SYNCHRO-SYM Technologies

Our Mission:

Innovate For Our Clean, Efficient, and Sustainable Energy Future!

In accordance with Our Mission, Best Electric Machine (BEM) provides a collaborative portfolio of patented transformational technologies for disrupting the electric vehicle and the smart electricity infrastructure, branded SYNCHRO-SYM Technologies, that includes:

SYNCHRO-SYM is a patented electric motor or generator system with a brushless integrated electric machine circuit and control architecture that twice magnifies electric motor or generator system performance, power density, and torque density while significantly reducing cost (over rare earth permanent magnet electric machine systems, as an example), all while using the same package and material.

MOTORPRINTER is the only 3D Printer for the rapid additive manufacture of axial flux electric machine cores with high performance electrical steels, such as amorphous metal ribbon, with perfectly aligned slots of any programmed shape, with perfectly flat air-gap surfaces, and with an integral frame and bearing bezel.

BM-HFMDB is a patented bi-directional, balanced multiphase, high frequency, electricity micro-distribution bus system that uses magnetic sharing to provide half the cost and the highest efficiency with considerably lower harmonic content and fewer electronic stages in a system of systems (SoS) application.

BMSCC is a patented smart-power-converter circuit topology, called Brushless Multiphase Self-Commutated Controller (BMSCC), that provides the lowest cost, highest efficiency, highest power density, and most versatile power-converter products possible, such as a Bi-Directional Multiphase Inductive (Wireless) Power Transfer System (M-IPTS).


Many of today’s most advanced and highest performing vehicles, such as Rimac C Two and Rivian, are fully electric or hybrid electric vehicles (EV). In conjunction with the advances in battery, fuel cells, or internal combustion engine technologies, improving the efficiency, performance, and cost of the vehicle powertrain are integrally essential for any vehicle efficiency and for the EV future.  Since automakers are predicting a dramatic decline in vehicles solely powered by internal combustion engines (ICE) with the electric powertrain as the only practical alternative (e.g., E-mobility), the electric propulsion motor “system” market for electric vehicles (alone) is expected to surpass $100B by 2029. AC Industrial electric motors (without including “system” control) provide another $152B by 2025.

In response, industry is forming alliances with leading electric machine innovators, such as EM-motive, or developing a new generation of “axial flux” electric propulsion motors for electric vehicles, such as the emerging electric machine system from MAGNAX that is not yet fielded but preliminarily shows highest efficiency and power density (as of early 2018, after nearly ten years of product development).


Implementing the same century old componentized electric machine circuit and control architecture used by all others, MAGNAX only performance value-added is a customized packaging assemblage, such as a Yokeless and Segmented Armature (YASA) form-factor with square copper wire concentrated windings, all of which are well known performance enabling packaging and winding techniques that are equally available to all, including SYNCHRO-SYM. Otherwise like its competition, such as YASAEmraxInfinitum Electric, or others, MAGNAX  incorporates rare earth permanent magnets with their negative issues of persistent flux, safety, high cartel-controlled pricing, limited global supply, limited operational life expectancy, and environmentally unfriendly production. Also like others, MAGNAX does not show the extraneous but necessary electronic controller, which has its own “compounding” loss, cost, and size.



Like MAGNAXBEM is introducing a new axial flux electric motor or generator system, called SYNCHRO-SYM, for disrupting at least the electric vehicle and the wind turbine markets. By simply retrofitting MAGNAX with the patented integrated electric machine circuit and control architecture of SYNCHRO-SYM, the power density of the already highly optimized MAGNAX electric machine system would comparably double, its cost halved, its efficiency increased, its peak torque at least doubled, and its delicate, short-lived, and expensive rare-earth permanent magnets eliminated.


SYNCHRO-SYM implements a patented integrated electric machine circuit and control architecture that goes far beyond the century old componentized electric machine circuit and control architecture of all other electric propulsion solutions, such as the likes of MAGNAX, YASAEmrax, and Infinitum Electric, whereby the rotor assembly of rare earth permanent magnets (RE-PM), slip-induction windings, reluctance saliencies, or DC field winding has the “passive” purpose of closing the magnetic path through the air-gap in order to establish the air-gap flux density. Instead of just closing the magnetic path to establish the airgap flux density, the patented integrated electric machine circuit and control architecture of SYNCHRO-SYM eliminates the “passive” rotor assembly by replacing with a rotor assembly that “actively” contributes to the electromechanical energy conversion and power production process (in addition with the “active” stator assembly).

For example by simply removing the arrangement of very expensive (and “passive”) rare earth permanent magnets (RE-PM) on the two rotor disk assemblies of MAGNAX and then replacing the permanent magnet arrangements with another similarly rated “active” multiphase winding set (as the original MAGNAX concentrated stator active winding set) and of course, brushlessly controlling the two active winding sets with SYNCHRO-SYM’s brushless real time emulation controller (BRTEC) instead of the MAGNAX electronic controller, retrofitting MAGNAX with the patented integrated electric motor circuit and control architecture of SYNCHRO-SYM (as only provided by BRTEC) would double the power density of the already highly optimized MAGNAX electric propulsion motor while halving its cost and increasing its efficiency.

IMPORTANT RESULTS: The SYNCHRO-SYM retrofit comprises another directly and contactlessly excited “active” multiphase winding set on the rotor assembly, which is equally rated to the single stator “active” multiphase winding set of the original MAGNAX, or two active winding sets providing twice the rated power within the same footprint as the original MAGNAX (i.e., twice the power density but without the wasted real estate array of expensive, short-lived, and delicate rotor RE-PMs). The SYNCHRO-SYM retrofit also conveniently provides coveted “field weakening” for extended speed and efficiency range.

NOTE: By retrofitting with the same design, the same packaging, the same materials, and the same winding techniques as the original MAGNAX (while eliminating the electronic control of MAGNAX and the real estate of the extremely expensive, short-lived, and delicate RE-PMs), the performance comparison between the original MAGNAX and SYNCHRO-SYM is obvious and without any possibility of manipulation by unsuspectingly comparing between different performance enabling packaging, materials, design techniques, or specifications. Also, retrofitting MAGNAX: 1) conveniently shows SYNCHRO-SYM operation, design, construction, and manufacture are straight-forward ready (as is MAGNAX), 2) conveniently shows SYNCHRO-SYM uses off-the-shelf components without exotic components or materials, such as rare earth permanent magnets, and 3) conveniently shows SYNCHRO-SYM is adaptable to legacy, off-the-shelf, fielded, or future electric machine systems with customary engineering and manufacturing. Effectively, any third party legacy or future electric machine design becomes the reference design for SYNCHRO-SYM, which doubles performance.

NOTE: Since power density, cost, efficiency are always calculated as per unit of power rating, the dual “active” winding sets of SYNCHRO-SYM provide twice the power output (within the same package footprint as the original MAGNAX), which reasonably calculates to twice the power density per power rating, half the cost per power rating, and at least the same electrical loss (or half the electrical loss per power rating of an induction electric machine system with equal winding MMF on the rotor and stator assemblies).

NOTE:  In contrast to the asymmetric transformer circuit topologies, such as provided by MAGNAX, where physics shows air-gap flux density vectorially increases to core saturation with increasing torque MMF, the physics of a truly symmetric (or dual ported) transformer circuit topology (as only provided by SYNCHRO-SYM) shows air-gap flux density remains constant with increasing torque MMF (beyond magnetizing MMF) and as a result, SYNCHRO-SYM provides 2-4x the peak torque potential of MAGNAX, which most definitely provides a magnetic gear (or gearbox-less) propulsion system that MAGNAX (and all others) can only suggests.

NOTE: By doubling the power rating of the original MAGNAX package with two similarly rated “active” winding sets (as the original single MAGNAX stator active winding set) that are on the same rotor and stator footprint, respectively, the resulting electric machine, now called SYNCHRO-SYM, contiguously and variably operates with the same “rated torque” from sub-synchronous speed, such as from and including zero speed, to super-synchronous speed, such as at or above twice synchronous speed, for twice the “constant torque speed range” with a given torque, air-gap flux density, frequency and voltage of excitation, and without permanent magnets as the original MAGNAX, which unquestionably equates to twice the power density, half the cost, and higher efficiency as the original MAGNAX. Therefore, within the same physical footprint and with the same “continuous rated” torque and voltage, an electric machine, such as MAGNAX, with a conventional two pole componentized circuit and control architecture would have a constant torque speed range of 3600 RPM with 60 Hz of excitation (as an example) but a two pole integrated circuit and control architecture of SYNCHRO-SYM would have a constant torque speed range of 7200 RPM at 60 Hz of excitation, which is universally recognized as a characteristic for twice the power and power density.

NOTE: Because of the difficulties of providing multiphase electrical power directly to a moving multiphase winding set (i.e., active power), the rotor “passively participates” in electromechanical power conversion but reasonably consumes half of the volume of the electric machine. In contrast, the directly powered multiphase AC winding of the stator “actively contributes” electromechanical power “production.”  But by making the rotor volume “active” (by replacing the passive components, such as permanent magnets, field winding, slip-induction windings, reluctance saliencies, etc., with a similar directly powered multiphase ac winding set as the stator or two similar “active” winding sets on the rotor and stator respectively, in the same footprint), the electric machine power would be doubled and the size, electrical loss, and cost (per unit of power) would be effectively halved. However, experts have theorized since at least the 1960’s that a real time control method (as only now provided by BRTEC) must be invented to avoid any stochastic reliance on slip-induction between the two active winding sets due to at least control time-delays and estimation. An analogy is the two-cycle (opposing piston diesel) internal combustion engine (ICE) versus the common four-cycle ICE. Half of the effort of the four-cycle ICE (or two cycles out of every four cycles) is devoted to the exhaust (or passive) cycles and as a result, it is well known that the size, cost, and loss of the two-cycle ICE is half of the four-cycle ICE for a given power rating. Also, any packaging or material performance improvement would double when migrated from the four-cycle ICE to the two-cycle ICE.

There are other engineering requirements for a practical SYNCHRO-SYM retrofit of the axial-flux electric machine, such as MAGNAX.

The original back-iron disks of solid high permeable core materials, which are required to complete the magnetic circuit path through the air gap of MAGNAX (and to support the rare earth permanent magnets), should be replaced with similar dimensioned back-iron disks of low core loss laminated electrical steel (because the rotor of the SYNCHRO-SYM retrofit is now “actively” contributing to “real” electromechanical power production).

NOTE: Although SYNCHRO-SYM can retrofit MAGNAX’s Yokeless and Segmented Armature (YASA) form with concentrated windings and the high reluctance of two air-gaps, SYNCHRO-SYM prefers a simpler NN-Torus-S (or better, the low reluctance of a single air gap) axial flux form for better equal surface cooling, easy stacking for incremental increases in power, but more importantly, for accommodating the rapid additive manufacture of axial flux electric machines with high performance amorphous metal ribbon for an additional level of motor efficiency (as only provided by MOTORPRINTER).

The same retrofit process used for MAGNAX can be similarly applied to virtually any other electric machine system, such as Yasa Motors, EMRAXMclaren RacingRimac’s Electric Motor SystemsBorgWarner, and EM-motive; but unlike MAGNAX (and all others), BEM also provides a complementary suite of vertically integrated electric vehicle technologies to bring the electric vehicle and the smart electricity infrastructure beyond today’s reality, such as SYNCHRO-SYMMOTORPRINTERBMSCC, and BM-HFMDB

Recently introduced, LinearLabs’ rare-earth permanent-magnet (RE-PM) electric machine system (RE-PM-EMS) claims a four rotor concept providing twice the torque density and triple the power density as other RE-PM-EMS, but after reviewing the video, the four rotor concept is actually a single rotor assembly (as other electric machines) with four segmented RE-PM components that surround the winding end-turns for their participation in the energy conversion process (with of course more expensive rare-earth permanent magnets). Without critiquing the performance claims or the complexity of the segmented rotor assembly, the LinearLabs’ motor can be retrofitted with the electric machine circuit and control architecture of SYNCHRO-SYM (as done with MAGNAX) with its performance claims doubled again while eliminating expensive the RE-PMs.

Other Future Goals of BEM’s Suite of Vertically Integrated Technologies, called SYNCHRO-SYM Technologies:

  •  Democratize the automobile industry by leveraging SYNCHRO-SYM Technologies in a Universal Electric Vehicle Powertrain Chassis Module (BEM-UPM).

Clearly, Best Electric Machine (BEM) provides the best electric propulsion motor and generator system (i.e.,SYNCHRO-SYM) for the electric vehicle (EV) market with twice the performance and at least twice the peak torque density of any other electric machine system. Also, BEM provides the best practical 3D printer (i.e., MOTORPRINTER) for the additive manufacture of axial flux electric machines with the highest performance materials, such as amorphous metal ribbon. Again, BEM provides the best EV micro distribution bus system (i.e., BM-HFMDB) with the fewest number of active electronic stages, the most efficiency, the lowest cost, and the purest waveforms. By leveraging the patents of SYNCHRO-SYM Technologies, such as SYNCHRO-SYMBM-HFMDB, and MOTORPRINTER, another original passion of BEM is to democratize the automobile industry  by providing the highest performance Universal Electric Vehicle Powertrain Chassis Module (BEM-UPM) to original equipment manufacturers (OEM) of motor vehicles, such as Toyota, GM, Ford, Tesla, etc., or to independent coach builders, such as stylish boutique EV manufacturers.

The BEM-UPM (with a standardized frame mounting interface) includes two modular suspension modules (MSM). Each MSM comprises:

  1. The complete suspension frame and components (e.g., traditional independent wishbone frames and linkages) that are performance optimized
  2. The articulated driveshaft (e.g., dual velocity joints)
  3. The active suspension, such as the Clearmotion (BOSE) active suspension
  4. The load leveling, wheel bearings and bushings, brake, electric motor/generator system, such as SYNCHRO-SYM
  5. Wheel and tire.

The motor/generator system (e.g., preferably the magnetic gear or direct drive SYNCHRO-SYM) and brake assembly are located on the fixed chassis portion of the MSM for the most optimized unsprung weight distribution for best ride and dynamic stability (e.g., torque vectoring) during vehicle speed, turning, road conditions, braking, acceleration, gyroscopic effects of wheel inertia, etc. The MSM could include power steering articulation components. The MSM ride performance will be programmable for OEM branding. Note: The MSM is conceptually similar to in-wheel motors, such as the Protean In wheel motor and Elaphe in wheel motor, but includes the required suspension with the lowest possible unsprung weight distribution for significant performance improvement in programmable ride and stability. To universally accommodate different wheel widths with simple adjustment, the BEM-UPM comprises two MSMs that slide away or toward each other on at least two structural tube frames (for instance). Housed inside, the tubes contain banks of supercapacitors for complementing the high energy density of batteries with the high power density of supercapacitors for motoring (acceleration) or regenerative braking (deceleration).

The BEM-UPM may use MAGNAXYasa Motors, EMRAX, etc. motors with transmissions but better, the BRTEC of each superior performing direct drive SYNCHRO-SYM additionally provides isolated electronic power condition control between the banks of supercapacitors and the EV battery (or fuel cell) for a high power density (supercapacitors) and high energy density (battery) electric storage system of systems.  With a significant reduction in electronic stages in the system of systems, the BRTEC also provides an isolated balanced multiphase high power high frequency AC micro distribution bus system (BM-HFMDB) throughout the vehicle for universally powering multiple electric machines and a full complement of accessories along the micro distribution bus, such as a universal single or multiphase EV battery recharger, low power accessories, etc., all with the benefits of BM-HRMDB, such as fewer electronic stages, higher efficiency, and lower cost. It is conceivable that several hoses with metal braided sheaths will simultaneously distribute the high frequency “multiphase” power and cooling medium (if needed), where the braided sheath of the hoses provides the high power, high frequency Litz wire electrical power distribution in conjunction with the high pressure cooling medium distribution (e.g., 4 braided hoses for three AC phases plus neutral).

If placed in the front and rear of the vehicle, the self-contained (and modular) BEM-UPM (with MSMs incorporating direct drive SYNCHRO-SYMs) may provide independent, torque vectored, four wheel drive for active four wheel power steering, regenerative braking, ABS, stability control, etc. (by at least autonomously controlling individual motors of individual wheels). All components of the BEM-UPM can be easily replaced for repair or maintainability. The BEM-UPM may comprise the best high performance off-the-shelf OEM vehicle suspension components to leverage the volume production costs and non-recurring engineering (NRE) costs of OEM components. Because electric machines are highly reliable components, the universal wheel width makes BEM-UPM re-usable without obsolescence for the most flexible and open vehicle architecture.

In contrast to today’s diverse complement of OEM designed and manufactured drive-trains, the BEM-UPM non-recurring engineering (NRE) and volume production costs will be amortized amongst several OEM customers and vehicle models to dramatically reduce costs. With a less expensive but best performing suspension, micro distribution bus system (e.g., BM-HFMDB), and drive-train (e.g., direct drive SYNCHRO-SYMs) possible, the vehicle industry will be democratized amongst OEM and stylish boutique automobile manufacturers and artisans just as 3D printed car bodies are expected to democratize body styles amongst competitive multiple players. For instance, the BEM-UPM will allow anybody to customize their vehicles exterior and interior styles, luxury appointments, cabin styles, art, designs, warranties, deliveries, and performance styles, etc., with the best and most innovative and highest performance engineered drive-train component available, such as BEM-UPM programmed to the preferred comfort and driving brand of the manufacturer or individual designer, and comprising the highest performance electric machine system possible, or SYNCHRO-SYM, and the highest performance micro distribution bus, or BM-HFMDB, both of which are 3D Printed with the best materials by MOTORPRINTER.  Alleviated from the vehicle drive train research, design and manufacture, the BEM-UPM will also democratize the EV technical focus to battery development, vehicle control development, etc.

  • Dramatically reduce overall electrical energy consumption by leveraging SYNCHRO-SYM Technologies under Smart Enterprise Management (SEM).

BMSCC (or BRTEC) could dramatically reduce overall electrical energy consumption under a wide enterprise management system (EMS) of an electricity infrastructure of system of systems (SoS) with the automatic frequency synchronization control versatility as only provided by BMSCC (or BRTEC). For example, the consumption of electrical power from the electrical power grid by a crane (powered by SYNCHRO-SYM) lifting a load (against gravity) at one field location would be neutralized by the returning (generating) of electrical power to the electrical power grid by another crane (powered by SYNCHRO-SYM) lowering a load (with gravity) at another field location and as a result, total electrical power would be reduced to just the electrical losses in the entire enterprise managed system of systems.


By “innovating for our clean, efficient, and sustainable energy future” with the complementary suite of patented SYNCHRO-SYM Technologies, BEM brings the electric vehicle and the smart electricity infrastructure beyond today’s reality.