Abstract Magnetic gearboxes (MGBs) are now a

powerful alternative to their conventional mechanical

counterparts in terms of reduced maintenance requirements,
improved reliability, tolerance to mechanical inaccuracies,
and inherent overload protection. MGBs have been proposed
for numerous applications especially compact harsh
environments subjected to severe shocks and vibrations.
MGB designed with high gear ratio for only one transmission
stage is an appropriate candidate for high speed applications.
In this paper, the conventional planetary magnetic gearbox is
equipped with a three-phase winding to provide additional
magnetic levitation capabilities besides torque transmission.
This can be tackled by adding a three-phase winding in the
space between the ferromagnetic pieces. The current in this
additional winding is controlled to provide decoupled axial
forces irrespective to the transmitted mechanical power. This
feature is important to reduce the mechanical losses
especially for high speed rotor and can be a viable method for
vibration suppression.

Index Terms-- Gearbox, magnetic planetary gear,
bearingless machines, permanent magnets, finite elements,
speed reduction ratio, electric machines, AC machines.
I. NOMENCLATURE
p
l
Number of pole-pairs of the low-speed rotor
p
h
Number of pole-pairs of the high-speed rotor
n
s
Number of ferromagnetic pole pieces
F Force
N
l
Speed of the low-speed rotor
N
h
Speed of the high-speed rotor
N
seg
Speed of ferromagnetic pole-pieces
G
r
Gear ratio
C
T
Cogging torque factor
I Current
J Current density
A
s
Slot area
a
c
Conductor cross sectional area
A
c
Total conductor area
k
fill
Slot filling factor
T
coil
Number of conductors per slot
x, y xy radial displacements

Peripheral angle
, Winding stationary frame

u
This work was supported by a National Priorities Research Program
(NPRP) grant from the Qatar National Research Fund (QNRF).
A. S. Abdel-Khalik and A. Elserougi are with the Department of
Electrical Engineering, Faculty of Engineering, Alexandria University,
Alexandria 21544, Egypt (e-mail:ayman@spiretronic.com; ahmed.abbas
@spiretronic.com).
A. M. Massoud is with the Department of Electrical Engineering,
Faculty of Engineering, Qatar University, Doha 2713, Qatar (e-mail:
ahmed.massoud@qu.edu.qa).
S. Ahmed is with Texas A&M University at Qatar, Doha, Qatar (e-mail:
shehab.ahmed@qatar.tamu.edu).

II. INTRODUCTION
OMPARED to a mechanical gearbox, the magnetic
gearbox offers reduced maintenance and improved
reliability, lack of lubrication requirements, precise peak
torque transmission, inherent overload protection,
physically isolated input and output shafts, misalignment
tolerance, and low acoustic noise and vibration [1,2]. A
number of linear and rotary magnetic gears have been
introduced over the years [1, 3, 4]. One of the promising
configurations is the rotary planetary configuration
initially proposed in [5]. A detailed comparison between
this configuration and a mechanical planetary gearbox is
addressed in [6]. It was shown that the magnetic gearbox
can achieve comparable performance to its mechanical
counterpart with the obvious benefits inherent in its
noncontact magnetic structure. On the other hand, torque
density of this configuration falls significantly for gear
ratios higher than about 20:1. In [3], a novel magnetic
harmonic gearbox, which is similar to a mechanical
harmonic gearbox, was introduced to address the higher
gear ratio limitations of the planetary magnetic gearbox.
An active torque density reaching 150 kN.m/m
3
per stage
can be achieved when rare-earth permanent magnets are
used in this configuration. Moreover, ripple free
transmitted torque was obtained. The origin for this
cycloid/harmonic gear concept is described in [7]. Despite
their advantages, magnetic gears have received minimal
industrial attention, mainly due to the perceived initial cost
added by permanent magnets. However, their advantages
may warrant their application, especially when combined
with a high-speed electrical machine resulting in a
desirable size/weight and cost effective solution. Hence,
MGBs were proposed in applications as wind energy with
high speed generators [8] and a contra-rotating tidal
turbine [9].
In high-speed electrical machines, the critical speed is a
main serious problem due to the significant induced
vibration on the rotor structure at that speed [10]. The self-
bearing or bearingless machine is an electromagnetic
device that supports its own rotor by magnetic forces
generated from windings on its stator [11]. The application
of bearingless motor in vibration suppression is proved to
be effective because the magnetic force is generated within
the motor itself [10]. The concept of bearingless motors
has been developed theoretically in [11]. Since then, the
concept has been applied to synchronous reluctance,
induction, permanent magnet, disc-type bearingless,
homopolar, hybrid, and consequent-pole bearingless drives
[12-14]. Bearingless motors also represent the recent trend
for miniaturization and the increasing cleanness
specifications in chemical, pharmaceutical, biotechnology,
and semiconductor industry applications demand for high-
C
A Coaxial Magnetic Gearbox with Magnetic
Levitation Capabilities
A. Abdel-Khalik, A. Massoud, A. Elserougi, and S. Ahmed
978-1-4673-0141-1/12/$26.00 2012 IEEE 540


purity process environments [15].
In the recent literature, several different designs for
bearingless motor types with different winding structures,
different converters topologies, and different control
methods have been presented to comply with different
applications [16-24]. The radial force generated from
bearingless motor is also used for shaft vibration
suppression to go through the first bending critical speed
[10, 25]. Two kinds of magnetic forces are generated for
vibration suppression: spring force, which acts in the
opposite direction of the rotor radial displacement, and
damping force, which is proportional to the derivative of
the negative rotor radial displacement [10, 25].
In this paper, the conventional planetary MGB, with
2p
h
-pole high-speed rotor shown in Fig. 1a is equipped
with a (2p
h
-2)-pole, 3-phase winding embedded in the
space between the ferromagnetic pole-pieces, as shown in
Fig. 1b. The current of this added winding is used to
produce controllable radial forces acting on the high speed
rotor to provide the MGB with additional magnetic
levitation capabilities. A prototype MGB with the proposed
modification is designed based on finite element analysis
and simulated to validate the proposed idea.
III. PROPOSED MAGNETIC GEARBOX
Fig. 1a and Fig. 1b show a schematic of the
conventional MGB and the proposed modification to
include the 2-pole levitation winding. A polymer carrier is
used to house both the ferromagnetic pole-pieces and the 2-
pole winding. The number of ferromagnetic pole-pieces, n
s
,
equals the number of both inner and outer magnet pole-
pairs, n
s
= p
l
+ p
h
. The 2-pole levitation winding layout is
shown in Fig. 2.
IV. PRINCIPLE OF RADIAL FORCE GENERATION
Fig. 3a shows the cross section of the proposed MGB
and with the added levitation winding. The solid red lines
illustrate the flux paths produced by the high speed
magnets and circulating around the high speed as well as
low speed rotors, while the solid blue lines show the flux
paths produced by the 2-pole levitation winding. The 4-
pole flux wave produced by the high speed rotor produces
airgap poles in the order N, S, N, and S in the airgap
sections 1,2, 3, and 4 are of the same value at the same
point in the pole section assuming that 2-pole winding
current is zero. There are attractive magnetic forces
between the rotor poles and stator iron. The amplitudes of
these attractive radial forces are the same, but the
directions are equally distributed so that the sum of radial
force acting on the rotor is zero. With the current direction
shown in Fig. 3 and assuming that the phase A carries
maximum current, another 2-pole flux wave is generated
and its direction is in the negative x-axis direction. In
airgap section 1, the flux density is increased because the
direction of the 4-pole and 2-pole fluxes is the same.
However, in airgap section 3, the flux density is decreased
because the direction of these fluxes is opposite. The
magnetic forces in the airgap sections 1 and 3 are no
longer equal, i.e., the force in the airgap 1 is larger than
that in air gap 3. Hence, a radial force F in the positive x-
axis direction is produced. The current magnitude and
angle controls the magnitude and direction of the produced
radial force. The concept is much similar to that of
bearingless PM motor [26]. Fig. 3b shows the case when
the high speed rotor rotates 90
0
. To obtain a constant
average force in the same positive x-direction, the 2-pole
flux should rotate 180
0
, as shown in the Fig 3b. Thus, the
angular frequency of the 2-pole winding current should be
double the mechanical angular speed of the high speed
rotor. Hence, the suspension controller should determine
the frequency of the suspension winding current based on
the mechanical angular speed of the high speed rotor.
V. GEARBOX DESIGN
Designing a conventional MGB to obtain a certain
transmitted mechanical power at certain gear ratio is the
first step of the process [1, 27]. Based on the available slot
area, the number of conductors per coil of the added three-
phase winding can be selected for a certain value of control
current. Hence, the magnitude of the developed radial force
depends on the available slot area. If more radial force is
needed, an increased winding area would have to be
followed by an iterative electromagnetic design to confirm
the proper mechanical power throughput.
A. Gear Ratio Design
The speed relationship between the low speed rotor, high
speed rotor, and the ferromagnetic pole-pieces is governed
by (1);


(a)

(b)
Fig. 1. (a) Conventional magnetic planetary gearbox and (b) proposed MGB
with output electric port.

541


Slot Number
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
A A A A C- C- C- B B B B A- A- A- C C C C B- B- B-
A A A C- C- C- C- B B B A- A- A- A- C C C B- B- B- B-
Fig. 2. Suspension winding layout

seg s h h l l
N n N p N p = +

(1)
For stationary ferromagnetic pole-pieces, the relationship
between the high speed and the low speed rotors is given
by (2), and the corresponding gear ratio is given by (3)
l l h h
N p N p =

(2)
h
h s
h
l
l
h
r
p
p n
p
p
N
N
G

= = =

(3)


(a)

(b)
Fig. 3. Principle of radial force production (a) = 0
0
and (b) = 180
0
.

For the proposed design, stationary ferromagnetic pole-
pieces are preferred to allow for stationary winding
terminals. The negative sign indicates an opposite
direction of rotation between the two rotors.
The selection of the proper combination of pole-pairs for
the two rotors to produce a required gear ratio should take
into consideration the torque ripples which result on the
rotors. This is especially true on the high-speed rotor, since
this may be detrimental to the performance. Torque ripple
is caused by the interaction of the rotor permanent magnets
with the ferromagnetic pole-pieces, and is generally known
as cogging torque [2]. The gear ratio significantly affects
the torque ripple magnitude. The cogging torque factor,
C
T
, is defined in [6] to estimate the severity of the torque
ripple on performance. The higher the factor, the higher
the cogging torque is. This factor is defined as (4);
c
s h
T
N
n p
C
2
=

(4)
where N
c
is the smallest common multiple between the
number of poles on the high-speed rotor, 2p
h
, and the
number of ferromagnetic pole-pieces, n
s
. The minimum
value for such factor is unity, which constitutes a possible
good selection.
B. Electrical Port Circuit Design
The number of turns per coil is determined based on the
available slot area, A
s
, and the allowable load current.
Depending on the recommended current density, J, and the
maximum load current, I, the conductor cross sectional
area is found from (5).
J I a
c
=
(5)
For a certain fill factor, the conductor area is given by (6).
s fill c
A k A =

(6)
Hence, the available number of turns is given by (7).
c c coil
a A T =

(7)
The design parameters for the prototype gearbox are
given in Table I. Both the high and low speed rotors are
equipped with NdFeB permanent magnets with radial
magnetization. The prototype is designed to obtain a gear
ratio of 9.5. For the selected 19/2 pole-pairs combination,
the required number of pole-pieces is 21. For this pole-
pairs combination, the cogging torque factor is found to be
unity, which is the minimum value for this factor [2].
Hence, a low torque ripple magnitude is expected for this
design, as will be shown form the FE simulation.

TABLE I. PARAMETERS OF PROPOSED MAGNETIC GEAR
Number of pole-pairs on high speed rotor (ph) 2
Number of pole-pairs on low speed rotor (pl) 19
Number of stationary ferromagnetic pole-pieces (ns) 21
Air gap length 1mm
Inner rotor radius 38mm
Inner radius of outer rotor 63mm
Outer radius of outer rotor 75mm
Inner magnet thickness 5mm
Outer magnet thickness 3mm
Stack length 200mm
Remenance of NdFeB (Br) 1.03T
Magnets relative recoil permeability 1.05
Number of turns per coil (Tcoil) 50 turn
Conductor cross sectional diameter 0.6mm
Control current peak 3A
Winding current density 5A/mm
2

Speed of high speed rotor (Nh) 1500 rpm
Speed of low speed rotor (Nl) 157.9 rpm
Gear Power 3kW
Maximum radial force 500N
C. Control System Configuration
Precise regulation to radial displacement of the high
speed rotor requires the accurate information on both the
magnitude and direction of the airgap flux. Two position
sensors in both x- and y- directions are used to detect the
rotor radial displacements x and y, while a rotary encoder
is used to detect the angular position of the high speed
542


rotor. The required suspension will be much similar to that
of conventional bearingless PM motor [26] and is shown in
Fig. 4. The differences between the detected displacements
and the commands x* and y* are amplified by a PID
controller to produce the required suspension winding
current components I
x
* and I
y
*. Generally, the high speed
rotor radial position commands are set to be the center
position in x- and y-axes, i.e., x* = 0, y* = 0.
Hence, the radial suspension current commands are
transformed to the radial suspension winding current
commands i

* and i

* based on the rotor angular and using

(8).
(

=
(

*
*
*
*
2 cos 2 sin
2 sin 2 cos
y
x
i
i
i
i

(8)
Eventually, the three-phase currents are determined using
2- to 3-phase transformation. As depicted from (8) and as
concluded from Fig. 3, the angular frequency of the
suspension winding current is double the mechanical
angular speed of the high speed rotor to ensure an average
radial force in the required direction.
VI. SIMULATION STUDIES
A two-dimensional magneto static finite element method
is employed for the simulation studies using JMAG-
Studio10. The transient module is used to simulate the
performance with time of the proposed gear with magnetic
levitation assuming a negligible core loss for simplicity.
A. Flux Density Distribution
Fig. 5 shows the flux density distribution of the
proposed gear for two values of the reference x- current
component of the suspension winding, namely 0A and 2A.
It is evident that for Ix equals zero, the flux distribution f
the high speed rotor has a 4-pole distribution with
symmetrical distribution around the core periphery.
However, the 2-pole levitation winding current causes a
distortion in the flux distribution resulting in a radial force
in the positive x direction. It is worthy to mention that the
back iron of the low speed rotor should be selected to avoid
core saturation with I
x
set to its maximum value.
Fig. 6 shows the variation of the radial component of
flux density in the air gaps adjacent to the high speed and
low speed rotors as well as the flux density in the
ferromagnetic pole pieces, corresponding to the high speed
and the low speed pole-pair magnets respectively. It is
evident that the two north poles in the inner airgap and in
the x-direction are affected by the suspension winding
current, as shown in Fig. 6a. The flux density under the
first pole is slightly increased while it decreases under the
second pole. However, the effect on the two south-poles in
the y-direction in neglected. The same effect on the flux
density in the ferromagnetic pole pieces is also shown in
Fig. 6b. Finally, the effect on the air gap flux of the outer
air gap is much small.
Current
feedback
PID
2/3
Current
hysteresis
controller
I
y
*
y*
Force
producing
winding
PID
x*
y
x
Eddy current
sensors
I
x
*
(

=
(

*
*
*
*
2 cos 2 sin
2 sin 2 cos
y
x
i
i
i
i

Rotary Encoder
I
u2
*
I
v2
*
I
w2
*
I

*
I

*

Fig. 4. Suspension controller block diagram




(a) (b)
Fig. 5. Flux density distribution (a) Ix = 0 and (b) Ix = 2A
543


0 60 120 180 240 300 360
-1
-0.5
0
0.5
1
Peripheral angle, deg
F
l
u
x

d
e
n
s
i
t
y

(
I
n
n
e
r

a
i
r

g
a
p
)
,

T


I
x
= 0A
I
x
= 2A

(a)
0 60 120 180 240 300 360
-1
-0.5
0
0.5
1
Peripheral angle, deg
F
l
u
x

d
e
n
s
i
t
y

(
p
o
l
e

p
i
e
c
e
s
)
,

T


I
x
= 0A
I
x
= 2A

(b)
0 60 120 180 240 300 360
-1.5
-1
-0.5
0
0.5
1
1.5
Peripheral angle, deg
F
L
u
x

d
e
n
s
i
t
y

(
O
u
t
e
r

a
i
r

g
a
p
)
,

T


I
x
= 0A
I
x
= 2A

(c)
Fig. 6. Flux density and its main harmonic components in (a) air gap adjacent
to high speed rotor, (b) ferromagnetic pole pieces, and (c) air gap adjacent to
low speed rotor.
B. Torque Transmission
In this subsection, the torques on the low speed and
high speed rotors are simulated for the same values of I
x
.
Maximum load angle between the two rotors is assumed in
the two cases, which corresponds to maximum output
torque and is determined as in [8]. Fig. 7 shows the torque
of both low speed and high speed rotors for the two cases.
It is evident that the effect of suspension winding current
on torque production is neglected which ensures
decoupling between torque and force generation.
Moreover, the torque ripples slightly increase with the
increase of I
x
.
C. Radial Suspension Force Generation
Figs. 8 and 9 show the simulation results for the radial
forces exerted on both high speed and low speed rotors and
for the same two values of I
x
. Figs. 8a and 9a represent the
xy components of the radial forces with zero suspension
winding current. It is notable that the average values of
these forces equal zero. As I
x
is set to 2A, an average radial
force component exerted on the high speed rotor in the x-
axis direction is generated, as shown in Fig. 8b. For the
low speed rotor, a corresponding x- component of the
radial force and a small y- component are generated. Since,
the control and the required magnetic levitation
capabilities are concerned with high speed rotor only, then
the forces induced on the low speed rotor are not important
since low speed rotor are fixed using normal mechanical
bearing.
A relation between the I
x
component and the
corresponding generated radial force on the high speed
rotor is plotted in Fig. 10a. For the designed gear, up to
approximately 500N radial force can be produced. This
value of radial force is a design dependent factor that
depends on load and mechanical design requirements.
Changing this value would necessitate another
electromagnetic FE design iteration.
Finally, the unbalance pull force, which represents a
relation between the generated radial force and with the
radial displacement, is calculated. The unbalance pull force
is important because it is the cause of inherently unstable
characteristics for magnetic suspension systems. This
relation is found by introducing a certain radial
displacement in the rotation axis of the high speed rotor
while the winding suspension current is set to zero. FEA is
then used to calculate the average induced pull force
caused by this eccentricity. This relation is plotted in Fig.
10b. This relation is approximately linear and its slope is
called the force-displacement factor. Because this factor is
positive, generally, magnetic bearings are inherently
unstable. Therefore there is a requirement to provide
enough negative position feedback to cancel the effect of
this coefficient, which is usually done by employing a
derivative controller as shown in the controller block
diagram given in Fig. 4 [26]. Hence, the radial force
generated for the prototype machine as a function of both I
x

and radial displacement x can be approximated by (10).
( ) ( ) ( ) mm x A I N F
x x
160 169 + =

(10)
The current and displacement constants in (10) are used to
design the required PID controller shown in Fig. 4. The
PID controller design is out of scope of this paper and is
much similar to that of conventional bearingless PM
motors [25, 26].
VII. CONCLUSION
A magnetic planetary gearbox with magnetic
suspension is introduced in this paper. If the number of
pole-pairs of the high speed rotor is p
h
, then the
ferromagnetic pole-pieces in the conventional MGB are
simply equipped with a p
h
-1 pole-pairs three-phase
winding. By controlling the current in this added winding,
a controllable radial force is introduced on the high speed
shaft of the MGB which can be then used for magnetic
levitation. This configuration can be also used for vibration
suppression. A prototype 3kW gearbox with a gear ratio of
9.5 is designed and simulated using a finite element
package. The simulation for the designed gearbox reveals
that the added suspension winding does not affect the
torque generation, does not affect the gearboxs
performance in terms of induced torque ripple due to the
cogging effect, and a complete decoupling between torque
and radial force generation is obtained.
544


0 0.002 0.004 0.006 0.008 0.01
17
18
19
20
21
22
23
Time, s
H
i
g
h

s
p
e
e
d

r
o
t
o
r

t
o
r
q
u
e
,

N
m


I
x
= 0
I
x
= 2

(a)
0 0.005 0.01 0.015 0.02
185
185.2
185.4
185.6
185.8
186
Time, s
L
o
w

s
p
e
e
d

r
o
t
o
r

t
o
r
q
u
e
,

N
m


I = 0
I = 2

(b)
Fig. 7. Transmitted mechanical torque for different suspension current
component Ix (a) high speed rotor and (b) low speed rotor.
0 0.002 0.004 0.006 0.008 0.01
-150
-100
-50
0
50
100
150
Time, s
F
x
y
,

N

(
H
i
g
h

s
p
e
e
d

r
o
t
o
r
)


F
x
F
y

(a)
0 0.002 0.004 0.006 0.008 0.01
-200
-100
0
100
200
300
400
500
Time, s
F
x
y
,

N

(
H
i
g
h

s
p
e
e
d

r
o
t
o
r
)

(b)
Fig. 8. Radial force on high speed rotor (a) Ix = 0A and (b) Ix = 2A.
0 0.002 0.004 0.006 0.008 0.01
-100
-50
0
50
100
Time, s
F
x
y
,

N

(
L
o
w

s
p
e
e
d

r
o
t
o
r
)

(a)
0 0.002 0.004 0.006 0.008 0.01
-400
-300
-200
-100
0
100
200
Time, s
F
x
y
,

N

(
L
o
w

s
p
e
e
d

r
o
t
o
r
)

(b)
Fig. 9. Radial force on low speed rotor (a) Ix = 0A and (b) Ix = 2A.
0 0.5 1 1.5 2 2.5 3
0
100
200
300
400
500
600
I
x
, A
R
a
d
i
a
l

F
o
r
c
e
,

N

(a)
0 0.1 0.2 0.3 0.4 0.5
0
20
40
60
80
Radial displacement, mm
R
a
d
i
a
l

F
o
r
c
e
,

N



(b)
Fig. 10. (a) Relation between Ix current component and radial force and
(b) relation between radial displacement and radial force generated in high
speed rotor.
VIII. ACKNOWLEDGMENT
This publication was made possible by NPRP grant
NPRP 4 - 941 - 2 - 356 from the Qatar National Research
Fund (a member of Qatar Foundation). The statements
made herein are solely the responsibility of the authors.
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X. BIOGRAPHIES
Ayman S. Abdel-Khalik (SM12) was born in Alexandria-Egypt in July
1979. He received his B.Sc, and M.Sc. degrees in Electrical Engineering
from Alexandria University, Egypt in 2001 and 2004 respectively. He
received his Ph.D degree in May 2009 under a dual channel program
between Alexandria University and Strathclyde University, Glasgow, UK.
Dr. Abdel-khalik is currently a lecturer in Electrical Engineering
Department, Faculty of Engineering, Alexandria University. In 2009, he also
joined Spiretronic LLC as a senior research scientist. His research interests
are electrical machine design, electric machine simulation, mathematical
modeling and electric drives.
Ahmed Massoud (SM11) received the B.Sc. (first class honors) and M.Sc.
degrees from the Faculty of Engineering, Alexandria University, Egypt, in
1997 and 2000, respectively, and the Ph.D. degree in electrical engineering
from the Computing and Electrical Department, Heriot-Watt University,
Edinburgh, U.K., in 2004. From 2005 to 2008, he was a Research Fellow at
Strathclyde University, Glasgow, U.K. From 2008 to 2009, he was a
Research Fellow at Texas A&M at Qatar, Doha, Qatar. From 2009 to 2012,
he was an Assistant Professor at the Department of Electrical Engineering,
College of Engineering, Qatar University, where he is currently an Associate
Professor in the same department. His research interests include Power
Electronics, Energy Conversion, Renewable Energy and Power Quality.
Ahmed A. Elserougi received the B.Sc. , M.Sc. and Ph.D. degrees in
electrical engineering from the Faculty of Engineering, Alexandria
University, Egypt, in 2004, 2006 and 2011, respectively. He is currently a
lecturer at the Electrical Department, Faculty of Engineering, Alexandria
University, Egypt. His research interests include Power Quality, HVDC and
FACTS, Renewable Energy and Electric power utility.
Shehab Ahmed (SM'12) was born in Kuwait City, Kuwait in July 1976. He
received the B.Sc. degree in Electrical Engineering from Alexandria
University, Alexandria, Egypt, in 1999; the M.Sc. and Ph.D. degrees from
the Department of Electrical & Computer Engineering, Texas A&M
University, College Station, TX in 2000 and 2007, respectively. From 2001
to 2007, he was with Schlumberger Technology Corporation working on
downhole mechatronic systems. He is currently an Assistant Professor with
Texas A&M University at Qatar, Doha, Qatar. His research interests include
mechatronics, solid-state power conversion, electric machines, and drives.

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