You are on page 1of 22

Design of a Motor for Vertical

Takeoff and Landing (VTOL)


System of a Microlight Aircraft

Submitted By:

VIMARSH JOSHI (13BEE122)


Acknowledgement
Abstract

Recent advances in electric propulsion have opened up new design options for
aircraft through the application of distributed electric propulsion. Because of the
advances in electric propulsion many vertical takeoff and landing configurations
that were previously impossible are now viable. Distributed electric propulsion
configuration increase safety during VTOL operations through redundancy.
VTOL stands for Vertical Take Off and Landing. VTOL vehicles are the ones
which can take off and land from the same place without need of long runway.
Thus there is a need to design a PMBLDC motor to provide thrust for VTOL
system.
Contents

PAGE NO.

CHAPTER 1

1.1 INTRODUCTION TO VTOL 1

1.2 SELECTION OF MOTOR 2

CHAPTER 2

2.1 INTRODUCTION TO PMBLDC 3

2.2 STATOR 4

2.3 ROTOR 5

2.3 MOTOR TRANSVERSE SECTION 6

2.4 HALL SENSORS 6

CHAPTER 3

3.1 CALCULATION 7

CHAPTER 4

4.1 DESIGNING OF MOTOR 10

CONCLUSION 15

BIBLIOGRAPHY 16
List of Tables and Figures

FIG NO. PARTICULAR PAGE NO.

1 ROTOR 4

2 STATOR 5

3 PMBLDC MOTOR TRANSVERSE SECTION 6

4 SLOT GEOMETRY FOR RADIAL FLUX MOTOR 8


TOPOLOGY

5 CROSS SECTION VIEW OF MOTOR 10

6, 7, 8, 9, 10, MAGNET SCREENSHOT 11


11, 12, 13
Chapter 1

1.1: Introduction:

Recent advances in electric propulsion have opened up new design


options for aircraft through the application of distributed electric
propulsion.
Because of the advances in electric propulsion many vertical
takeoff and landing configurations that were previously impossible
are now viable.
The distributed nature of propulsion system enables unprecedented
redundancy and simplicity in a VTOL aircraft.
The relatively scale free nature of electric propulsion enables the
use of a large number of smaller motors distributed across
airframe.
Distributed electric propulsion configuration increase safety during
VTOL operations through redundancy.
1.2: SELECTION OF MOTOR

Permanent Magnet Brushless DC motor was selected for this


application
It is the most suitable type of motor for this application due to its
lower mass, higher efficiency and higher torque density
compared to an induction motor or synchronous motor
Since these motors use permanent magnet, no power is used for
excitation purpose.
Also these motors are compact in size than other conventional
motors.
chapter 2
2.1: Introduction to PMBLDC:

PMBLDC motors are a type of synchronous motor. This means


PMBLDC motors do not experience the slip that is normally seen in
induction motors. Brushless DC motor or
PMBLDC motor unlike brushed DC motor or induction motor is
electrically commutated by power switches rather than using brushes.
A brushless motor is constructed with a permanent magnet rotor and
wire wound stator poles. Electrical energy is converted to mechanical
energy by the magnetic attractive forces between the permanent
magnet rotor and a rotating magnetic field induced in the wound stator
poles. PMBLDC motors are used in industries such as Automotive,
Aerospace, Medical, Industrial Automation Equipment and
Instrumentation.

PMBLDC motor comprises of two main parts:

i. Rotor.
ii. Stator.
2.2: Stator:

The stator of a PMBLDC motor consists of stacked steel laminations


with windings placed in the slots that are axially cut along the inner
periphery. PMBLDC motors have three stator windings connected in
star fashion. Each of these windings is constructed with numerous
coils interconnected to form a winding. Each of these windings is
distributed over the stator periphery to form an even numbers of
poles. There are two types of stator windings variants: a) trapezoidal
and b) sinusoidal motors.

Fig: 1.1- Stator


2.3: Rotor:

The rotor is made of permanent magnet and can vary from two to
eight pole pairs with alternate North (N) and South (S) poles. Based
on the required magnetic field density in the rotor, the proper
magnetic material is chosen to make the rotor. Ferrite magnets are
traditionally used to make permanent magnets. As the technology
advances, rare earth alloy magnets are gaining popularity. The ferrite
magnets are less expensive but they have the disadvantage of low flux
density for a given volume. In contrast, the alloy material has high
magnetic density per volume and enables the rotor to compress
further for the same torque. Also, these alloy magnets improve the
size-to-weight ratio and give higher torque for the same size motor
using ferrite magnets. Neodymium (Nd) and the alloy of Neodymium,
Ferrite and Boron (NdFeB) are some examples of rare earth alloy
magnets.

Fig: 1.2- Rotor


2.4: PMBLDC Motor Transverse Section:

Fig: 1.3- PMBLDC Motor Transverse Section

2.5: Hall Sensors:

Figure 1.3 shows a transverse section of a PMBLDC motor with a


rotor that has alternate N and S permanent magnets. Hall sensors are
embedded into the stationary part of the motor. Embedding the Hall
sensors into the stator is a complex process because any misalignment
in these Hall sensors, with respect to the rotor magnets, will generate
an error in determination of the rotor position. To simplify the process
of mounting the Hall Sensors onto the stator, some motors may have
the Hall sensor magnets on the rotor, in addition to the main rotor
magnets. These are a scaled down replica version of the rotor.
Therefore, whenever the rotor rotates, the Hall sensor magnets give
the same effect as the main magnets. The Hall sensors are normally
mounted on a PC board and fixed to the enclosure cap on the non-
driving end. This enables users to adjust the complete assembly of
Hall sensors, to align with the rotor magnets, in order to achieve the
best performance. Based on the physical position of the Hall sensors
there are two versions of output. The Hall sensors maybe at 60 or
120 phase shift to each other. Based on this, the motor manufacturer
defines the commutation sequence, which should be followed when
controlling the motor
CHAPTER 3
3.1 CALCULATION

Required Torque= 53 N-m


Peak Torque= 65 N-m
Nominal Speed= 2500 rpm
Maximum Speed= 3000 rpm
Nominal Power = 14 kW
Max Power= 20.5 kW
Ktrv = 70 kN/m3
Aspect ratio [AR]= 0.375
Split ratio [SR]= 0.7
Vph = 400 V
Phase = 3

Main Dimensions:
L = 4T*(AR2)*10-3/[*Ktrv*(SR2)] Zss= 8 conductors/slot
L= 75 mm Slot Area= 80 mm2
AR= L/Dso dss * wss= 100.62mm2
SR= Dro/Dso dss= 3wss
Dso = 200 mm dss = 19.5 mm
Dro = 140 mm wss = 5.16mm
Bg = 0.7 T
Now,
Ktrv = 2*Bg*ac
ac = 50 kA/m2
= 10 A/mm2
Phases= 3
Iph = P/(2**Vph)
Iph = 150 A
= 0.7
Tph = * Dro *ac/(4* Iph)
Tph= 30
As= 3 mm2
No. Of Slots= 24
No. Of Conductor per Slots = 8
Wbi = *Rro*Bg/(Nm*kst*Bsy)= 9.5 mm
Slot Area=80mm2
Packing factor Kcp=0.4
Slot Width Wss=5.16mm
Dss=19.5mm
No Of Poles=12
Flux in Back Iron=0.961mwb
Area of Stator Core Asc=641.11mm2
Flux Density in Stator Yoke Bsy=1.5T
Width of Stator Back Iron=9.5mm
Slots per Pole=6
Flux per Stator Teeth=0.32mwb
Teeth Area=168.71mm2
Teeth Width Wtb=2.5mm

FIG 4
Rsb = 90.5 mm
Rsi = 71 mm
Lg = 1 mm
Wtb = (2/Nsm) * Wbi = 12.04 mm
Length of magnet Lm=1.2 cm
Permanent magnet material = NdFeB

Shaft Radius Rri=20mm


Width of Rotor Yoke Wry=38mm
Iron Loss=1.11kw
Copper Loss=4.81kw
Friction and Windage Loss=0.011kw
Input Power= 21kw
Output Power=15.06kw
Efficiency =71.75%
Torque=49.539Nm
CHAPTER 4

4.1: Designing of Motor

Fig 5
FIG 6

FIG 7
FIG 8

FIG 9
FIG 10

FIG 11
FIG 12

FIG 13
Conclusion

Advances in electric propulsion have opened up new design


options for aircraft through the application of distributed electric
propulsion. Distributed electric propulsion configuration increase
safety during VTOL operations through redundancy. VTOL stands for
Vertical Take Off and Landing. VTOL vehicles are the ones which
can take off and land from the same place without need of long
runway.

Permanent Magnet Brushless DC motor was selected for this


application. It is the most suitable type of motor for this application
due to its lower mass, higher efficiency and higher torque density
compared to an induction motor or synchronous motor. Since these
motors use permanent magnet, no power is used for excitation
purpose. Also these motors are compact in size than other
conventional motors.

The PMBLDC Motor was designed using the MAGNET


software as per the ratings given. Initially the calculations required to
design the various components of motor and motor itself was done in
theory using appropriate design equations. These calculations were
then used to design motor in the MAGNET software. In the initial
phase of design, various parameters which were assumed in
theoretical calculations need to be changed as results were not
appropriate when simulation was done in the software.
bibliography

www.jobyaviation.com
S2ConceptualDesign(AIAA).pdf
A Review on VTOL vehicles IJIRAE journal
A53_3__Jurkovic_Optimized_Design_of_a_Brushless_DC_Per
manent_Magnet_Motor_for_Propulsion_of_an_Ultra_Light_Air
craft.pdf

You might also like