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Design and control of a single stator dual PM

rotors axial synchronous machine for hybrid
electric vehicles
CONFERENCE PAPER JANUARY 2011

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Design and Control of a Single Stator Dual PM Rotors Axial Synchronous

Machine for Hybrid Electric Vehicles
Lucian Nicolae Tutelea1, Sorin Ioan Deaconu1, Ion Boldea1, Fabrizio Marignetti2,
Gabriel Nicolae Popa1
1
POLITEHNICA UNIVERSITY OF TIMISOARA
Revolutiei str., no. 5,
Hunedoara, Romania
Tel.: +0040 / (254) 207.529.
Fax: +0040 / (254) 207.501.
E-Mail: sorin.deaconu@fih.upt.ro
URL: http://www.fih.upt.ro
2
UNIVERSITY OF CASSINO

Keywords
Hybrid electric vehicle, Control of drive, Design, Permanent magnet motor.

Abstract
In this paper is presenting the preliminary designing and control of a synchronous machine with axial
airgap single stator dual-rotor with permanent surface magnets and different pole pairs number,
destined for hybrid electric vehicles (HEV) applications.
For machines designing was used the equivalent magnetic circuits method that takes into account the
saturation and dispersion of the magnetic field.
The control model is developed for a single inverter that produces three phase output voltage with two
frequencies components; the torque current for each rotor is controlled through the stator current that
passes the two serial windings.
The machine, coupled with the thermal engine (ICE), can operate as starter for short time at start-up
and as generator, when the rotational speed is established by the thermal engines regulator.
The other machine can operate as motor in wide speed range (both inferior and superior to the
generators), but also in generator regime with power recovery at braking.

Introduction
The concept of the electric vehicle (EV) was conceived in the middle of the 19 Century. After the
introduction of the internal combustion engine (ICE), EVs remained in existence side by side with the
ICE for several years. The energy density of gasoline is for more than what the electrical battery could
offer [1].
The early air quality concerns in the 1960s and the energy crisis in the 1970s have brought EVs
back to the street again. Hence, the problem associated with ICE automobiles is threefold:
environmental, economical and political. These concerns have forced governments all over the world
to consider alternative vehicle concepts. EVs and hybrid-electric vehicles (HEVs) offer the most
promising solutions to reduce vehicular emissions [1]-[3].
Axial Flux Permanent Magnet (AFPM) Machines first appeared in the technical literature in mid 70s.
Soon their field of application spread widely. Today, among the most prominent appliances are fans,
elevators, ships, vehicles and airplane propulsion [4]-[8].
Beside the enumerated applications, the synchronous machine with permanent magnets and axial airgap can also be used in the field of hybrid vehicles.
Basically, a hybrid propulsion system includes two electric machines: one is used to while drive; while
the other is mainly used for battery charge. Although these machines play different roles, their
operating cycles are more or less linked. Moreover, their locations within the power train represent a

drawback from the point of view of volume optimization. Therefore, the integration of both machines
into an electromechanical set, in an attempt to improve the compactness and the cost-effectiveness, is
currently considered a challenging technology. Of particular interest is the so called single-stator
dual-rotor permanent-magnet machine [9], [10].
Radial permanent magnet motor types with one or two rotors are presented in [9], [10]. Axial air-gap
with one stator and two disc permanent magnets rotors is proposed due to the reduced volume
available in automotive applications. Chapter II approaches the constructive problems and the
designing and chapter III, the problems related to the control of this machine, being approached the
control version with a single inverter of the two serial windings.

Design and Construction

An important advantage of using the synchronous axial air-gap single stator dual-rotor permanent
magnet machine is representing the smaller length, this being able to be introduced in the clutchs
place between the motor and the gearbox.
A 3D drawing of the machine is shown in fig. 1.

Fig. 1: Three-dimensional exploded view of the proposed machine

It consists of two rotors with different pole pairs (p1 = 7, p2 = 5) and both shafts are totally
independent, so that different operation of the two electric machines could be accessed. The stator is
sandwiched between the two rotors, being provided with slots on one side and another in which are
introduced the phases coils, the winding being of fractional concentrated type.
The concentrated windings make it possible to significantly increase the machine inductance in order
to reduce the characteristic current to the point of establishing equality with the rated current. This
offers the possibility of optimal flux weakening [11], [12].
Beyond this capability, concentrated winding PM machines have been gaining an increasing
interest over the last few years due to several advantages. Of particular interest are [9], [13]-[16]:
high efficiency thanks to their end windings;
improved cost-effectiveness associated to their simple manufacturability especially with
segmented stator structures;
low cogging torque;
high fault-tolerance;
suitable integration in flux-switching machines.
Fig. 2 presents spread-out the magnetic circuit for a pair of the machines poles, a rotor, the axial airgap and half of the magnetic stators yoke. For the other rotor the representation is identical, being
different only the number of the pole pairs. Shall be noted by index 1 the measures that correspond to
the rotor with 2p1 poles and with index 2 the measures that correspond to the rotor with 2p2 poles.

Rotor
disc
Concentratedtype winding

Permanent
magnet

Stator
tooth
(field line)

Stator yoke

Fig. 2: The magnetic circuit for rotor 1 (one pole pair) and two stator teeth
The equivalent magnetic circuit for a pole is presented in fig. 3. By Rmry was noted the magnetic
reluctance of the portion from the rotor disc that corresponds to one pole, by RmPM1,2 the magnetic
reluctance of a permanent magnet, by ePM the magneto-motor voltage of a permanent magnet, by
Rmag1,2 the magnetic reluctance of the air-gap, by Rmsz1,2 the magnetic reluctance of one stator teeth
and by Rmsy the magnetic reluctance of the portion from the stator yoke that corresponds to one pole. It
was not taken into account the armature reaction (fig. 3a).
Rmry1,2

Rmry1,2

RmPM1,2

RmPM1,2

RmPM1,2

ePM1,2
ePM1,2
Rmag1,2
Rmag1,2
Rmsz1,2
Rmsz1,2
es1,2

Rmss1,2

Rmsy
Rmsy

a)

b)

Fig. 3: The equivalent magnetic circuit for a pole: a) by neglecting the armature reaction b) taking into
account the armature reaction and the dispersion
The definition relationships for the measures from the equivalent diagram (fig. 3) are:
Rmry1,2 =

p1, 2

med

4 ry1, 2 hcs hry1, 2

p1, 2 med =

Rmed
,
2 p1,2

Rmed =

2
Rout
+ Rin2
,
2

hcs = Rout + Rin

(1)

where p1,2 med is the medium polar pitch that corresponds to a medium radius Rmed, ranged between
Rout (exterior radius) and Rin (interior radius) in such way that the fluxes through the surfaces which
they limit to be equal, ry1,2 the relative magnetic permeability in the rotor discs, hry1,2 the thickness of
the rotor discs on which are bonded the permanent magnets,

RmPM1,2 =

hPM1,2
PM1,2 PM

2
Rout
Rin2

2 p1,2

ePM1,2 = H c hPM1,2 ,

(2)

where hPM1,2 represents the height of the permanent magnets, PM1,2 the permeability of he permanent
magnets, PM polar coverage factor for permanent magnets, Hc the cohercitive intensity of the
permanent magnets,
hag k c1, 2

Rmag1,2 =
0

2
Rout

2 p1,2

2
Rin

Rmsz1,2

1
hs4 + hst1,2 + hsy
4
=
z1,2 S z1,2

S z1,2 =

2
Rout
Rin2
hcs wst1,2 ,
N st

(3)

by hag the air-gap, kc1,2 the Carters coefficient, hs4 the part from the slots height where we dont have
winding, hst1,2 the slots height, hsy thickness of the stator yoke, z1,2 the magnetic permeability
between the stator teeth, Sz1,2 the teeths surface passed by the polar flux, Nst number of stator slots and
wst1,2 slots width,
Rmsy =

c med
4 msy hcs hsy

(4)

where c med is the average slot pitch and msy is the stator yokes magnetic permeability.
Taken into account the one pole armature mmf es1,2, the magnetic leakage reluctance of the slot Rmss1,2
and the leakage reluctance of the permanent magnet RmPM1,2 we have (fig. 3b),
es1,2 = sc ism ,

Rmss1, 2 =

1 1 hst1, 2 hcs hs 4 hcs

+
0 3
wst1, 2
wst1, 2

(5)

by sc number of coils on the solenoid and ism the maximum current through the armature winding.
It was made the optimal designing of an experimental model by means of Matlab environment having
the power of 2,5 kW for rotor 1 and 1,7 kW for rotor 2, the model being in fabrication.
The principal parameters of the model are given in Table I.

Table I: Parameters and machine dimensions

Frequency (f)
50 Hz
Number of poles - rotor 1 (2p1) 14 poles
Number of poles - rotor 2 (2p2) 10 poles
Current density (Js)
4.33 A/mm2
Air-gap length (g)
2 mm
1
Pole-arc-ratio rotor 1 (i1)
0.6944
Pole-arc-ratio rotor 2 (i2)

Outer diameter (Do)

Inner diameter (Di )
Slot depth (hss)
Axial length of stator core (hcs)
Axial length of rotor core (hcr)
Magnet axial length (hPM)
Permanent magnet material

260 mm
156 mm
21 mm
72 mm
15 mm
5 mm
NeFeB

Vector control strategy and dynamic simulation

We assume that the stator windings are connected in series and the objective of the dynamic
simulation is to evaluate the dynamic and steady state operation of the dual vector control algorithm
using two frequencies modulation operation. Fig. 4 illustrates vector control strategy.

Feed
Forward

T1*
T1

iq*1

I1 ,

i1* ,

1-2

Torque
control 1

Unplug- I *
,
ging
rotor 1 +
rotor 2

+
+

Feed
Forward

T2*
T2

iq*2

I 2 ,

abc/
Power
battery

PI
V* Inverter
Controller

i*2 ,

Torque
control 2

T1
ICE
Control

ICE

Stator
1
1

T2
rotor 1

rotor 2 2

Fig. 4: The proposed dual vector control strategy

The classic vector control with two-frequencies is made after the currents id1, id2, iq1, iq2 corresponding
to the spinning systems with pulsations 1 and 2.
In this case, the stator windings are in series and for control we can use the voltage V* and a single
current. Because we dont have the possibility to control the four components of the currents, we
propose a solution in which are controlled the torque components iq1, iq2, and components id1, id2 we let
to vary freely because in cases when the longitudinal and the transversal inductivity are equal (Ld = Lq)
the components id1 and id2 don have any effect upon the torque.
In fig. 5 is presenting the fluxes of the permanent magnets (PM1 and PM2) and the emf induced
voltages (ue1 and ue2) in the coordinate system (, ). The projections of these measures on the two
axes have the expressions:
PM1 = PM 1 cos 1 , PM1 = PM 1 sin 1 , PM2 = PM 2 cos 2 , PM2 = PM 2 sin 2 ,

(6)

ue1 = uePM 1 sin 1 = 1 PM 1 sin 1 , ue1 = uePM 1 cos 1 = 1 PM 1 cos 1 ,

(7)

ue2 = uePM 2 sin 2 = 2 PM 2 sin 2 , ue2 = uePM 2 cos 2 = 2 PM 2 cos 2 .

(8)

q1

q2
uePM1

d2

uePM2
d1

2
1

PM1
PM2

Fig. 5: The phase diagram of the permanent magnets fluxes and the emf induced voltages
The resulting voltages by the two axes have the matrix expression:
ue sin 1 sin 2 1 PM 1

ue = cos
cos 2 2 PM 2
1

(9)

The electromagnetic torques developed T1 and T2 have the expressions:

T1 =

3
3
p1 PM 1 i sin 1 + PM 1 i cos 1 , T2 = p2 PM 2 i sin 2 + PM 2 i cos 2
2
2

(10)

where from are deducted the currents i and i:

T1

cos 1 2 p1 PM 1

T2
sin 1
3

p2 PM 2
2

i
cos 2
1
=
i sin ( ) sin
2
1
2

(11)

From the previous equations is found that the machine can be driven by a single inverter by the
1
its very difficult to
currents i* and i* produced by the voltage V*. Due to the term
sin (1 2 )
follow the prescribed current that can vary within (-, +). Currents limitations are introduced while
the sinus is monitored by its sign given by the difference (1 - 2). By this, the solution becomes easier
to implement and is avoided the division.
When the speeds become closer, 1 is equaled with 2 (fig. 6a), the systems are rotated until 1-2=900
(-900) (fig. 6b). In this way the machines are decoupled and can be charged.
d2 q1
q2

q1

iq*2

iq*1

iq*1
d2
1 - 2

1-2=900(-900)

iq*2
q2

d1

d1

a)
Fig. 6: a) systems d1-q1 and d2-q2 rotating at 1 = 2;
b) systems d1-q1 and d2-q2 rotating at 1 = 2 and 1 - 2 = 900 (-900)

b)

The dual vector control strategy is illustrated in fig. 7 via a dedicate Matlab Simulink Code, for the
dual torque control mode.
Tref1
w1
Vref

Tref2

Mot
TorqRef

Vref

Ialpha beta

V_I_w

w2
Ialpha_beta

w1

Convertor

Control

Tl1
w2

261
ICE
SpeedRef

PI
controller
ICE
Control

1
0.1s+1
ICE
Model

Fig. 7: Simulink diagram of the AFPM drive

1.5
Load
Torque

Tl2

Tem2

1
0.2s+1

DualRotor

LPF
Scope

Figures 8 Show the Simulink diagram of the advanced dual torque controllers of the AFPM drive,
respectively.
[Iq 1]
Goto
1
Tref 1

[Iq 1c]
From 2

-K-

3
Tref 2

-K -

2
w1

4
w2

d, q - alfa , beta
[Iq 2]

[Iq 2c]

Goto 1

From 3

-u(1)*cos(u(4))+u(2)*cos(u(3))
-K-

1
s

-u(1)*sin(u(4))+u(2)*sin(u(3))

Integrator
Scope
I,V

1
s
Integrator 1
Sign

PI
controller

|u|

sin
Trigonometric
Function

Abs

Product

Switch

Ialpha _betaReg

1
Vref

5
Ialpha _beta
[Iq 1]

PI
controller

[Iq 1c]

From

Goto 2

Torq _C1

-u(1)*sin(u(3))+u(2)*cos(u(3))

1
[Iq 2]
From 1
-u(1)*sin(u(4))+u(2)*cos(u(4))

0.2s+1
LPF 1
PI
controller
Torq _c2

[Iq 2c]

Scope
Torque

Goto 3

-K-u(1)*sin(u(3))-u(2)*sin(u(4))
-K-

0.2s+1
LPF 2

u(1)*cos(u(3))+u(2)*cos(u(4))

Fig. 8: Detailed diagram of the control block

The complete sets of parameters used in simulation are given in table II.

Table II: Dual vector control drive system parameters

Motor Parameters
Phase Resistance
Power (rotor 1)
2.875
Phase inductance
8.50E-003H Power (rotor 2)
Rotor 1 PM flux
0.125 Wb IGBT Inverter
Rotor 2 PM flux
0.175 Wb VDC
Pole pairs rotor 1
7
Control parameters
Pole pairs rotor 2
5
ICE controller
Inertia rotor 1
0.018 kgm2 Ti
Inertia rotor 2
Ki
(including reduction 0.18 kgm2 Limit H
of translating mass)
Limit L

2.5 kW Ialfa-beta Controller

1.7 kW Ti
0.004 s
Ki
100
560 V Limit H
500 V
Limit L
-500 V
Torque Controller 1,2
0.8 s
Ti
0.02 s
0.5
Ki
0.1
1 Nm Limit H
20 Nm
-20 Nm Limit L
-20 Nm

The drive torque of the thermal motor in stationary regime is equal with the electromagnetic torque of
rotor 1 (fig. 9b). In fig. 9a is presented the torque reference for the rotor 2 and the torque achieved by
this, observing that is monitored the reference with quite high accuracy. The strongest oscillations that
appear both in the torque of rotor 2 and the rotor 1 have place in the moment when the electric speeds
of the two rotors become equal (fig. 10). The delay between the reference and the achieved value is
due to the rank 1 filter with a time constant of 0.2 s.

The speed of rotor 1 reaches rapidly to the reference value imposed to the thermal motor and the speed
of rotor 2 results depending on the torque reference (fig. 10). Equalizing the electric speeds, it appears
an oscillation but passing is made quite easily.
In the electric speeds equalizing area the current shows an increase. To be noticed also the current and
voltage modulation, specific to the components that contain two frequencies (fig. 11).
The variation forms of the two torque in the electric speeds equalizing area is presented in fig. 12. It is
noticed that the pulsation frequency is reduced to equalizing the electric speeds.
Fig. 13a shows the reference and the torque of the rotor 2 if the motor is operating also as generator. In
fig. 13b is represented the torque of rotor 1 in this situation and in fig. 13c the speeds of the two rotors.
Rotor 2 Torque [Nm]

Reference

Achieved rotor 2 torque

a)
Rotor 1 Torque [Nm]

Achieved rotor 1 torque

b)
Time [s]

Fig. 9: a) Reference and achieved torque by rotor 2; b) achieved torque by rotor 1

[rad/s]

Rotor 1 speed

Rotor 2 speed

Time [s]

Fig. 10: Rotor 1 and rotor 2 mechanical speed

[V]

[A]

Time [s]

Fig. 11: Voltages and currents in coordinates (, )

[Nm]

[Nm]

Time [s]

Fig. 12: Torques variation (without signal filtering) around the electric speeds equalizing area
Rotor 2 Torque [Nm]

Reference
Rotor 2
torque

a)
Rotor 1 Torque [Nm]

Rotor 1
torque

b)
[rad/s]

Rotor 1
speed
Rotor 2
speed
c)
Time [s]

Fig. 13: a) reference and achieved torque by rotor 2 when operates both as motor and as generator;
b) rotor 1 torque in this case; c) speeds of the 2 rotors in this case

Conclusion
The single stator dual-rotors permanent magnet axial synchronous machine can be controlled by a
single inverter and two frequencies, the two rotors being able to operate both as motor and as
generator in a wide speed range, in the same sense or in different senses.
By simulation is shown that the rotors reach at a certain moment in the situation of equality of the
electric speeds, the power transfer between generator and motor being made directly without the
inverter, and the transitory regime due to this equality is exceeded without important torque
oscillations and speed.
It is found also that passing from one operation regime into another (motor-generator or reverse) is
made rapidly and easier.

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