Design Optimisation of MAGSPLIT

- a Magnetic Power Split e-CVT

P. Chmelicek , S.D. Calverley, R.E. Clark

Magnomatics Limited

Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

Background

Company
Spin out from University of Sheffield - formed in 2006
30 full time staff 23 engineers (7 PhDs)
2 Sites in Sheffield
Main office & production + satellite test facility
3 Dynamometer systems (50kW, 150kW & 300kW)
21 patent families, 5 granted
ISO9001 accreditation - 2012

Opera

First seats purchased in 2007

Currently 8 seats (six 2D & two 3D)
8 users
Main design tool for electromagnetics

OPERA EUGM 2014

Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

Magnetic Gears

Analogous to Mechanical Planetary Gears

High speed magnet rotor (HSR)

(Sun Gear)

Permanent Magnets
Ferromagnetic Pole-Pieces

Benefits of magnetic
transmissions

Increased efficiency (>99%)

No transmission oil
Low noise & vibration
Improved reliability
Reduced maintenance
Overload protection
Range 1:1 to 1:15

Steel pole piece rotor (PPR)

(Planet carrier)
Low speed magnet rotor (LSR)
(Ring gear)
OPERA EUGM 2014

Magnetic Gear - principle of operation

23 pole pair permanent magnets

rotating flux field

Insert 27 steel pole piece ring

Steel provides flux path

4 pole pair dominant harmonic now seen

at inner gap

Back Iron

Gear ratio 1 : 23/4 = 5.75

N S

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Magnetic Gear - principle of operation

Back Iron

N S

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Magnetic Gear - Field Line Animation

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Magnetic gear application example

Thru-wall gearing

Transmit geared torque through a barrier

Pole-piece structure provides seal wall
Isolates shafts
Use in pumps, flywheel energy storage, etc

OPERA EUGM 2014

Derived Products

PDD

- Pseudo

Direct Drive
High Torque motors and
generators with integrated
magnetic transmission

Magnetic CVT/MAGSPLIT
Continuously variable transmission.
Power split device

Magnetic Gear
Passive, fixed ratio

OPERA EUGM 2014

Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

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PDD - Aerospace Actuation

Electro-mechanical actuation (control surfaces etc)
Inherent torque fuse (overload protection)
Very high torque density

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PDD Traction Motors Commercial vehicle wheel hub

2- 4 kNm direct drive wheel motor
Urban delivery vehicle / city bus
Fits with 22 wheel rim
High efficiency over wide range

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300kW 16,000 Nm Magnetically Geared Permanent Magnet

Propulsion Motor

De-risking program for multi-MegaWatt machines

16kNm, 180rpm demonstrator built & tested

OPERA EUGM 2014

Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

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Inverted Gear

Magnetic Gears not limited to big wheel small wheel principle

Inner Sun gear (high speed rotor)

Analogous to Mechanical Planetary

OPERA EUGM 2014

Outer Sun Gear

Impossible with mechanical gear

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Three rotor system

HSR NPPHS = 3
PPR NPP

= 13

LSR NPPLS = 10
Input (PPR) : Output (LSR)

N PPHS N PPPP N PPLS LS

HS

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1. Control Rotor = 0 rpm

Intrinsic gear ratio = 1:1.3 (13/10)

Ratio 1:1.3

(1300/1000)

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2. Control rotor -500rpm

Ratio 1:1.6

(800/500)

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3. Control rotor = +500rpm

Ratio 1:1.2

(1800/1500)

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4. Declutch

Ratio 1 : 0

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5. Reverse

Ratio 1:-0.2 (-200/1000)

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Variable Ratio Magnetic Gear

- Integrated Control Machine

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Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

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Variable Magnetic Gear as a POWER SPLIT

Pelec

Pmech_in

Pmech_out

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Outer machine controls speed of

external sun rotor

As machine is reacting torque, it

acts as motor/generator

Power exported/imported from/to

mechanical powertrain

4 quadrant electrical system

(sinks and sources power)

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Blended Hybrid Vehicle - e-CVT architecture

Mechanical Power Split Device

Planetary gear acts as power a

power split device

Motor/Generator 1 connected to
sun gear (complex shaft
arrangement)

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Mechanical power split Hybrid power train

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Concentric packaging of Mag Gear and MG1

Inverted gear simplifies shaft arrangement

Short concentric package

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MAGSPLIT TSB Funded Projects

TSB LCV mCVT for Heavy Duty

TSB HVM MagSplit

OPERA EUGM 2014

Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

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Multi-Rotor / Multi-Airgap models

Multiple airgap models

Stator + 2 rotors with 2 airgaps
Stator + 3 rotors with 3 airgaps

Stator
Airgap 3
High speed control rotor
Airgap 2
Pole-piece rotor (input)
Airgap 1
PM rotor (output)

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Magsplit operation - animation

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In-house Model Builder

Generic tool for PDD/Magnetic Gears/Magsplit

Stators

Control
rotors

Pole-piece
rotors

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Inner
rotors

33

Parametric models
Models built from library of standard
Magnomatics components
2 and 3 rotor models built from same library of
components
All models fully parameterised
Automated scanning using COMI files

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Analysis driven design now possible

Fast 2D FEA models
Very large design sweeps possible with Pareto optimum type post-processing

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Validation of 2D design

Due to the aspect ratio of air gap length to axial length, the 2D design has to be
validated by 3D model

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Magnetic Forces

Pole pieces subject to complex forces

radial magnetic forces / circumferential torque loads, and torsion about own axis

Maxwell stress contour taken around pole-piece

Forces currently extracted and used in external mechanical FEA models

Calculate deflections / material selection etc

Animation of pole-piece force vectors

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Eddy current losses in solid bodies

Dynamic CARMEN model is used for eddy current loss prediction

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Magnet loss analysis

The same approach is used to determine magnet loss and required segmentation of
conductive magnets

3D slice model

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AC copper loss analysis

Time-stepping RM solver is used for AC copper loss analysis (proximity effects)

Each strand in a coil is modelled as a separate conductor and coupled to an external
electrical circuit

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Iron Loss Analysis

Data links with external analysis code

Flux loci for each element exported for further post-processing

In-house tool built on matlab platform

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Efficiency mapping

Complex 3-dimensional functions ( dependent on 2 speeds and torque)

Copper loss

Engine speed (rpm)

0

Iron loss

Output speed (rpm)

6000

3000

6000
40Nm
60Nm
80Nm
100Nm
120Nm
140Nm
160Nm
180Nm

3000

0
Magnet loss

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System controller optimisation

Vehicle efficiency dependent on ICE, MAGSPLIT, battery and traction motor
Vehicle controller optimises power flow through all components
Optimisation employs large number of driving cycles

140km/h

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Optimisation of Magsplit gear ratio

Vehicle speed
[km/h]

Effect on battery charge and engine speed

Battery SOC
[%]

Time [s]

Engine speed
[rpm]

Time [s]

Planetary

Battery charge
swing reduced
by ratio selection

Engine down-speeding
at higher vehicle speeds

Magsplit
OPERA EUGM 2014

Time [s]

44

Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

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Magsplit components (200Nm)

Stator

Pole piece rotor and flywheel

Stator and Inner Magnet Rotor Assembly

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Magsplit
46

Testing
Fully automated testing
Maps full operating range
Representative drive cycles
Transient and heat soak tests

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Magsplit test video

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MAGSPLIT Benefits
Transmission
efficiency

Direct

In-Direct

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Why Magsplit hybrid is more efficient than a planetary hybrid?

Define intrinsic gear ratio as sun/ring

Typical planetary ratio ~ 0.40
(Feasible 0.25 - 0.67 )

Typical Magsplit ratio >0.7

1. Magsplit hybrid transfers more energy along the direct paths from the fuel tank
to the wheels than the planetary hybrid (most efficient path no inverter/battery
losses) due to optimum gear ratio
2. The efficiency of both direct and indirect energy flow paths is higher for the
Magsplit hybrid

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Presentation Outline

Intro
Magnetic Gears principles
Magnetically Geared Motors
Variable Magnetic Gear
Magnetic Power Split
Design optimisation of MagSplit using Opera
Testing and system performance
Evolution to two-rotor Magsplit

OPERA EUGM 2014

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MagSplit 2 - two rotor system

Magsplit 1

Magsplit 2

3 rotors

2 rotors

System reduced to a dual rotor system by deleting the control/HSR rotor

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Virtual Rotor Animation

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Rapid development Concept to fully tested hardware

Smart award
funding

<7 months
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Which MAGSPLIT?

MAGSPLIT 1
3 - rotors

Dominant speed dependent losses

MAGSPLIT 2
2 - rotors

Dominant torque dependent losses

Choice of device is made by assessing driving cycle behaviour

Low speed, extended periods of high torque (commercial vehicles) > MAGSPLIT1
High speed, intermittent high torque (passenger cars) > MAGSPLIT2

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MAGSPLIT 2 differences

Up to 70% reduction in magnet mass

Reduction in part count

Removal of a bearing and associated drag loss
Increased load dependent losses, but reduced speed dependent losses

200Nm for C-class passenger car

Magsplit type
Key features

Magnet mass

Magsplit1

3 rotors, surface mount magnets

N40SH 3.3kg

Magsplit2a

2 rotors, surface mount magnets

N40SH 2.0kg

Magsplit2b

2 rotors, interior magnets

N48H 1.5kg

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Magsplit benefits
Benefits over typical drive cycles (fuel economy)
C Class eCVT (hybrid) 3 5%
Conventional Bus (non-hybrid) >36%
Urban HGV (non-hybrid) - 30%

Reduces system complexity

Removes system components (delete dual mass flywheel)

High potential for reduced system cost

No lubrication

Lower battery charge swing

Battery downsized or life extended

Short concentric package

Eases crash protection

Scalable (Car, HGV, Off-Highway)

High reliability
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Magnomatics Limited
Park House
Bernard Road
Sheffield
S2 5BQ
UK
Tel: (+44) 114 241 2570
Email: magnomatics@magnomatics.com
www.magnomatics.com