> CEFC2010-1849-34P12 < 1

Independent Control and Function Validations of a Compound-

Structure Permanent-Magnet Synchronous Machine Used for HEVs
Ranran Liu, Ping Zheng*, Senior Member, IEEE , Chengde Tong, Jing Zhao, Qian Wu, and Shukang Cheng

Department of Electrical Engineering, Harbin Institute of Technology, Harbin, 150080 China

A compound-structure permanent-magnet synchronous machine (CS-PMSM) is an electromagnetic transmission used in hybrid

electric vehicles (HEVs) which helps an internal combustion engine (ICE) to operate with optimum efficiency, thus reducing fuel
consumption and emission. It integrates two electric machines structurally, which may induce the magnetic interference between the
two machines and cause control complexity. The design principle and method to realize magnetic decoupling are employed, and a
prototype machine was designed. The feasibility of two machines’ independent control based on the magnetic decoupling is validated
by experimentally comparing the two machines’ mutual influence. Also, the CS-PMSM with different operating modes is tested and its
function to act as starter motor, generator and to help the ICE operate at optimum efficiency is validated.

Index Terms—Compound-structure permanent-magnet synchronous machine (CS-PMSM), experimentally, function validation,

independent control.

efficiency region independent of the road condition.

I. INTRODUCTION FIG. 1 HERE

A BREED of electromagnetic transmission, which could

realize the power split in the power-split hybrid drive
system by means of combining two electric machines without
mechanical gears, attracted great interest for researchers and
has been investigated in some academic research programs [1-
5]. One important advantage of this kind of electromagnetic
transmission is that a high degree of integration can be
achieved between the two machines. However, this integrating
characteristic brings special issue-magnetic coupling, which
would make modeling and effective control much more
complicated than conventional electric machines.
In this paper, a compound-structure permanent-magnet
synchronous machine (CS-PMSM), which belongs to the
electromagnetic transmission described above and is also
called four-quadrant transducer in [2], is investigated. The
feasibility of independent control based on the magnetic
decoupling and CS-PMSM functions are discussed.
II. CS-PMSM
A. CS-PMSM System Description
The CS-PMSM is to realize the power split in the hybrid
driveline. The schematic diagram of the CS-PMSM hybrid
drive system is shown in Fig. 1. It consists of an internal
combustion engine (ICE), a group of batteries, two inverters, a
CS-PMSM, and a reduction gear. The key part CS-PMSM is
inserted between the ICE and the reduction gear, which
comprises three parts: an inner rotor with three-phase
windings (fed via slip rings), an outer rotor with the radially-
magnetized permanent magnets on both sides, and a stator
with three-phase windings. The inner rotor and outer rotor
with inner permanent magnets operate as one machine called
double-rotor machine (DRM), and the stator and outer rotor
with outer permanent magnets operate as another machine
called stator machine (SM). The DRM transfers the ICE
torque unchanged to the load and provides the speed
difference, and the SM provides the torque difference from the
ICE to the load, so the ICE can operate within optimum
B. Design for Magnetic Decoupling
As shown in Fig. 1, the outer rotor is a structural and
magnetic common part of the DRM and SM, so the magnetic
fields of the DRM and SM are coupled in the outer rotor. To
realize magnetic decoupling is to avoid mutual influence of
the two machines’ magnetic fields, i.e., to avoid the SM
magnetic field entering the inner air-gap, and vice verse. That
means the outer rotor should not be saturated.
The outer rotor bears the magnetic field of two machines
and in order to design the outer rotor as thin as possible, the
design method is proposed as follows:
(1) Same pole number and consistent magnetization are
adopted for the two layers of permanent magnets to make the
main magnetic fields of the DRM and SM provided by the
inner and outer permanent magnets counteract each other in
the outer rotor, consequently avoiding the saturation.
(2) The influence of armature reaction should also be
considered for load operation. When the magnetic motive
force’ (MMF) directions of the inner-rotor windings and stator
windings are opposite, the armature magnetic fields of the
DRM and SM are added in the outer rotor, which would be
most dangerous to induce the outer-rotor saturation, thus this
situation should be considered during the machine design and
the outer-rotor saturation should be avoided.
C. Mathematical Model Based on Magnetic Decoupling
A 20kW radial-radial flux prototype machine of the CS-
PMSM was designed based on the above principle and
manufactured, as shown in Fig. 2. The rated power of the
DRM and SM are both 10kW, and the rated speeds are both
3000rpm. The magnetic decoupling is carried out.
FIG. 2 HERE
Based on the magnetic decoupling, the magnetic fields of
the two machines can be regarded as decided by their
respective excitation and armature reaction. The flux-linkage
equations of the inner-rotor and stator windings can be
expressed as (1)-(4).
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ψ ird = Lird iird + ψ if (1) III. EXPERIMENTAL EVALUATION OF INDEPENDENT-CONTROL

FEASIBILITY
ψ irq = Lirq iirq (2) The magnetic decoupling is carried out and the DRM and
SM are separately controlled. The feasibility of the magnetic
ψ sd = Lsd isd + ψ of (3) decoupling and independent control is discussed by
investigating the mutual influence of the two machines, i.e.,
ψ sq = Lsq isq (4) when changing the operation condition of one machine, the
electromagnetic torque of another machine is compared.
where the d- and q-axis flux linkages of the inner-rotor and The relation of the DRM electromagnetic torque and its
stator windings are presented as Ψird, Ψirq, Ψsd and Ψsq. Ψif and output torque is shown as (13).
Ψof are the flux linkages produced by the inner and outer TDRM = Tinput + Tloss − DRM (13)
permanent magnets. Lird, Lirq, Lsd, Lsq are the d-axis and q-axis
inductances of the DRM and SM. The d- and q-axis currents where TDRM, Tinput, and Tloss-DRM are the DRM electromagnetic
of the inner-rotor and stator windings are denoted with iird, iirq, torque, the measured torque via the torque/speed sensor at the
isd and isq. input shaft (the DRM output torque), and the converted torque
Based on the magnetic decoupling, the DRM and SM can of the DRM loss. If the DRM operates at a fixed condition, the
be controlled separately. The DRM and SM voltage equations DRM loss and its converted torque Tloss-DRM would keep
are shown as (5)-(8). constant, so the SM effect on the DRM electromagnetic torque
d can be indirectly evaluated by observing the SM effect on the
uird = Rir iird + ψ ird − (ωor − ωir )ψ irq (5) measured torque at the input shaft.
dt
The DRM operates with 32Nm and at 1000rpm. The
d influence of the SM at different operating condition on the
uirq = Rir iirq + ψ irq + (ωor − ωir )ψ ird (6) DRM output torque is compared in Table I. It can be seen that
dt
the SM has little effect on the measured torque at the input
d shaft, which indicates that the SM has little effect on the DRM
u sd = Rs isd + ψ sd − ωorψ sq (7) electromagnetic torque.
dt
TABLE 1 HERE
d Another torque/speed sensor between the CS-PMSM and
u sq = Rs isq + ψ sq + ωorψ sd (8) the load could measure the torque at the output shaft, which is
dt
the sum of the DRM and SM torques, as shown in (14).
where uird, uirq, usd and usq are the d- and q-axis voltages of the TSM + TDRM = Toutput + Tloss − SM + Tloss − mech ( inner ) (14)
inner-rotor and stator windings. The resistances of the inner-
rotor and stator windings are denoted with Rir, Rs. ωir and ωor where TSM, Toutput, Tloss-SM, and Tloss-mech(inner) are the SM
are the electrical angular speed of the inner and outer rotors. electromagnetic torque, the measured torque via the
Further, the electromagnetic torques produced by the DRM torque/speed sensor at the output shaft, the converted torque of
and SM TDRM and TSM can be expressed as (9) and (10). the SM loss, and the outer-rotor converted torque of the
mechanical loss between inner rotor and outer rotor.
3
TDRM = pDRM (ψ ird iirq − ψ irq iird ) (9) When the DRM operates with no load and produces no
2 torque, the measured torque at the output shaft is just the SM
output torque. If the SM operates at a fixed condition, the SM
3
TSM = pSM (ψ sd isq − ψ sq isd ) (10) loss and its converted torque Tloss-SM would keep constant, and
2 the decreased torque Tloss-mech(inner) is quite small which can be
where pDRM and pSM are the pole pair numbers of the DRM and neglected, so the DRM effect on the SM electromagnetic
SM. torque can be indirectly evaluated by observing the DRM
The CS-PMSM has different torque equations compared to effect on the measured torque at the output shaft.
conventional machines, as it has two mechanical ports. For the The SM keeps operating with 32Nm and 3000rpm. The
shaft connected to the ICE and the shaft connected to the load, influence of the DRM with no load and at different speeds on
the torque equations are shown as (11) and (12), respectively. the SM is shown in Table II. It can be seen that the DRM no-
load operation has little effect on the measured torque at the
1 d ωir
TICE = TDRM + J ir (11) output shaft, which indicates that the DRM no-load operation
pDRM d t has little effect on the SM electromagnetic torque.
TABLE II HERE
1 d ωor When the DRM operates with load, the SM electromagnetic
TDRM + TSM = TL + J or (12)
pSM d t torque can be also expressed as (15), which is obtained by
inputting (13) into (14).
where TICE is the ICE torque, and TL is the load torque. Jir and TSM = Toutput − Tinput + Tloss − SM + Tloss − mech ( inner ) − Tloss − DRM (15)
Jor are the inner-rotor and outer-rotor moments of inertia.
> CEFC2010-1849-34P12 <
It can be seen from (15) that the decisive factors for
evaluating the SM electromagnetic torque are the measured
torques at the output and input shafts and the converted torque
of the DRM loss. Due to it is very difficult to precisely
measure and calculate the DRM loss, whose converted torque
is thus difficult to be calculated within the very small error,
the effect of the DRM load operation on the SM is difficult to
evaluate. However, the conclusion that the DRM has little
effect on the SM magnetic field indicates that the DRM would
have little effect on the SM electromagnetic torque [6].
On the other hand, when the DRM and SM operate together
steadily, the measured torques via the torque/speed sensor at
the input and output shafts have little fluctuation, which also
indicates the feasibility of magnetic decoupling and
independent control. Thanks to this feasibility, the CS-PMSM
functions can be proven by experiments, which are shown in
part IV.
IV. EXPERIMENTAL VALIDATION OF THE CS-PMSM
FUNCTIONS
The CS-PMSM not only has the function of adjusting the
speed and torque from the ICE to the load which could help
the ICE operate within optimum efficiency region, but also
can act as starter motor and allow regenerative breaking. The
process of a hybrid electric vehicle from starting to a stop
which could contain the CS-PMSM various functions is
designed and carried out on the test bench, the tested torque
and speed curves are shown in Fig. 3 and 4, respectively. The
whole process is divided into 9 intervals, which are described
as followed.
FIG. 3 HERE
FIG. 4 HERE
1) Interval I: Only the SM provides the demanded torque to
drive the vehicle from 0 to 1000rpm. This operating mode
happens when the demand of engine power is low, such as
when starting or running at light load, and when the battery
status of charge (SOC) is high. The SM can use the battery
power to drive the vehicle, thus avoiding the ICE operating at
low-speed and low-torque region which has quite low
efficiency.
2) Interval II: If the battery SOC is low when the vehicle
starts, the ICE is driven to the required speed for ignition
firstly by the DRM which works as starter motor, as shown in
Fig. 3 and 4 II(1). Then the ICE operates and provides power,
of which one part is to drive the vehicle and one part is to
recharge the battery via the DRM, and the DRM switches to
generating operatoin, as shown in Fig. 3 and 4 II(2).
3) Interval III: After the ICE runs into its optimum
efficiency region, DRM can operate in the electromagnetic
clutch condition at speed of 0 rpm, and the DRM only
transfers the ICE torque.
Here we suppose the ICE can operate with optimum
efficiency at 1500rpm and 30Nm. In the next four intervals we
will validate the speed-adjustment and torque-adjustment
funtion of the DRM and SM for keeping the ICE operate with
optimum efficiency.
4) Interval IV: As shown in Fig. 3 and 4, both the SM and
3
DRM operate as motor to increase the torque and speed from
the ICE output to the load. This operating mode can provide a
better accelerated performance at high speeds with the battery
adding its power.
5) Interval V: In this operating mode the SM operates as
motor to increase the torque while the DRM operates as
generator with negative speed. This case is used when the
vehicle is at low speed and heavy loads, or meets with uphill
path, the vehicle can ensure a full acceleration to provide a
smooth and powerful response. This mode realizes the low-
gear function of gearbox.
6) Interval VI: If the battery SOC is low and the battery
needs immediate charging, both machines can operate as
generator. In this case the ICE is working with a higher speed
and torque than what are required by the load, as shown in Fig.
3 and 4.
7) Interval VII: In this case the SM operates as generator to
decrease the torque and the DRM operates as motor due to the
increased speed. The situation may happen when the vehicle
meets with the downhill path. This operating mode realizes the
high-gear function of gearbox.
8) Interval VIII: This interval shows the decelerating and
breaking of the vehicle. In this case the ICE and DRM shut off,
then the SM provides a breaking torque to make the vehicle
speed down and acts as a generator to recharge the battery. As
a permanent-magnet machine acts as the vehicle load on the
test bench, the decelerating time is very short and the breaking
torque of the SM should be limited to prevent the load
machine reversely speeding up.
9) Interval IX: When the vehicle is stopped and the battery
SOC is low, the ICE can run only to charge the battery by
operating the DRM as a generator. So the hybrid electric
vehicle with the CS-PMSM system does not have to be
plugged in for recharging.
As the prototype machine is quite downsized and can only
provide small torque, and on the test bench two electric
machines are used to replace the ICE and the load, which have
much faster response than the actual vehicle, the torque and
speed values in Fig. 3 and 4 are not consistent with the actual
situation as well as the accelerating and decelerating time are
both quite short. However, the operating modes of the CS-
PMSM are the same as the actual ones and the functions of the
CS-PMSM acting as starter motor, regenerative breaking, and
helping the ICE operate at optimum efficiency point are
validated by the tested results.
V. CONCLUSION
The CS-PMSM used in HEVs is investigated. The design
method to realize the magnetic decoupling is employed and a
prototype machine was manufactured. The mathematical
model based on the magnetic decoupling is presented and the
independent control of the SM and DRM is performed.
The feasibility of the magnetic decoupling and independent
control is discussed by comparing the mutual influence of the
DRM and SM at different operating conditions. The
experimental results show that one machine is little affected
by another machine, thus the magnetic decoupling and
> CEFC2010-1849-34P12 < 4

independent control of two electric machines are viable. TABLE II

MEASURED OUTPUT TORQUE AT DIFFERENT DRM OPERATING CONDITIONS
The test bench to simulate the hybrid driveline is set up, and
Measured Torque at the
the CS-PMSM with different operating modes is tested. The DRM Operating Conditions
Output Shaft（Nm）
functions of the CS-PMSM acting as starter motor,
no operation 31.035
regenerative breaking, and helping the ICE operate at no-load operation at 0rpm 31.686
optimum efficiency point are validated by experimental results. no-load operation at 2000rpm 31.157

ACKNOWLEDGMENT
This work was supported in part by the 863 Plan of China 40
ICE Torque
under Project 2006AA05Z231, in part by National Natural 30

Torque (Nm)
20
Science Foundation of China under Project 50577011, and in 10
part by Program for New Century Excellent Talents in 0

University under Project NCET-06-0347. -10

0 100 200 300 400 500 600 700
Time (s)

40
REFERENCES 30
DRM Torque

Torque (Nm)
[1] T. Bäckström, Integrated Energy Transducer Drive for Hybrid Electric 20

Vehicles, Ph.D. dissertation, Roy. Inst. Technol., Stockholm, Sweden, 10

Jun. 2000. 0

[2] E. Nordlund and C. Sadarangani, “The four-quadrant energy -10

0 100 200 300 400 500 600 700
transducer,” 37th Ind. Appl. Soc. Meeting, Pittsburgh, PA, Oct. 2002. Time (s)
[3] F. Magnussen, C. Sadarangani, “Electromagnetic transducer for hybrid 30
SM Torque
electric vehicles,” Nordic Workshop on Power and Industrial 20

Torque (Nm)
Electronics, pp. 5–6, Aug. 2002. 10
[4] M. J. Hoeijmakers and M. Rondel, “The electrical variable transmission 0
in a city bus,” in Proc. IEEE Power Electronics Specialists Conf., pp.
-10
2773–2778, Jun. 2004.
[5] L. Xu, “Dual-mechanical-port electric machines —A new concept in 0 100 200 300
Time (s)
400 500 600 700

design and analysis of electric machines,” in Proc. IEEE Industry 40

Applications Soc. Annu. Meeting, pp. 2828–2834, Oct. 2005. 30
Load Torque
Torque (Nm)

[6] R. R. Liu, P. Zheng, C. D. Tong, J. Zhao, and W. Shi, “The design 20

method to realize magnetic decoupling for a radial-radial flux 10
compound-structure permanent-magnet synchronous machine,” 14th 0
Biennial IEEE Conference on Electromagnetic Field Computation, -10
Chicago, USA, May. 2010. 0 100 200 300 400 500 600 700
Time (s)

reduction gear Fig. 3. The tested torque curves of the ICE, DRM, SM and load machine.
permanent magnets stator
inner rotor
2500

ICE 2000 ICE Speed

Speed (rpm)

1500
outer rotor 1000
slip rings 500

-500
0 100 200 300 400 500 600 700
inverter inverter Time (s)
1500
(DRM) battery (SM) 1000 DRM Speed

Fig. 1. The schematic diagram of CS-PMSM system.

Speed (rpm)

500

-500

-1000

-1500
0 100 200 300 400 500 600 700
Time (s)
2500

2000
SM Speed
Speed (rpm)

1500
Fig. 2. Main components of the manufactured CS-PMSM prototype machine: 1000
the inner rotor (left), the outer rotor with permanent magnets on both sides 500

(middle), and the stator with housing (right). 0

-500
TABLE I 0 100 200 300 400 500 600 700
Time (s)
MEASURED INPUT TORQUE AT DIFFERENT SM OPERATING CONDITIONS 2500

2000
Load Speed
Measured Torque at the
SM Operating Conditions
Speed (rpm)

1500
Input Shaft（Nm） 1000

no operation 32.170 500

no-load operation at 1000rpm 32.170 0

no-load operation at 4000rpm 31.244 -500

0 100 200 300 400 500 600 700
load operation with 8Nm at 2000rpm 31.757 Time (s)

load operation with 32Nm at 2000rpm 31.493 Fig. 4. The tested speed curves of the ICE, DRM, SM and load machine.