Modeling the Dynamic Behaviour of Single-phase

Line-Start Permanent Magnet Motors

John C. Salmon
Andrew M. Knight
Dept. of Electrical and Computer Engineering
University of Alberta
Edmonton, AB
Canada

ABSTRACT
Growing consumer and legislative pressures are increasing the demand for improved efficiency household appliances.
Since improving the efficiency of single phase motors is one
method of improving the overall efficiency of many appliances,
there is an increasing pressure for improved efficiency single
phase motors. The single-phase line-start permanent magnet
motor has been shown to be capable of very desirable steady
state performance, but is known to have undesirable starting performance. In this paper, a time-stepped finite element method
of simulating dynamic behaviour of these motors is presented.
Comparisons between simulations and measured performance
are presented and used to illustrate some of the difficulties associated with modeling these motors.
I. INTRODUCTION
As awareness of the need for improved energy efficiency increases, there is a growing pressure for motor with increased
efficiency. While increasing the efficiency of industrial motors
will provide the greatest energy saving, it is also important to
improve the efficiency of household appliances. In recognition
of this need Canadian energy efficiency regulations , [l], set
minimum standards for a range of household appliences that use
electric motors. Although other countries may not legislate this
efficiency, there is still a growing consumer demand for higher
efficiency appliances, creating in turn, a demand for high efficiency single-phase motors.
The single-phase line-start permanent magnet (LSPM) rnotor has a number of features which make it an attractive proposition for this type of application. Starting asynchronously by
means of an induction cage, it operates in steady- state as a synchronous motor. This combination provides the steady state performance of a PM motor without the need for an expensive drive
system. The work done in the mid 1980s by by Miller [2] and
Rahrnan and Osheiba [3] showed that these motors are capable
of very high efficiency, near unity power factor performance.
Perhaps more importantly, this performance may be acheived
with a motor of the same external dimensions as an induction
motor. More recent work by Knight and Williamson [4] has
shown that it may be possible to acheive as much as a 40% re-

0-7803-5589-X/99/$10.00
0 1999 IEEE

duction in losses when comparing a single phase line-start permanent magnet motor to a same size induction motor.
Desirable steady state line-start permanent magnet motor performance is, however, tempered by undesirable aspects to the
starting performance. There is usually a large ripple torque
present, due to a combination of the asynchronous interaction
of the permanent magnet and stator fields and reluctance torque
due to rotor saliency. In addition to this ripple, the permanent
magnets can create a net drag torque below half speed, with the
result that the motor just does not start. This undesirable performance is not limited to single phase line start permanent magnet
motors. Honsinger [ 5 ] ,Miller [6] and Stephens et a1 [7] have all
investigated the dynamic performance of three-phase line start
permanent magnet machines. Dynamic simulation of singlephase LSPM motors has received less attention. The interaction of fields in a single phase motor and introduction of stator
backwards rotating fields makes starting a single phase motor
significantly more complicated than starting a three phase motor. Consequently starting behaviour is more difficult to predict.
Despite these difficulties Carlson et al., [8], have produced dynamic simulation results for this type of motor using a limited
finite element model.
In recent years, the computation speed ofaffordable computers has rapidly increased. It is continually becoming possible to
carry out simulations that were not viable only two or three years
previously. In this paper the authors apply a non-linear timestepped eddy current finite element formulation in order to simulate dynamic performance. Simulation times for this modeling
technique are found to be acceptable when used on 350MHz
Pentium PC. Use of this model allows effects such as current
redistribution, saturation and demagnetization to be accounted
for during starting. A number of measured starting curves are
presented, and by comparison between measured, expected and
simulated performance, the difficulties associated with accurate
dynamic predictions are explored.
11. MOTORDESIGN
Prior to describing the simulation technique used it is important to examine the motor which we are trying to simulate.
Figure 1 shows a design for a single phase line-start perma-

2582

residual induction, B, , of 1.16 Tesla.

Two prototype machines were built, with identical crosssectional areas. The first rotor was unskewed, while the second
was skewed by one bar pitch. This paper concentrates on the
use of the unskewed motor, although some measured skewed
performance is presented

111. M O D E L I N G
TECHNIQUE
The eddy current method used in this paper is based on that
described by Arkkio [9]. In this technique, the non-linear field
equations are solved simultaneously with the rotor and stator circuit equations, allowing current redistribution in the rotor bars
to be properly accounted for. The equations for a single phase
LSPM motor may be written as follows:

Fig. 1. Cross-section of the prototype motor

nent magnet motor. The stator design is similar to that for a

single phase induction motor with two concentric windings, a
main and an auxiliary. The differences from an induction motor occur in the rotor design, with the addition of two arcuate
magnets and two reluctance windows. The magnets provide the
synchronous rotor excitation, with the reluctance windows limiting any leakage flux. The other significant difference from a
standard induction motor is the use of deep bars, again, to limit
the magnet leakage flux. These deep bars are not fully connected
to the rotor end ring as there is a standard end ring, with an inside radius up to the bottom of the ordinary rotor bars. The use
of a standard end ring reduces windage and improves efficiency
but means that current may only flow from the end ring into the
top of the deep bars, where the cross-section is the same as for
the other bars.

\ ,

(3)
The clear adaptations to the standard eddy current technique
required for this type of motor are the inclusion of magnet terms
in equation 1 and the capacitor related term in equation 2.
Rotation is taken into account by using the air gap element
as described with negative perioidicity by Flack and Volschenk
[lo]. Use of this method allows accurate torque calculations to
be made without the need to mesh the air gap. This method
does have the drawback that a relatively dense block is created
in the matrix equations, increasing the matrix simulation time.
However,this increase is offset to some extent by the removal of
any need to remesh the airgap or renumber the matrix equations.
A. Demagnetisation

vs

Lm

La

Fig. 2. Circuit Connection

The motor is connected to a 120V, 6Ohz supply by means of

the circuit shown in figure 2. Rated load is given as 150W and
during experimental testing a value of 50pF was used for the
start capactior, with 5 p F for the run capacitor. The magnets
used were quoted as Grade 30 Neodymium-Iron-Boron with a

The excitation terms due to the magnets and the magnet reluctivity terms are directional, with their values dependant not
only on the residual induction, B, but also the direction of magnetisation. If magnet demagnetisation is not taken into account,
the magnet excitation terms and reluctivity can be determined in
advance, and do not need to be updated during the course of the
time-stepped solution. Unfortunately, demagnetisation is known
to be a problem with some designs of LSPM motor and should
be included in the finite element model. Dealing with the possibility of demagnetisation during each iteration of a non-linear
finite element solution would be quite daunting, requiring a nonlinear magnetisation curve for the permanent magnet material.
However, it is possible to take demagnetisation into account at
the end of each time-step, outside the non-linear solution. This
approximation to the demagnetisation process may be described
using figure 3 and considering a single magnet element of the
finite element mesh.
1. At the end of each time-step, the flux density in the direction
of magnetisation is calculated.

2583

term part of the field equation, eqn. 1 :

4

dA

13

(4)

The elements forming the deep part of the bar are not, however,
included in the rotor cage terms in equations 1 and 3.
Before carrying out dynamic simulations using the method
described above, it is important to know the mechanical parameters of the motor and the conditions under which testing was
carried out.
ir

IV. MECHANICAL
CONDITIONS A N D TEST RIG

dB

The describing equations fr motion of the motor are given by

equation 5

dw, - Tern- F r - Load

dt

Jmech

(5)

where

w, =
Tern =
Fr =

Fig. 3. Magnet demagnetisation model

2. If the flux density in the direction of magnetisation is positive, demagnetisation will not have occured and the remanent
flux density for that element is unchanged, at B,.
3. If the flux density in the direction of magnetisation is negative and decreasing, it is allowed to continue to decrease along
the existing recoil line defined by B,.
4. If the flux density is negative and starts to increase, the remanent flux density for that element is reduced by an amout equal
to the minimum flux density, d B and recoil occurs along the line
defined by a remanent flux density of B, - d B .
5. The permanent magnet excitation terms for that element are
recalculated using the reduced value of B, .
The method described above is clearly an approximation to
the demagnetisation process. However, in the absence of detailed non-linear material properties for the magnets, it is felt
that this method gives a good indication of the extent of any
demagnetisation during starting.
.
B. Deep Bars

As stated earljer, the deep bars in the motor are only connected to the end rings at the top of bar. This creates another
difficulty which must be overcome before it is possible to model
the motor accurately. Those elements which are positioned so
that their radius is greater than the inside radius of the end ring
are treated in a similar fashion to elements making up other,
standard, bars. The remaining elements cannot be treated as
part of the normal bar arrangement.When we consider equation
3, the applied bar voltages and resulting currents are in part defined by an end ring connection matix. Since the deeper section
of the deep bar is not connected to the end ring, the equations
for the applied voltage are invalid, as are equations for current
flowing out of the bar into the end ring. In order to account for
some induced current in the deep-part of the bar, those elements
forming the deep deep part of the bar are included in the eddy

Angular velocity in radians per second

Electromagnetic Torque
Friction
Load = Load Torque
Jmech
= Mechanical Inertia
It is clear that predictions of dynamic behaviour are dependant on the values used for inertia, and to a lesser extent, friction.
In order to get an accurate value for inertia, the rotor and shaft
were removed from the motor and the inertia was measured as
4.54 x 10-4kgm2. With the motor reassembled, the rotor was
accelerated past synchronous speed using an external motor and
allowed to run down, measuring the rate of deceleration at synchronous speed. Using this value and the measured inertia, the
friction at synchronous speed was determined as 0.018 Nm.
In order to measure speed during starting a disc with 100
evenly spaced holes was fitted to the shaft and an LEDphotodiode unit was used to generate a frequency signal proportional to the rotor speed. This frequency signal was in turn
convered to a voltage using a standard frequency - voltage converter. Variations in the voltage signal were then recorded using
a digital oscilloscope. Measured plots of the variation in speed
with time which are presented in this paper have been scaled
from this voltage to give a full speed of 3600 rpm. Use of the
frequency to voltage converter allows relatively good measurements of speed to be made. However, with an initial resolution
of 100 cycles per revolution, the frequency to voltage converter
smooths out any speed ripple, since the converter operates by
counting the number of pulses in a given sample time. For this
reason, the measured run-up curves presented inthis paper indicate smooth, almost ripple-free starting. This is certainly not
the case with a single-phase line-start permanent magnet motor.
During tests of starting behaviour significant vibrations were observed, indicating a significant torque ripple.
Measurement of starting behaviour under load were carried
out by connecting the motor to a Magtrol HD-500 dynamometer. Using a dynamometer with a hysteresis brake allows a relatively high level of confidence that the applied torque will be
constant, independant of speed, throught out the starting period.
Unfortunately, connecting the Magtrol to the motor introduces a
different uncertainty to the mechanical equations.

2584

UnloadedSkewed Motor

4000.0

-E

4000.0

3000.0

2000.0

a
1000.0

0.0

1000.0

00

1 /

4000.0 1

3000.0

2000.0

00

20

10

Measured

1000.0

30

Time (s)

0.0

1 .o

0.0

2.0

3.0

Time (s)

Fig. 4. Skewed rotor, unloaded starting

According to the manufacturers data, the input inerta for a

model HD-500 Magtrol is 1.070 x 10-3kgrn2. This is 2.35
times the measured inertia for the motor, 4.54 x 10-4kgm2.
However, when run-up tests were carried out, connecting the
dynamometer had little effect on the observed run-up performance. This result may be seen in figure 4. This plot shows
the measured result of starting the skewed motor with and without the dynamometer connected to the motor. It can clearly be
seen that the run-up time is not significantly increased when the
dynamometer inertia is introduced to the system. This result is
somewhat unexpected. If the system inertia when connected to
the Magtrol is 3.35 times that for the motor alone, one would
expect the starting behaviour to be significantly slower. Bearing
in mind this uncertainty, the simulations for the unskewed rotor
were carried out using a 'typical' value of 5.0 x 10-4kgm2.

V. SIMULATION
RESULTS
With the mechanical data for the machine obtained as described above, simulations of dynamic behaviour for the test
unskewed motor were carried out.
The first simulation presented is a prediction of no-load
starting performance. A comparison between measured speed
against time is presented in figure 5. The simulated starting
performance is shown in the top graph, with measured performance in the second graph. At first sight, the simulated performance bears little resemblance to the measured performance.
There is considerable speed ripple predicted throughout starting
and the simulation predicts synchronous speed will be reached
faster than was observed with measurement. Before considering performance under other conditions it is important that we
understand any reasons for the apparent discrepancies found so
far.
The first point to consider is the lack of ripple on the measured starting curve. As stated earlier, this is not what one
would normally expect from observing the behaviour of the motor during starting and may be accounted for by a smoothing
effect due to the frequency to voltage converter. If the simulated starting curve is averaged out, representing the average

al

1000.0

''

0.0
0.0

Simulation:Smoothed]

1 .o

2.0

3.0

Time (s)

Fig. 5. Unskewed Motor: Simulation and Measurement

frequency in a 0.2 second period we obtain the third, bottom

curve in figure 5. This final curve, obtained from the simulation data, shows a much closer agreement with the measured
run-up curve. Clearly, averaging the simulation data will extend
the apparent run-up time, and make the simulation results look
smoother, closer to the measured curve. In this instance, however, with the measured curves differing markedly what would
be expected after observing the run-up test, it would seem to be
appropriate when evaluating the simulation technique.
A second step to evaluating the simulation technique is to
consider the torque prediction.
Figure 6 presents two graphs from the unskewed motor noload prediction shown above. The top graph is the predicted
torque from the simulation, while the bottom graph is a timeaveraged value of the simulation output. Closer inspection of
the predicted torque curve indicates a number of ripple frequencies interacting with each other. At around one third speed, the
frequencies interact to reduce the average torque, as seen in the
lower graph. This corresponds to the reduction in the acceleration of the rotor seen around 1200rpm in figure 5 .
Some insight into this behaviour may be obtained by considering the frequencies of the air gap mmf distributions due to the
stator, in a rotor reference frame.

2585

B,,,,

+0 +a)
+ Bs,cos((l - 2sw,) + 0 + p)
+ Bs,cos(-(2 - s)w, + 0-+ y)
= islcos(sw,

(6)

(7)
(8)

5.0

3000.0

0.5 Nm Load

2000.0

0.0

1000.0

-5.0

I-

1.-/I--'

4000.0

-10.0

L . . , . , . . . . ' ' . . . '.''' ' " " ~ ' ' " ~ " ' ' ' '

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

'.'.."''...'

0.8

0.9

0.0

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0

4000.0

1.0

3000.0

0.1 Nm Load

2000.0

1000.0

0.0
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0

15

10

05

4000.0
3000.0

00

2ooo'o

-05

1000.0

-10

00

01

02

03

04

05 06
Time (5)

07

08

09

'"'/-----i
1
1

- 0.15 Nm load

0.0 tA-Y--

" " '

'

" " " " "

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0
Time (s)

10

Fig. 7. Measured starting at various loads

Fig. 6 . No-load dynamic torque simulation

40000

30000 -

(9)

Unloaded]

where:
is the stator forwards rotating field
BSI
is
the stator backwards rotating field
Asz
due to saliency
6 s g is the usual single phase stator backwards
rotating field
Inspection of equation 9 shows that both backwards rotating
fields rotate at the same frequency when s = 0.6611. This corresponds to a rotor speed of 1220 rpm. At this slip, the interaction of the backwards rotating fields creates additional drag
torque components, resulting in the predicted reduction in available torque around one third speed.
The simulations so far are encouraging, offering results in line
wth expectations, and within an acceptable time frame. Running
the simulations on a PC, modeling 2 seconds of real time takes
approximately 12 hours. While this is still quite long for everyday design work, having information overnight on whether or
not a design is viable is certainly preferable to building numerous prototypes.
The time averaged torque plot indicates that the available
torque around one third speed is only slightly more than 0.1 Nm.
If the simulation is valid, the motor is likely to have difficulty
starting loads greater than 0.1Nm
The plots in figure 7 show that the motor can start loads of up
to 0.1 Nm with relatively little difficulty. However, as expected,
when the load is increased to 0.15 Nm the motor has difficulty
starting.
The simulation results presented in figure 8, like the results
from the measured performance, indicate that the motor can start
a 0.1 Nm load. However, the simulations indicate a greater difficulty in accelerating past 1200rpm than is observed in the measured results.
A. Adjustments

After comparing the measured performance with the simulations so far, three points begin to become clear:

00

02

04

06

08

10

'

12

'

'

14

16

18

'

1
20

4000.0
3000.0
2000.0
1000.0

n
-."n
0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

-I

4000.0

3000.0
2000.0

1000.0

0.0
0.0

0.2

0.4

0.6

0.8

%-dAL-LJ

1.0 1.2
Time (s)

1.4

1.6

1.8

2.0

Fig. 8. Predicted starting perfromance

1. The simulations predict a lower available torque at around

one third speed than is observed from the starting curves.
2. The measured rate of acceleration at low speed and near synchronous speed is lower than the simulations predict.
3. The simulation results, while not providing an exact match
with measurements, are in line with expected behaviour for this
type of motor.
These points indicate that the model may be working correctly, but wirh incorrect input data. It would seem prudent at
this time to simulate the performance of the motor with slightly
different input parameters. This was indeed carried out, with
one input parameter altered at a time.
The magnets in the motor were specified as Grade30
Neodymium-Boron-Iron, with remanent flux density B, , of
1.16T. However, further investigation into different manufacturers specifications indicate that a remanent flux density of 1.08
Tesla may be considered within specification for grade 30 magnets. Simulations have shown that using a value of 1.08 T improves the agreement between steady state predictins and mea-

25 86

surements [ 113. For this reason the first parameter to be adjusted

was the remanent flux density, and simulations were run using a
value of 1.08 T.

I
,
1

4000.0

-E

4000.0
3000.0

2000.0

3000 0

Unloaded

U)

1000.0

0.0
0.0

4000.0

0.1

0.2

0.3

0.4 0.5

0.6 0.7

0.8 0.9

20000

1.0

(0

Simulation Load=O 1 Nm

10000

2000.0 - 0.1 Nm Load

00

00

0.0

0.1

0.2

0.3 0.4 0.5 0.6 0.7

Time (s)

0.8 0.9

05

10

15

20

25

Time (s)

1.0

Fig. 10. Simulation: B,=1.08 Tesla, Inertia =0.8 x

Fig. 9. Simulations with reduced Remanent Flux Density
10.01"'r'"~~

'

'

"

'

'

, ' c " ' " ' ' r . l

5.0

Predictions for starting behaviour when the remanent flux

density has been reduced to 1.08T are presented in fugure 9.
Both of these simulations indidate that a motor with slightly
weaker magnets has more available torque at around one third
of synchronous speed. This result is as should be expected, with
the magnet strength slighly reduced there is less magnet drag
torque at asynchronous speed. However, it is not possible to
predict in advance the effect that reducing the magnet strength
would have on synchronisation. Reducing the magnet strength
reduces the available synchronising torque and may prevent the
motor from synchronising. It is important to note that the simulations with reduced magnet strength indicate that the motor
will still synchronise.
The simulations with reduced remenant flux density, while
presenting a starting curve of similar shape to measurements,
reach synchronous speed significantly faster than the measured
motor performance. Using the value of 1.08T in the motor it
is now possible to simulate performance with a higher system
inertia. As was mentioned when describing the test rig, there is
some uncertainty about the exact value for system inertia.
The run-up simulation shown in figure 10 was carried out with
a value of 0.8 x
for inertia, a sixty percent increase from
that used in the other simulations. Comparing this simulation
result with the measured run-up curve, the prediction shows an
improved agreement with the measurement.
As the rotor approaches synchronous speed, the simulation
indicates that the motor almost settles into a steady oscillation
at subsynchronous speed. This illustrates the problem of when
to switch out the start capacitor. During the experimental procedure it was found that the capacitor should be switched out
at almost synchronous speed. Although the run capacitor offers
more balanced fields at when synchronised, there is actually less
available synchronising torque than with the start capacitor connected. Inspection of figure 11 shows that the start capacitor
is switched out of the circuit when the time is approcimately

2
P

'r
a,

z$
s
!!

0.0

-5.0

20.0

0.0
-20.0

10.0
5.0
0.0
-5.0
-10.0

0.0

0.2

0.4

0.6

0.8
1.0
Time (s)

1.2

1.4

1.6

Fig. 1 1. Simulated torque and current variation

1.15 s. This is evidenced by the sharp decrease in auxilliary current at this time. Note, however, that the magnitude of the main
winding current is not significantly decreased until the motor is
almost synchronised. At the same time, the positive peak of the
torque ripple is reduced, while magnitude of the negative peak
increases slightly.
The change in predicted starting time shown in figures 9 and
10 indicates the performance of line-start permanent magnet
motors can be very sensitive to mechanical parameters. A sixty
percent increase in inertia results in a predicted increase in starting time of almost a factor of 4. It is clearly very important to
have accurate mechanical data to produce reliable simulations.
However,with the above adjustments made to the input param-

2587

eters the time-stepped simulations seem to offer a good level of

agreement with measured run-up curves.
It is clear that the prototype design used for these simulations
is not capable of starting a full load of 0.4 Nm. Although this
was known from experimental data prior to carrying out the simulations, use of the time-stepping model will enable the viability of other designs to be determined before prototyping. This
a particular advantage when considering permanent magnet machines, since cost of manufacturing specialty one-off magnets
is particularly high.
VI. CONCLUSIONS

In this paper the authors have described a finite element model

capable of simulating the dynamic performance of single-phase
line-start permanent magnet motors. This model is capable of
taking into acount factors such as saturation, current redistrbution and demagnetisation while producing results overnight on
a PC. By comparing simulation results with measured results it
has been demonstrated that the dynamic performance of these
motors is very sensitive to small design changes, some of which
may be within manufacturers tolerance.
ACKNOWLEDGEMENTS
The majority of this work was carried out using facilities at
the University of Alberta, with the support of the Canadian National Science and Engineering Research Council. Measurements of the prototype motor performance were carried out at
the Unviersity of Cambridge, England, using a motor kindly
supplied by Emerson Electric Co. St. Louis.

REFERENCES
Natural Resources Canada, Energy efficiency regulations, Canada
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May 1985.
M.A. Rahman and A.M. Osheiba, Performance analysis of single-phase
permanent magnet motors., Electric Energy Conference 1987.Adelaide.,
October 1987.
A.M. Knight and S. Williamson, Influence of magnet dimensions on the
performance of a single-phase line-start permanent magnet motor, Proceedings of the IEEE International Elecric Machines and Drives Coqference, Seattle, pp. 710-772,1999.
V.B. Honsinger, Permanent magnet machines: Asynchronous operation,
IEEE Transactions on Power Apparatus and Systems, vol. PAS-99, no. 4,
pp. 1503-1509, July 1980.
T.J.E. Miller, Synchronization of line-start permanent magnet ac motors,
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motor with gentle starting behaviour, IEEE Industry Applications Society
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Single-phase line-started permanent magnet motor analysis using finite
element method, IEEE Industrial Applicarions Society Annual Conference. Denver, vol. 1, pp. 227-233,October 1994.
A. Arkkio, Finite element analysis of cage induction motors fed by static
frequency converters, IEEE Transactions on Magnetics, vol. 26, no. 2,
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[IO] T.J. Flack and A.F. Volschenk, Computational aspects of time-stepping
finite-elememt analysis using an air gap element, ICEM, pp. 158-163,
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[ I I] A.M. Knight and J.C. Salmon, A comparison between finite element
techniques when modelling single phase line-start permanent magent motors, To be presented at the 9th international conference on electrical
nuchines arid drives, (EMD 99). Canterbury, September 1999.

2588

IEEE INDUSTRIAL APPLICATIONS SOCIETY-The Thirty-Fourth Meeting

Session 59

INDUSTRIAL DRIVES

Analysis and Control Methods

for Motor Drive Systems