushless DC motor with salient-pole stator, IEEE
Trans. Energy Convers., vol. 19, no. 2, pp. 271277, Jun. 2004.
[6] C. P. Therapos, Minimal realization of transfer function matrices via one
orthogonal transformation, IEEE Trans. Autom. Control, vol. 34, no. 8,
pp. 893895, Aug. 1989.
[7] S. E. Lyshevski, V. A. Skormin, and R. D. Colgren, High-torque density integrated electro-mechanical flight actuators, IEEE Trans. Aerosp.
Electron. Syst., vol. 38, no. 1, pp. 174182, Jan. 2002.
[8] S. E. Lyshevski and A. Nazarov, Control and analysis of synchronous
reluctance motors, in Proc. Amer. Control Conf., Jun. 1999, vol. 3,
pp. 16821686.
[9] S. W. Leung, T. W. S. Chow, and Y. S. Zhu, Circuit analysis of a novel
loudspeaker system based on linear motor principle, in Proc. Int. Conf.
Circuits and Syst., China, Jun. 1991, vol. 1, pp. 382384.
[10] O. Yu, Modeling of a mode conversion ultrasonic motor in the regime
of slip, IEEE Trans. Ultrason., Ferroelectr., Freq. Control, vol. 40, no. 4,
pp. 411415, Jul. 1993.
[11] O. Yu, Position-sensorless drive of linear pulse motor for suppressing transient vibration, IEEE Trans. Ind. Electron., vol. 47, no. 2,
pp. 337345, Apr. 2000.
Jian-Long Kuo (S92S93A95) received the B.S.

degree in electrical engineering and the Ph.D. degree from the National Sun Yat-Sen University,
Kaohsiung, Taiwan, R.O.C., in 1991 and 1995,
respectively.
Currently, he is with the Faculty of Institute of
Systems and Control Engineering, Mechanical and
Automation Engineering, National Kaohsiung First
University of Science and Technology, Kaohsiung.
His research interests include analog and digital circuit design, system control and integration, the motor
driver system for the information products, and electric vehicles.
Dr. Kuo was the recipient of the Prize for the Excellent Engineering
Student from the Chinese Institute of Engineers in June 1991. He was also
awarded with three national patents and two excellent scholastic prizes. He
is currently a member of the Institution of Electrical Engineers, U.K., the
Institute of Electronics, Information, and Communication Engineers, and the
PHI-TOU-PHI.
Zen-Shan Chang received the M.S. degree in electrical engineering from Chang Gung University,
Tao-Yuan, Taiwan, R.O.C., in 2001. Since September
2001, he has been working toward the Ph.D. degree
at the Department of Electrical Engineering, Chang
Gung University.
His research interests include system control,
fuzzy logic control, power electronics, integrated
circuit system, and motor control.
Tzu-Shuang Fang is currently working toward the

M.S. degree at the Department of Mechanical and
Automation Engineering, National Kaohsiung First
University of Science and Technology, Kaohsiung,
Taiwan, R.O.C.
His current research interests focus on the design
of the power electronics and driver circuit.

Design of Multisectional Driver and Field-Oriented Modeling of The Axial-Flux Linear Brushless Motor For Railway Transportations

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Design of Multisectional Driver and Field-Oriented Modeling of The Axial-Flux Linear Brushless Motor For Railway Transportations

Uploaded by

Copyright:

Available Formats

2374

IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 54, NO. 5, OCTOBER 2007