2013 International Conference on Electrical Machines and Systems, Oct.

26-29, 20l3, Busan, Korea

A New Coaxial Magnetic Gear Using Stationary

Permanent Magnet Ring
Xianglin Li1,3, K. T. Chau2, Ming Cheng!', Wei Hua\ Yi Du!
I School of Electrical Engineering, Southeast University, Nanjing 210096, China

2 Department of Electrical and Electronic Engineering, The University of Hong Kong, Hong Kong, China
3 Department of Mechanical Engineering, The University of Wisconsin, Madison, United States

E-mail: mcheng@seu.edu.cn

Abstract - This paper proposes a new topology of coaxial improved CMG topologies have been successively proposed
magnetic gear (CMG) using stationary permanent magnet ring to obtain a better performance [5]-[8]. However, it should be
(PMR) between the permanent-magnet (PM) inner rotor and the noted that the outer rotor of all available CMGs consists of the
salient-pole outer rotor without PMs, aiming at improving the
iron core and PMs, which are rather vulnerable by high torque.
robustness of the outer rotor while the torque density is
maintained. The fundamental operation of the proposed topology
The purpose of this paper is to present a new topology of
is the modulation of the magnetic field produced by the PMR due CMG using stationary permanent magnet ring (PMR).
to the outer-rotor salient poles, such that appropriate harmonics Compared with the CMGRM, the key of the proposed design
having the same number of poles as the PM inner rotor can be is to employ the stationary PMR between the PM inner rotor
produced in the inner airgap. By using the finite element method and the salient-pole outer rotor without PMs, aiming at
(FEM), the airgap flux density and static characteristics of the
improving the robustrIess of the outer rotor while the torque
proposed CMG are analyzed. Moreover, a quantitative
comparison between the conventional CMG and the proposed
density is maintained. In section II, the configuration of the
one is conducted to verify the validity of the proposed design. proposed topology will be described. Section III will be
devoted to introducing the principle of operation. Then, the
I. INTRODUCTION static characteristics of the proposed topology as well as the
Magnetic gears (MGs) offer some definite advantages of comparison with the CMGRM will be discussed in section IV.
Finally, conclusions will be drawn in section V.
reduced acoustic noise, minimum vibration, free from
maintenance, improved reliability, inherent overload
protection, and physical isolation between the input and output II. CONFIGURATION
shafts. However, for a long time the MGs have received The configurations of the proposed CMGs are shown in Fig.
relatively little attention, probably due to the relative 2, which consist of three main parts: the inner rotor, the outer
complexity and poor torque capability [1], [2], in which only a rotor, and the stationary PMR between the two rotors. The
fraction of permanent magnets (PMs) contribute to torque inner rotor adopts salient-pole surface-mounted PM structure
transmission at any instant. ..... : magnetization direction
..... : magnetization direction
Permanent
Outer rotor magnets
Outer airgap
Flux barrier
Stationary ring

Permanent
magnets Inner airgap
Permanent
Inner rotor magnets

(a)
Fig. I. Configuration ofCMGRM.
Permanent
magnets
Recently, based on field modulation principle, the coaxial
F e r r o m a g ne
magnetic gear (CMG) installed with radially magnetized (RM) pieces
PMs (termed as the CMGRM as shown in Fig. 1) has been
proposed [3], [4]. Due to adopting the coaxial structure, the
utilization of PMs can be greatly improved, coupled with the
use of the high-performance neodymium iron born (NdFeB) Permanent
PM materials, leading to a higher torque density comparable magnets
with that of the mechanical gear. Subsequently, by changing (b)
the arrangement of PMs on the inner or outer rotor, some Fig. 2. Proposed CMG topologies. (a) CMG-PMRRM. (b) CMG-PMRTM.

978-1-4799-1447-0/13/$3l.00 2013 IEEE

634
to save iron and PM materials while the torque density is
maintained. The outer rotor employs a simple salient-pole
structure without PMs to improve the mechanical robustness.
In order to produce an effective magnetic field for torque
transmission, the stationary PMR can be designed as two
different structures. Fig. 2(a) shows the CMG with the PMR
employing radially magnetized (RM) PMs (termed the CMG
PMRRM), between which the flux barrier is filled to fix PMR
and reduce flux leakage. While Fig. 2(b) shows the CMG with
the PMR adopting tangentially magnetized (TM) PMs (termed
the CMG-PMRTM), which has an improved torque density
due to the flux-concentrating effect.
III. PRINCIPLE OF OPERATION
The fundamental operating principle of the proposed CMGs
is the modulation of the magnetic field produced by the PMR
due to the outer-rotor salient poles, such that appropriate
harmonics having the same number of poles as the PM inner
rotor can be produced in the inner airgap. Therefore, the
flux density of a CMG-PMRRM with N/Ps=13111 is analyzed
to verify the theoretical analysis. A similar analysis is also
suitable for the CMG-PMRTM. For the analyzed CMG
PMRRM, the outside radius and inside radius of the outer
rotor are 52 rum and 39 rum, respectively, and the outer airgap
length and the radial thickness of the PMR are 0.5 mm and 3.5
rum, respectively. Fig. 3 shows the radial flux density
waveform and its harmonic spectrum in the inner airgap
produced only by the PMR due to the outer-rotor salient poles.
It can be observed that although the amplitude of flux density
component with pole-pair number equal to Ps or 3ps is very
large, they are stationary according to (2). The largest
asynchronous high-speed harmonic with pole-pair number (Nr
- Ps) as "effective harmonic" is used to interact with the PM
inner rotor for torque transmission. Therefore, it confirms that
the outer-rotor salient poles can modulate the flux field
produced by PMR from the number of pole-pairs Ps to (Nr-
Ps) in inner airgap.
1.2 r------...,

number of pole-pairs of the modulated flux density space

0.8
harmonics in the inner airgap is given by:
E 0.4
Pm,n= I mps + nNr l q
0
(m = 1,3,5,... ,+=;n = O,1,... ,=) (I) "0

-0.4
and the corresponding rotational velocity of the flux density
space harmonics is followed by:
nNr -1.2 '----"'-----'--'
OJm,n= OJr o 60 120 180 240 300 360
(2)
mps +nNr Angle (mech.deg.)
where p" N" and Wr are the pole-pair number of the PMR, the (a)
outer-rotor salient-pole number and the outer-rotor rotational 1.2

velocity, respectively, and m, n are the constants. p,

From (2), it can be seen that the space harmonics with pole
"
0.8
pair number equal to mps, namely n=O, are stationary, whereas 8
"
"0 0.6
the other space harmonics, namely n*O, are rotary, whose .
0.
rotational velocities are different from that of the outer rotor. E 0.4

P'
A
In order to achieve speed reduction from the inner rotor to the
0 2
outer rotor, the number of pole-pairs on the PM inner rotor
must be equal to that of a space harmonic whose pole-pair 0
0
X 5 10 15 20
N,+p,

number is less than the salient-pole number of the outer rotor.
Since the combination of m=l, n=-l results in the largest
asynchronous high-speed harmonic, the number of pole-pairs
on the PM inner rotor must be equal to (Nr-ps) for achieving a
higher torque transmission capability. The rotational velocity
of the PM inner rotor is then given by
OJ i= OJr (3)
Nr- Ps
The corresponding speed relationship between the two
rotors can be expressed as
Nr
Gr =!!!.=
.i
N (4)
OJr r - Ps
where Gr is the so-called "gear ratio". The positive sign in (4)
denotes that the two rotors rotate in the same direction.
Equation (4) also indicates that, for a definite G" there are
many feasible combinations of Nr and Ps.
By using the finite element method (FEM), the inner airgap
25 30 35 40 45 50
5p,
A
55 60
Number of pole-pairs
(b)
Fig. 3. Radial flux density in inner airgap produced only by PMR due to outer
rotor salient poles. (a) Waveform. (b) Harmonic spectrum.
IV. STATlC PERFORMANCES ANALYSlS AND COMPARISON
A. Static Performances
The torque transmission characteristics of the proposed
CMGs can be calculated with the help of FEM. The
specifications of the proposed CMGs are listed in Table I, in
which the two types of CMG topologies are individually
optimized under the same overall diameter, axial length and
airgap lengih. By keeping the outer rotor stationary and
rotating the inner rotor step by step, the torque-angle
characteristics of the CMG-PMRRM are simulated as shown
in Fig. 4(a) and (b), for the gear ratios of 6.5:1 and 7:1,
respectively. It can be seen that all the torque-angle curves
vary sinusoidally, in which the maximum torque value denotes

635
the pull-out torque. Fig. 4(a) indicates that the pull-out torques Namely, the smallest common multiple between the number of
on the inner and outer rotors are 7.2 Nm and 46.6 Nm, pole-pairs on the PM inner rotor and that on the PMR reflects
respectively. Their ratio is 46.6/7.2 equal to 6.47, which has a the fundamental order of the cogging torque on inner rotor,
good agreement with the gear ratio of 6.5:1 as governed by which means that the smaller the smallest common multiple,
(4). Similar conclusion can be drawn from the Fig. 4(b) for the the higher the cogging torque. From Fig. 4 and Fig. 5, it can
CMG-PMRRM with the gear ratio of 7:l. also be found that there is no difference between the phase
TABLE I angles of the outer and inner-rotor torque-angle curves. This
SPECIFICATIONS OF PROPOSED CMG TOPOLOGIES implies that the two rotors rotate in the same direction, which
CMG- CMG- is in accordance with (4).
CMG topology
PMRRM PMRTM
80
Number of salient-poles on outer rotor,N, 13/14 outer rotor -+- inner rotor
60
Number of pole-pairs on stationary PMR,Ps 11112 E
40
Number of pole-pairs on PM inner rotor,P, 2 b
20
Gear ratio, G, 6.5:117:1 .8
Outside radius of outer rotor [mm] 52 2 0
c
o
Inside radius of outer rotor [mm] 39 38.5
g
Yoke thickness of outer rotor [mm] 7 8.5 2' -40

Radial thickness of stationary PMR [mm] 3.5 4.5 -60

Radial thickness ofPMs on inner rotor [mm] 5 4 -80 ---- -- ---- ------ ------ ----- - ----
1 10 3 00
36 0
0 60 20 8 240
Inside radius of inner rotor [mm] 12
Angle between pole axes (elec.deg.)
Airgap length [mm] 0.5
(a)
Axial length [mm] 100
80 ,-------,
Remanence ofsintered NdFeB [T] 1.25 outer rotor
60

6o ,-------,
E 40
b
-----'IE-- outer rotor ---4- inner rotor co

c;
E "2 0
b 20 c
o
OJ
co

::l

c
0 2'
o
-40
0 I-
-60
OJ -20
::l
2' -80 L ------ ---- ------ ----
0 120 1 0 - ----3
- -----3-J
0 60 8 240 00 60
I- -40
Angle between pole axes (elec.deg.)
-60
0 60 120 180 240 300 360 (b)
Angle between pole axes (elec.deg.) Fig. 5. Torque-angle characteristics ofCMG-PMRTM with different gear
ratios. (a) N,=I3,Ps=lI, G,=6.5: I. (b) N,=14,Ps=12, G,=7:1.
(a)
B. Comparison with CMGRM
---4- inner rotor
E Compared with the conventional CMGRM, the merit of the
b proposed CMGs is the improved mechanical robustness of the
co

outer rotor by employing the simple salient-pole-iron structure

c
0 without PMs. However, a quantitative comparison with the
0
'" -20 CMGRM is still necessary to critically assess the
::l
2' performances of the proposed CMGs.
0
I- -40
TABLE 1\
-60 SPECIFICATIONS OF COMPARED CMGRM
0 60 120 180 240 3 00 360

Angle between pole axes (elec.deg.) Parameters Value

(b) Number of pole-pairs on outer rotor,PI 13/14
Fig. 4. Torque-angle characteristics ofCMG-PMRRM with different gear Number offerromagnetic pole-pieces,Ns 15/16
ratios. (a) N,=13,Ps=ll,G,=6.5:1. (b) N,=14,Ps=12, G,=7:1. Number of pole-pairs on inner rotor,Ph 2
Gear ratio 6.5:117: 1
Similar method is also suitable for the performance analysis
Outside radius of outer rotor [mm] 52
of the CMG-PMRTM. Fig. 5 shows the torque-angle
Inside radius of outer rotor [mm] 39.7
characteristics of the CMG-PMRTM with the gear ratios of
Radial thickness of outer-rotor PMs [mm] 3
6.5:1 and 7:1. Compared with the CMG-PMRRM, it can be
Radial thickness of stationary ring [mm] 8
observed that the torque-angle curves of the CMG-PMRTM Radial thickness of inner-rotor PMs [mm] 3.5
have some distortion, especially for the inner-rotor torque Inside radius of inner rotor [mm] 12
angle curve with the gear ratio of 7:1, which can cause a Airgap length [mm] 0.5
driving fluctuation. This is due to that the PMR of the CMG Axial length [mm] 100
PMRTM adopts the interior PM arrays, and the salient-pole Remanence ofsintered NdFeB [T] 1.25
effect results in a significant cogging torque on the inner rotor.

636
 Table II shows the detailed specifications of an optimized is over 27% larger than the CMG-PMRRM. However, from
CMGRM. To allow a fair comparison, the CMGRM has the the view of the pull-out torque per PM volume, the CMG
same overall diameter, airgap length and axial length as the PMRTM is about 20.5% and 64.4% larger than the CMGRM
proposed CMGs. Fig. 6 shows the corresponding torque-angle and the CMG-PMRRM, respectively, which makes the CMG
characteristics of the CMGRM with the gear ratios of 6.5:1 PMRTM dominant especially facing the high cost of PM
and 7:1. It can be found that for the 7:1 CMGRM, the inner materials at present.
rotor torque-angle curve has a serious distortion, mainly due to TABLE 1Il
that the smallest common mUltiple between the number of COMPARISON OF PROPOSED CMGs WITH CMGRM
ferromagnetic pole-pieces Ns and the number of poles on the CMG- CMG-
inner rotor 2Ph is too small, which causes a large cogging CMG topology CMGRM
PMRRM PMRTM
torque on the inner rotor [4]. Different from the proposed Total PMs volume [cm3] 135.5 105.6 141.3
CMGs, there is a 7[ difference between the phase angles of the Total gear volume [cml] 849.5
inner and outer-rotor torque-angle curves, which implies that Pull-out torque on 0,=6.5:1 46.6 59.7 66.3
the two rotors rotate in opposite directions. outer rotor [Nm] 0,=7:1 49 63.4 66.8
80 r-------,
THD of outer-rotor 0,=6.5:1 2.3 9.64 2.24
60
torque-angle curve [%] 0,=7:1 2.36 9.7 3.18
E 40
THD of inner-rotor 0,=6.5:1 2.25 11.83 4.86
t; 20
B torque-angle curve [%] 0,=7:1 2.85 29.32 44.59
2 0
" Pull-out torque per 0,=6.5:1 54.86 70.28 78.05
o

gear volume [kNmlml] 0,=7:1 57.68 74.63 78.63

outer rotor ---+- inner rotor Pull-out torque per PM 0,=6.5:1 343.91 565.34 469.21
volume [kNm/ml] 0,=7:1 361.62 600.38 472.75
60 120 180 240 300 360

Angle between pole axes (elec.deg.)

V. CONCLUSIONS
(a)
80 In this paper, based on field modulation principle, a new
60 topology of CMG using stationary PMR between the PM inner
E 40 rotor and the salient-pole-iron outer rotor has been presented

20 and analyzed. The greatest merit of the proposed CMGs is the
'"

2 0 adoption of the salient-pole-iron outer rotor without PMs to

"
0
20
<1.)
:::l
2" 40
0
I-< outer rotor ---+- inner rotor
60
60 120 180 240
Angle between pole axes (elec.deg.)
(b)
Fig. 6. Torque-angle characteristics ofCMGRM with different gear ratios.
(a) Pl=I3,Ph=2, 0,=6.5:1. (b) Pl=14,Ph=2, 0,=7:1.
Table III summarizes the comparison results, with emphasis
on the pull-out torque, torque density and total harmonic
distortion (THD) of the torque-angle characteristics. It can be
observed that although the pull-out torque and torque density
of the CMG-PMRRM are relatively low, its inner-rotor
torque-angle characteristics with different gear ratios are
always very sinusoidal, which means that it can achieve a high
torque transmission stability. On the other hand, due to the
influence of salient-pole effect of the stationary PMR in the
CMG-PMRTM and that of the stationary ring in the CMGRM,
the distortion of their inner-rotor torque-angle curves is very
sensitive to the choice of the gear ratio. The THD of torque
angle characteristics listed in Table III is a strong evidence for
this conclusion.
From Table III, taking the CMGs with 6.5: I gear ratio for
example, the comparison of the pull-out torque density
indicates that concerning the pull-out torque per gear volume,
the CMG-PMRTM is almost the same as the CMGRM, which
improve the mechanical robustness. By using FEM, the static
characteristics of the proposed CMGs are simulated and
compared quantitatively with those of a conventional
CMGRM. The results show that the CMG-PMRRM has a
300 360
more stable torque transmission ratio, and that the CMG
PMRTM consumes less PM materials, namely has a higher
torque per PM volume while maintaining the torque per gear
volume compared to the CMGRM.
The proposed CMGs will be optimized and prototyped. The
corresponding parametric optimization and experimental
results will be the substance for our future paper.
ACKNOWLEDGMENT
This work was supported in part by a "973" Program of
China (Project No. 2013CB035603) and a grant (Project No.
BK2010013) from Innovative Scholar Ascent Program of
Jiangsu Province, China.
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