International Journal of Power Electronics and Drive System (IJPEDS)

Vol. 14, No. 2, June 2023, pp. 771~780

ISSN: 2088-8694, DOI: 10.11591/ijpeds.v14.i2.pp771-780  771

Design of suspension control system for bearingless induction

motor using fuzzy-I controller

Qasim Kadhim Jasim, Mohammed Moanes E. Ali

Department of Electrical Engineering, University of Technology, Baghdad, Iraq

Article Info ABSTRACT

Article history: In the bearingless induction motor (BIM), the rotor of BIM is supported by
the magnetic force, the radial position control technique is studied in this
Received Oct 28, 2022 paper, an approximation and simplification are used to create a linearized
Revised Dec 11, 2022 model of suspension system. The objective of this paper is to design a control
Accepted Dec 25, 2022 system that overcomes the limitations of the traditional controller and to
improve the control performance and achieve high stability, even if it is
exposed to external disturbance and internal disturbance (changes in load or
Keywords: speed). In order to solve this problem, the proposed controller is based on the
fuzzy-I controller that combines the positive features of both fuzzy logic and
Bearingless induction motor the integration. In comparison with the conventional PID, the results show
Flux oriented control that the fuzzy-I controller reduces the peak-to-peak rotor deviation by 23%
Fuzzy-I controller under effect of external disturbance force and 31% under effect of speed
Linear motion equations variation and 9% under effect of load variation.
Suspension force

This is an open access article under the CC BY-SA license.

Corresponding Author:
Qasim Kadhim Jasim
Department of Electrical Engineering, University of Technology
Baghdad, Iraq
Email: [email protected]

1. INTRODUCTION
A mechanical bearings motor is unable to meeting the requirements for high speed and long-term
operation. As a result, the magnetic bearing motor was created. However, the magnetic bearing motor has
many disadvantages such as complex structure, high energy consumption for the magnetic suspension, low
efficiency, difficulty of over-speed and so on [1], [2]. The bearingless motor is the best solution for this problem
where the number of the inverters, dimensions of the motor, and the associated costs are reduced [3], [4].
There are many types of the bearingless motor, the bearingless induction motor is one of the most
important of these types. The BIM is a hybrid of conventional motor and magnetic bearing, The BIM consists
of two set of windings are imbedded in stator slots, the electromagnetic torque windings to generates rotation
torque and the suspension control windings to control the suspension force [5]–[8]. A magnetic levitation force
is generated by the interaction of the air-gap magnetic flux generated by two sets of the stator windings, used
to control the axial suspension force of the rotor [1]. Compared with magnetic bearing, the bearingless motor
has many advantages, like higher critical speed, shorter shaft, smaller in size, and lower cost [9]. In a
bearingless induction motors, the volt-Ampere required for axial levitation force control is very small compared
with the volt-Ampere of torque windings [4]. This result indicates possible cost reduction in the bearingless
induction motor and demonstrates it is less expensive. The induction motor has many advantages over other
types of motors such as its robustness, low cost and its simplicity [10].
The important problems and requirements for controlling BIM is to generate an electromagnetic force
in order to prevent the collision between the stator and the rotor that makes the rotor rotates in the center of

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772  ISSN:2088-8694

stator bore. A sliding mode controller with variable structures of BIM was proposed by [11] to implement the
dynamic decoupling control with excellent performance and enhance the stability of the system. Direct torque
and the suspension forces control for BIM using active disturbance rejection controller was proposed [12], the
simulation and testing findings demonstrate that the ADRC technique has excellent robustness, can effectively
reduce the influence of the load disturbance and also reduce overshoot. Direct levitation force control method
using model prediction has been proposed by [13], the modeling and experiment results demonstrate that the
suggested control technique can successfully increase the suspension stability of the rotor also enhancing the
system's ability to resist disturbances. The non-singular fast terminals with sliding mode control was proposed
in [14], The experiment and simulation result demonstrate that the proposed controller tracks the values of the
radial displacement and speed quickly, also, the rotor is reaching to the steady state position immediately and
achieving stability.
The goal of this paper is to design control system to overcome the traditional controller limitations
and to improve control performance and achieve high system stability even when the motor shaft is subjected
to external disturbances. The proposed control system in this work is based on the fuzzy-I controller: this
controller combines the features of both fuzzy and integration. fuzzy logic is a nonlinear control system, it
doesn’t require exact mathematical models and the integration helps to reduce the steady state error.

2. MATHMATICAL MODELS OF BEARINGLESS INDUCTION MOTOR

The BIM contains two groups of stator winding are embedded in the same slots. In this work, the
following structure is considered: four poles winding p1 to generate the electromagnetic torque and two poles
winding p2 to generate the rotor suspension forces as shown in Figure 1. The two groups must achieve two
important conditions in order to generate stable suspension force: ω 1=ω2 and P1=P2±1, where ω1 and ω2
represent the angular frequencies of torque and suspension windings respectively.
Figure 2 Shows that the flux linkage in air-gab Ψ1 and Ψ2 are generated by the current of torque
windings 1a and suspension windings 2a respectively, Ψ1 and Ψ2 are in same direction on the left side of air-
gap, Ψ1 and Ψ2 are in opposite direction in right side of air-gap, as a result the magnetic flux density in left side
is greater than the magnetic flux density on the right side, then the radial levitation force F is generated in the
negative X axis. If the currents in radial suspension windings are reversed, a radial levitation force is generated
in the positive X axis. In the same way the radial levitation force in Y direction is controlled by supplying
current in the suspension windings 2b which are perpendicular to the suspension windings 2a [15].

Figure 1. Structure of BIM

Figure 2. Principle of radial the suspension forces generation

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Int J Pow Elec & Dri Syst ISSN: 2088-8694  773

2.1. Electromagnetic torque and speed of BIM

The magnetic flux of the axial suspension windings and torque windings induce a current in the rotor,
however, the current induced by the suspension windings and torque that caused by it can be ignored because
it is very small with respect to the current induced by torque windings, so the magnetic flux of the air-gap can
be written as [14]–[16]:

1d = L1m (I1ds + I1dr ) (1)

1q = L1m (I1qs + I1qr ) (2)

where: Ψ1d and Ψ1q are the flux linkage in air-gab in d-q coordinates system respectively, L1m is mutual
inductance for torque windings, i1dr, i1qr, i1ds and i1qs are the rotor and stator current components for torque
winding by the d-q coordinates system respectively. We can write the relationship of electromagnetic torque
as follows:

Te = P1(I1qs 1d − I1ds 1q ) (3)

where: P1 is the pair of poles for torque windings.

In this work the field-oriented control system (FOC) is used of the BIM speed control, this system
also enables the flux and torque of BIM to be controlled separately as in separately excited DC motor, in other
words, the electric torque is controlled by the i1qs current and the flux by the i1ds current. By using rotor field-
oriented control scheme, the vector of rotor field for torque winding is aligned in the direct axis, that means
the linkage flux components of the rotor for torque winding will be: Ψqr = 0 and Ψdr = Ψr [2], [17].

𝛹1𝑟 ∗
𝑖1𝑑𝑠 ∗ = (4)
𝐿𝑚

𝐿1𝑟 𝑇𝑒 ∗
𝑖1𝑞𝑠 ∗ = (5)
𝑃1 𝐿1𝑚 𝛹1𝑟 ∗

Depending of the machine parameters the slip speed can be write as (6).

𝐿1𝑚𝑅1𝑟 𝑖1𝑠𝑞 ∗
𝜔𝑠𝑙 = (6)
𝐿1𝑟 𝛹1𝑟 ∗

From the measured speed of the rotor (ωr) and slip speed (ωsl) can be obtained the flux transformation angle (𝜃)
as follows:

θ = ∫ (𝜔𝑆𝑙 + 𝜔𝑟 )dt (7)

from basic equations of rotor.

I
 r = 1ds (1 + p) (8)
Lm

The electromagnetic torque equation can be determined as:

L1m
Te = P1 (I1qs  r ) (9)
L1r

where: L1r is the inductance of the rotor for torque winding, R1r is the resistance of the rotor for torque winding,
p is the partial derivative, τ is rotor time constant, TL is the load torque, J and P1 are moment of inertia and
pole pairs for torque winding respectively.

2.2. Suspension forces of bearingless induction motor

Two-poles suspension force winding and four-pole torque winding are embedded in stator slots of the
BIM. The electromagnetic coupling of the bearingless induction motors is very complex, because the coupling
between the two-pole winding and four-pole windings, and the couplings between the stator windings

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774  ISSN:2088-8694

themselves. So, to deal with this form easily, the three phase (abc) is transformed to a two-phase system (αβ)
and then transformed to a two-phase rotation system (dq). Let 𝛹2a, 𝛹2b, 𝛹1a and 𝛹1b are the flux linkage of
windings: 2a, 2b, 1a and 1b respectively and i2ds, i2qs, i1ds and i1qs are the stator current components in d-q
coordinates of windings 2a, 2b, 1a and 1b respectively. The flux linkage equations of the BIM can be written
as follows [18]–[21]:

[𝛹] = [𝐿] ∗ [𝑖] (10)

𝛹1𝑎 𝐿1𝑎 𝑀1𝑎1𝑏 𝑀1𝑎2𝑎 𝑀1𝑎2𝑏 𝑖1𝑑𝑠

𝛹1𝑏 𝑀1𝑏1𝑎 𝐿1𝑏 𝑀1𝑏2𝑎 𝑀1𝑏2𝑏 𝑖1𝑞𝑠
[ ] = [ ] ∗[ ] (11)
𝛹2𝑎 𝑀2𝑎1𝑎 𝑀2𝑎1𝑏 𝐿2𝑎 𝑀2𝑎2𝑏 𝑖2𝑑𝑠
𝛹2𝑏 𝑀2𝑏1𝑎 𝑀2𝑏1𝑏 𝑀2𝑏2𝑎 𝐿2𝑏 𝑖2𝑞𝑠

where: M and L is the mutual and self-inductance and subscript of 1 and 2 refer to torque winding and
suspension windings respectively. The value of mutual inductance between four- pole windings with
themselves is zero, the value of mutual inductance between the two-pole windings with themselves is zero, the
value of self-inductance for torque windings (L1s) and the suspension windings (L2s) are constant, only the
value of mutual-inductance between the torque winding and the suspension windings is variable and dependent
of the rotor displacement variation in X and Y direction, So the equation of inductance matrix for the (BIM)
can be written as [20]:

𝐿1s 0 −𝑀̀𝑋 𝑀̀𝑌

0 𝐿1s 𝑀̀𝑌 𝑀̀𝑋
[𝐿] = (12)
−𝑀̀𝑋 𝑀̀ 𝑌 𝐿2s 0
[ 𝑀̀𝑌 𝑀̀ 𝑋 0 𝐿2s ]

where M ̀ is mutual inductance coefficient for fore-pole windings and two-pole windings, X and Y are radial
displacement of rotor in X and Y axis respectively. According to the principle of energy conversion in the BIM,
we can describe the magnetic energy that is stored in the stator windings as follows [21]:
1
[𝑤] = ∗ [𝑖]𝑇 [𝐿][𝑖] (13)
2

By neglecting magnetic flux saturation, the axial forces Fx = dw/dx in X direction and Fy = dw/dy in
Y direction as follows:
𝑑𝑤
𝐹𝑥 −𝑖1𝑑𝑠 𝑖1𝑞𝑠 𝑖2𝑑𝑠
[ 𝑑𝑥
] = [𝑑𝑤 ] = 𝑀̀ [ ][ ] (14)
𝐹𝑦 𝑑𝑦
𝑖1𝑞𝑠 𝑖1𝑑𝑠 𝑖2𝑞𝑠

Let, 𝑖1𝑑𝑠 = 𝐼m ∗ cos(ωt) (15)

𝑖1𝑞𝑠 = 𝐼m ∗ sin(ωt) (16)

then
∗
𝐹𝑥 − cos(ωt) sin(ωt) 𝒊𝟐𝐝𝐬
[ ] = 𝑀̀ ∗ 𝐼m [ ][ ] (17)
𝐹𝑦 sin(ωt) cos(ωt) 𝒊𝟐𝐪𝐬 ∗

where: Im is the magnetizing current of the torque windings.

2.3. The radial motion equations of the suspended rotor

In this section, we will study the axial (radial) motion of the rotor based on the newton's second law,
which states that the sum of the forces that act on the rotor are equal to the product of mass multiplied by
acceleration, the radial motion equations of rotor shaft in the X and Y directions as shown in Figure 3 can be
written as [1], [22]:

Fdx + Fsx + Fx = m𝑋̈ (18)

Fdy + Fsy + Fy = m𝑌̈ (19)

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Fsx = Ks X and Fsy = Ks Y

𝑙 𝑟 𝜋 𝐵2
Ks = (20)
2𝜇0 𝑔

where: m, Ɩ and r are the mass, length and radius of rotor respectively, Fsx, Fsy are unilateral magnetic pull
components along x and y direction respectively, Ks represents radial displacement stiffness factor, B is
magnetic-flux density, g is the length of air-gap, µ0 is the vacuum permeability and Fdx, Fdy are the external
disturbance of the rotor in X and Y axis direction respectively.

(a) (b)

Figure 3. State space of rotor motion in (a) X axis and (b) Y axis

3. THE PROPOSED CONTROLLER (FUZZY-I)

The proposed control system is simulated by using the MATLAB-Simulink platform as shown in
Figure 4. This control system is divided into two subsystems for rotation torque control and suspension control.
The rotation of the motor is controlled by using the field-oriented control system (FOC), while the axial
suspension forces in the X and Y axis are controlled by using the differences between the references and
measured values of rotor position, which are adjusted by using the fuzzy-I controller. The adjustable suspension
currents i2d* and i2q* are obtained by converting the forces Fx and Fy to currents using the equation of
modulation as (21) [20].

𝑖2𝑑 ∗ −cos (2𝜔0 )𝑡 sin (2𝜔0 )𝑡 𝐹𝑥 ∗

[ ]=[ ][ ] (21)
𝑖2𝑞 ∗ sin (2𝜔0 )𝑡 cos (2𝜔0 )𝑡 𝐹𝑦 ∗

Figure 4. Block diagram of the presented control system

Design of suspension control system for bearingless induction motor using … (Qasim Kadhim Jasim)
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By using dq-abc transformation the three reference currents of suspension force are determined. The
suspension windings are supplied by three phase bridge inverter and the current of each phase is controlled
separately, this is simply achieved by comparison the reference currents (iS*) to the actual currents (iS) by using
the hysteresis comparator as shown in Figure 5. In the bearingless induction motor, a new set of windings has
been added with the main stator windings. The purpose of these additional windings is to keep the rotor in the
center and away from the stator, which are controlled by the separate control system.

Figure 5. Current controller of induction motor

Many well-known structures are employed in design of the PID-like fuzzy logic controller depending
on the structure used, fuzzy-I control system has been proposed in this paper. The structure is fuzzy logic
connected in parallel with integration. This controller combines the features of both fuzzy and integration.
Figure 6 illustrates the diagram of the fuzzy-I control system; two of these controllers are used, one for
controlling the X position of the rotor and the other for Y position.

Figure 6. The simulation of fuzzy-I controller

K1 and K2 are selected based on the limits of error and the change in error to be suitable to the range
of the fuzzy logic input, K3 and K4 are selected to improve the control system performance by using trial and
error. The main structure of the fuzzy logic system includes three stages, the fuzzification, Inference rules, and
defuzzification stage. In fuzzification, the data of input are converted to the fuzzy values, which are lingual
values understandable by inference mechanism, where fuzzification is the process of applying membership
functions to input variables. The inference rule employs fuzzy operations to map the input linguistic value to
the output linguistic values. In the defuzzification, the fuzzy values which are resulting from the inference are
transformed to crisp values [23], [24].
The fuzzy logic employed in this study consists of two inputs, the error of displacement (E) and change
in error (CE), each one of the inputs and outputs has a membership function. The input and lingual variables are
NB (negative big), NM (negative medium), NS (negative small), Z (zero), PS (positive small), PM (positive
medium), and PB (positive big) where, the universe(rang) of both error and the change in error is [-1 1] as shown
in Figure 7. There are six different kinds of membership function which are trapezoidal, triangular, Gaussian,
sigmoidal, s-type and z-type. For input: triangle, s-type and z-type are used, while for output, triangle shape is
used, this combination gives most accurate results compared with other kinds of the membership functions.
The lingual variables of the output are NB (negative big), NM (negative medium), NS (negative
small), Z (zero), PS (positive small), PM (positive medium), and PB (positive big) and their input
range(universe) of [-1 1]. The arrangement of the output membership functions is shown in Figure 8. The
fuzzy rules are statements set of IF-THEN used to determine the output state from the input state [25], the rules
of the fuzzy control system are tabulated in Table 1.

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Int J Pow Elec & Dri Syst ISSN: 2088-8694  777

Figure 7. Input membership functions (a) E (error) and (b) CE (change in error)

Table 1. Fuzzy rule

NB NM NS Z PS PM PB
E
CE
NB NL NL NM NM NS NS Z
NM NL NL NM NS NS Z PS
NS NM NM NS Z Z PS PS
Z NM NS Z Z Z PS PM
PS NS NS Z Z PS PM PM
PM NS Z PS PS PM PL PL
Figure 8. The output membership functions PB Z PS PS PM PM PL PL

4. RESULTS OF SIMULATION
To effectively verify the proposed controller, a system of bearingless three-phase induction motor is
simulated and analyzed at different operating conditions. In this section the results of the proposed control system
are compared with conventional PID results. The rotor deviation should not exceed 50 percent from the length of
air-gap (0.6 mm) to prevent the collision with the stator. The parameters of BIM are tabulated in Table 2.

Table 2. BIM parameters [26]

Symbols Value Description Symbols Value Description
Lm1 0.1586 Mutual inductance for torque-windings (H) m 2.86 Mass of the rotor (Kg)
L1r 0.0092 Leakage inductance of the rotor (H) N1 60 No. of turn for torque windings
R1r 11.48 Resistance of rotor (Ω) N2 140 No. of turn for suspension windings
J 0.00796 Moment of inertia (Kg.m2) P1 2 Pole-pairs for torque windings
𝑙 105 Long of the rotor (mm) P2 1 Pole-pairs for suspension windings
r 97.8 diameter of the rotor (mm) g 0.6 Air-gab (mm)

The motor is started at reference speed of 3000 rpm and load torque TL=2 Nm and no external
disturbance forces on rotor shaft. At time 0.2 s, an external-disturbance force in negative X axis direction of 40 N
is applied on the rotor as shown in Figure 9(a). Figure 9(b) shows the rotor deviation from the center point in the
X axis direction at time 0.2 s. The value of the maximum rotor deviation is 160 μm by using a conventional PID
controller and 88 μm by using proposed fuzzy-I controller and the peak-to-peak rotor deviation is 160 μm by
using a conventional PID controller and 123 μm by using the proposed fuzzy-I controller. at time 0.2 s the radial
suspension force (Fx) will increase from zero to 40N to overcome the external disturbance force as shown in
Figure 9(c). Figure 9(d) shows the peak to peak three phase current of suspension windings, before the disturbance
force is applied, the suspension windings current is 90 mA to counter the rotor weight and then at time 0.2 s the
suspension current is increased to 145 mA to counter both of the rotor weight and the external-disturbance force.
To verify the suspension control system performance during the variation of reference speed, at time
0.5 s the reference-speed (ω*) is increased from 3000 to 4000 rpm (314 to 419 rad/s) as shown in Figure 10(a).
The speed of the rotor (ωr) reaches a steady state after 27 ms. Figure 10(b) shows the effect of the speed
variation of rotor position in X axis direction, the value of the maximum rotor deviation is 100 μm by using a
conventional PID controller and 53 μm by using proposed fuzzy-I controller and the peak-to-peak rotor
deviation is 138 μm by using a conventional PID controller and 95 μm by using the proposed fuzzy-I controller.
Figure 10(c) shows the effect of the speed variation of rotor position in Y axis direction, the maximum value
of rotor deviation is 78 µm with traditional PID, this deviation decreases to 40 µm by using the proposed
fuzzy-I controller. Figure 10(d) shows the effect of speed variation on the suspension current, the motor current
increases during the acceleration period, which leads to a decrease in suspension current from 145 mA to
30 mA (peak to peak value) because the suspension current is inversely proportional to the load current in the
event that the suspension force is constant. When the speed reaches to the steady state, the suspension current
returns to the normal value (145 mA).
Design of suspension control system for bearingless induction motor using … (Qasim Kadhim Jasim)
778  ISSN:2088-8694

Figure 9. Performance of control system during disturbance force: (a) disturbance force, (b) X- displacement,
(c) X-suspension force, and (d) the suspension current

Figure 10. Effect of the speed change: (a) the rotor speed, (b) X displacement, (c) Y displacement, and
(d) the suspension current

In case of speed and torque variation the displacement value towards the X axis is greater than the
displacement towards the Y axis, because the displacement towards the X axes is affected by the force applied
towards the X axis (disturbance force) which is equal to 40N, and the displacement towards the Y axis is
affected by the rotor weight (28.5 N).
To verify the suspension control system performance during the variation of load torque, at time
0.9 s the load torque is increased from 2 to 10 Nm as shown in Figure 11(a). Figure 11(b) shows the effect of
load variation of rotor position in X axis direction, the maximum rotor deviation is 43 μm by using a conventional
PID controller and 30 μm by using the proposed fuzzy-I controller and the peak-to-peak rotor deviation is 43 μm
by using a conventional PID controller and 39.1 μm by using proposed fuzzy-I controller. Figure 11(c) shows
the effect of load variation on rotor position in Y axis direction, the maximum rotor deviation is 32 µm using
PID, this deviation decreases to 22 µm by using the fuzzy-I controller. Figure 11(d) shows effect of the load
variation on the suspension current, the load current increases with the increase of load, which leads to a
decrease in suspension current from 145 mA to 103 mA (peak to peak value), because the suspension current
is inversely proportional to the load current when the suspension force is constant.
Summary of results and a comparison between the conventional PID and the fuzzy-I controller based
on the peak-to-peak rotor deviation in X axis direction are shown in the Table 3. The percentage deviation is
calculated by (22).

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Int J Pow Elec & Dri Syst ISSN: 2088-8694  779

peak to peak deviation with PID−peak to peak deviation with Fuzzy_I

Percentage deviation % = (22)
peak to peak deviation with PID

The simulation results show that the peak-to-peak rotor deviation by using fuzzy-I controller is decreased
compared with conventional PID so the fuzzy-I controller is more suitable to control the radial suspension
system of bearingless induction motor.

Figure 11. Effect of load torque variation: (a) load torque, (b) X displacement, (c) Y displacement,
and (d) the suspension current

Table 3. Rotor deviation in X axis with effect of different conditions

Disturbance force effect Speed variation effect Load torque variation effect
Maximum deviation with PID 160 (µm) 100 (µm) 43 (µm)
Maximum deviation with fuzzy-I 88 (µm) 53 (µm) 30 (µm)
Peak to peak deviation with PID 160 (µm) 138 (µm) 43 (µm)
Peak to peak deviation with fuzzy-I 123 (µm) 95 (µm) 39.1 (µm)
Percentage decrease of deviation 23 31 9

5. CONCLUSION
The rotor of the BIM is supported by magnetic forces, the modelling of these forces is complex. In
general, approximation and simplification are used to create a linearized model in order to assess the
performance of the proposed controllers. The proposed suspension controller is based on fuzzy-I controller,
the fuzzy logic controller is nonlinear system and doesn’t require exact mathematical models and the
integration helps to reduce the steady state error. The simulation of the suspension control system shows that
the fuzzy-I controller reduces the peak-to-peak rotor deviation by 23% under effect of external disturbance,
31% under effect of speed variation, and 9% under effect of load variation, this percentage decrease of deviation
for the rotor position were found through the peak-to-peak deviation values. The propitious results certify the
applicability of fuzzy-I to control the radial suspension system of bearingless induction motor.

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BIOGRAPHIES OF AUTHORS

Qasim Kadhim Jasim was born in Babylon, Iraq in 1978. He received a Bachelor's
degree in Electrical Engineering from Babylon University, Iraq in 2005. He is currently studying
toward a Master's degree of Science in Electrical Power Engineering at the University of
Technology, Iraq. He can be contacted at email: [email protected].

Mohammed Moanes E. Ali was born in Baghdad, Iraq in 1971. He received the B.Sc.,
M.Sc., and Ph.D. degrees in electrical engineering from University of Technology, Iraq in 1994,
1997, and 2009, respectively. Since May 2006, he has been with the Department of Electrical
Engineering-University of Technology, where he was an Assist. Lect., became a Lecturer in 2009,
and an Assist. Prof. in 2018.His current research interests include Electro heat (induction heating),
Electrical Machines, and Drives. Mohammed Moanes published more than thirty technical papers.
He can be contacted at email: [email protected].

Int J Pow Elec & Dri Syst, Vol. 14, No. 2, June 2023: 771-780