9th International Conference on Power Electronics-ECCE Asia
June 1 - 5, 2015 / 63 Convention Center, Seoul, Korea
Design and Performance of a New Hybrid
Switched Reluctance Motor for Hammer
Breaker Application
Zhenyao Xu, Dong-Hee Lee, and Jin-Woo Ahn
Dept. of Mechatronics Eng., Kyungsung University, Republic of Korea
Abstract-- In this paper, a new low-cost hybrid switched
reluctance motor (HSRM) is proposed for hammer breaker
application. The motor is a single phase motor driven by
asymmetric converter. The PMs in the motor not only define
the parking positions for the motor self-starting, but also
through their participation in the electromagnetic energy
conversion, the torque ripple is reduced and the torque
density is increased compared with conventional single-
phase switched reluctance motor (SRM). It is demonstrated
that such a motor drive system is comparable to the existing
motor drive systems for hammer breaker application. To
verify the proposed structure, finite element method (FEM)
is employed to analyze and predict the performance of the
proposed structure. Meanwhile, the prototype is
manufactured and tested. The experimental results are also
presented.
Index Terms-- Finite element analysis, hammer breaker,
hybrid switched reluctance motor, permanent magnet,
single phase, switched reluctance motor.
I. INTRODUCTION
Nowadays, high speed motor drives have gained more
and more attentions in industrial and home appliances
due to high power density and compact size, such as
blowers, vacuum cleaners, compressors, pumps, spindle
drives. For practical systems, various electric machines
such as induction machines (IM), permanent-magnet
machines, and switched reluctance motors (SRMs) have
been researched for high-speed applications [1]-[4].
SRM is a double-salient and single-excited motor, in
which windings are located on the stator and no windings
or permanent magnets (PMs) are located on the rotor.
These mechanical structures cause the SRM to have
many advantageous characteristics, such as good fault
tolerance, robustness, low cost and applicability in harsh
environments, such as high temperatures or high speeds
[3]-[4]. With these advantages, SRM has become one of
the strong candidates for high speed drive systems.
As the considerations of cost, power density and
efficiency of the systems, single-phase SRM drive system
is a good candidate because it requires much less power
electronic switches and has the least number of phases.
However, for a single-phase SRM, there is a large torque
dead-zone due to its half motoring or braking torque duty
cycle, which results into high torque ripple. The self-
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starting is also a problem because of the same reason.
Usually, parking magnets are used in single-phase SRMs
[5]-[9]. The PMs not only define parking positions that
allows self-starting, but also provide the positive cogging
torque in the torque dead zone, which reduces the torque
ripple. Furthermore, due to the PMs to participate in the
electromagnetic energy conversion, the torque density of
the machine is also increased.
A motor with four stator reluctance poles and four
stator PM-poles is proposed [5]. The PM-poles are
directly mounted on the inner surface of the stator. The
rotor has four reluctance poles and no windings. The
rotor poles are slightly asymmetric with a big nose
protruding on one side of each rotor pole. With this
design, the motor has only one, predetermined start
direction, and current can be delivered to the motor and
its speed controlled by means of a very simple and
inexpensive electronic supply circuit. In view of the
comparatively expensive material from which the PM-
poles are made, a reduction in the number of PM-poles
will result in a significant cost saving. Hence, an
enhanced structure called Cyrano-motor is proposed in
[6]-[7] based on this structure. As shown in Fig. 1, the
Cyrano-motor has four stator reluctance poles, two PM-
poles and two coils. Each coil encompasses two
reluctance poles and one permanent magnet pole between
them. Compared with the motor in [5], the number of
PM-poles is reduced, but more space can be provided for
the magnetizing winding, while keeping the dimensions
of the motor unchanged, so as to enable the ampere turns
of the magnetizing winding to be increased substantially.
Consequently, the average torque generated by the motor
is increased without increasing the outer dimensions of
the motor, despite the reduction in the number of PM-
poles. However, the Cyrano structure is very difficult to
manufacture because of the sparsely laminated section of
the reluctance poles and the reluctance noses, which may
increase the machine cost.
In [8], a motor is proposed with PMs constructed in a
v-shape flux concentration manner, which offers more
flexibility in controlling and shaping the magnet field.
However, the stator is comprised of several segments in
this structure, resulting in a weaker stator mechanical
structure compared to a solid stator construction. What’s
more, due to the segmented stator design, it is not easy to
locate every stator segment on the same s stator inner
radius when assembled them together. Mismatched
M stator
segments may cause a degraded machhine performance.
To enhance the stator structure and a improve the
permanent magnet field, a ʌ-shape flux f concentration
structure is proposed [9].
In this paper, a new single-phasee hybrid switched
reluctance motor (HSRM) is proposedd. Like the motors
introduced above, the PMs inside thee stator coils and
directing them against the field from thee coils resulted not
only in a torque increase but also in sppace saving. Finite
element method (FEM) is employedd to analyze and
predict the motor’s performance. Meanwhile, the
experimental results for the prototype motor are also
presented.
(a) Motor with winding.
(b) Rotor. (c) Statoor with PM.
Fig. 1. Structure of Cyrano motor.
m Fig. 3 that the rotor will setttle at this position before
II. STRUCTURE OF PROPOSED SINGLLE-PHASE SRM
Fig. 2 shows the structure of the propposed single-phase
HSRM. It has two stator reluctance pooles and two PM-
poles. The PM-poles are mounted direectly on the inner
surface of the stator as indicted in Figg. 2 (a). The rotor
poles are designed with a stepper onn each rotor pole
surface as shown in Fig. 2 (b). Withh this design, the
motor can self-start and only has onne, predetermined
rotation direction. Meanwhile, to make PMs participate in
the electromagnetic energy conversion, the two coils, one
on each side of the stator, encompass one reluctance pole
and one PM-pole. The two coils mayy be connected in
parallel or in series to form a single phhase. In this paper,
they are connected in parallel.
The working principle of the proposed motor could be
interpreted as follows. When the rotorr is at the parking
position, where the rotor poles are aliggned with the PM-
poles as shown in Fig. 2 (a), if a magneetization current is
provided, the rotor will be pulled to thhe position aligned
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with the reluctance poles by a mixed torque, including
reluctance torque and PM interraction torque. During this
period, the cogging torque is neegative. When the rotor has
reached the position aligned wiith the reluctance poles, the
current should be zero. A positive cogging torque will
then continue to pull the rootor poles to the position
aligned with the PM poles. Repeating
R this procedure, a
steady-state operation can be acchieved.
Reluctance pole PM-pole
(a) 2D struucture.
(b) Rotor. (c) Stator with PM.
Fig. 2. Structure of proposed motor.
Fig. 3 shows the torque profiles of the proposed
structure for a constant phase current, together with the
cogging torque for one rotor pole
p pitch. The results are
obtained from 2-D FEM. The 0 degree position in Fig. 3
is the position shown in Fig. 2 (a), where the rotor poles
are aligned with the PM-poless. It can be observed from
starting. The current in the wiinding will be increased to
produce a positive torque too pull the rotor to rotate
forward until the rotor poles are
a aligned with the stator
reluctance poles. The current should
s then be kept at zero
for the remaining time of ann electrical control period.
Otherwise, the negative torqque will be generated as
shown in Fig. 3. In this region, the cogging torque will be
positive and pull the rotor bacck to the zero position. In
steady-state operations, the current
c should be flowing
between rotor angular positions C and B. That is, the
current will be injected to thee winding near position C,
and removed from the windingg near position B. After the
rotor has passed position B, thhe current should be zero,
and the cogging torque will provide
p positive motoring
torque.
III. DESIGN AND ANALYSSIS OF PROPOSED SRM
The proposed HSRM is reseearched for taking the place
of the Cyrano-motor which is i being used in hammer
breaker application. Hence, the performance of the
proposed structure should be closed to or better than that the proposed structure. Due to the high nonlinear
of the Cyrano-motor. For the accurate comparison magnetization characteristics in SRM, FEM is employed
between the Cyrano-motor and the proposed structure, to get the characteristics, such as magnetic flux
the parameters of the proposed HSRM are chosen with distribution, magnetic flux density, flux-linkage, torque,
the following criteria: of the proposed structure. Meanwhile, the Cyrano-motor
is also analyzed for comparison.
a) The proposed HSRM is designed for the same
A. Magnetic Flux Distribution and Magnetic Vector
application with that of Cyrano-motor, so that the
external stator dimensions and shaft diameters of the Figs. 4 and 5 show the magnetic flux distribution and
proposed structure are deliberately made with exactly the
same with that of HSRM. Furthermore, the stack lengths
of the two motors are also equal. Therefore, both of
machines roughly have the same volume.
b) The wire gauge is the same with that of Cyrano-
motor to keep the same conductivity.
c) The air-gap is the same with that of Cyrano-motor.
d) The slot factor should be kept the same or lower
than that of Cyrano-motor.
e) The flux density should be kept lower than 1.8 Tesla
to satisfy the actual material requirement.
(a) The phase winding is unexcited.

Based on the above design requirement, the proposed

HSRM is designed. TABLE I gives the detailed data of

800
PM
Winding+PM
600

400
Torque (mN.m)

200

-200 (b) The phase winding is excited.

Fig. 4. Magnetic flux distribution of proposed HSRM.
-400

-600

-800
0 15 30 45 60 75 90
Rotor Position (deg.)
Fig. 3. Cogging torque and the total torque of the proposed HSRM
with a constant phase current.

TABLE I
MACHINE DIMENSIONS
Parameters Value
Number of stator pole 2
Number of PM 2 (a) The phase winding is unexcited.
Number of rotor pole 4
Length of stator (mm) 78
Width of stator (mm) 58
Stack length (mm) 30
Yoke thickness of stator (mm) 8.2
Inner radius of stator (mm) 18.5
Air-gap (mm) 0.5
Outer radius of rotor (mm) 18
Height of stepper (mm) 0.2
Inner radius of rotor (mm) 15
Radius of shaft (mm) 6.55
PM-pole pole arc (deg.) 40
Stator pole arc (deg.) 40
Rotor pole arc (deg.) 45
Stepped angle (deg.) 5 (b) The phase winding is excited.
Turn number per pole 110 Fig. 5. Magnetic field vector of proposed HSRM.

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magnetic field vector of the proposed HSRM with the
phase winding unexcited and excited, respectively. From
Figs. 4 (a) and 5 (a), it can be seen that with the phase
winding unexcited, there is only flux generated by the
PM in the motor. The magnetic flux from one PM at the
top of the motor flows into the rotor, through another PM
at the bottom of the motor, and returns via the stator yoke
at both sides of the stator. However, the situation will be
really different with the phase winding excited. There
will be two types of magnetic fluxes in the motor. One is
generated by PMs, and the other is generated by the phase
winding. Furthermore, the direction of the flux generated
by the phase winding is completely opposite with that of
PMs. This makes the flux path of the flux generated by
PMs changed, as shown in Fig. 5 (b). The flux produced
by PMs flows down from PMs, and comes back via the
adjacent stator reluctance poles. This verifies that the
PMs in the motor not only define the parking position,
but also participates in the electromagnetic energy
conversion.
B. Magnetic Flux Density
As is well known, SRM always operates in the
saturated region to get good performance. Fig. 6 shows
the magnetic flux density of the proposed structure at
aligned position as the phase winding is excited at rated
current. As shown in the figure, the most saturated parts
of the motor are the stator reluctance poles, and the
maximum flux density also appears at here. However, the
maximum flux density is less than 1.8 Tesla, which
satisfies the designed requirement as described at the
beginning of this section.
linkage is zero as the phase winding current is zero and it
is positive at all other current levels. However, as the
motor inserts PMs in the manner as shown in Fig. 2 (a),
the flux-linkage at aligned and unaligned position is
moved to the negative region at some current levels.
Furthermore, the flux-linkage is no longer zero as the
phase winding current is zero. From the figure, it also can
be easily seen that the enclosed area between the aligned
and unaligned curves for the same current in the proposed
structure with PMs is increased compared with that of the
proposed structure without of PMs. As is generally
known, the area enclosed between the aligned and
unaligned curves is the change in coenergy, which
corresponds to the energy converted to torque in a single
stroke. Hence, the output torque of the proposed structure
with PMs inserted is larger than that without PMs. This
increase is due to the additional PMs interaction torque
component.
Fig. 8 shows the torque profiles of the proposed
structure. As the phase winding current is zero, the torque
is only generated by the PM. Generally, it is called
cogging torque. It should be pointed out that the cogging
torque has no contribution to the average torque. It is
used to move some of the positive torque produced by the
winding current to the region where the current is zero.
Hence, compared to a conventional single phase SRM,
the torque ripple of the HSRM is significantly reduced.
0.25
Winding+PM
Winding
0.2
0.15
Flux-Linkage(Wb)

0.1

0.05

-0.05

-0.1
0 2 4 6 8 10 12 14 16
Current (A)
Fig. 7. Flux-linkage of proposed structure with/without PMs.
Fig. 6. Magnetic flux density of proposed HSRM with phase winding 
excited by rated current at aligned position.
800

600
C. Flux Linkage and Torque Characteristics
Fig. 7 shows the flux-linkage of the proposed structure 400

with/without PMs, respectively. Because the flux-linkage

Torque (mN.m)

200
is a vector, the positive and negative value in the figure
not only stands for the intensity of the flux, but also 0

stands for the direction of the flux. In this figure, the -200
positive flux direction is defined as the direction of the
flux generated by the phase windings. Accordingly, the -400

flux generated by PMs is negative. -600

When the proposed structure does not use PMs, it can
be seen as a conventional single phase SRM. The flux- -800
0 15 30 45 60 75 90
linkage at aligned and unaligned position is shown as the Rotor Position (deg.)

red curves in the figure. As seen in the figure, the flux- Fig. 8. Torque profiles of proposed HSRM.

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 Fig. 9 shows the average output torque of the Cyrano-
motor and proposed structure. From the figure, it can be Voltage [V]
seen that, the proposed structure has closed torque 200
characteristics to that of Cyrano-motor.
0

-200
500
Proposed
450 Cyrano-motor

400 Current Encoder signal

Average Torque (mN.m)

350 10
[A]
300 0
250

200

150 0 5 [ms]
100 Fig. 12. Experimental results of proposed HSRM with no load.
50

0
0 4 8 12 16
Cuurent (A)
Fig. 9. Average torque of Cyrano-motor and proposed HSRM.

IV. EXPERIMENTAL RESULTS

To further verify the validity of the proposed HSRM, a
prototype of the proposed structure is designed and
manufactured as shown in Fig. 10. The stator and rotor
lamination of the designed machine are 35PN440. The
motor shell, shown in Fig. 10 (b), does not apply in the
hammer breaker. It is just designed for fixing the motor,
which makes the motor easily connects with the
dynamometer for load test. The main dimensions of the
prototype motor are shown in TABLE I.
Fig. 13. Experimental results of proposed HSRM with full load.
Reluctance pole

PM-pole 100
Cyrano-motor
90 Proposed
Motor
80
shell
70
Stator
Efficiency (%)

60

50

40

(a) Rotor. (b) Stator with motor shell. 30

Fig. 10. Prototype of the proposed HSRM. 20

10

0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45
Torque (N.m)
Fig. 14. Efficiency of Cyrano-motor and proposed HSRM.

Fig. 11 shows the experimental platform for load test.

Fig. 11. Experimental platform for load test.
As shown in Fig. 11, the machine has been coupled with
the dynamometer and will be driven by a single phase
asymmetric converter. In the experiment, current chopper
control is used to control the motor at low speed. As the
motor operates at rated speed, single pulse voltage and
angular position control methods are employed to control
the proposed structure. Figs. 12 and 13 show the
experimental results of the proposed HSRM with no load

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and full load, respectively.
To verify the proposed structure, the Cyrano-motor is
also manufactured and tested. Fig. 14 shows the
efficiency of the two motors with the load variations at
rated speed, 18000rpm. As shown in Fig. 14, the
efficiency of the proposed structure is slight lower than
that of Cyrano-motor. This is because that the mechanical
structure of the proposed structure has a little problem
due to the manufacture mistake. Furthermore, the control
method is not optimized for the proposed structure.

V. CONCLUSIONS
A new low-cost HSRM is proposed in this paper. The
structure and working principle of the proposed HSRM
are presented in detail. Meanwhile, FEM is employed to
analyze and predict the performance of the proposed
structure. Experiments are also performed to the
prototype. The analysis and experimental results show
that, compared with the existing motor, the proposed
motor is much easier to manufacture and the performance
is comparable to the existing motor for hammer breaker
application.

ACKNOWLEDGMENT
This work was supported by the Ministry of Education
(MOE) through BK21plus.

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