Abstract
This paper focuses on the development and optimization of a special hybrid electric vehicle arrangement known as a four-quadrant rotary converter. The introduction summarizes the main advantages and disadvantages of existing topologies in radial and axial flux arrangements. Based on previous experience, we developed a novel axial flux arrangement that eliminates the problems and disadvantages associated with existing radial flux solutions. In addition, this paper evaluates and subsequently describes the optimization of permanent magnet parameters in an axial flux rotary converter unit. A number of 3D finite element method optimizations were performed to find the optimal mass distribution of permanent magnets on the frontal area of the outer rotor in the axial flux rotary converter unit. The optimization involved the permanent magnets’ material, shape, and thickness in order to achieve maximal efficiency of the entire unit while leaving its nominal output power and speed unaffected. The results show an increase in the overall theoretical efficiency of the outer rotor unit from 90.2% to 94.4% following the optimization.
Highlights
The upper efficiency limit of an internal combustion engine (ICE) can be derived from the Carnot cycle
This mode is used when the hybrid electric vehicles (HEVs) is started from a standstill, is traveling loaded at low speeds, or generally when the ICE’s optimal operation point is at a higher speed than that required of the final gear
The PM optimization analysis presented in this paper proves the optimal width of permanent magnets located between the outer and inner rotor radius
Summary
The upper efficiency limit of an internal combustion engine (ICE) can be derived from the Carnot cycle. For an ICE to reach maximal efficiency during active operations and in all possible driving situations, full control of its torque and speed independent of each other is necessary [3,4] This requirement is met by series hybrid arrangements, only at the cost of total mechanical energy being transformed to electricity and back, with power losses during each conversion. The main disadvantages of solutions [6,7] lie in the relatively high mechanical stress placed on the outer rotor structure, the considerable thermal stress placed on the winding and insulation of the inner rotor, problematic cooling, and the need for frequent maintenance of the slip rings These and similar technical issues, along with the detection of stator turn short-circuits, are discussed in [8,9]
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