Professional Documents
Culture Documents
Magnet-Less Electrical Machines
Magnet-Less Electrical Machines
Heinz Schfer,
hofer eds GmbH, Wrzburg
Abstract
During the last years, the introduced hybrid cars with electrical machines, integrated into
transmissions, were mainly based on rear ear magnet excited synchronous machine,
because the machine size, compared to other kinds of electrical machines, is normally
smaller. Also in electrical axle drives, this kind of machine is dominant at this time with few
exceptions e.g. the Tesla electric car (high power induction machine) or the Renault
electric car (separately excited synchronous machine).
Due to limited global availability of rear ear magnets, especially of dysprosium, the costs of
this material are very high. Therefore OEMs and automotive suppliers are pushing the so
called magnet-less electrical machines. Besides high availability of material, this kind of
electrical machines offers, additional advantages for the automotive application:
- No breaking torque at the machine shaft in case of failure within the power
electronic
- No dragging torque e.g. if the machine is running in the idle mode
- Small temperature sensitivity
Furthermore the magnet-less machines, like induction and synchronous reluctance
machines are predestined for high speed applications in connection with a reduction gear,
in order to increase the power density (lower need for active material, e.g. copper) of the
electrical machines. Also the efficiency, related to a realistic driving cycle, will be
comparable to the efficiency of a permanent magnet excited synchronous machine.
The magnet-less electrical machines are therefore, especially for hybrid cars (Plug-In-
Hybrid, Range Extender) with an electrical drive at the rear- or front axle, a very
competitive solution for future developments.
1. Introduction
The so-called magnet less electrical machines are no fundamental innovation in general.
For example the induction machine was the dominant machine variant in the electric
traction in the nineties. First prototype vehicles were also equipped with the separately
excited synchronous machine already at this time. The permanent magnet excited
electrical machine based on rare-earth magnets has been successful only with the
emergence of hybrid cars with transmission-integrated, disc-shaped machines, caused by
the higher power density. Due to the more compact construction, a trend in this direction
was viewable also at traction drives. Latest with the massive rise in prices and the limited
availability of the heavy rare-earth magnets, such as dysprosium, the call for magnet less
electrical machines got loud for some years, especially with regard to the mass production.
Magnetless electrical machines represent a real alternative from the system view,
especially at electrical axle drives in connection with a one or second-stage transmission,
particularly because they behave uncritically in comparison with the permanent excited
machines, e.g. in case of failure at certain driving situations. Also with regard to the
expected mass production, recycling magnet less machines can be handled comparatively
simple.
Given that at electrical traction drive the use of magnet less machines seems the most
sensible, in this contribution the focus will only be on this application case. Merely a
forecast is given for multi-pole, disc-shaped machines. Furthermore only magnet less
three-phase current machines will be contemplated. So-called switched reluctance
machines (SR) will not be considered, because they show a comparatively big torque
ripple and a relative high noise level. In addition, for the SR-machine, it is not possible to
use a standardized three-phase power electronics and with that no quantity effects can be
used.
Trend to magnet less electrical machines with a high material availability and
comparatively low-priced material.
Furthermore new, concentrated winding topologies are in the development at present for
multi-pole, disc-shaped asynchronous machines [2], [3]. Till now concentrated windings/
single tooth winding are in use at this time only at multi-pole synchronous machines. The
single tooth winding has the advantage that the winding overhang can be kept
comparatively low in comparison to the building length of the machine (see Fig. 1).
Winding overhang
Otherwise the single tooth winding has besides the main wave a wide harmonic wave
spectrum which, at present, restricts the use to multi-pole synchronous machines with
rotation speeds up to approximately 7000 rpm.
As already mentioned, there are current researches in progress, which are very promising
to establish single tooth windings at multi-pole, disc-shaped induction machines, too.
Target for using this kind of winding topology is to eliminate the harmonic wave spectra as
much as possible at least in the close range of the main wave. With that an induction
machine could be interesting for such application cases also at transmission integrated
machines, due to the shorter winding overhang.
Based on the separate excitation the separately excited synchronous machine cannot be
used for transmission integrated applications (see Fig. 5). Based on her filigrane rotor
structure (see Fig. 7), the synchronous reluctance machine will be only conditionally
applicable, as well.
As already mentioned only magnet less three-phase machines which need a three-phase
inverter shall be considered here.
Induction machines are the most applied machine variant within the industry. For
automotive applications the induction machine will be used mainly as a high speed
machine in connection with a transmission. The size of a high speed machine will be
smaller compared to low speed machines with the same performance. Due to the lower
size also the use of expensive active material will be reduced.
Based on the relative simple rotor design (see Figure 3) the induction machine is
predestinated for high speed applications and will be a very competitive solution for such
applications. Also in case of failure within the power electronics no over voltages at the
machine terminals and no braking torques at the machine shaft have to be suspected. As
a magnet less machine the induction machine is not dependent on the availability on
comparatively expensive rear earth magnets either.
- Excellent robustness
- High overload capability
- Operating behavior uncritical in case of failure
- Simple producibility, assembly friendly
- Comparable cost-efficient three-phase machine
- Disadvantages concerning the efficiency in the lower speed range and
advantages in the higher speed range
- No problems with magnet availability
- No dragging losses in idle speed
- Can also be used for transmission integrated applications as a disc-shaped
machine, especially by using a new winding topology [2], [3]
Fig. 3: Rotor design of an induction machine with a squirrel cage (Al / Cu)
The torque of an induction machine in so called rotor flux coordinates can be indicated
with the following equation:
(1)
As in the equation (1) can be seen, the maximum torque is available if both currents are at
their maximum. In the so-called field-weakening range the id current has to be reduced in
order to avoid over voltages. Therefore the torque will also be reduced related to the
speed.
Since over 100 years the separately excited synchronous machine is well known.
Especially within power plants, the generators are mainly equipped with this kind of
electrical machines. In this kind of application the speed of the machine is fix and is
coupled to the supply frequency.
For automotive applications this kind of machine can only be used in connection with
inverters for feeding the stator winding and a device to feed the field winding in the rotor
(Fig. 4).
In Fig. 5 there is a rotor design depicted with a slip ring system. Another kind can be a
system with a so-called rotated rectifier to feed the field winding.
(2)
Equation (2) consist two parts. Part 1 represents the electromagnetic torque and part 2
the reluctance torque production. In the lower speed range until to the field weakening limit
the max. torque can be achieved according part 1 of equation (2).
Beyond the field weakening limit the field current iF has to be reduced in order to avoid
over voltages. Therefore also the torque will be reduced accordingly. If in the higher speed
range a higher torque should be applied, a reluctance torque could be also applied
according part 2 with an additional current id in the stator winding. But this current will
cause additional copper losses in the stator winding with an impact to the machine
efficiency.
Abb. 5: Rotor design of a separately excited synchronous machine (Design with slip ring
system)
A further well known magnet-less machine variant in connection with an inverter will be
considered too (Fig. 6). The principal design of the rotor is similar to the design of IPM
(interior permanent magnet) machine with embedded permanent magnets, but without
magnets. This means, that the excitation of the rotor must be completely covered from the
stator current. Therefore the reactive current of the machine will be very high and the
power factor very low compared to another kinds of machines. The reason of a high
reactive current can be taken from rotor design. The rotor contains many iron less regions
in order to achieve a high difference between Ld and Lq (Ld >> Lq).
Summary of the features of the SRM:
- Uncritical in case of failure
- Very low rotor losses, that means no impact to the bearings
- No dragging losses in the idle speed
- Comparatively low cost solution, similar to the induction machine
- Concerning the rotor design only limited suitable for transmission integrated
applications
- Comparatively high phase currents
- Rotor position sensor is needed
- Power density comparatively low
Pol: d-Axis
Gap: q-Axis
The torque of the SRM can be achieved in rotor flux coordinates as follows (3):
(3)
As mentioned before, this kind of machine needs a comparatively high phase current and
therefore high copper losses in the stator winding will appear.
In principle all 3 considered magnet less machine variants are suitable for electrical
traction drive. A comparison of some system aspects was carried out in [4], [5]. If for the
future mass production the technical trends are considered, the induction machine has the
greatest potential of the magnet less machines for use as axle drive for hybrid and electric
vehicles.
Furthermore the multi-pole disc-shaped induction machine could play a certain role for
transmission integrated, low-cost application cases, especially with a minimal
electrification. In connection with a new single tooth winding [1], [2], what implies a smaller
winding overhang and with that a shorter overall length, additional application fields could
be opened up here.
6. References
[1.] Berger, M.; Kalmbach, K.; Steinz, J.; Schiefer, M.; Bucher, P.; Racky, B.:
Thermomanagement von integrierten Elektroantriebsstrngen
In Schfer, H.: Trends in der elektrischen Antriebstechnologie fr Hybrid und
Elektrofahrzeuge
Renningen: expert Verlag, 2012, S. 175 188