IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 57, NO.

1, JANUARY 2010 61

Rotor-Shape Optimization of
Interior-Permanent-Magnet Motors
to Reduce Harmonic Iron Losses
Katsumi Yamazaki, Member, IEEE, and Hiroki Ishigami

Abstract—In this paper, we develop novel rotor designs of TABLE I

interior-permanent-magnet motors in order to reduce harmonic S PECIFICATIONS OF M OTOR
iron losses at high rotational speeds under field-weakening con-
trol. First, an optimization method, combined with an adaptive
finite-element method, is applied to automatically determine the
shapes of the magnets and rotor core. The optimized motor is man-
ufactured to confirm the validity of the calculation. It is clarified
that the iron loss of the optimized motor is reduced to nearly half
of that of the conventional motor, without a significant decrease in
maximum torque. Next, the contribution of each part of the rotor
to the iron-loss reduction is analyzed by the experimental design
method. Finally, several designs of the rotors are proposed from
the viewpoints of manufacturing cost and performance.
Index Terms—Eddy currents, finite-element methods, harmon-
ics, hysteresis, losses, magnetic field, motor-speed control, opti-
mization methods, permanent-magnet motors, stress.

N OMENCLATURE
Ia Amplitude of armature current.
β Phase of armature current.
We and Wh Eddy-current and hysteresis losses in core,
respectively.
Wmag Eddy current loss in magnet.
ke and kh Coefficients of eddy-current and hysteresis Fig. 1. Three-dimensional finite-element mesh (49 368 tetrahedral elements).
losses, respectively.
σ Conductivity.
I. I NTRODUCTION
D Density of electrical steel sheet.
f Frequency.
n
k
Order of time harmonics.
Order of space harmonics.
I NTERIOR-permanent-magnet motors are widely used in
industrial applications. One of the main advantages of the
motor is the wide speed range facilitated by field-weakening
Br,n and Bθ,n Amplitudes of radial and peripheral compo- control [1], [2].
nents of nth time harmonics in flux density. On the other hand, the flux density in motors includes many
Bk Amplitude of kth space harmonics in gap flux harmonics, which cause harmonic iron losses. In particular,
density. at high rotational speeds under field-weakening control, the
Jn Amplitude of nth time harmonics in eddy harmonic magnetomotive forces of the permanent magnet often
currents. cause large harmonic iron losses at the stator [3], [4]. The
F Function for estimation of harmonic iron reduction of these harmonics must be indispensable for decreas-
losses. ing the iron loss under high-speed conditions. Reference [5]
τ Instantaneous torque. proposed the control algorithm, which is able to reduce the iron
loss. Reference [6] reported the loss reduction by improving
the shape of the stator teeth. Reference [7] investigated the
variation in iron loss with the rotor-barrier shape by using an
Manuscript received January 5, 2009; revised June 3, 2009. First published analytical model. It can be considered that the harmonic mag-
June 16, 2009; current version published December 11, 2009. netomotive forces of the permanent magnet must be reduced by
The authors are with the Department of Electrical, Electronics and Com- optimizing the shapes of the magnets and rotor core. However,
puter Engineering, Chiba Institute of Technology, Narashino 275-0016, Japan
(e-mail: yamazaki.katsumi@it-chiba.ac.jp; sssasu1007@yahoo.co.jp). few papers reported the optimization of the detailed shapes for
Digital Object Identifier 10.1109/TIE.2009.2025285 the iron-loss reduction.
0278-0046/$26.00 © 2010 IEEE

Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
 62 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 57, NO. 1, JANUARY 2010

Fig. 2. Calculated harmonic iron losses, including the magnet eddy-current loss (Ia = 200 A, β = 50◦ , and 8000 min−1 ).

Fig. 3. Separated iron losses with different origins (Ia = 200 A, β = 50◦ , and 8000 min−1 ).

From these viewpoints, the authors have developed the auto-
matic optimization method based on the finite-element method
[8], [9] and introduced the experimental design method [10],
[11] in order to determine the detailed rotor shapes. First, the
main iron-loss components of the motor are investigated by
the 3-D finite-element method that considers the carrier of
the pulsewidth-modulation (PWM) inverter. Second, an opti-
mization method, combined with an adaptive finite-element
method, is introduced to automatically determine the detailed
shapes of the magnets and rotor core. The optimized motor is
manufactured to confirm the validity of the numerical calcu-
lation. Third, the contribution of each part of the rotor to the
iron-loss reduction is analyzed by an orthogonal array in the
experimental design method. Finally, several novel designs of
the rotors are proposed from the viewpoints of manufacturing
cost and performance.
II. C HARACTERISTICS OF C ONVENTIONAL M OTOR
A. Specification of Conventional Motor
Table I shows the specifications of the conventional motor.
The motor has one interior magnet per pole. It is a sintered
magnet whose remnant flux density is 1.1 T. One magnet is
subdivided into 28 pieces along the axial length to prevent
eddy currents. The stator has 48 slots with distributed windings.
Both the stator and rotor cores are laminated. The inverter is
an insulated-gate-bipolar-transistor-type PWM inverter whose
carrier frequency is 10 kHz.
In the case of high speeds, the motor is controlled by the
field-weakening method for the purpose of keeping the line
voltage under the permitted limit, which is determined by the
dc voltage of the inverter. In this case, β increases with the
rotational speed in order to decrease the d-axis flux.
B. Loss Investigation of Conventional Motor
First, the 3-D finite-element analysis that considers the car-
rier harmonics of the PWM inverter [8] is carried out in order
to understand the main loss factors of the conventional motor.
Fig. 1 shows the finite-element mesh. First-order tetrahedral
edge finite elements are employed in the discretization. The
analyzed region is reduced to 1/56 of the core length, which
corresponds to half of the thickness of the magnet, by imposing
different boundary conditions on each side [8]. The number of
time steps per period is set at 1024 for the correct consideration
of the carrier harmonics of the PWM inverter. The rotor region
is shifted at each time step due to the rotational speed of the

Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
 YAMAZAKI AND ISHIGAMI: OPTIMIZATION OF PERMANENT-MAGNET MOTORS
Fig. 4. Flux-density waveform at a tooth and distribution of air-gap flux
density due to current angle (Ia = 200 A and 8000 min−1 ). (a) Current angle
β = 50◦ . (b) Current angle β = 80◦ .
Fig. 5. Design variables.
rotor. The conductivity is considered only in the permanent-
magnet region and neglected in the laminated-core region. The
calculation time is 86 h/period using a Pentium 4 3.6-GHz PC.
Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
63
We and Wh in the laminated core are approximately calcu-
lated from the harmonic flux densities obtained by the finite-
element method [4], [8] as follows:
⎧ ⎫
⎨   ⎬
We = ke D(nf )2 Br,n
2 2
+ Bθ,n dv (1)
n
⎩ ⎭
iron
⎧ ⎫
⎨   ⎬
2 2
Wh = kh D(nf ) Br,n + Bθ,n dv (2)
⎩ ⎭
n iron
where ke and kh are obtained by the Epstein frame test of the
core material [4]. Br,n and Bθ,n are obtained from each finite
element.
In addition, Wmag can be calculated from the harmonic eddy-
current densities obtained by the finite-element method [8] as
⎧ ⎫
⎨  |J n |2 ⎬
Wmag = dv . (3)
⎩ 2σ ⎭
n magnet
Fig. 2 shows the decomposed harmonic iron losses, including
the magnet eddy-current loss, when the rotational speed is
8000 min−1 . The stator iron loss can be separated into losses
caused by the fundamental rotational field, the harmonic mag-
netomotive forces of the permanent magnet, and the carrier har-
monics of the PWM inverter. The orders of magnet harmonics
are at small odd integers, particularly third, fifth, seventh, and
ninth. The orders of carrier harmonics are around 18.75ith (i =
1, 2, 3, . . .). It is determined by the ratio of carrier frequency
(10 kHz) to fundamental frequency (533 Hz at 8000 min−1 )
[4]. On the other hand, rotor-core and magnet losses can be sep-
arated into losses caused by stator-slot and carrier harmonics.
The orders of slot harmonics are at 12ith due to the number of
stator teeth per pole pair.
Fig. 3 shows the separated iron losses due to these origins. It
indicates that the loss caused by the harmonic magnetomotive
forces of the permanent magnet becomes the main component
under field-weakening control, whereas the loss caused by the
fundamental field decreases with the increase in β.
Fig. 4 shows the time variation of the flux density at a
tooth obtained by finite-element analysis. When β increases, the
flux-density waveform becomes distorted because the harmonic
fluxes produced by the harmonic magnetomotive forces of
the permanent magnet remain while the fundamental flux de-
creases. This is the reason why the loss caused by the harmonic
magnetomotive forces of the permanent magnet becomes the
main component of iron loss at high rotational speeds. It can be
stated that the reduction of these harmonics is indispensable for
decreasing the total iron loss.
III. AUTOMATIC O PTIMIZATION OF ROTOR S TRUCTURE
A. Strategy of Optimization
Fig. 4 also shows the variation in the air-gap flux-density
distribution with the current angle β. Except for the stator-slot
harmonics, it closely correlates with the flux-density waveform
 64
Fig. 6. Process of optimizing calculation.
at the tooth because both results include the effects of the
harmonic magnetomotive forces of the permanent magnet.
By using this correlation, we introduce the following func-
tion, which corresponds to harmonic iron losses:

F = (kBk )2 .
Using this function, the iron loss caused by the har-
monic magnetomotive forces of the permanent magnet can be
estimated only by a static analysis without time stepping.
This analysis must be suitable for the automatic optimization
method from the viewpoint of calculation time. In this paper,
the third, fifth, seventh, and ninth harmonics are taken into
account.
Fig. 5 shows the design variables for the optimization. Fif-
teen dimensions of the magnet and rotor core are selected.
Rosenbrock’s method [12] is applied for the optimization
algorithm in order to minimize F . According to the modifi-
cation of the design variables determined by the optimization
algorithm, a 2-D nonlinear static analysis is carried out at each
optimization step to estimate F . An adaptive finite-element
method [13], which is a combination of the finite-element
analysis and automatic mesh modification technique, is applied
to the analysis. In addition, τ is also estimated at the same time
by the analysis. When τ of the new shape is less than that of
the conventional shape, the optimization step at that time is
regarded as an unsuccessful step. The constrained condition
Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 57, NO. 1, JANUARY 2010
(4)
Fig. 7. Shape modification due to mechanical stress. (a) Result of centrifugal
force analysis. (b) Final optimized shape.
of the torque can be imposed by this procedure. The driving
condition is set as Ia = 600 A and β = 80◦ .
B. Result of Optimization
Fig. 6 shows the variation of shape, objective function, and
instantaneous torque during the optimization process. The total
calculation time is 66 min using a Pentium 4 2.8-GHz PC. First,
the rotor-core holes were generated at the sides on the magnets
(medium shapes I–III). Next, the middles of the holes were
dented (medium shapes IV and V). Finally, F became less than
one-third compared with the initial shape. On the other hand,
the torque at the rotor position in Fig. 6 was almost constant
due to the imposed constrained condition.
Fig. 7(a) shows the result of the centrifugal force analysis
in the case of the finial shape in Fig. 6. It was clarified that
the calculated stress at the top of the hole was larger than
 YAMAZAKI AND ISHIGAMI: OPTIMIZATION OF PERMANENT-MAGNET MOTORS 65

Fig. 8. Air-gap flux density and included harmonics.

Fig. 9. Rotor manufactured due to optimization.

the breakdown stress of the material. Owing to this result, we

rearranged the design variables and carried out the optimization
again. As a result, the final optimized shape was obtained, as
shown in Fig. 7(b). The hole was separated into a slit and a
triangle barrier to decrease the concentration of stress.
Fig. 8 shows the air-gap flux density and the included har-
monics of the conventional and optimized motors. It indicates
that the third, fifth, seventh, and ninth harmonic components
were decreased by the optimization. In particular, in the case
of the no-load condition, the harmonic components of the
optimized motor became very small, and the distribution of the
air-gap flux density became nearly sinusoidal. This effect must
be due to the slits and triangular barriers in the optimized rotor.
In the case of the conventional motor, the air-gap flux density
at the q-axis between the magnets is almost zero. On the other
hand, in the case of the optimized motor, the flux produced by Fig. 10. Experimental and calculated characteristics of the conventional and
the magnet is conducted to the q-axis by the slits and triangular optimized motors (Ia = 200 A and 8000 min−1 ). (a) Average torque. (b) Iron
barriers. loss.

Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
 66 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 57, NO. 1, JANUARY 2010

TABLE II
L8 O RTHOGONAL A RRAY

Fig. 11. Rotor shapes for the L8 orthogonal array. (a) A = 0, B = 0, and C = 0. (b) A = 0, B = 0, and C = 1. (c) A = 0, B = 1, and C = 0. (d) A = 0,
B = 1, and C = 1. (e) A = 1, B = 0, and C = 0. (f) A = 1, B = 0, and C = 1. (g) A = 1, B = 1, and C = 0. (h) A = 1, B = 1, and C = 1.

TABLE III
E FFECTS AND C ONTRIBUTIONS FOR I RON -L OSS R EDUCTION

Fig. 13. Cross effects on torque.

by the fact that only the instantaneous torque at β = 80◦ was

Fig. 12. Cross effects on iron loss.
TABLE IV
E FFECTS AND C ONTRIBUTIONS FOR AVERAGE T ORQUE
C. Experimental Validation
The optimized motor is manufactured, and the characteristics
are examined to confirm the validity of the optimization. In ad-
dition, the 3-D nonlinear time-stepping finite-element analysis
described in Section II-B is applied again in order to calculate
the torque and iron loss correctly.
Fig. 9 shows the manufactured rotor. The slits, triangular bar-
riers, and trapezoidal permanent magnets are processed strictly
according to the result of the optimization.
Fig. 10(a) shows the measured and calculated average
torques of the conventional and optimized motors. The mea-
sured and calculated results are found to be in good agreement.
The figure also indicates that the peak torque of the optimized
motor decreases by nearly 5% compared with that of the
conventional motor. This decrease in peak torque is caused
estimated in the optimization process. However, it can be stated
that the difference between the torques of the conventional and
the optimized motor is very small.
Fig. 10(b) shows the experimental and calculated iron losses.
In the experiment, the iron loss is obtained by the subtrac-
tion of the output power, copper loss, and mechanical loss
from the input power. The armature current is set as 200 A,
and the rotational speed is maintained as 8000 min−1 to avoid
the effect of heat and to measure the iron loss correctly [4].
The experimental and calculated results are also found to be
in good agreement. The figure also indicates that the iron
loss of the optimized motor under field-weakening control
is reduced to nearly half of that of the conventional motor.
Thus, the validity of the calculation is confirmed. In addition,
both the experimental and calculated results indicated that the
difference in harmonics included in the armature current [4] of
the conventional and optimized motors is small.
IV. A NALYSIS BY E XPERIMENTAL
D ESIGN M ETHOD
Although the intended performance of the motor is obtained
by the automatic optimization method, it is still unclear which
modification of the shape mainly contributes to the iron-loss
reduction. Furthermore, the obtained rotor structure may be

Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
 YAMAZAKI AND ISHIGAMI: OPTIMIZATION OF PERMANENT-MAGNET MOTORS 67

Fig. 14. Design variables of additional optimizations. (a) No barrier. (b) Rectangular magnet.

Fig. 15. Conventional- and optimized-rotor structures. (a) Conventional shape. (b) Optimized (first optimization). (c) Optimized (no barrier). (d) Optimized
(rectangular).

Fig. 16. Calculated average torques and iron losses of the conventional and optimized motors (8000 min−1 ). (a) Average torque. (b) Iron loss.

only one of the local optimal solutions because of the nature
of the process of automatic optimization. More investigations
are needed to clarify these issues. From these viewpoints,
we introduce an orthogonal array in the experimental design
method [10] to understand the contribution of each part of the
optimized rotor to the iron-loss reduction.
Table II shows the L8 orthogonal array. Fig. 11 shows the
rotor shapes corresponding to the array. Factors A, B, and
C correspond to the trapezoidal part of the magnet, slit, and
barrier, respectively. In this case, shape h (A = B = C = 1)
corresponds to the final shape in Fig. 7.
Table III shows the estimated effect of each factor and their
contribution to iron loss. It indicates that the trapezoidal parts of
magnet A and slit C are very effective in reducing the iron loss,
whereas that of barrier B is not. However, there is a large cross
effect of A × B. Fig. 12 shows the details of the cross effects
on iron loss. It indicates that barrier B is effective in the case
of the rectangular magnet (A = 0). On the contrary, it causes

Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
 68
Fig. 17. Calculated loss distributions and iron losses with different origins.
(Ia = 200 A, β = 80◦ , and 8000 min−1 ). (a) Loss distribution. (b) Separated
iron losses with different origins.
the increase in iron loss in the case of the trapezoidal magnet
(A = 1).
Table IV and Fig. 13 show the estimated effect and contribu-
tion for the average torque. They indicate that the contribution
of barrier is largest in the case of the average torque and that the
cross effects are negligible.
V. F INAL P ROPOSAL OF ROTOR S TRUCTURES
A. Additional Optimizations Due to Orthogonal Array
The results of the orthogonal array imply the following.
1) In the case of the trapezoidal magnet, barriers are not
required from the viewpoint of iron-loss reduction.
2) The rectangular magnet is acceptable when barriers are
employed.
It appears that more improvement in motor performance
can be achieved by eliminating the barriers. On the other
hand, a cost reduction of the motor can be achieved by using
mass-produced rectangular magnets. However, these types were
excluded in the automatic optimization discussed in Section III;
this is mainly because the torque became lower than that of the
conventional motor.
Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 57, NO. 1, JANUARY 2010
To improve the torque without a decrease in iron loss, ad-
ditional automatic optimizations are carried out, as shown in
Fig. 14. In the case of (a), the initial shape is set, as shown
in Fig. 11(f), and the design variables are defined without the
barriers. On the other hand, in the case of (b), the initial shape
is set, as shown in Fig. 11(c), and the shape of the magnet is
restricted to be rectangular. In both optimizations, τ is selected
as the objective function, while F in (4) is regarded as the
constrained condition. In this case, τ is maximized under the
condition that F is not larger than that of the initial shape.
B. Results of Additional Optimizations and Final Proposal
Fig. 15 shows the obtained rotor structures. The structures of
the conventional and optimized motors discussed in Section III
are also shown for comparison. In the novel optimized structure
(c) without barriers, the thickness of the magnet was enlarged
toward the rotor surface due to the elimination of barriers.
Consequently, the volume of the magnet became largest among
the shapes of (a)–(d). On the other hand, in the novel optimized
structure (d) with rectangular magnets, the widths of barriers
shrink toward the ends of the magnet, thereby increasing the
torque.
Fig. 16 shows the average torques and iron losses calculated
by the 3-D nonlinear time-stepping analysis. The performance
of the optimized motor (c) without barriers is the best from both
viewpoints of maximum torque and low iron loss, particularly
in the case of the high-load condition (Ia = 600 A). On the
other hand, the performance of the optimized motor with rec-
tangular magnets is nearly the same as that of the optimized
motor (b) with trapezoidal magnets.
Fig. 17(a) shows the loss distribution of each motor. The loss
densities at the teeth of the optimized motors (b), (c), and (d)
decrease considerably as compared with that of the conven-
tional motor. Fig. 17(b) shows the separated iron losses with
the different origins discussed in Section II. It can be observed
that the iron loss caused by the harmonic magnetomotive forces
of the permanent magnets significantly decreases in the cases
of the optimized motors (b), (c), and (d). It is verified that the
decrease in the iron loss of the optimized motors is achieved
by the reduction of the harmonic magnetomotive forces of the
permanent magnet through the optimization method.
VI. C ONCLUSION
Advanced designs of interior-permanent-magnet motors
were developed in order to reduce harmonic iron losses at
high rotational speeds under field-weakening control. After the
investigation of the main loss factors in the conventional motor,
the automatic optimization method and the experimental design
method were applied to determine the shapes of the magnets
and rotor core. The validity of the calculation was confirmed by
an experiment. The results of both the calculation and experi-
ment indicated that the iron loss of the optimized motor under
field-weakening control was reduced to nearly half of that of the
conventional motor. It was mainly achieved by the reduction of
the harmonic magnetomotive forces of the permanent magnet.
Finally, several novel designs of the rotors were proposed
 YAMAZAKI AND ISHIGAMI: OPTIMIZATION OF PERMANENT-MAGNET MOTORS
from the viewpoints of manufacturing cost and performance.
In order to reduce cost, a rotor employing rectangular magnets
and triangle barriers was suitable for utilizing mass-produced
magnets. On the other hand, to maximize performance, a rotor
employing trapezoidal magnets without barriers was the best.
ACKNOWLEDGMENT
The authors would like to thank S. Ohki, A. Nezu,
and T. Ikemi of Nissan Motor Company, Ltd., for their support
in manufacturing the motors.
R EFERENCES
[1] B. Sneyers, D. W. Novotny, and T. A. Lipo, “Field weakening in buried
permanent magnet ac motor drives,” IEEE Trans. Ind. Appl., vol. IA-21,
no. 2, pp. 398–407, Mar. 1985.
[2] T. M. Jahns, “Flux-weakening regime operation of an interior permanent-
magnet synchronous motor drive,” IEEE Trans. Ind. Appl., vol. IA-23,
no. 4, pp. 681–689, Jul. 1987.
[3] R. Schiferl and T. A. Lipo, “Core loss in buried magnet permanent mag-
net motors,” IEEE Trans. Energy Convers., vol. 4, no. 2, pp. 279–284,
Jun. 1989.
[4] K. Yamazaki and Y. Seto, “Iron loss analysis of interior permanent mag-
net synchronous motors—Variation of main loss factors due to driving
condition,” IEEE Trans. Ind. Appl., vol. 42, no. 4, pp. 1045–1052,
Jul./Aug. 2006.
[5] C. Cavallaro, A. O. D. Tommaso, and R. Miceli, “Efficiency enhancement
of permanent-magnet synchronous motor drives by online loss minimiza-
tion approaches,” IEEE Trans. Ind. Electron., vol. 52, no. 4, pp. 1153–
1160, Aug. 2005.
[6] V. Zivotic-Kukolji, W. L. Soong, and N. Ertugrul, “Iron loss reduction in
an interior PM automotive alternator,” IEEE Trans. Ind. Appl., vol. 42,
no. 6, pp. 1478–1486, Nov./Dec. 2006.
[7] N. Bianchi and M. Barcaro, “Iron losses reduction in synchronous motors
with anisotropic rotor,” in Proc. 34th Annu. Conf. IEEE Ind. Electron.
Soc., Orlando, FL, 2008, pp. 1258–1263.
[8] K. Yamazaki and A. Abe, “Loss analysis of interior permanent magnet
motors considering magnet eddy currents using 3-D FEM,” in Proc. IEEE
Int. Elect. Mach. Drives Conf., Antalya, Turkey, 2007, pp. 904–909.
Authorized licensed use limited to: BIBLIOTHEQUE DE L'UNIVERSITE LAVAL. Downloaded on September 01,2022 at 04:18:15 UTC from IEEE Xplore. Restrictions apply.
69
[9] K. Yamazaki, S. Ohki, A. Nezu, and T. Ikemi, “Development of interior
permanent magnet motors—Reduction of harmonic iron losses by opti-
mizing rotor structures,” in Proc. IEEE Int. Elect. Mach. Drives Conf.,
Antalya, Turkey, 2007, pp. 489–494.
[10] D. C. Montgomery, Design and Analysis of Experiments. Hoboken, NJ:
Wiley, 1991.
[11] K. Yamazaki and H. Ishigami, “Reduction of harmonic iron losses in
interior permanent magnet motors by optimization of rotor structures,” in
Proc. Int. Conf. Elect. Mach. Syst., Wuhan, China, 2008, pp. 2870–2875.
[12] D. M. Himmelblau, Applied Nonlinear Programming. New York:
McGraw-Hill, 1972.
[13] K. Yamazaki, H. Ishigami, and A. Abe, “An adaptive finite element
method for minor shape modification in optimization algorithms,” IEEE
Trans. Magn., vol. 44, no. 6, pp. 1202–1205, Jun. 2008.
Katsumi Yamazaki (M’96) was born in Tokyo,
Japan, in 1964. He received the B.E., M.E., and
Dr. Eng. degrees from Waseda University, Tokyo, in
1987, 1989, and 1996, respectively.
He jointed Toshiba Corporation, Tokyo, in 1989.
Since 2007, he has been a Professor with Chiba
Institute of Technology, Narashino, Japan. His main
fields of interest include the analysis and design
optimization of motors.
Dr. Yamazaki is the Secretariat of the Rotating
Machine Committee of the Institute of Electrical
Engineers of Japan. He received the Best Poster Paper Awards in the 2004 IEEE
CEFC and 2006 ICEM, respectively.
Hiroki Ishigami was born in Chiba, Japan, in 1983.
He received the B.E. and M.E. degrees from Chiba
Institute of Technology, Narashino, Japan, in 2005
and 2007, respectively.
Since 2007, he has been with Kanto Auto Works,
Ltd., Yokosuka, Japan. His main fields of interest
include the optimization and design of permanent-
magnet motors.