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ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

Optimization design and analysis of permanent magnet

synchronous generator based on Motor-CAD

X X Li 1 and Z S Liu1, 2*
1
School of Electronic, Electrical Engineering and Physics, Fujian University of Technology,
Minhou, Fuzhou City, 350118, China
2
The Key Laboratory for Automotive Electronics and Electric Drive of Fujian Province, Fujian
University of Technology, Fuzhou 350118, China
*
Email: 1241891962@qq.com

Abstract. With the development of the automotive industry, the demand for electricity for
automotive equipment increases, which puts forward higher requirements for automotive
generators. Compared with the traditional electric excitation generator, the permanent magnet
synchronous generator（PMSG） has the characteristics of high efficiency, high power density,
stable and controllable output voltage, and good heat dissipation performance, and is especially
suitable for automotive applications. According to its characteristics, this paper makes an in-
depth study on its design theory and main performance parameters. A high-efficiency rotor
magnetic steel built-in vehicle permanent magnet synchronous generator is designed by using
motor CAD, which eliminates the easily damaged collector ring and brush, improves the
reliability of the motor, opens a ventilation hole in the rotor, enhances the heat dissipation effect,
and adopts a skewed stator to effectively reduce the sinusoidal distortion rate of the output
voltage waveform. The prototype has the characteristics of high power, small size and high
reliability. The various performances of the prototype are analysed and verified on the simulation
software. The results show that the performance of the prototype meets the design requirements,
and the simulation results prove the rationality of the prototype design.

1. Introduction
The vehicle generator is the main power supply of the vehicle, supplying power to the vehicle equipment
and charging the battery during the normal operation of the vehicle. Compared with other generators,
vehicle generators use the engine as the prime mover. When the vehicle speed is different, the speed of
the generator changes accordingly [1]. Therefore, it is also very important to ensure that the output
voltage is relatively stable. Under factors such as high noise and high vibration. Vehicle generators need
to adapt to a more complex operating environment. While maintaining high-quality power output, it has
a certain degree of vibration resistance, can take into account the characteristics of the vehicle, low
quality and small size. Permanent magnet synchronous generator meets the above advantages.

2. Design requirements and structure of generators

2.1.The design requirements

When designing a vehicle generator, it is necessary to pay attention to the determination of the rated
working speed. During the driving process, with the change of the vehicle speed, the generator speed
also changes, and the range of change is large. When the rated speed is set too low, the volume and
quality of the generator with the same capacity are not easy to control. When the rated speed is set too
high, the utilization rate of the generator will decrease when the car is at low speed or idle speed. In this

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ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

paper, the rated speed is set at 3000r/min. During development, it is necessary to improve the utilization
efficiency of the generator at low speed as much as possible, and to reduce the output voltage loss at
high speed, so that the generator can obtain good electrical performance in the entire speed range. At
the same time, in order to reduce the burden of the electronic circuit in the circuit design of the
subsequent voltage regulation, when designing the motor, it is necessary to consider that the output
voltage can fluctuate as little as possible. Its main performance index rated power can reach 1.6KW, and
the efficiency can reach 90%.

2.2. Basic structure of permanent magnet generator

Similar to other permanent magnet motors, vehicle permanent magnet synchronous generator (PMSG)
consists of end cover base, stator winding and rotor. The stator is generally composed of a multi-strand
coil and an iron core stacked with silicon steel sheets. The rotor designed in this paper is a 2-pole built-
in structure rotor determined in continuous experiments, which has higher efficiency than other poles in
the whole speed range. The rare earth permanent magnet material selected is NdFeB. Since the magnets
of the permanent magnet synchronous generator cannot be skewed, the rotor is designed with segmented
inclined slots, which can not only reduce electromagnetic noise, but also effectively weaken the tooth
harmonic potential. See Figure 1 below.

1. Bearing, 2. Rear end cover, 3. Stator, 4. Rotor, 5. Back end cover,

6. Shaft
Figure 1. Structure of PMSG.

2.3. Design process

Firstly, basic parameters, such as size and stator structure, are determined on the basis of general
magnetic circuit calculation, and then electromagnetic field simulation analysis is carried out. By
comparing the simulation analysis results with the design indicators, the relevant parameters (such as
the number of winding turns, the length of the iron core, the permanent magnet, etc.) are adjusted and
repeated iteratively [2]. The design process is shown in Figure 2.

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ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

Start

requirements

Determine the size and

design the stator

Determine rotor
structure

Design air gaps, ventilation

slots

No
Design indicators

Yes
No
Performance test

Yes
results

End

Figure 2. Design flow chart.

2.3.1. Selection of main dimensions

The main size of the motor is determined by the electrical load A and the maximum air gap magnetic
density𝐵𝛿 . The higher the electromagnetic load A and 𝐵𝛿 , the smaller the size of the motor, the lighter
the weight, and the lower the cost. The selection of electromagnetic load is related to many factors,
which not only affects the consumption of effective materials of the motor, but also has an important
impact on the parameters, starting and operating performance and reliability of the motor [3]. The ratio
of A and 𝐵𝛿 should also be considered when selecting, and generally a larger A value and a lower 𝐵𝛿
value are selected. The specific formula is as follows:
𝐷 2 𝑙𝑒𝑓 𝑛 6.1
′
= ′ = 𝐶𝐴 （1）
𝑃 αp K Nm K dp ABδ
𝑙𝑒𝑓 is the calculated armature length, α′p is the pole arc coefficient, and 𝐶𝐴 is the motor constant. After
selecting the electromagnetic load, the 𝐷 2 𝑙𝑒𝑓 of the motor can be preliminarily determined, but the
motor with the same 𝐷 2 𝑙𝑒𝑓 is not unique., and the concept of the main size ratio λ needs to be introduced:
𝑙𝑒𝑓
λ= （2）
τ
If 𝐷 2 𝑙𝑒𝑓 remains unchanged and λ is large, the motor will be slender and the cost will be low. If λ is
small, the heat dissipation of the motor will be poor. For a synchronous motor, λ increases with the
increase of the number of poles. Generally, λ=0.6~2.5 for small and medium-sized synchronous motors,
and it is a multi-pole motor when it reaches the upper limit. After determining 𝐷 2 𝑙𝑒𝑓 and λ, the basic
shape of the motor has been determined. After calculating the inner diameter of the stator and the axial
length of the iron core, the slot size is selected. The stator slot type of the motor designed in this paper
is a semi-closed flat-bottom slot. The semi-closed slot can reduce the surface loss of the iron core and
the pulse vibration loss in the tooth, so that the effective air gap length is reduced, and the power factor

3
ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

is improved. The flat bottom slot can effectively increase the slot area and improve the utilization rate
of the iron core.

2.3.2. Stator design

The existence of harmonics distorts the waveform of the line voltage, increases the loss and noise of the
generator itself and the loss in the transmission line, and some may also cause resonance and damage
the overall mechanical strength. Both the stator oblique slot and the oblique magnetic pole can suppress
harmonics, but the oblique magnetic pole process is complicated, and the stator oblique slot is generally
used. However, after using the inclined slot, the stator coil is twisted relative to the rotor winding. With
the increase of the inclined slot angle, the coupling coefficient decreases, and the fewer magnetic lines
of force are effectively cut by the stator coil, which makes the fundamental wave induced potential drop,
that is, the rated voltage drops. According to the different number of coil layers arranged in the stator
slots, the winding methods can be divided into single-layer winding and double-layer winding. When
the laminated winding adopts the form of short-distance winding, it can save the amount of end wires
and obtain more parallel branches. The advantage of wave winding is that the connection and fixation
is relatively simple, so it is mostly used in the stator winding of multipole hydro generator and the rotor
of wound rotor induction motor. According to whether the number of slots per pole and phase of
permanent magnet synchronous generator is an integer, the winding mode can also be divided into
integer slot winding and fractional slot winding. This paper designs a three-phase permanent magnet
synchronous generator with 2 poles and 30 slots [4]. As shown in Figure 3, due to the adverse factors
such as the increase of end wire length and large heat loss of single-layer winding, the electromagnetic
performance, indexes and starting characteristics of the generator after using double-layer distributed
winding are better than those of single-layer winding.

Figure 3. Stator winding wiring diagram.

2.3.3. Selection of rotor structure

As shown in Figure 4, due to the wide speed range of the permanent magnet generator for vehicles,
the rotor structure takes into account the performance constraints of both electromagnetic
characteristics and mechanical strength. In this paper, the inner V-shaped rotor magnetic circuit
structure is adopted. That is, two permanent magnets arranged in a "V" shape are used under one
magnetic pole. This structure can increase the field weakening capability and the reluctance torque
component, and reduce the difficulty of high-speed field weakening control. The anti-
demagnetization ability of the permanent magnets in the built-in permanent magnet motor is greater
than that of the surface-mounted permanent magnet motor, and the rotor of the inner permanent
magnet motor has higher mechanical strength and is more suitable for high-speed operation. And the
radial structure does not require magnetic isolation measures, the pole arc coefficient is easy to

4
ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

control, the mechanical strength of the rotor is high, and the rotor is not easily deformed after installing
the permanent magnet. The ventilation conditions of the generator are improved, and the shape of the
ventilation opening is further optimized to increase the cross-sectional area of the ventilation hole and
reduce the quality of the generator without affecting the distribution of the main magnetic field of the
generator [5].

Figure 4. Stator coil placement diagram.

3. Design results and analysis

3.1. Structural parameters

Through the above analysis, the following parameters can be obtained, as shown in Table 1:
Table 1. Main dimension parameters of motor.

Parameter Value Parameter Value

3000
Rated power 1.6kw Rated speed
r/min
Outer diameter of the stator 175mm The stator inner diameter 120mm
Number of poles 2 Slot number 30
The air gap length 1mm efficiency 90%
Length of permanent 120mm Permanent magnet width 65.83mm

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ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

3.2. Comparison of sinusoidal distortion rates of voltage waveforms at different chute angles

18
16
14
12
10
8
6
4
2
0
9° 12° 15° 18° 21° 24° 30° 36° 45° 48° 51° 54° 57° 60° 65°

Phase voltage harmonic content Harmonic content of line voltage

Figure 5. Variation of voltage harmonics under different chute angles.

Industrial production has strict requirements on the sinusoid of the potential waveform of the
synchronous generator. The deviation between the actual electromotive force waveform and the
sinusoidal waveform is expressed by the sinusoidal distortion rate of the potential waveform. The lower
the harmonic content, the lower the sinusoidal distortion rate. From the calculation results, as shown in
Figure 5, there will be a minimum value with the increase of the angle of the chute, that is, in the case
of a certain chute width, the harmonic content of the terminal voltage decreases, and the sine of the
motor voltage waveform is the best [6]. The harmonic content decreases the fastest between 30°and
36°, but as the angle of the chute increases, the no-load potential of the motor is short, and the efficiency
and output power will also decrease. After the experiment, the angle of the chute is selected as 36°,
which can be relatively balanced. Voltage distortion and rated voltage.

3.3. No-load and load magnetic field analysis

Table 2. Comparison of amplitude of no-load magnetic field and load magnetic
field.
No-load load
Average air gap flux density 0.3148T 0.3281T
Air gap flux density amplitude 0.4364T 0.775T
Magnetic density amplitude of stator teeth 0.8063T 1.336T
Stator yoke magnetic density amplitude 1.514T 1.572T
Rotor yoke magnetic density amplitude 2.264T 2.348T

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ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

Figure 6. Load magnetic field.

The important area for the electromechanical energy conversion of the motor is the air gap of the motor,
and the parameters and performance of the motor can be obtained on the basis of the magnetic field of
the generator air gap. The analysis of the no-load magnetic field is the analysis of the permanent magnet,
and the characteristics of the permanent magnet can be seen. Comparing the two magnetic fields from
Table 2, the average value of the air-gap flux density is almost unchanged, but the amplitude is quite
different. It can be seen from the figure that the magnetic field of the V-shaped rotor is mainly distributed
between the two permanent magnets, and there is also a flat top wave, and the magnetic density
amplitude is 0.4364T. Under the influence of the stator cogging structure, the magnetic density wave
pulsates, and the number of magnetic flux fluctuations per pole is equal to the number of stator slots
corresponding to the pole. The stator cogging effect increases with the increase of the radial magnetic
density of the air gap [7]. When the density is small, the pulsation effect of the stator slot is almost
invisible. It can be seen from the load magnetic field, as shown in the Figure 6, due to the influence of
the armature reaction, the air-gap magnetic density is no longer a flat-top wave. The direct-axis armature
reaction plays the role of weakening the air-gap magnetic field, while the quadrature-axis armature
reaction makes the air-gap magnetic field is distorted, the magnetic field lines under load are shifted,
and the magnetic density is the largest in the part of the rotor core close to the permanent magnet.

3.4. Output voltage and output current waveform

Figure 7. Current waveform. Figure 8. Voltage waveform.

The output voltage waveform and current waveform are shown in Figure 7 and Figure 8. It can be seen
that the single-phase output is close to a sinusoidal waveform, the three-phase harmonic content is low,
the phase voltage harmonic content is 16.23%, and the voltage distortion rate is low, which meets the
requirements of industrial production. The voltage amplitude In line with the expected set value, the
error is within a reasonable range, the effective value of the phase voltage is 145.7V, the effective value
of the line current is 2.59A, and the power output is 1645W, which is in line with the setting.

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ICPMMT-2022 IOP Publishing
Journal of Physics: Conference Series 2345 (2022) 012009 doi:10.1088/1742-6596/2345/1/012009

4. Conclusion
After determining the parameters, the simulation is carried out on motor CAD. The operation results
show that the 2-pole built-in vehicle permanent magnet generator（PMSG）developed in this subject
maintains high efficiency both at the rated speed and in a large speed range. When working at the rated
speed, the efficiency reaches 90%, while maintaining a relatively stable output voltage, and the voltage
fluctuation is within the allowable range. For the improvement of the ventilation hole, the cold air passes
through the interior of the generator, which effectively improves the cooling conditions of the generator
at high speed, and the weight of the generator is well controlled without affecting the magnetic field
distribution.
The design of vehicle generator should fully consider the operation characteristics and application
occasions of vehicle generator. In order to solve the actual needs, a permanent magnet synchronous
generator (PMSG) is designed, with a rated output power of 1.6kw and the output voltage stabilized at
14V after rectification. According to the actual operating conditions and combined with the limitations
of vehicle space, after repeatedly adjusting the parameters, the motor is further optimized and the
simulation model is established. Through the software simulation results, it can be concluded that the
designed prototype meets its performance index and has better electrical performance than other
generators. Although the generator designed in this paper meets the requirements of automobile
generator, there are still many tasks to be further tested and optimized. For example, further improving
the voltage stability of the motor at high speed and reducing the burden of subsequent rectifier circuit
electronic devices will be the next research direction.

Acknowledgments
This work was supported by the Natural Science Foundation of Fujian Province of China (Grant No.
2017J01667) and the Science and Technology Program Foundation of Fuzhou Science and Technology
Bureau. (Grant No. 2016-G-57)

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