Optimal Design of Continuously Variable Power-Split Transmissions For The Wind Energy Conversion System

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Optimal Design of Continuously Variable Power-Split Transmissions for the

Wind Energy Conversion System
Article · September 2020

DOI: 10.4271/13-01-02-0006
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ARTICLE INFO
Article ID: 13-01-02-0006
© 2020 SAE International
doi:10.4271/13-01-02-0006
Optimal Design of Continuously

Variable Power-Split Transmissions
for the Wind Energy Conversion
System
Abdelmajid Aittaleb,1 Mohamed Sallaou, 2 and H. Zaghar3
1
University Moulay Ismail, Morocco - ENSAM-Meknès, Morocco
2
University Moulay Ismail, ENSAM, Morocco
3
University Mohamed Ben Abdullah, Morocco
History
Abstract Received: 20 Mar 2020
The aim of this article is to study the possibility of integrating and designing an optimal continuously Revised: 27 May 2020
variable power-split transmission (CVPST) in the drivetrain of a wind system (rotor, gearbox, and Accepted: 16 Jul 2020
generator). The work focused on the research and defining solutions in the preliminary design phase e-Available: 11 Aug 2020
through structural and behavioral analysis of continuously variable power-split transmissions inte-
grated into the driveline of this system. A CVPST is a gearbox whose gear ratio is dynamic; it can Keywords
be controlled to take any value within its upper and lower limits. Therefore, regulating the rotation Continuously variable
frequency of the shaft of the generator via the continuously variable transmission replaces the power-split transmission
traditional solution by using the power electronics that connect the generator to the electrical grid. (CVPST), Preliminary design,
These systems would permit the turbine to operate at its maximum efficiency and the generator to PGT, Architecture,
Configuration, Design
produce power with a regular frequency without using other devices. Previous studies have suggested
variables, Weight
that continuously variable transmission achieves this purpose using classical or intelligent control-
minimization
lers, such fuzzy logic (FL), artificial neural network (ANN) or a hybrid technique, called adaptive
neuro-fuzzy inference system (ANFIS).
Citation
Aittaleb, A., Sallaou, M., and
Zaghar, H., “Optimal Design
of Continuously Variable
Power-Split Transmissions
for the Wind Energy
Conversion System,” SAE
Int. J. Sust. Trans., Energy,
Env., & Policy 1(2):2020,
doi:10.4271/13-01-02-0006.
ISSN: 2640-642X
e-ISSN: 2640-6438
1
2 Aittaleb et al. / SAE Int. J. Sust. Trans., Energy, Env., & Policy / Volume 1, Issue 2, 2020
1. Introduction wind turbine powertrain components (in-line HTS). It is

shown that the PS-HTS can improve the annual energy
D
production of about 10-11% by employing a hydrostatic trans-
iversifying energy supply sources and reducing emis- mission with one-seventh the size of the one requested by
sions throughout the world seems a mandatory in-line HTS architecture [14]. To maintain the maximal output
response to environmental issues, just like improving power of a wind turbine equipped with a continuously variable
wind energy. Practically, all modern wind turbines are transmission (CVT), Petković D. et al. [15] designed a novel
adequately regulated at a stall; therefore, the optimal operating intelligent controller based on the adaptive neuro-fuzzy infer-
range is limited. In the current wind turbine, designs use ence system (ANFIS), for adjusting the system speed, i.e., CVT
expensive power electronics to convert a variable AC power ratio, for operating at the highest efficiency point.
to the constant voltage and frequency necessary for the elec- This article suggests incorporating and attempts to
trical grid. A harmonic distortion of the AC current in the provide a-priori an approach to design optimal continuously
power network, caused by the power electronics, reduces the variable power-split transmissions (CVPST) between the
quality of the generated power [1, 2]. They account for about generator and the turbine to enhance the efficiency of the wind
25% of wind energy converter failures, unlike mechanical turbine system at different wind speeds. The feasibility of
failures; they are not predictable and, therefore, increase main- adopting automatically regulated CVPST, which adjust their
tenance costs. Substituting power electronics with a continu- transmission ratio without requiring sophisticated regulators
ously variable transmission can significantly reduce the cost, or control systems. From this study, it is expected that a
up to 6.8% with little or no loss in reliability [3, 4]. This disad- CVPST-controlled wind turbine will be able to operate over
vantage can be omitted if gearboxes should be designed as a a wider speed range than the conventional systems controlled
continuously variable transmission (CVT). Some alternative by the generator torque. The main aim here is to analyze
concepts for the variable speed drive trains were proposed, in CVPST power transmission systems suitable for wind energy
which a power converter system is not used any longer and converters regarding efficiency, mass, volume and present a
the generator is connected with the grid directly [1, 5, 6]. Zhao full analysis of a CVPST power transmission system, which
and Maißer [3] designed a new power-splitting drive train for operates with power-splitting capability of planetary
variable speed wind turbines. In [5], a hybrid transmission gear trains.
comprised a two-stage planetary train and three synchronous
electrical machines, which kept the rotor speed variable, while
the speed of the synchronous generator is held constant. In
[6], a hydrostatic CVT controls the variable speed of the wind 2. Modeling and Design
rotor by the hydraulic pumps and the hydraulic motors
connected with the generator. In [7], for small wind turbines, Approach
a continuously variable V-belt transmission can automatically
regulate and adjust its transmission ratio corresponding to Reducing the “top head mass” (i.e., nacelle, rotor, gearbox,
the torque applied to the drive pulley. An electric motor to generator, and ancillaries) of a wind turbine is now a key
regulate the speed and the transmission ratio of a planetary requirement for current and future designs. It enables a lighter
gear is used in a CVT of the British wind turbine LS1 [8, 9]. and more cost-effective tower and foundation, and reducing
In [10, 11], a design methodology studied the performance gearbox weight and size has a huge benefit. Generally, wind
gain of integrating a variable ratio gearbox (VRG) into a fixed- turbine gearboxes can be classified as follows:
speed stall-regulated wind turbine system. D. Jelaska et al. •• standard gearboxes;
proposed a frame design procedure for a novel, power summa-
tion hybrid transmission, which can to convert the variable •• torque-limiting gearboxes can control or, at least, limit
speed of a wind turbine rotor shaft into the constant speed the output and the input torque. The speed is thereby
required at a generator shaft for a whole range of wind speeds, not controlled;
thereby eliminating the need for a frequency converter [12]. •• the CVPST gearbox permits the control of the gearbox
Mantriota G. compared the performance of input and output output speed and torque within a determined range.
continuously variable-split transmissions systems for variable
speed wind turbines. Through such architectures, the turbine For these reasons, in this article, a conceptual design for a
could operate at maximum efficiency levels and the generator CVPST for a wind turbine is described. The gearbox consists
could produce electrical energy at the desired frequency. In of an epicyclic multiplicator (First PGT1) and a continuously
particular, the power of the control system will only represent variable power-split transmission with itself use differentials
around 10-15% of the maximum input power. The regulation or planetary gear trains (PGT2) in combination with variable
is done with a system that has a nominal power much lower elements (Variator), such as a CVT (cf. Figure 1). The power
than the generator, which means lower cost and greater effi- is split and a fraction of the power flows through the CVT to
ciency [13]. F. Bottiglione et al. developed and implemented the differential, while the remaining power circulates directly
a model of power-split hydrostatic transmission (PS-HTS). through the last (or PGT). Power-split transmissions have the
The performance of PS-HTS is modeled and compared with advantage of transferring power that is greater than the
a hydrostatic transmission placed in series with traditional capacity of the variable element, which is the limiting reason
Aittaleb et al. / SAE Int. J. Sust. Trans., Energy, Env., & Policy / Volume 1, Issue 2, 2020 3
FIGURE 1 Components of a wind turbine system with CVT (hydrostatic transmission). The wind turbine blades drive the low-
speed shaft, and rotational speed is then stepped up via a gearbox (PGT1). The output of the CVPST is the generator shaft, which
connects to the generator.
© SAE International
in CVPST applications. The capacity of the planetary gear of The power coefficient, which can be verified experimentally
power split is used for a part of the power generated by the or through the use of computational fluid dynamics, is often
rotor flows through the unit continuously variable for regu- approximated in published models using the relationship
lating the speed of the generator shaft. established by [16]
To carry out that approach, we concentrate on the prelim-
inary design of mechanical power transmission components  116   −21 
to the main functional power flow (rotor, gearbox, and gener- C P ( λ ,β ) = 0.22  − 0.4 β − 5  exp   Eq. (3)
ator). The specific field of interest is the gearbox preliminary  λi   λi 
design. The analysis is performed by comparison with the
conventional transmission, usually used on standard wind where
energy conversion systems. The qualification of the configura- 1 1 0.035
tion is based on the design variables of the gearbox compo- − − Eq. (4)
λi λ + 0.08 β β 3 + 1
nents and the qualification criteria (such as the weight and
size). Other criteria may be analyzed similarly (cost, transmis-
sion performance, etc.), respecting the technical constraints The turbine estimated C P(λ,β) curve, derived from the
related to the design and operation of wind turbines against simulation, is illustrated in Figure 2. The simulation was
conventional gearboxes with discrete gear ratios widely used.
FIGURE 2 Power coefficient curve as a function of the tip
2.1. Wind Energy Converter speed ratio and the blade pitch.
Model
The conversion of the wind power to mechanical power by the
wind turbine rotor is given by the nonlinear expression [16, 17]:
1
Prot = C p ( λ ,β ) ⋅ π ⋅ R 2 ⋅ ρair ⋅ Vw3 Eq. (1)
2
where Prot is the rotor mechanical power (W), Vw is the wind
speed at the center of the rotor (m/s), ρair is the air density (kg/
m3), and R is the rotor radius (m). The parameter β is the pitch
angle (°), and λ is the tip speed ratio affecting the efficiency of
the system. The coefficient Cp is specific for each wind turbine.
The relationship of tip speed ratio is given by [18]
R ⋅ Ωrot
λ= Eq. (2)
Vw
FIGURE 3 Aerodynamic power curve as a function of the •• Region I (A): Below cut-in wind speed;
wind speed and the blade pitch.
•• Region II (B): Between cut-in wind speed and rated
wind speed;
•• Region III (C): Between rated wind speed and cut-out
wind speed.
In region II, the case of this study, it is beneficial that the

turbine captures as much wind energy as possible. One means
by which variable speed technologies improve the perfor-
mance of a wind turbine is by speeding or slowing the rotor
to track λopt. This tracking is the fundamental control objective
for operation in control Region II, or operation, in below-rated
wind speeds (cf. Figure 5).
2.2. Gearbox Model
We record that the transmission system of the wind turbine
composed of the multiplier (PGT1) and the continuously
variable transmission (CVT), which consists of adapting
speeds and torques. The behavior of the planetary gear set is
performed to obtain the operating parameters for the characterized by the characteristic relationship giving the
Controls Advanced Research Turbine. The article studies basic gear ratio τPGT. Let ωp, ωc, and ωps are the respective
a variable speed wind turbine; therefore, the power angular speeds of the sun gear, ring gear, and planet carrier,
produced at a variable frequency. Figure 2 indicates one respectively. In general operation, this basic ratio is expressed
specific λ at which the turbine is most efficient. From according to the usual Willis formula:
Equations 1 and 2, one can note that the rotor efficiency is
highly nonlinear and makes the entire system a nonlinear ω p − ω ps
system. The efficiency of power capture is a function of the
τ PGT = . Eq. (5)
ωc − ω ps
tip speed ratio and the blade pitch (cf. Figure 2). Therefore,
the choice of this angle proves a preponderant decision in The transmission ratio of the multiplier (PGT1) is τ1, that of
the following of the study, in our case; we have taken β = 2° the CVU is τCVU, and that of the adjustment gear train is τFR
(cf. Figures 2 and 3). (FR: Fixed Ratio) between the CVU and the second epicyclic
Control performs an important role in the performance gear train (PGT2) (cf. Figure 6).
of large wind turbines. This allows better use of a turbine, The overall ratio of the transmission is the ratio of the
increasing the lifetime of mechanical and electrical compo- angular velocity of the generator input shaft (speed shaft) to
nents, providing higher efficiencies. The wind turbine control- ω gen
ler’s objectives depend on the operation area [16]. Variable that of the main shaft (cf. Figure 6): τ = .
ωrot
speed wind turbine operation can be divided into three oper-
ating regions (cf. Figure 4):
FIGURE 5 Ωrot as a function of the wind speed in a
region B.
FIGURE 4 Generalized wind turbine power curve.

FIGURE 6 Input-coupled architecture of the proposed kinematic chain of a wind turbine.
By varying the speed ratio of the CVU, the speed of the main input-coupled transmission (cf. Figure 6). Six configurations of
shaft is kept variable for optimal specific velocity λ, relative to the architecture are possible according to the arrangement of trees
change of the wind speed in partial load operation. The velocity rotating shafts 1, 3, and 5 of the second Planetary Gear Train
of the generator input shaft will be maintained constant. (PGT2) with the FR, the CVU, and the generator (cf. Figure 7).
The study refers to the multiplier that must satisfy the Each shaft of the second planetary gear train PGT2 of the
following conditions: CVT (cf. Figure 7) with indices 1, 3, and 5 can be either linked
•• The range of the overall transmission ratio defined by to the sun gear (P), the ring gear (C), or the planet carrier (PS).
the two limits: These different combinations form the six configurations of
this architecture (IC) and the same for the architecture output-
ωgen ωgen coupled (OC). Thus, the ratio of velocities differs from one
τ min = ; τ max = Eq. (6) configuration to another (cf. Table 1).
ωrot , max ωrot ,min
Considering that ωgen is constant and ωrot is defined as

region II (cf. Figures 5 and 6). 3. Effect of Panetary Gear
•• The CVU has a range of speed ratios between 0.5 and 2.5
(usual values). Train (PGT1) on Design
It is important to note that the aerodynamic efficiency is
maximum at the optimum specific speed. The torque value is
Variables of the CVT
obtained as follows [19, 20]:
Thorough understanding and modeling of these transmissions
investigate feasible potential combinations of the ratio of
Vv2Ct ( λopt )
1
Trot (Vv ) = πρair Rrot
3
Eq. (7) (PGT1) τ1 and CVT design variables τPGT2 and τFR, which will
2
provide the range of the overall ratio of the imposed transmis-
sion [τmin, τmax] (cf. Equation 6). Assuming that the angular
where the torque coefficient of the rotor is defined as:
velocity of the generator is equal to the synchronization speed
c p (λ ) for a frequency network f = 50 Hz. The optimum angular
Ct ( λ ) = .
λ velocity of the rotor varies in region B (II) (cf. Figures 4 and
5). Thereby, the overall ratio of the transmission ϵ [35.44,
141.78] (cf. Equation 6). However, we also suggest that the
2.3. Case of Input-Coupled multiplier transmission ratio of (PGT1) should not exceed
Architecture (IC: Input- τ1,max = 24, for the grounds of size and optimization of the
Coupled) total weight of the transmission. For the same reasons as well
as the torque transmission capacity, the intervals of variation
The driveline of the wind turbine in this case is composed of of the different variables τ1, τPGT2, and τFR, respectively, [5, 24],
an epicyclic multiplier (PGT1) and a continuously variable [-5, 5], and [-5, 5], have imposed.
FIGURE 7 The different possible configurations of the input-coupled architecture.
Table 2 summarizes the results of the combinations of of the ordinary gear train (FR). τPGT2 will give an idea of the
the design variables τ1, τPGT2, and τFR, which will provide the type of planetary gear to be adopted [21, 22]. The 20 possible
overall transmission ratio margin, by varying the ratio of the combinations are stepped through, for the six configurations
CVTAA (CVU) velocities between two usual values limits of the input-coupled architecture (cf. Table 4). The decision
[0.5, 2.5]. is, therefore, to choose between these different combinations,
A large number of possible combinations are given, for the most optimal.
all configurations, either for the input-coupled or output-
coupled architecture. In fact, first, the qualification criterion
is kinematic.
In this perspective, any configuration providing the
margin of the overall transmission ratio between 35.44 and TABLE 1 Rapport global de transmission pour les
141.78 is a potential configuration that will be subject to more différentes configurations.
detailed design analysis.
ω gen
τ=
Configurations 1 5 3 ω rot
3.1. Design Variables 1 C P PS
τ1 ⋅
τ PGT 2 − τ CVUτ FR
τ PGT 2 − 1
After that, and following the choice of kinematic combina-
tions, it remains to determine if the first multiplier (PGT1) 2 C PS P τ1 ⋅ (τCVUτFR ⋅ (1 − τPGT2) + τPGT2)
supports the torque generated by the rotor. The maximum 3 P C PS 1 − τ PGT 2τ CVUτ FR
τ1 ⋅
torque applied to the main shaft in the case of the reference 1 − τ PGT 2
wind turbine [19] equals 279.100 Nm. In this case, the selected 4 P PS C 1 + τ CVUτ FR ⋅ (τ PGT 2 − 1)
multiplier (PGT1) is from a manufacturer’s catalog REDEX τ1 ⋅
τ PGT 2
ANDANTEX SR (cf. Table 3 and Figure 8).
5 PS C P τ1 ⋅ (1 + τPGT2 ⋅ (τCVUτFR − 1))
In the subsequent, the design variables will be determined
6 PS P C (τ PGT 2 + τ CVUτ FR − 1)
to ensure the margin of the overall gear ratio. These are the τ1 ⋅
gear ratio of a planetary gear τPGT2 (PGT2) and the ratio τFR τ PGT 2
TABLE 2 Different combinations ensuring the margin of the FIGURE 8 Diagram of the first multiplier (PGT1).
transmission ratio (case of configuration 1).
τ1 τPGT2 τFR τ ∈ [35.44, 141.78]
5 0.56 5 [21.87, 134.4]
6.67 0.56 5 [29.17, 179.2]
3.89 [20.83, 137.5]
1.67 −5 [41.7,141,7]
8.33 0.56 5 [36.46, 224]
3.89 [26.04, 171.9]
1.67 −5 [52.08, 177.1]
−3.89 [45.14, 142,41]
10 0.56 5 [43.75, 268.7]
3.89 [31.25, 206.2]
2.78 [18.45, 143.7]
1.67 −5 [62.5, 212.5]
11.67 0.56
−3.89
5
[54.17, 170.8]
[51.04, 313.5]
4. Selection Criteria
3.89 [36.46, 240,6] Gearbox design should satisfy the strength requirements and
2.78 [21.88, 167.7] ensure additional desirable properties to be competitive. For
1.67 −3.89 [63.19, 197.3] instance, a gearbox should be efficient, quiet, compact, and
−2.78 [53.47, 150.7] lightweight. Therefore, the maximization of gear transmission
13.33 0.56 3.89 [41.67, 275]
density is important in that it delivers increased output torque
within given dimensional constraints [23]. This is critical, for
2.78 [25,191.7]
instance, in racing gearboxes or in reducing the size and
1.67 −2.78 [61.11, 172.2] weight of aerospace gear drives, and wind turbine gearboxes.
15 0.56 2.78 [28.12, 215.6] The motivation is also in mass and reduced cost, but in the
16.67 −0.56 5 [32.74, 139.9] field of wind turbines, the embedded mass is an intrinsically
0.56 2.78 [31.25, 239.6] significant quantity, because it involves the overall space
required problem, and conditions the tower structure and the
18.33 −0.56 5 [36.01, 153.9]
stability of the wind turbine. The main objective of this section
0.56 2.78 [34.37, 263.5] is to give an overview of the procedure implemented to
20 −0.56 5 [39.29, 167.9] optimize the mass of planetary gears trains and fixed
0.56 2.78 [37.5, 287.5] gears mechanisms.
1.67 [12.5, 162.5]
21.28 0.56 1.67 [13.3, 172.9]
0.56 2.78 [39.91, 306] 4.1. Weight Minimization
−0.56 3.89 [34.21, 140,6]
Approximately, 75% of all wind turbines have transmissions
22.64 0.56 2.78 [42.46, 325.5] based on geared designs. Often the gears of wind turbines are
0.56 1.67 [14.15, 184] designed respecting the ISO 6336-5 standard. Gears are typi-
−0.56 3.89 [36.39, 149.6] cally made from high Cr steel grades such as 4320, 4820, 9310,
24 −0.56 3.89 [38.57, 158.6] and 18CrNiMo7-6 [17]. The design of the gearboxes of wind
turbines involves continuous research, which describes the
minimum requirements for the specification, design, and
TABLE 3 Decision variables of the multiplier (PGT1).

Inertia Dimension of
Torque (Nm) τPGT1 τ1 ηPGT1 Combination (38) Mass (kg) (kg·m2) PGT1
282.540 0.9569 = A·b/a·B 23.2 0.69 A = 40 a = 28 B = 36 b = 32 4104 775 ϕ1300 × 730
verification of gearboxes in wind turbines. So, the spur gear

pair under consideration has to satisfy both the tooth root
4.2. Volume Functions
strength and surface durability conditions before being That coefficient of transmission density ka of a gear should
further investigated. The required expressions were found in vary statistically, depending on the application from 0.5 to
the ISO 6336:2006 standard [17, 24]. This approach provides 4.0 MPa for commercial transmissions and around 4.0 to
optimization of both gearbox kinematic arrangement and 12.0 MPa for aeronautics, race cars, and wind turbine gear-
weight minimization to achieve a high-density gear transmis- boxes. The weight of the pinion gear is given by
sion. Load capacity or transmission density is defined by a
gear tooth’s working flank surface durability, which is limited w1 = ρ ⋅ V1 ⋅ ( kv1 ) Eq. (9)
by allowable contact stress level [24, 25]. For a pair of mating
gears, this can be described by the gear transmission density
coefficient ka that is equal to [25]: •• ρ: Material density (kg/m3);
•• kv1: volume coefficient of pinion utilization;
2T u ± 1 π 2
ka = 2 1 × Eq. (8) •• V1: Pitch cylinder volume that is equal to: V1 =× d1 × b
d1 ⋅ b u 4
which, considering Equation 8, can also be presented as:
•• T1: Driving pinion torque; π T1 u ± 1

V1 = ⋅ ⋅ Eq. (10)
2 ka u
•• d
1 : Pinion pitch diameter;
•• b: Effective gear face width; Total weight of two gears is :
= w 1 + w 2 = ρ ⋅ (V1 ⋅ k v 1 + V2 ⋅ k v 2 )
•• u = z2/z1 Gear pair ratio; 
w = π T1 u ± 1 Eq. (11)
•• z2: Driving pinion-number of teeth; = ρ ⋅ 2 ⋅ k ⋅ u ⋅ ( k v 1 + u ⋅ k v 2 )
2
 a
•• z
1 : Driven gear-number of teeth;
•• “+”: External gears; where kv2: Coefficient of the volume gear.
•• “-”: Internal gears. According to Equation 11, the additional volume
function is:
u ±1
Fve = ⋅ ( kv1 + u2 ⋅ kv 2 ) Eq. (12)
TABLE 4 Different combinations for the six input-coupled u
configurations (τ1 = 23.1).
On the assumption that all PGT2 components have the same
Type of
τPGT1 PGT τFR τ ∈ [35.44, 141.78] density, its total weight is:
Configurations
For a PGT type I:
1 0.56 IV 1.67 [14.50, 188.5]
2 −1.67 I 1.67 [12.89,219.1]
−2.78 I 1.67 [8.593, 300.7]  k k 
w = ρ ⋅ V1 ⋅  kv1 + u2 ⋅ n ⋅ kv 2 + v23 bw  Eq. (13)
−3.89 I 1.67 [4.296, 382,4]  τ PGT 2 
−5 I 1.67 [0.20, 464.00]
3 5 IV 2.78 [34.48, 195.6] •• N: Number of planet gears;
3.89 IV 2.78 [35.12, 205,4]
1.67 IV 1.67 [16.43,151.8]
•• kbw = be/bi: Effective ratio of inner and outer
tooth widths.
0.56 IV 1.67 [10.63, 262.5]
4 −0.56 I 1.67 [12.37, 228.9] The coefficient of the volume gear kv depends on the gear shape
−1.67 I 1.67 [17.01, 140.7] (solid body, rim, lightening holes, pokes, etc.), for the driving
−2.78 I 2.78 [35.47, 210.8] gear kv varies from 0.8 to 1, the wheels are driven from 0.3 to
−3.89 I 2.78 [34.54, 196.6] 0.7 and for the internal wheels (ring) of 0.05 to 1. To reach a
−5 I 2.78 [34.03, 188.7] similar contact pressure (planetary/satellite, satellite/ring),
5 the coefficient kbw is generally <1, from 0.7 to 0.9 [17]. Finally,
3.89 IV 1.67 [8.163, 308.9]
the adimensional volume function of the PGT is
2.78 IV 1.67 [12.46, 227.3]

1.67 IV 1.67 [16.76, 145.6]
6 1.67 IV 3.89 [36.35, 144.6] u +1  k k 
Fve = ⋅  kv1 + u2 ⋅ n ⋅ kv 2 + v23 bw  Eq. (14)
0.56 IV 1.67 [16.24, 155,4] u.n  τ PGT 2 
TABLE 5 Optimal ratios for different PGT2 type I. TABLE 7 Optimum masses of different PGT2s type IV.
τPGT2 U τPGT2 Configurations Masses (kg)
−0.56 0.418 0.56 1, 6, 3 301.72
−1.67 0.382 1.67 3, 5, 6 177.95
−2.67 0.379 2.67 3, 5 166.28
−3.89 0.378 3.89 3, 5 164.64
−5 0.378 5 3 166.41
It is important to point out that the aim is to choose a plan- So, the mass of the second gear stage is given by
etary gear (PGT2) of the CVT (cf. Figure 7), which transmits
the maximum torque with a minimum mass. Then, to do this, π T1 u1 . ( u2 + 1)
let us search for the optimum of the adimensional volume w II = ρ ⋅ ⋅ ⋅ ⋅ ( n ⋅ kv1 + u22 ⋅ kv 2 ) Eq. (18)
2 ka u2 .n
function Fve. The values of the optimal ratios u = z2/z1 are
reported in Table 5 according to the different basic reasons
Consequently, the adimensional volume function of the
for PGT2 Type I.
PGT2 is
For each configuration, where the drive wheel is a ring,
the dimensionless volume function will be as follows:
u1 + 1 u ⋅ ( u + 1)
Fve = ⋅ ( kv1 + u1 ⋅ n ⋅ kv 2 ) + 1 2 ⋅ ( n ⋅ kv1 + u22 ⋅ kv 2 )
u −1 u1 ⋅ n u2 ⋅ n
Fve = ⋅ ( kv 3 kbw + u2 ⋅ n ⋅ kv 2 + τ PGT
2
2 ⋅ kv 1 ) Eq. (15)
u.n Eq. (19)
Therefore, the optimal masses obtained from the different Minimizing the dimensionless volume function (cf.
PGT2 type I, for each configuration, are shown in the Table 6. Eq. 19) allows the optimal ratios u1, u2 for PGT2s type IV.
For a PGT type IV: Hence, total masses of PGT2s type IV (cf. Table 7).
Taking account Equations 10 and 11, the mass of the first
gear made up of the sun gear with the first satellites is
as follows:
4.3. Comparison
The design and mass optimization approach provide the most
π T u +1 optimal configurations, for both types of PGT2 (cf. Table 8).
wI = ρ ⋅ ⋅ 1 ⋅ 1 ⋅ ( kv1 + u1 ⋅ n ⋅ kv 2 ) Eq. (16)
2 ka u1 .n According to the mass of PGT2, it is deduced that both config-
urations 3 and 5 are most optimal. Other criteria must
For the second gear stage, the volume of a single satellite is be necessary to choose between these two configurations, such
as the efficiency of PGT2s, weight of FR, and assembly
π T1 u2 + 1 constraints. Figure 9 shows that the efficiency according to
V2 = ⋅ ⋅ Eq. (17) [26] of PGT2 of the configuration 3 is better than that of the
2 ka u2
configuration 5. Conclusively, the choice of the overall archi-
T1 tecture of the mechanical transmission of the wind turbine is
1
where: T2 = ⋅ u1, and τ PGT 2 = . determined, as well as its design variables, such as τPGT2 = 3.89
n u1 ⋅ u2 (PGT2 type IV), τFR = 2.78, and MFR = 125.78 kg.
Considering the masses of the multiplier (PGT1) and
continuously variable unit CVU, the results are compared to
TABLE 6 Optimum masses of PGT2 type I. those for reference wind turbine [19] with the following
Masses (kg) parameters: Pn = 2.5 MW (rated power), Drot = 65 m (Diameter
TABLE 8 Optimal weights of PGT2s according

to configurations.
τPGT2 Masses of
-0.56 215.23 Configurations τPGT2 τFR PGT2s (kg)
−1.67 208.21 171.44 2 −1.67 (Type I) 1.67 171.42

−2.67 207.64 253.31 4 −5 (Type I) 2.78 207.41
−3.89 207.48 376.14 3 3.89 (Type IV) 2.78 164.64
−5 207.41 539.91 5 3.89 (Type IV) 1.67 164.64
FIGURE 9 PGT2 efficiency for configurations 3 and 5.
rotor), and G = 70 (transmission ratio). Indeed, the proposed an optimization approach allowed a weight gain of 26%
design actions can gain on mass more than 26% (cf. Figure 10). compared to the reference multiplier. The study has shown
that the energy capture is higher, for the reason that trans-
mission CVPST allowed it possible to follow the speed of the
5. Conclusion rotor on from low speeds. Therefore, dynamic loads are
limited, so maintenance costs and early failures. However,
In this article, a novel approach to designing a mechanical the resulting design did not take into account all of the design
transmission system for wind turbines is proposed, which requirements, knowing that it meets the necessary strength
converts the variable speed of the rotor shaft to the constant requirements. Therefore, topological optimization could
speed required at the rapid shaft for the whole range of wind be considered in future work. Other additional desirable
speeds from region II, eliminating the need for power elec- properties will be included to improve it, either in terms of
tronics and complex control systems. It has a great impact service life, efficiency, or lighter and more compact design,
on the entire power system and may cause great economic noise reduction or fatigue resistance. La recherche en est à
losses. It consists of two parts: the first is a planetary multi- ses balbutiements, par conséquent, la prochaine étude portera
plier, the second is a continuously variable system that sur l’optimisation de la conception combinée de la CVT et
consists of a differential planetary gear, a metal belt variator, du système de commande. L’utilisation d’algorithmes intel-
or a hydraulic variator and an adjustment gear. Subsequently, ligents devrait être étudiée plus avant, c’est-à-dire le système
adaptatif d’inférence neuro-f loue (ANFIS), le réseau
neuronal, l’algorithme d’apprentissage de la rétropropaga-
FIGURE 10 Comparison of masses of the tion, l’algorithme génétique devrait être intéressant afin
two transmissions. d’étudier la réponse à une conception optimale.
Competing Interests
The authors declare that they no competing interests.
Contact Information
Abdelmajid Aittaleb
C6138962962
Mohammed Sallaou
C6153274949
Hamid Zaghar
C6153274981
Acknowledgments 12. Jelaska, D., Podrug, S., and Perku, M., “A Novel Hybrid
Transmission for Variable Speed Wind Turbines,” Renewable
This research was supported by M2I Mechanics and Integrated Energy 83:78-84, 2015.
Engineering Team. We thank our colleagues from M2I who 13. Mantriota, G., “Power Split Transmissions for Wind Energy
provided insight and expertise that greatly assisted the Systems,” Mechanism and Machine Theory 117:160-174, 2017.
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