2016 Eleventh International Conference on Ecological Vehicles and Renewable Energies (EVER)
Design of a 50000 rpm High-Speed
High-Power Six-Phase PMSM
for Use in Aircraft Applications
Hans-Christian Lahne, Dieter Gerling
Chair of Electrical Drives and Actuators
Universitaet der Bundeswehr Muenchen
D-85579 Neubiberg, Germany
Email: Hans-Christian.Lahne@unibw.de
Abstract- This paper deals with the challenge
designing a high-speed permanent-magnet synchronous
machine (PMSM) with a continuous power of 700 kW as a
turbo generator for the usage in aircrafts.
application, high-power density above 5kW/kg is required.
To identify the best topology and to fulfil the given
requirements, various design solutions for the PMSM are
taken into account. This contains various
winding configurations to minimize losses
Moreover, a possible magnet and various sleeve materials
are taken into account in order to ensure mechanical
stability. Furthermore, a thermal design is presented.
Results given are based on analytical, as well as FE
simulations.
Keywords- high-speed, high-power, permanent
magnet synchronous machine, aircraft application,
power-density, efficiency, mechanical design, thermal
design, winding topology, and turbo generator.
I. INTRODUCTION
The main advantage of high-speed machines is the
minimization of weight and size in a direct comparison to
conventionally designed machines. In many papers
information about high-speed machines such as
measurements, simulations, prototypes and comparisons
of machine types suitable for the high-speed range can be
found [1]-[11]. But there are material investigations as
well. In [9] cobalt-iron for the rotor and stator iron are
taken into consideration and described as promising
candidates. In continuation of former work various
coolants and sleeve materials are analyzed in this paper.
In [10] and [11] models of a high-speed induction
machine (1M) in the desired performance range are
presented. The 1M provides a good reliability. But in
aircraft applications the size and weight play another
important role. This is the reason why in this paper the
978-1-5090-2464-3/16/$31.00 2016 European Union
Dave Staton, Yew Chuan Chong
Motor Design Ltd
4 Scotland Street, Ellesmere
SY12 OEG Shropshire, United Kingdom
Email: Dave.Staton@motor-design.com
of PMSM - which allows the highest power density
compared to all other types of electrical machines [10] -
was chosen to compete with these earlier 1M designs.
For this
The presented designs limit the weight of active
machine parts to 59 kg maximum. Including housing and
bearings the total weight reaches a value of 64.4 kg,
six-phase providing a power density of nearly 11 k WIkg. Thereby,
or weight. the demanding requirements are fulfilled. Hence, the
main target of this paper is to introduce a model of a
high-speed PMSM, which also includes mechanical and
thermal aspects. The stringent requirements of the present
project are tabulated in Table 1.
TABLE 1: REQUIREMENTS OF THIS
HIGH-SPEED TURBO GENERATOR
Design parameter Technical value
Speed 50000 rpm
Power 700kW
Power density >5kW/kg
Efficiency >0.94
Using high-speed machines in the aviation industry is
not completely new. Previous work on this subject can be
found in [12]. In [9], results of a relevant feasibility study
are presented, in which mechanical constraints like
maximum circumferential speed and critical speeds are
discussed.
IT. CONSIDERATIONS IN DESIGNING A HIGH-SPEED PMSM
According to [1] the HS-index - which is the product
of the machine nominal power and nominal
speed (MW krpm) - of the target PMSM (with a rated
speed of 50000 rpm) lies at about 35 and thus, in the very
near range of the so called "competition technical limit".
The HS-index is a guide number and not a fixed formula.
In [1] it is assessed that at this value the temperature rise
could be the limiting factor of the machine. This is why
section V deals with aspects regarding cooling. Due to
the high speed, the number of poles and the
corresponding operating frequency has to be chosen
carefully, so that problems in the winding caused by skin
and proximity effects can be avoided or at least reduced.
Further essential design aspects include the size of the air
gap and the number of stator slots.
The design options for the magnets being mounted on
the rotor surface [2], buried [4], in the interior of a hollow
shaft, or even a rotor consisting of a magnet only, plays
another important role and has to be taken into account.
Mainly due to mechanical and electromagnetic reasons
the type of the surface PMSM is chosen [10]. The
following chapter deals with the important mechanical
design. Furthermore, the sleeve material influences the
losses, temperature behavior and mechanical limits, as
well as the machine design [1]- [6]. Consequently sleeve
materials like titanium, s-glass, aramid, carbon fiber, etc.,
are also taken into account to ensure mechanical stability,
as well as optimized usage of magnet material, which can
be hence designed with a higher degree of freedom. For
magnet, iron and sleeve material an individual choice
must be made regarding to its individual requirements.
Finally, FEA-simulations based on the engineering
tools ANSYS Mechanical and Maxwell confirm the
results.
m. MECHANICAL DESIGN
One of the important design criteria is the mechanical
stability of the model. Here, stresses in the rotor are
decisive criteria. They rise dramatically at higher speeds.
Both the rotor structure and the material selected are
essential in resisting mechanical stress [9]. To keep the
TABLE 2: PROPERTIES OF COMPARED SLEEVE MATERIALS
magnets in place different solutions can be used. A high
retention system with sleeves is better than interior
magnets, because otherwise the magnets weaken the rotor
iron and causes structural problems [4]. Therefore,
various sleeve materials were analyzed to identifY the
optimum material and coping with the demanding
stresses. Earlier analyses comparing sleeve materials can
be found in [7] and [13].
A. Analysis of several Sleeve Materials
The sleeve material should have a safety factor of
three concerning its maximum tensile strength -
compared to pre-calculated model stresses - in order to
eliminate the risk of a bandage failure as presented in
[13]. In Table 2 several metal, as well as composite
materials are tabulated, which are possible materials for
sleeve. Mostly because of its high tensile strength, high
Young's modulus and an aerospace grade - which is
important for the application - the carbon fiber "Tenax-J
IMS65" is chosen for the mechanical FEA-simulations.
Carbon fibers have a high maximum tensile strength
and are very light at the same time. Moreover, they have
an anisotropy, which results in a negative CTE transverse
to the fiber direction and a positive CTE lengthwise to
the fiber direction. Its conductivity lies between 0.05 and
0.125 MS/m [14]. References like the producing
company TohoTenax itself states values of conductivity
down to 0.07 MS/m [15].
The main disadvantage can be found in the low
thermal conductivity, which leads to a thermal isolation
of the rotor. This can cause problems with the cooling,
wherefore the heat dissipation should be considered very
carefully [3]. Another important issue is the pole gap

CTE II
Tensile Young's Thennal Electrical Compres- Shear
Density Poisson's crn..l
Material Strength Modulus E Conductiv. Conductiv. sive Strength Modulus C
[kglnr'] Ratio [/lml(m'K)] [/lml(m'K)]
[MPa] [CPa] [W /(m'K)] [MS/m] [MPa] [CPa]

S-glass fiber [14] 2490 4500 86.8 0.22 5.58 1.0 insult
a or 35.6
S-glass fiber [16] 2000 1800 55.0 0.26 2.10 insult
a or 690 7.6 6.30
S2-gass fiber ]17] 2460 4890 86.9 0.23 1.60 1.45 insult
a or 35.0
E-glass ]14] 2540 2400 73.0 0.22 5.1 1.0 insult
a or 29.9 5.1
Aramid fiber(Kevlar) high stiffness ]14] 1450 2800 130.0 0.32 -2.0 about 0.04 [17] insult
a or 1.45 17.0
Kevlal / epoxy ]16] 2000 2000 80.0 0.31 insult
a or 280 2.1

. CG SiCO Ceramic fiber(Nicalon@) ]16], ]17] 2550 2450to 3000 176t021O 3.1 2.2 insulator

e- PBO fiber(Zylon) - high modulus [14]

0
1560 5800 270.0 0.34 -6.0 insulator very low 1.75
El PE-fiber(Dyneema, Spectra) [14]
0 970 3600 116.0 -12.1 insulator very low
U High tenacity camon fiber [14] 1740 3430 230.0 0.23 -0.46 50.0 12.5
Tenax-J urs 5131
1800 2474 142.0 0.25 about -0.1 about 10 about 0.07 1674 4.0 post
i v
i e
- UTS50 E13 12K 800tex [131. [181
Tenax-J IMS60 E13 12K 410tex [15], [18] 1790 6100 286.0 about -0.1 about 10 0.07 post
i v
i e

Tenax@-E lMS65 E23 24K 830tex ]15], ]19] 1780 6000 290.0 0.236 [19] -0.1 [19] about 10 0.07 post
i v
i e

Ti-alloy ]20] 7850 1100 206.0 0.31 13.3 16.0 0.6

lnconel 625 ]17] 8500 820to 1050 209.0 about 0.3 12.8 9.8 0.8
3
'" Inconel 718 [21] 8190 1375 211.0 0.3 13.0 11.4 0.8
Aennet 100 [22], [23] 7889 2082 192.0 about 0.3 about 10 2.3
Aennet 340 [17], [23], [21] 7861 2426 192.0 0.3 about 10
between the magnets. Preferably, for stabilization reasons TABLE 3: CONTACT PRESSURES AT NOMINAL- AND OVERSPEED
it should be filled up with material whose coefficient of Contact pressures [MPa]
thermal expansion (CTE) and density is in the very near
Bandage- Magnets-
of the magnet material properties. Therefore, mechanical FEA- Tempera- Rotor-Shaft
Magnets Rotor
and thermal stresses can be avoided, which could results tures (min. / max.)
(min. / max.) (min. / max.)
otherwise lead to structural damage and reduce the life
293K 69.1/80.7 4.8/7.4 22.8/25.3
time [13]. Consequently, a suitable choice of material 50000 rpm
403K 80.6/103.7 35.1/53.6 71.1/78.9
also prevents the sleeve being cut at the edges of the
52500 rpm 403K 80.7/103.8 25.3/38.8 56.1/62.3
magnet material. Hence, for this application the magnet
material itself is assumed as a filler material providing
Hereto, a mesh with about 340000 knots was used,
that the pole gap area has no magnetic properties in
while symmetry properties were taken into consideration
consequence of skipping or preventing its initial
to save simulation time. Points of contact have a finer
magnetization.
mesh (Fig. 1).
In [20] three common pole filler materials (plastics,
carbon fiber and Ti-alloy) were analyzed. The work
revealed the highest additional stresses with plastic filler,
whereas Ti-alloy provided the lowest. But the electrical
conductivity of the Ti-alloy causes higher eddy-current
losses. Carbon fiber showed average stresses.
B. Mandatory Contact Pressures

Before performing the simulations the shaft-hub

connection is calculated to determine the required 15IT

interference. For this purpose a shrink-fit is used. The

transmissible torque T can be calculated by usmg
equations in [22] and [24]:
J[odc2olactofloaradial
T == f
(I)
2 ISO 286 (2010) was taken. Reference [26] supported the
The variable amdial defines the radial contact pressure,
whereas flI indicates the coefficient of friction. This is
0.125 for shrink-fits [22]. The variables de (48 mm)
and laci (190 mm) are the shaft diameter and the active
machine length. Consequently, the contact pressure
necessary for torque transmission can be calculated the
other way round:
2 o T
aradial : ___ '" 1.6 MPa
= __----:2_ ( 2)
Jr. d c
Iact f.1./
This pressure must be still present for overspeed and
under thermal influence to ensure a safe operation.
Relating overspeed an important remark must be
mentioned. It was decided to limit the overspeed to
52500 rpm in accordance with studies in [25]. This can
be explained due to the special aircraft application
consisting of a gas generator providing a turbo generator.
See the reference for further details.
Thus, the following results (cf. Table 3) could be
achieved:
Fig. 1: Used model (mesh with 340000 knots)
The friction coefficient between the carbon fiber and
the magnet material was set to a pessimistic value of 0.2.
As a suitable fit, a H5/s5 fit according to tolerances from
calculations. Hence, the minimum/maximum interference
lies between 0.032 mm and 0.054 mm. For the
simulations the minimum interference was selected in
order to ensure a safe operation under bad conditions.
Hence, the contact status is positive and its pressure is
shown in Fig. 2.
61.646
62.)34
60.958
60)1
59,582
58,894
58)06
57,519
56,831
56,143 ...'
-
Fig. 2: Contact pressure shaft-rotor @52500 rpm and 403 K
For the bandage material an interference of 0.25 mm
in relation to the magnets was chosen.
C. Stress Comparison
The stresses show a maximal stress of 300 MPa for
the rotor-iron (Fig. 3) and a maximal stress of 1964 MPa
for the bandage (Fig, 4). For the bandage it is tensile
stress, however it is compression stress for the magnet is used, which only considers "composite properties in
material. Due to the influence of the shrink fit the stress the direction of fibers" [3].
primarily occurs close to the shaft.

Fig. 5: Radial stress of rotor and PMs with carbon fiber as pole filler
Fig. 3: Stress of rotor and PMs @52500 rpm and 403 K @52500 rpm and 403 K

Both results presented are within the allowed limits,
because the iron material Vacodur S Plus has a yield
strength of 750 MPa (cf. Table 4) and the selected Tenax
sleeve material provides a maximal tensile strength of
6000 MPa (cf. Table 2).
Fig. 4: Stress in sleeve material @52500 rpm and 403 K
The selected compression strength of the magnet
Vacodym 965TP lies at 600 MPa (cf. Table 4).
TABLE 4: SHAFT, IRON AND MAGNET MATERIAL
Density
YlCld Tcmilc
As it can be derived from Table 3 the contact pressure
between rotor iron and shaft material is sufficient during
usual operating conditions. However, at room
temperature and overspeed at the same time it is too low,
but it is unlikely to reach this special operating point. The
temperature rise causes more stress, but increases the
contact pressure as well.
All in all, it can be concluded that the rotor is
mechanical stable referring to the investigated methods.
An analytical way to design the bandage can be found
in [4] and [27]. The equations are only valid in case of
assuming the bandage as a "thin shell" [4]. Here,
Young's modulus E, the interference r between
bandage and magnet, the bandage thickness d and the
bandage diameter D are required to get the tangential
prestress (J, [27]
r E
(JI (3)
Youts
Poinon's eTE11
Thcnnal Electrical = --

D
M:lteri:11 Strength Strength Modulus Condudh. Conducti\"o
[kglm'] Ratio [p.mI(mK)]

and afterwards the contact pressing force P by means

[MPal [MPa] rCPa] [MS/m]
650to
Shaft ted CF53 7700 350to 550 200 about 0.3 10.0 25
ggO
V:u:odurSP1u 8120 750
XOOto
250 about 0.3 9.1 32to 37
of the so called "Kesselformel" [27]:
1200
140to 0.6to
V:U:Od)'ill %5TP 7600
170
about 0.3 4to 9 5to 15
lUI 2CYd
P= (4)
D + d
Compresil'c
Strenboth
lMll

Vacodym 961l" 600to 1250 -2 to 0 453

583 to
643
I.2X IX70 310
350 to
By adding an overspeed wos' the gravity radii rM, rB ,
the densities PM , PH and the height hM of the magnets
D. Mechanical Evaluation
and the bandage, the radial contact pressing forces PM
In all simulations a material with properties similar to
and PH can be determined [27]:
the magnet material was assumed for the pole gap. Thus,
a further stress simulation by using carbon fiber as pole
(5)
filler was performed. As expected from results introduced
in [20] the overall stresses slightly decreased, but locally (6)
increased at the pole gap region above the rotor iron due
to model asymmetry (Fig. 5). The remammg contact pressure Prem must be still
In reality there are orthotropic conditions due to the positive
usage of a carbon fiber sleeve. Since an earlier work (7)
reveals isotropic modelling nearly meets the results of
orthotropic modelling a less complex mechanical model
 and the maXImum stress CJmax smaller than the results by including more number of segments. Despite,
material's tensile strength [27]. to include a safety margin for the magnet losses, the
following design is based on a magnet thickness of
+ M+ S 7 mm.
CJmax P P
= -"--- P
----"--"'------"'-
--"--
CJt (8)
P TABLE 5: INFLUENCES OF MAGNET SEGMENTATION
Distributed Two-Teeth
By following these equations backwards, the Wiudilll!: Wiudiug
interference r should be at least 1.03 mm. Before Segment
Magnet losses IWI
producing a prototype the reason for the differences has thickness [mm[

to be figured out definitely to ensure a safe design. - 5390 5370

However, influences of temperature and different thermal 95 4843 4779
expansion are not covered by these equations. 21 3322 3439
10 1466 1398
Consequently, the introduced FEA results are expected to
7 710 700
be valid. 2 166 170
IV. ELECTROMAGNETICAL DESIGN ASPECTS, WINDING
1 147 165
- - - - - -
TOPOLOGY AND FEA-RESULTS 1 -r -r-r-r-r-r-r-r-r

iii iiiii i ii iiii ii

, ,-,-i-, , r-r , T-'

0,9 t- t- t- t- t- t- t- t- t- t- t- t- t- t- t- t- t- t- t- i
- - - - - - - - - - - - - - - - - - - -

A. Design Aspects iiiiiiii i ii iiii ii

o ,8 -I--I--I--I--I--I--I--I--I--I--I--I--I--I--I--I--I--I--I--
I I I I I I I I I I I I I I I I I
I I I I I I I I I I I , I I I I I I
-t--t-- -t--t--t--t--L -t--L_t--t-_L-t--t--t -t--t-1
An electromagnetic issue is the problem of losses due
0,7
I I I I I I I I I I I I I I I I I
0,6 r-t--t---t--t--t--t--L-t--t--t--t--t--t--t--t-t--t-i
to eddy-currents in the rotor. The losses in the rotor shaft I I I I I I I I I I
- --------r--r---r---}--':--
I I I I I I

0,5
1 1 ' 1 1 1 1 1 1
are covered by the 3D-FEA simulations and turned out to 0,4
Iii! iii 1 1
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
- -t--t--t--t--t--t--t--t--t--j--j--j--j--j--t--j--j--t--1

be negligible in this case. But the focus should not be on 0,3

this machine part. Due to the lamination there are no
problems in the iron material. However, eddy-currents
occur in sleeves (in case of consisting of non-insulator
material) and magnets. All metals and carbon fiber
compounds listed in Table 2 subject to eddy-current
losses. In respect of metals Ti-alloy has the lowest
electric conductivity. Despite, analyses in [28] reveal that
sleeve losses in Titanium are still high and, in particular,
much higher than in carbon fiber. Hence, carbon fiber is a
better sleeve material. But it is also mentioned in [28]
that the losses are nearly equal after taking negative
shielding effects from carbon fiber into account. In spite
of this fact, the much higher material strength of carbon
fiber is decisive.
So, as mentioned before, eddy-currents can be found
in the magnets as well. A common method to reduce their
influences is axial, radial, or circumferential magnet
segmentation [7]. Hence, by using segmented magnets
the magnet losses could be reduced considerably. Here,
several cases were analyzed: No segmentation and
segmented magnets with a thickness varied between 95
mm and 1 mm each. The present minimum segment
thickness producible for Vacodym 965TP lies at 1 mm
[29]. This results in up to 190 magnet segments due to an
axial length of 190 mm. The results are charted in Table
5. Earlier work on segmentation revealed that magnet
segmentation has a similar effect in reducing eddy
current losses as it is known from stator and rotor
laminations [30]. As expected the segmentation
significantly reduces losses and lowers the cooling
requirements in the rotor area, which is always more
-i t--i----i-i-i-i----i----i-i----i-i-i-i-r-1
0,2 -:-1 -:-L-i-:-i-:-L-i-L-i-i-L-i-i-t-t-t-1
0,1 --r-I -r-t---r-r-r-r-t--r-r-t--r-r-r-r-t-l
Number oj egmen(
Fig. 6: Eddy-current losses in magnets related to number of segments
B. Winding Topology
Another decisive design issue in an electrical machine
is the winding topology. Due to its careful selection, a
choice with respect to aspects such as costs, power, and
efficiency is made.
This paper is part of a feasibility study examining
electrical machines for hybrid aircraft applications. In
this context, the customer requested two electrical
machine designs: One with the highest reliability and one
with the highest power density. The main goal of the
PMSM topology introduced here is the maximum power
density. Considering that, a six phase winding topology
was mainly chosen to improve the MMF and
consequently mlll1mlZe (winding) losses. Hence,
reliability issues (such as failure cases due to short-circuit
or similar effects) are not covered in this paper.
In [11] the crucial pros and cons of a six-phase
system, consisting of two independent (i.e., two isolated
neutral points) three-phase windings, are described. The
phase shift between the two winding systems is 30.
Based on these facts, two multiphase winding
configurations are introduced and compared. Fig. 7
contains the notation.
C D E F

difficult than in the stator area. Fig. 6 emphasizes the

Fig. 7: Six phase color allocation
 Solution one offers a short end winding length of 33.1 losses. This winding is a distributed winding with an
mm and consequently a low weight. It is a two-teeth improved winding factor of l, double-Iayer,distributed = 0. 966.
winding with a winding factor of l, double-layer,two-teeth = 0. 5 . Table 7 shows the corresponding winding layout.
Its winding layout is presented in Table 6.
TABLE 6 : LAYOUT OF Two-TEETH WINDING Coil 3 4 5 6 9 10 11 12
Inner + + + +

Outer + + + +

Fig. 8 show the 3D models and Fig. 9 and Fig. 10 the
MMF spectra of the introduced solutions. The notation
"12-2" means twelve stator teeth and two poles.
C. Winding Calculations
By means of the mean length of one turn lw per
phase, the number of turns w, the slot area AS'ot' the
copper fill factor kcN , the specific resistance PCN' the
average end-winding radius rw (approximated by the
average winding radius of both winding layers) and the
winding layout (referring to Table 7), the phase resistance
R20 at room temperature can be calculated analytically
[31].

Fig. 8: 3D PMSM models from Maxwell 3D; a.) two-teeth winding,

b.) distributed winding Before having finished the thermal design, the DC
winding resistance Rw,DC was assumed to be at a
In --------------------------------------- temperature of 7J;v = 4 03K. The temperature related
---------------------------------------
increase can be calculated with [32] and equation (9):
8

:::J
O.6 l\v,DC = lSo [1 + a( 7J;v - 20 K) ] = 0.412 mQ (10)
N
N
M 0.4 a is the temperature coefficient of copper. Hereafter,
LL

2' the ohmic losses can be identified to a value of 2.2 kW.

2' 0.2
The AC winding losses are higher in consequence of the
0.0 1L- __--"I --I'---
-' _---'",JI
-- L--_----L-' .L__ _ high operating frequency, which then again results in
1 3 5 7 9 11 13 15 17 19212325272931 33 35 37 394 14 34 54 74 951 5355
Harmonic Order notable skin effects and proximity effects [11]. To
overcome the influence of the skin effect, a small
Fig. 9: MMF spectrum of 12-2 topology (double-layer, two-teeth diameter and therefore many single wires are necessary.
winding)
The winding layout per slot is also important for the
thermal modeling with Motor-CAD, which is explained
---------------------------------------.
In in section V. Consequently, the number of strands has to
---------------------------------------.
be calculated.
8

First of all, the formula for skin-depth b must be

0.6
>-
N
used, where f.-LCli represents the magnetic conductivity
0.4
[3]:
LL

2'
0.2 ---------------------------------------.

(11)
0.0 1L- __ II
..L..I__ ----'----','---_----',
-- --'---__ --'--'L--_
Jrf.-LoJ
1 3 5 7 9 11 13 15 17 19212325272931 33 35 37394 14 34 54 74 951 5355
Harmonic Order
With 50000 rpm and two poles the fundamental
Fig. 10: MMF spectrum of 12-2 topology (double-layer, distributed frequency lis 833.3 Hz. Thus, the skin-depth turns out to
winding) be in the size of round about 2.3 mm at the fundamental
Solution two requires about twice as much of end harmonic. In order to eliminate negative influences from
winding length as solution one, but provides better the skin-effect up to the 25th harmonic the relevant skin
electromagnetic behavior which leads to lower winding depth lies at 0.47 mm. Presuming an effective copper
area of 141 mm2 - after inserting cooling ducts in the slot
(cf. section V.) - this leads to 208 conductors per slot (cf. heat. Of course, while designing a cooling system there
Fig. 11). are also further decisive criteria, e.g., the flow velocity
[33].
D. Electromagnetic Evaluation
In a direct comparison water has a much higher
Indeed, the skin-effect can be reduced, but a bunch of
cooling ability than hydrogen, but due to the high
single wires lead to a large proximity effect. To
rotational speed and the relating high friction losses,
overcome this problem Litz wires are used to reach the
water cannot be used for the airgap and rotor area. Hence,
lowest AC-Iosses possible. Thus, the difference between
only a gaseous medium can be utilized. So, in the
AC- to DC-losses are estimated by using a factor of two
following gaseous coolant mediums are compared.
[11]. For safety reasons iron losses are assessed with a
factor of two as well. Hydrogen is advantageous in a direct comparison to
air in terms of a better thermal conductivity, a higher
After all, an efficiency of more than 96.6 % (two-teeth
forced heat convection and a lower density resulting in
winding) and nearly 97.4 % (distributed winding) could
lower windage losses [34]. In detail, windage and
be reached each at the continuous operating point of
ventilation losses are reduced by a factor of ten when
700 kW. The most important geometrical data and details
switching from air to hydrogen. Moreover, for the same
concerning electromagnetic simulations are summarized
active machine weight hydrogen facilitates an about 20%
in Table 8.
higher power and the life time of "the winding insulation
TABLE 8 DESIGN INFORMATION AND RESULTS is increased, due to the absence of moisture, oxygen and
Two-Teeth-
windina
Distributed
windina
dirt" [35]. Besides hydrogen, helium gas is also lighter
Speed 50000 rpm 50000 rpm than air. Thus, losses caused by a higher density can also
Power 701 kW 700 kW
be reduced. Despite, in a direct comparison to helium,
Two-Teeth- Distributed
Torque 133.8 Nm 133.7 Nm
hydrogen has a lower density and a better thermal
Stator ohmic
windina windina
/ Ripple /3.7 Nm /4.8 Nm characteristic. Nevertheless, helium is inert and non
11.7 kW 4.4 kW
losses
0.7 kW 0.7 kW
Current IRMS 608 A 949 A flammable, what are good properties for a coolant [36].
Magnet losses
(seam.) (seam.) Induced
URMS
Iron losses 4.2 kW 6.0 kW
voage
226 V 147 V
By comparing the different coolants, aspects
Windage losses 0.1 kW 0.1 kW
Power factor 0.821 0.815 regarding the risk of flammability and explosion are also
Additional
End winding
66.2 mm 114.4 mm
important. From an earlier study it can be seen that a
7.1 kW 7.1 kW (two end turns)
losses possible contact of hydrogen and air can be eliminated by
96.6% 97.4%
EffICiency Mech. airgap 1.15 mm 1.15 mm
suitable devices. Additionally, a machine can be built to
withstand an explosion in such a failure case [34]. Tests
v. THERMAL DESIGN CONSIDERATIONS AND RESULTS have proven that a mixture containing more than 65% of
Thermal issue is an important issue due to the high hydrogen cannot be ignited [34], whereas [35] states that
power density of high-speed machines. As the machine a mixture of hydrogen and air is explosive, if hydrogen
operating temperature limits the electric loading, it is falls below a percentage of less than 72%. Furthermore, it
necessary to ensure the high-speed PMSM can be cooled can be found that for safety reasons a high purity is
below the temperature limits. The maximum coil crucial and therefore, the part of hydrogen is usually kept
temperature that is allowable for the machine is assumed above 90%. Finally, tests with the most explosive
to be 180 C based upon class H insulation and 180C hydrogen-air mixture at atmospheric pressure revealed an
for the magnet to avoid demagnetization. In this section, explosion pressure of 0.35 MPa, respectively 1.26 MPa
the PMSM design with distributed winding is only used without dissipating heat to the surroundings. Thereby,
for the feasibility study in terms of thermal performance. pressures around 1.4 MPa are relatively unproblematic
The choice is based on the fact that for the introduced for housings of electrical machines [35].
topology a higher efficiency outweighs the lower weight
B. Thermal Modelling
due to positive influences on the whole drive train. This
is valid for the aircraft application under consideration. The modern electrical machine thermal analysis
approaches are analytical lumped-parameter thermal
A. Basic Requirements and Coolant Aspects
network (LPTN) method, numerical finite element
In order to achieve an effective thermal design, high analysis (FEA) and Computational Fluid Dynamic (CFD)
performance cooling mediums are essential. Since, there methods [37]. As the computational cost of analytical
are a lot of coolants, the most suitable one has to be LPTN method is less demanding when compared to the
identified. From all fluids water has the highest thermal numerical method, LPTNs are an attractive solution in
conductivity. From gaseous coolants hydrogen is at the thermal design. Sensitivity analysis can be performed
top. Consequently, water can most effectively dissipate easily using LPTN method to identify the important
thermal parameters. Motor-CAD software is used in the C. Thermal Results
paper; it is a well-established thermal design tool based
The heat transfer equations involved in the thermal
on LPTN method which has been widely adopted in both
calculation can be found in [39] for the airgap and slot
industry and academy [38].
channels, [40], [41] for end space cooling and water
For high-speed machines with high compactness, jacket cooling, [42], [43] for cuboidal winding heat
effective cooling is required. Based on the thermal design transfer model, [44] for interface gaps. Based on the
optimization, the PMSM is assumed to be mainly cooled cooling system described in the previous section, the
by housing water jacket and through ventilation cooling temperature rise of the PMSM is predicted as shown in
with hydrogen as coolant. For housing water jacket Fig. 12.
cooling, the water channel is formed by spiral groove in
the active and overhang sections. The height and width of
the channel are 4 mm and 20 mm respectively. The wall
thickness between the channels is 10 mm. It is subjected
to the following boundary conditions:
Inlet water temperature is assumed to be 20C.
Flow rate is assumed to be 10 lImin.
For through ventilation cooling, the coolant
hydrogen - is forced to pass through the airgap and
cooling channels at the bottom and opening of the slot by
means of fan pumping pressure of 300 Pa. The inlet
temperature is assumed to be 20 C. The cross section
area of each slot channel is 16 mm2 as illustrated in Fig.
11 with duct wall thickness of 1 mm and thermal
conductivity Aw of 0.2 W/(mK). Based upon the flow
network analysis in Motor-CAD, the flow distribution
between the airgap and slot channels are 628 lImin and
1124 IImin respectively. Fig. 12: Temperature prediction in radial cross section (maximum coil
temperature 187 DC, average coil temperature 139.1 DC and
= =

The coil is assumed to be vacuum impregnated with magnet temperature 121.5 DC)
=

high impregnation material conductivity equal to
1 W/(m'K) in order to improve the winding heat
dissipation. Slot liner with conductivity equal to 1
W/(m'K) (see Section V.E. for sensitivity analysis) and
0.25 mm thick is used in the thermal model.
The temperature prediction demonstrated that the
PMSM design with distributed winding can be cooled to
acceptable temperature, though the maximum coil
temperature is 7 C higher than the temperature limit.
D. Comparison between different coolants for through
ventilation

In Table 10 technical values of regarded coolants are

summarized.
The thermal conductivity Aw of water was calculated
using empirical based equations presented in [45], where
the calculations are deduced from the thermal
conductivity Aw,o of water at 298.15 K and a pressure of
0.1 MPa.

Fig. 11: Cooling ducts in the slot with cuboidal elements

superimposed onto the conductors
 TABLE 9' TECHNICAL DATA OF COOLANT UNDER CONSIDERATIONS
Thennal Specific Heat Dynamic Kinematic
Temperature Density Prandtl
Material 3 Conductivity Capacity Viscosity Viscosity
[K] lkg/m ] number
lW/mK] lJ/kgK] 10-6 lPa s] 10-61m2/s]
273 999.8 0.556 4212 1789.9 1.8 13.559
298 997.1 0.606 4187 860 [!al300 K] 0.9 5.926
Water [33], [45]
373 958 0.672 4217 269 [!al377 K] 0.3 1.617
473 864 - 4499 136 [@477 K] 0.1 -
273 1.293 0.024 1006 17.2 13.3 0.721
298 1.184 0.026 1008 18.5 15.6 0.717
Air [33]
373 0.946 0.032 1013 21.9 23.2 0.693
473 0.746 0.038 1027 26.1 35.0 0.705
273 0.179 0.145 5193 18.6 104.2 0.666
298 0.16 0.154 5193 19.8 123.8 0.668
Helium [33], [46]
373 0.129 0.179 5193 23.2 179.8 0.673
473 0.102 0.212 5193 27.4 268.6 0.671
273 0.090 0.168 14240 8.3 92.3 0.704
298 0.083 0.181 14360 8.9 107.2 0.706
Hydrogen 133]
373 0.066 0.215 14490 10.4 157.6 0.701
473 0.052 0.257 14460 12.2 234.6 0.686

dissipation rate. In addition, hydrogen gives the lowest

Aw,O = 0.6065 0.0036 W (12) windage loss is the airgap when compared to air and
mK
helium. The windage loss is estimated as [47]:
The formula below is valid in the fluid range of water
between 274 K:S T:S 370 K [45]: (14)

Aw [
= -1. 48445 + 4. 12292 '
T
298.15
_ where p is the fluid density, lact is the active length of
the rotor, rm is the rotor outer radius and wm is the

(
(13)
angular velocity of the outer rotor. em is the loss
-1.63866
T
298.15
)2]. 0.6065 coefficient and it is calculated as:
em = eY /1000 (15)
As effective cooling is required to dissipate the
undesired heat, different cooling media have been For Taylor number, Ta greater than 400, y is given by:
considered in the paper for through ventilation cooling,
y = In(6.3) - 0.141[ln(Ta) -In(400)] (16)
e.g. air, helium and hydrogen. They are compared in
terms of machine temperature rise, induced flow rate,
and when Ta is less than 400, y is given by:
windage loss in the airgap and heat dissipation by the
coolant. The comparison is given in Table 10. y = In(23) - 0.351[ln(Ta) -In(10)] (17)
TABLE 10: COMPARISON BETWEEN DIFFERENT COOLING MEDIA
The Taylor number is defined as:
Dissipated pw r,0's 1,5
Max Induced m m S

Coolant coil
Magnet
flow
Windage heat by Ta = (18)
temp. loss the f1
where f1 is the fluid dynamic viscosity and s is the airgap
temp, rate
coolant
Air 267C 201.4C
510
955,8 W 1267 W size. Based on the windage calculation above, it is
I/min
important to note that the windage loss is independent of
1047
Helium 229C 163,6C
I/min
217,8 W 1428 W flow rate through the rotor-stator gap.
1751 E. Sensitivity Analysis of Slot Liner Material
Hydrogen 187C 121.5 C 109,1 W 2425 W
I/min
For aerospace application, normally high conductive
slot liner is used to improve slot heat transfer. In this
The impact of using air, helium and hydrogen on the
section, a sensitivity analysis is performed to investigate
PMSM temperature rise can be clearly seen. The thermal
the impact of slot liner thermal conductivity on the
performance of PMSM is the best by using hydrogen
temperature rise. The prediction of maximum winding,
because of higher induced flow rate due to less dense in
average winding and magnet temperatures are compared
the fluid (see Table 10). This results in greater heat
by varying the slot liner thermal conductivity from
0.2 W/(m'K) to 2 W/(m'K) based on the thermal model
in Section V.B.
210
200
190
180
:v 170
B
160
150
f-
140 0 0 0 0 0 0 0
130
120
110 .*>---------------<:C>
o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2
Slot Liner Thermal Conductivity [W/m.K]
Fig. 13: The variation of winding and magnet temperatures with slot
liner thermal conductivity
As shown in Fig. 13, the impact of slot liner thermal
conductivity on winding temperature is significant when
the conductivity value is less than 1 W/(m'K) whereas
the reduction of winding temperature rise is not
significant when the slot liner conductivity value is
higher than 1 W/(mK). As a result, the slot liner material
of Aw equal to 1 W/(m'K) is used by the thermal model
in Section V.B.
VI. CONCLUSION
This paper provides substantial insight into a full
design of a high-speed electrical machine. This includes
electromagnetic, mechanic and thermal issues. Due to the
demanding high-speed requirements various sleeve
materials are compared for mechanical safety reasons. In
order to minimize losses magnet segmentation is
respected. The thermal evaluations compare different
coolants and emphasize the benefits from the chosen
water-hydrogen cooling system. Both analytical and FEA
considerations prove the results given.
However, there is still optimization potential
regarding magnet design factors in terms of less material
usage, radial magnetization or even Halbach arrays.
ACKNOWLEDGMENT
The authors would like to acknowledge the financial
support provided by the Free State of Bavaria for this
research. Additionally, the authors thank Mr. Werner
Miebach (Motor Engineer Sari) and Mr. Bastian Lehner
(Universitaet der Bundesehr Muenchen) for the fruitful
discussions.
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