Dr.

Heinz Schfer,
hofer eds GmbH, Wrzburg

Magnet-less electrical machines are characterized by a high material

availability and therefore predestined for a broad application in hybrid
and electric cars

Abstract
During the last years, the introduced hybrid cars with electrical machines, integrated into
transmissions, were mainly based on rear ear magnet excited synchronous machine,
because the machine size, compared to other kinds of electrical machines, is normally
smaller. Also in electrical axle drives, this kind of machine is dominant at this time with few
exceptions e.g. the Tesla electric car (high power induction machine) or the Renault
electric car (separately excited synchronous machine).
Due to limited global availability of rear ear magnets, especially of dysprosium, the costs of
this material are very high. Therefore OEMs and automotive suppliers are pushing the so
called magnet-less electrical machines. Besides high availability of material, this kind of
electrical machines offers, additional advantages for the automotive application:
- No breaking torque at the machine shaft in case of failure within the power
electronic
- No dragging torque e.g. if the machine is running in the idle mode
- Small temperature sensitivity
Furthermore the magnet-less machines, like induction and synchronous reluctance
machines are predestined for high speed applications in connection with a reduction gear,
in order to increase the power density (lower need for active material, e.g. copper) of the
electrical machines. Also the efficiency, related to a realistic driving cycle, will be
comparable to the efficiency of a permanent magnet excited synchronous machine.
The magnet-less electrical machines are therefore, especially for hybrid cars (Plug-In-
Hybrid, Range Extender) with an electrical drive at the rear- or front axle, a very
competitive solution for future developments.
 1. Introduction
The so-called magnet less electrical machines are no fundamental innovation in general.
For example the induction machine was the dominant machine variant in the electric
traction in the nineties. First prototype vehicles were also equipped with the separately
excited synchronous machine already at this time. The permanent magnet excited
electrical machine based on rare-earth magnets has been successful only with the
emergence of hybrid cars with transmission-integrated, disc-shaped machines, caused by
the higher power density. Due to the more compact construction, a trend in this direction
was viewable also at traction drives. Latest with the massive rise in prices and the limited
availability of the heavy rare-earth magnets, such as dysprosium, the call for magnet less
electrical machines got loud for some years, especially with regard to the mass production.
Magnetless electrical machines represent a real alternative from the system view,
especially at electrical axle drives in connection with a one or second-stage transmission,
particularly because they behave uncritically in comparison with the permanent excited
machines, e.g. in case of failure at certain driving situations. Also with regard to the
expected mass production, recycling magnet less machines can be handled comparatively
simple.
Given that at electrical traction drive the use of magnet less machines seems the most
sensible, in this contribution the focus will only be on this application case. Merely a
forecast is given for multi-pole, disc-shaped machines. Furthermore only magnet less
three-phase current machines will be contemplated. So-called switched reluctance
machines (SR) will not be considered, because they show a comparatively big torque
ripple and a relative high noise level. In addition, for the SR-machine, it is not possible to
use a standardized three-phase power electronics and with that no quantity effects can be
used.

2. Requirements on electrical machines particularly for axle drives

There are the following requirements on the electrical machines from the users view with
regard to the mass production:
High availability of the required materials
Simply recycling of the used materials
Robustness against the automotive environmental conditions
No undesirable side-effects in case of failure, such as overvoltages on the
connectors or braking torques at the motor shaft
No dragging torques at the so-called coupled motion of an electrical front or
rear axle, how it can be the case e.g. at a hybrid car
Comparatively convenient material and manufacturing costs, inclusive of sensors
High torque conformity at the motor shaft in the complete field of work
Low-noise operation
Optimal effectiveness related to a realistic driving cycle
 3. Technological trends in the electrical drive technology
Particularly at electrical drives in connection with a one or two-step transmission the
following trends can contribute the use in an advantageous way at some magnet less
electrical machines:

High speed concepts

The size of the active volume of the electric machine can be reduced here
appropriate to the gear ratio at perpetuation of the performance. This is equivalent
to an exchange of expensive active material to more convenient passive material.

High current concepts with current emphatic electrical machines

Given that the costs for the power electronics will further go down by trend, it makes
sense to consider this development also at the design of the electrical machine.
Furthermore the phase current can be extended and the number of turns of the
windings can be reduced with retention of the electric current loading. This is
equivalent to a higher power output in the upper speed range.

Inner rotor cooling with thermo management

The cooling circuit contains, besides the rotor of the electrical machine, also the
transmission so that a temperature exchange between the two assemblies can be
carried out in an advantageous way. Particularly this can be used at an
asynchronous machine in a profitable manner [1].

Trend to magnet less electrical machines with a high material availability and
comparatively low-priced material.

Furthermore new, concentrated winding topologies are in the development at present for
multi-pole, disc-shaped asynchronous machines [2], [3]. Till now concentrated windings/
single tooth winding are in use at this time only at multi-pole synchronous machines. The
single tooth winding has the advantage that the winding overhang can be kept
comparatively low in comparison to the building length of the machine (see Fig. 1).
 Winding overhang

a.) Winding overhang of multi-pole b.) Winding overhang at low-poled

synchronous machines with electrical machines with distributed
concentrated winding winding

Fig. 1: Winding overhangs of different winding topologies

Otherwise the single tooth winding has besides the main wave a wide harmonic wave
spectrum which, at present, restricts the use to multi-pole synchronous machines with
rotation speeds up to approximately 7000 rpm.
As already mentioned, there are current researches in progress, which are very promising
to establish single tooth windings at multi-pole, disc-shaped induction machines, too.
Target for using this kind of winding topology is to eliminate the harmonic wave spectra as
much as possible at least in the close range of the main wave. With that an induction
machine could be interesting for such application cases also at transmission integrated
machines, due to the shorter winding overhang.
Based on the separate excitation the separately excited synchronous machine cannot be
used for transmission integrated applications (see Fig. 5). Based on her filigrane rotor
structure (see Fig. 7), the synchronous reluctance machine will be only conditionally
applicable, as well.

4. Magnet less electrical three-phase machines

As already mentioned only magnet less three-phase machines which need a three-phase
inverter shall be considered here.

4.1. Induction machines

Induction machines are the most applied machine variant within the industry. For
automotive applications the induction machine will be used mainly as a high speed
machine in connection with a transmission. The size of a high speed machine will be
smaller compared to low speed machines with the same performance. Due to the lower
size also the use of expensive active material will be reduced.
Based on the relative simple rotor design (see Figure 3) the induction machine is
predestinated for high speed applications and will be a very competitive solution for such
applications. Also in case of failure within the power electronics no over voltages at the
machine terminals and no braking torques at the machine shaft have to be suspected. As
a magnet less machine the induction machine is not dependent on the availability on
comparatively expensive rear earth magnets either.

Summary of the main features of an induction machine:

- Excellent robustness
- High overload capability
- Operating behavior uncritical in case of failure
- Simple producibility, assembly friendly
- Comparable cost-efficient three-phase machine
- Disadvantages concerning the efficiency in the lower speed range and
advantages in the higher speed range
- No problems with magnet availability
- No dragging losses in idle speed
- Can also be used for transmission integrated applications as a disc-shaped
machine, especially by using a new winding topology [2], [3]

Fig. 2: Electrical drive with induction machine

Fig. 3: Rotor design of an induction machine with a squirrel cage (Al / Cu)

The torque of an induction machine in so called rotor flux coordinates can be indicated
with the following equation:
 (1)

T: Torque KA: Constant for induction machine

id: Current for flux generation iq: Current for torque generation

As in the equation (1) can be seen, the maximum torque is available if both currents are at
their maximum. In the so-called field-weakening range the id current has to be reduced in
order to avoid over voltages. Therefore the torque will also be reduced related to the
speed.

4.2. Separately excited synchronous machine

Since over 100 years the separately excited synchronous machine is well known.
Especially within power plants, the generators are mainly equipped with this kind of
electrical machines. In this kind of application the speed of the machine is fix and is
coupled to the supply frequency.
For automotive applications this kind of machine can only be used in connection with
inverters for feeding the stator winding and a device to feed the field winding in the rotor
(Fig. 4).
In Fig. 5 there is a rotor design depicted with a slip ring system. Another kind can be a
system with a so-called rotated rectifier to feed the field winding.

Summary of the main features of a separately excited synchronous machine:

- Less critical in case of a failure compared to permanent magnet synchronous
machines
- The thermal transfer from the isolated field winding, is problematic
- A protection of the field winding within the rotor against the centrifugal force is
needed
- An additional equipment for the magnetic field excitation is needed
- Relative high efficiency in the lower speed range and also with limited performance in
the higher speed range
- No dragging losses, because magnet less
- Unsuitable for transmission integrated applications in form of a disc-shaped machine
- Rotor position sensor is needed

Fig. 4: Electrical drive of a separately excited synchronous machine

The torque of a separately excited synchronous machine (pol oriented) can be indicated
with the following equation:

(2)

T: torque KF: Constant of SSM

iF: Current for field excitation
id: Current for flux excitation iq: Current for torque generation
Ld: Inductance in flux direction Lq: Inductance across to the flux direction

Equation (2) consist two parts. Part 1 represents the electromagnetic torque and part 2
the reluctance torque production. In the lower speed range until to the field weakening limit
the max. torque can be achieved according part 1 of equation (2).
Beyond the field weakening limit the field current iF has to be reduced in order to avoid
over voltages. Therefore also the torque will be reduced accordingly. If in the higher speed
range a higher torque should be applied, a reluctance torque could be also applied
according part 2 with an additional current id in the stator winding. But this current will
cause additional copper losses in the stator winding with an impact to the machine
efficiency.

Abb. 5: Rotor design of a separately excited synchronous machine (Design with slip ring
system)

4.3. Synchronous reluctance machine (SRM)

A further well known magnet-less machine variant in connection with an inverter will be
considered too (Fig. 6). The principal design of the rotor is similar to the design of IPM
(interior permanent magnet) machine with embedded permanent magnets, but without
magnets. This means, that the excitation of the rotor must be completely covered from the
stator current. Therefore the reactive current of the machine will be very high and the
power factor very low compared to another kinds of machines. The reason of a high
reactive current can be taken from rotor design. The rotor contains many iron less regions
in order to achieve a high difference between Ld and Lq (Ld >> Lq).
Summary of the features of the SRM:
- Uncritical in case of failure
- Very low rotor losses, that means no impact to the bearings
- No dragging losses in the idle speed
- Comparatively low cost solution, similar to the induction machine
- Concerning the rotor design only limited suitable for transmission integrated
applications
- Comparatively high phase currents
- Rotor position sensor is needed
- Power density comparatively low

Fig. 6: Electrical drive of a synchronous reluctance machine

Pol: d-Axis
Gap: q-Axis

Fig. 7: Typical rotor design for a synchronous reluctance machine

The torque of the SRM can be achieved in rotor flux coordinates as follows (3):

(3)

T: Torque KS: Constant of SRM

id: Current for flux generation iq: Current for torque generation
Ld: Inductance in flux direction Lq: Inductance across to flux direction
As shown in equation (3) above the field weakening limit, the i d current hast to be reduced
in order to avoid over voltages. Therefore also the torque will be lower according the id
current reduction.

As mentioned before, this kind of machine needs a comparatively high phase current and
therefore high copper losses in the stator winding will appear.

5. Abstract and forecast

In principle all 3 considered magnet less machine variants are suitable for electrical
traction drive. A comparison of some system aspects was carried out in [4], [5]. If for the
future mass production the technical trends are considered, the induction machine has the
greatest potential of the magnet less machines for use as axle drive for hybrid and electric
vehicles.

Furthermore the multi-pole disc-shaped induction machine could play a certain role for
transmission integrated, low-cost application cases, especially with a minimal
electrification. In connection with a new single tooth winding [1], [2], what implies a smaller
winding overhang and with that a shorter overall length, additional application fields could
be opened up here.
 6. References

[1.] Berger, M.; Kalmbach, K.; Steinz, J.; Schiefer, M.; Bucher, P.; Racky, B.:
Thermomanagement von integrierten Elektroantriebsstrngen
In Schfer, H.: Trends in der elektrischen Antriebstechnologie fr Hybrid und
Elektrofahrzeuge
Renningen: expert Verlag, 2012, S. 175 188

[2.] Moros, O.; Gerling, D.:

New 30 Teeth / 14-Poles Concentrated Winding For Use in Induction Machines:
In Schfer, H.: Elektrische Antriebstechnologie fr Hybrid- und Elektrofahrzeuge
Renningen: expert Verlag, 2014, S. 352 361

[3.] Dajaku, G.; Gerling, D.:

Novel Winding Topologies for Synchronous and Asynchronous Machines:
In Schfer, H.: Elektrische Antriebstechnologie fr Hybrid- und Elektrofahrzeuge
Renningen: expert Verlag, 2014, S. 362 376

[4.] Thaler, W.; Heinz, St.:

Synchronmaschine mit Reluktanzmomentnutzung:
In Schfer, H.: Elektrische Antriebstechnologie fr Hybrid- und Elektrofahrzeuge
Renningen: expert Verlag, 2014, S. 260 276

[5.] Hackmann, W.; Weseler, M.; Pitarevic, N.; Schmid, R.:

Comparison of the Performance Capabilities and Impacts on Production of the
different E-traction Motors: Synchronous Machine, PM Machine; Induction Machine
and Reluctance Machine:
In Schfer, H.: Elektrische Antriebstechnologie fr Hybrid- und Elektrofahrzeuge
Renningen: expert Verlag, 2014, S. 334 - 351