4 clark magnomatics operaeugm2014
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4 Clark Magnomatics OperaEUGM2014TRANSCRIPT
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Design Optimisation of MAGSPLIT®
- a Magnetic Power Split e-CVT
P. Chmelicek , S.D. Calverley, R.E. Clark
Magnomatics Limited
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OPERA EUGM 2014
• 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®
Presentation Outline
2
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OPERA EUGM 2014
Background
Opera
First seats purchased in 2007
Currently 8 seats (six 2D & two 3D)
8 users
Main design tool for electromagnetics
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
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OPERA EUGM 2014
• 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®
Presentation Outline
4
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OPERA EUGM 2014
Low speed magnet rotor (LSR)
(Ring gear)
High speed magnet rotor (HSR)
(Sun Gear)
Steel pole piece rotor (PPR) (Planet carrier)
– Increased efficiency (>99%)
– No transmission oil
– Low noise & vibration
– Improved reliability
– Reduced maintenance
– Overload protection
– Range 1:1 to 1:15
Benefits of magnetic
transmissions
Magnetic Gears Analogous to Mechanical Planetary Gears
5
Permanent Magnets
Ferromagnetic Pole-Pieces
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OPERA EUGM 2014
Back Iron N S
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
• Gear ratio 1 : 23/4 = 5.75
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OPERA EUGM 2014
Back Iron N S
7
Magnetic Gear - principle of operation
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OPERA EUGM 2014
Magnetic Gear - Field Line Animation
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OPERA EUGM 2014
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
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OPERA EUGM 2014
PDD® - Pseudo Direct Drive
High Torque motors and
generators with integrated
magnetic transmission
Magnetic Gear
Passive, fixed ratio
Derived Products
Magnetic CVT/MAGSPLIT™ Continuously variable transmission.
Power split device
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OPERA EUGM 2014
• 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®
Presentation Outline
11
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OPERA EUGM 2014
PDD - Aerospace Actuation
Electro-mechanical actuation (control surfaces etc)
Inherent torque fuse (overload protection)
Very high torque density
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OPERA EUGM 2014
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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OPERA EUGM 2014
De-risking program for multi-MegaWatt machines
16kNm, 180rpm demonstrator built & tested
300kW 16,000 Nm Magnetically Geared Permanent Magnet
Propulsion Motor
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OPERA EUGM 2014
• 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®
Presentation Outline
15
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OPERA EUGM 2014
Inverted Gear Magnetic Gears not limited to “big wheel – small wheel” principle
16
Inner Sun gear (high speed rotor)
Analogous to Mechanical Planetary
Outer Sun Gear
Impossible with mechanical gear
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OPERA EUGM 2014
LSPPLSPPPPPPHS NNNHS
HSR NPPHS = 3
PPR NPP = 13
LSR NPPLS = 10
Input (PPR) : Output (LSR)
Three rotor system
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OPERA EUGM 2014
1. Control Rotor = 0 rpm
Intrinsic gear ratio = 1:1.3 (13/10)
Ratio 1:1.3 (1300/1000)
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OPERA EUGM 2014
2. Control rotor -500rpm
Ratio 1:1.6 (800/500)
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OPERA EUGM 2014
3. Control rotor = +500rpm
Ratio 1:1.2 (1800/1500)
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OPERA EUGM 2014
4. Declutch
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Ratio 1 : 0
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OPERA EUGM 2014
5. Reverse
22
Ratio 1:-0.2 (-200/1000)
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OPERA EUGM 2014
Variable Ratio Magnetic Gear
- Integrated Control Machine
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OPERA EUGM 2014
• 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®
Presentation Outline
24
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OPERA EUGM 2014
Variable Magnetic Gear as a POWER SPLIT
25
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)
Pmech_in Pmech_out
Pelec Pelec
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OPERA EUGM 2014
Blended Hybrid Vehicle - e-CVT architecture Mechanical Power Split Device
26
Planetary gear acts as power a
power split device
Motor/Generator 1 connected to
sun gear (complex shaft
arrangement)
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OPERA EUGM 2014
Mechanical power split Hybrid power train
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OPERA EUGM 2014
Concentric packaging of Mag Gear and MG1
28
Inverted gear simplifies shaft arrangement
Short concentric package
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OPERA EUGM 2014
TSB HVM – MagSplit
TSB LCV – mCVT for Heavy Duty
MAGSPLIT – TSB Funded Projects
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OPERA EUGM 2014
• 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®
Presentation Outline
30
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OPERA EUGM 2014
Multi-Rotor / Multi-Airgap models
31
Multiple airgap models
Stator + 2 rotors with 2 airgaps
Stator + 3 rotors with 3 airgaps
High speed control rotor
Pole-piece rotor (input)
PM rotor (output)
Stator
Airgap 3
Airgap 2
Airgap 1
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OPERA EUGM 2014
Magsplit operation - animation
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OPERA EUGM 2014
In-house Model Builder Generic tool for PDD/Magnetic Gears/Magsplit
33
Stators Control
rotors
Pole-piece
rotors Inner
rotors
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OPERA EUGM 2014
Parametric models
34
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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OPERA EUGM 2014
Analysis driven design now possible
35
Fast 2D FEA models
Very large design sweeps possible with Pareto optimum type post-processing
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OPERA EUGM 2014
Validation of 2D design
36
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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OPERA EUGM 2014
Magnetic Forces
37
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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OPERA EUGM 2014
Eddy current losses in solid bodies
38
Dynamic CARMEN model is used for eddy current loss prediction
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OPERA EUGM 2014
Magnet loss analysis
39
The same approach is used to determine magnet loss and required segmentation of
conductive magnets
3D slice model
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OPERA EUGM 2014
AC copper loss analysis
40
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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OPERA EUGM 2014
Iron Loss Analysis Data links with external analysis code
41
Flux loci for each element exported for further post-processing
In-house tool built on matlab platform
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OPERA EUGM 2014
Efficiency mapping Complex 3-dimensional functions ( dependent on 2 speeds and torque)
42
60Nm 80Nm
100Nm 120Nm
140Nm 160Nm
180Nm
40Nm
0 6000 3000
Engine speed (rpm)
Out
put s
peed
(rp
m)
0
3000
6000
Copper loss
Iron loss
Magnet loss
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OPERA EUGM 2014
• 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
System controller optimisation
43
140km/h
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OPERA EUGM 2014
Time [s]
Time [s]
Time [s]
Ve
hic
le s
pe
ed
[km
/h]
Ba
tte
ry S
OC
[%]
En
gin
e s
pe
ed
[rp
m]
Planetary Magsplit
Battery charge
swing reduced
by ratio selection
Optimisation of Magsplit gear ratio Effect on battery charge and engine speed
44
Engine down-speeding
at higher vehicle speeds
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OPERA EUGM 2014
• 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®
Presentation Outline
45
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OPERA EUGM 2014
Magsplit components (200Nm)
Stator
Stator and Inner Magnet Rotor Assembly Magsplit
Pole piece rotor and flywheel
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OPERA EUGM 2014
Testing
47
Fully automated testing
Maps full operating range
Representative drive cycles
Transient and heat soak tests
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OPERA EUGM 2014
Magsplit test video
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OPERA EUGM 2014
MAGSPLIT® Benefits
Direct
In-Direct
Transmission efficiency
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OPERA EUGM 2014
Define intrinsic gear ratio as sun/ring
Typical planetary ratio ~ 0.40 Typical Magsplit ratio >0.7
(Feasible 0.25 - 0.67 )
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
Why Magsplit hybrid is more efficient than a planetary hybrid?
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OPERA EUGM 2014
• 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®
Presentation Outline
51
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OPERA EUGM 2014
MagSplit 2 - two rotor system
System reduced to a dual rotor system by deleting the control/HSR rotor
Magsplit 2
52
Magsplit 1
3 rotors 2 rotors
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OPERA EUGM 2014
Virtual Rotor Animation
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OPERA EUGM 2014
Smart award
funding
<7 months
Rapid development – Concept to fully tested hardware
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OPERA EUGM 2014
Which MAGSPLIT?
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
Dominant speed dependent losses Dominant torque dependent losses
55
MAGSPLIT 1
3 - rotors MAGSPLIT 2
2 - rotors
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OPERA EUGM 2014
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
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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
200Nm for C-class passenger car
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OPERA EUGM 2014
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
Magsplit benefits
57
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Tel: (+44) 114 241 2570
Email: [email protected]
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