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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 61, NO.

12, DECEMBER 2014 6655

Analysis and Verification of the Doubly Salient


Brushless DC Generator for Automobile
Auxiliary Power Unit Application
Li Yu, Zhuoran Zhang, Senior Member, IEEE, Zhihui Chen, Member, IEEE, and Yangguang Yan

Abstract—The doubly salient brushless dc generator storage capability of the battery in conventional HEV is small,
(DS-BLDCG) is constituted by a doubly salient electromagnetic which means that the driving energy is mostly supplied by
generator (DSEG) and the associated rectifier circuit. The gasoline and internal combustion engine (ICE). The battery
DS-BLDCG is suitable for the automobile auxiliary power unit
(APU) application due to its merits of simplicity, high robustness, functions as a power damper [2]. As a conventional full hybrid-
low cost, and flexible control. Since no constraint is imposed to derived vehicle, the plug-in HEV has a charging port and a
the number of phases of the onboard brushless dc generator, larger onboard battery that offers the most driving energy.
the polyphase DSEG can be employed. In this paper, a 3-phase Thus, the battery state of charge is decreased from a full
12/8-pole DSEG and a 4-phase 16/12-pole DSEG with a rectifier level to depletion [3], [4]. With a range extender installed on
circuit for the APU application are proposed. The taper stator pole
and broadened rotor pole structure utilized to increase maximum EV, which is similar to APU, an extended-range EV (E-REV)
output power is introduced in the four-phase DSEG design. Based avoids problem of short range, and exhibits lower emission [5],
on the two-dimensional (2-D) finite-element method (FEM) and [6]. The engine and the associated generator are operated at
field-circuit coupling analysis, a comprehensive comparison is constant optimal speed in order to achieve better fuel economy.
presented. The 16/12-pole DS-BLDCG with broadened rotor With regard to the series HEV, series/parallel HEV, and
pole exhibits lower peak value of the phase inductance yet larger
negative phase current commutation overlapping angle. The E-REV, the onboard generator is a significant component of the
rectifier circuit of the 16/12-pole DS-BLDCG is more complex and APU. In the conventional ICE vehicle, the three-phase Lundell
the copper consumption of the 12/8-pole DS-BLDCG is slightly alternator, connected with a diode rectifier, is almost univer-
less. A prototype 12/8-pole DS-BLDCG for the APU application sally used at present yet suffering from inefficiency and power
is designed and developed. Both the simulation and experimental limitation. In [7], based on the conventional Lundell alternator,
results indicate that the developed DS-BLDCG is a promising
option for automobile APU application. a semibridge switched-mode rectifier is introduced to increase
output power in wide speed range. The efficiency of the overall
Index Terms—Auxiliary power unit (APU), brushless dc gen- generation system is improved to 70%. However, in the HEV,
erator, doubly salient electromagnetic generator (DSEG), hybrid
electric vehicle (HEV), polyphase doubly salient machine. the operating speed of the engine and the associated generator is
constant or in a narrow range in order to improve fuel economy.
I. I NTRODUCTION Meanwhile, the inherent heavy magnetic saturation and severe
leakage in the core of the Lundell alternator still remain, which

I T IS COMMONLY recognized that the development of pure


battery-powered electric vehicles (EVs) in the automobile
industry reduces widespread dependence on oil. However, it
largely pose limitation to increase in efficiency and output
power. Therefore, the Lundell alternator is not suitable for the
modern HEV APU application. Development of new brushless
brings the classic “range anxiety” problem due to short driving dc generator systems is essential.
range and long charging time. Hybrid EVs (HEVs) offer an Taking advantages of high power density and efficiency, due
effective solution to this problem [1]. An auxiliary power unit to the high performance of rare-earth permanent-magnet (PM)
(APU) in series HEV and series/parallel HEV, which contains material, the interior PM, surface-mounted PM, and axial-flux
the onboard generator, is dedicated to the battery recharge and PM synchronous generator, as well as the stator PM machine
provides energy to the electrical propulsion system. The energy for the automobile APU application, bring wide attention [8]–
[13]. However, the high prices and availability of the rare-
Manuscript received December 25, 2013; revised March 25, 2014; accepted earth PM material, the risk of irreversible demagnetization, and
April 4, 2014. Date of publication April 25, 2014; date of current version uncontrollable PM flux are still bottleneck problems.
September 12, 2014. This work was supported in part by the Natural Science
Foundation of Jiangsu Province under Award BK2011731, in part by the Fun- The variable reluctance machine offers unique merits for
damental Research Funds for the Central Universities under Grant NE2014102, automobile application due to the simple and robust structure
in part by the Program for New Century Excellent Talents in University, and in [14]–[16]. Reference [17] has developed a switched reluctance
part by the Qing Lan Project of Jiangsu Province.
The authors are with the Jiangsu Key Laboratory of New Energy Generation (SR) starter/generator for mild hybrid vehicle. The system
and Power Conversion, Nanjing University of Aeronautics and Astronautics, test shows that the inverter and generator efficiency achieved
Nanjing 210016, China (e-mail: yulipc@126.com; apsc-zzr@nuaa.edu.cn). 90%. However, the controlled rectifier and position sensors are
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org. necessitated, which reduces the reliability of the SR generator
Digital Object Identifier 10.1109/TIE.2014.2320224 system.

0278-0046 © 2014 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
6656 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 61, NO. 12, DECEMBER 2014

Fig. 1. Cross section of the 3-phase 12/8-pole DSEG.

The doubly salient electromagnetic generator (DSEG), re-


sembling the simple structure of an SR generator, owns the
merits of low cost and high robustness. Owing to its absence of
rotor magnets, the DSEG can be operated in a harsh operating
environment. Above all, the DSEG connected with the associ-
ated simple diode rectifier circuit constitutes a doubly salient
brushless dc generator (DS-BLDCG). The position sensors
are needless in generator mode. With the independent field
Fig. 2. Operation principle of the three-phase DSEG. (a) Structure spread di-
windings housed in stator, it takes advantages of flexible and agram of the three-phase DSEG. (b) A-phase flux linkage and EMF waveforms
reliable control and meets the demanding requirement for APU at no load.
application [18]–[20].
The various polyphase DSEGs are presented by flexible Since no constraint is imposed to the number of phases for
matching relationship between stator and rotor pole number. the onboard brushless dc generators, a four-phase DSEG can be
For the onboard brushless dc generator, the number of phases also employed. A four-phase DSEG has a different matching
is not constrained. Thus, the polyphase DSEG can be applied. relationship between the stator pole number and rotor pole
Then, a comprehensive analysis and comparison is necessary. number, which has a conventional 8N/6N -pole structure. The
number of pole pairs is 6N , and the phase difference α2 of
the adjacent armature windings on the stator poles can be also
II. C ONFIGURATION AND O PERATION P RINCIPLE expressed as
The conventional three-phase DSEG has a 6N/4N -pole  
360◦
structure (i.e., N is a positive integer), and the number of pole α1 = × 6N = 270◦ . (2)
pairs is 4N ; hence, the phase difference α1 of the adjacent 8N
armature windings on the stator poles can be expressed as
In the four-phase DSEG, the phase sequence of armature
 
360◦ windings is C-phase, B-phase, A-phase, then to D-phase along
α1 = × 4N = 240◦ . (1) the rotating direction, as shown in Fig. 3.
6N
Fig. 4(b) shows A-phase linear variation flux linkage and
Thus, along the rotation direction, the phase sequence of EMF versus rotor angle at no load, when the rotor pole width is
armature windings is B-phase, A-phase, then to C-phase. Fig. 1 equal to the stator pole width. The positive and negative induced
shows the cross section of the 3-phase 12/8-pole DSEG for the voltages are 90 electrical degrees, respectively.
automobile APU application. In terms of the conventional four-phase DSEG, it is shown
Fig. 2 shows A-phase linear variation flux linkage and in Fig. 4(a) that the stator slot width is twice as the stator pole
electromagnetic force (EMF) versus rotor angle at no load, width, which is equal in the conventional three-phase DSEG;
assuming that the fringing is negligible and the permeability hence, the taper stator pole structure is adopted to ease the
of the core is infinite, when the rotor pole width is equal to magnetic saturation while the slot fill factor can be acceptable,
the stator pole width. Then, a trapezoidal EMF is induced in as shown in Fig. 3.
each of the stator windings. Thus, the DSEG, connected with The rotor pole width is conventionally broadened to benefit
a rectifier circuit, is usually used as a brushless dc generator. the phase current commutation, which generally results in
The positive and negative induced voltages are 120 electrical reduction of the maximum power for the three-phase DSEG.
degrees, respectively. However, when the rotor pole width is broadened moderately,
YU et al.: ANALYSIS AND VERIFICATION OF THE DS-BLDCG FOR AUTOMOBILE APU APPLICATION 6657

Fig. 5. Maximum output power versus rotor pole arc for the 16/12-pole
DSEG. (If = 17 A, n = 3600 r/min).

TABLE I
Fig. 3. Cross section of the proposed 4-phase 16/12-pole DSEG. K EY PARAMETERS T HREE - AND F OUR -DSEG

By using the FEM, the magnetic field distributions at no load


are shown in Fig. 6, when the field current is 8 A. It is shown
that when the A-phase stator poles are aligned with the rotor
poles, the other rotor poles are exactly sliding into the B-phase
stator poles and off the C-phase stator poles in the 12/8-pole
DSEG and are sliding into the B-phase and off the D-phase in
the 16/12-pole DSEG, which constitute the other magnetic flux
paths. Because the rotor pole width is broadened, more flux is
looped through B- and D-phases in the 16/12-pole DSEG.
Then, the air-gap flux density distributions are shown in
Fig. 4. Operation principle of a four-phase DSEG. (a) Structure spread Fig. 7, and the flux density plots are shown in Fig. 8, when
diagram of a four-phase DSEG. (b) A-phase flux linkage and EMF waveforms the field current is 8 A. It is shown that the air-gap flux density,
at no load.
where the A-phase stator poles and the rotor poles are aligned,
the maximum output power is increased for the four-phase of the 16/12-pole DSEG is slightly higher than that of the
DSEG connected with a full-bridge rectifier, as shown in Fig. 5. 12/8-pole DSEG because the magnetic saturation of the poles
Thus, for this proposed four-phase 16/12-pole DSEG, the rotor is weakened due to the broadened rotor pole and the taper stator
pole arc is designed to be increased from 7.5 mechanical pole structure, as shown in Fig. 8.
degrees to 11.5 mechanical degrees, as shown in Fig. 3.

B. Field-Circuit Coupling Analysis


III. A NALYSIS AND C OMPARISON
The three-phase DSEG and four-phase DSEG connected
A. 2-D Finite-Element Analysis of Electromagnetic Field
with the full-bridge rectifiers respectively constitute a 12/8-pole
The three- and four-phase DSEGs are compared based on DS-BLDCG and a 16/12-pole DS-BLDCG. Fig. 9 shows the
the same peripheral dimensions and rotating speed. The major three-phase DSEG connected with the associated simple recti-
parameters are listed in Table I. fier circuit without filter capacitor.
6658 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 61, NO. 12, DECEMBER 2014

Fig. 8. Contour maps of magnetic flux density. (If = 8 A) (a) 12/8-pole


DSEG. (b) 16/12-pole DSEG.

Fig. 6. Magnetic field distributions. (If = 8 A) (a) 12/8-pole DSEG.


(b) 16/12-pole DSEG.

Fig. 9. Three-phase DSEG with simple rectifier circuit.

flux linkage of the 12/8-pole DS-BLDCG is almost twice as


that of the 16/12-pole DS-BLDCG. Since the rotor poles of the
four-phase DSEG are broadened, the trapezoidal shape of the
flux linkage waveform is presented.
The phase EMF can be deduced by
dψf dψf
e=− =− ωr (3)
dt dθ
where ψf is the flux linkage, θ is the rotor angle, and ωr is
the rotation speed. Both the EMF amplitude is approximately
equal, as shown in Fig. 10(b).
Fig. 11 shows the A-phase self-inductance waveforms at no
load when the field current is 8 and 17 A. Because the stator
pole arc of the four-phase DSEG is half of that of the three-
phase DSEG and the air-gap length is the same, thus a larger
Fig. 7. Air-gap flux density distributions. (If = 8 A) (a) 12/8-pole DSEG. reluctance path is presented and the inductance is lower at
(b) Proposed 16/12-pole DSEG. aligned position for the four-phase DSEG with the same field
current. As the rotor pole is broadened, the trapezoidal shape
The A-phase flux linkage waveforms of the 12/8-pole and is also presented. The phase self-inductance is reduced with
16/12-pole DS-BLDCGs at no load when the field current is the strengthened magnetic saturation when the field current is
4 A are depicted in Fig. 10(a). It is shown that the maximum increased.
YU et al.: ANALYSIS AND VERIFICATION OF THE DS-BLDCG FOR AUTOMOBILE APU APPLICATION 6659

Fig. 10. A-phase flux linkage and A-phase EMF waveforms at no load. (If =
4 , n = 3600 r/min) (a) Flux linkage waveforms. (b) EMF waveforms. Fig. 12. Phase current waveforms. (If = 17 A, n = 3600 r/min)
(a) 12/8-pole DSEG. (b) Proposed 16/12-pole DSEG.

Fig. 12 shows the phase current waveforms while the


load current is 55 A. The common-cathode diodes connected
with the positive current phase are conducted, and the flux-
enhancing armature reaction is presented, which decreases the
inductance in this region. Reversely, the common-anode diodes
connected with the negative current are conducted, and the
inductance is increased. The amplitude of negative current is
smaller than the positive one, and the commutation overlapping
angle is larger since the phase inductance is increased consid-
erably, and when the current is positive, the phase inductance
is less declined due to the serious magnetic saturation in the
iron core.
In the proposed four-phase DSEG, the rotor pole is broad-
ened; thus, the peak value of the phase inductance is increased
and the duration of maximum phase inductance is also pro-
longed, compared with the four-phase DSEG with rotor pole
arc 7.5 mechanical degrees. Fig. 13 shows the A-phase current
and self-inductance waveforms of the three-phase DSEG, the
proposed four-phase DSEG, and the four-phase DSEG with
nonbroadened rotor pole respectively, when the average recti-
fier output current is 55 A without the output filter capacitor.
Obviously, the negative current of the proposed four-phase
DSEG lasts longer in a period, which causes commutation
overlapping angle larger than the nonbroadened rotor pole one,
and the peak value of the negative current is smaller due to
larger phase inductance, as shown in Table II. Therefore, the
Fig. 11. A-phase self-inductance waveforms at no load. (a) If = 8 A. broadened rotor pole leads to increase in the negative current
(b) If = 17 A. commutation overlapping angle and reduction of the peak value
6660 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 61, NO. 12, DECEMBER 2014

TABLE II
P HASE C URRENT D URATION AND P EAK VALUE

Fig. 14. Rectifier output voltage waveforms of the 12/8-pole DS-BLDCG and
the proposed 16/12-pole DS-BLDCG. (If = 17 A, n = 3600 r/min).

Fig. 15. Output voltage versus field current at no load. (n = 3600 r/min).

Fig. 13. A-phase current and inductance waveforms. (If = 17 A, n =


3600 r/min) (a) 12/8-pole DSEG. (b) Proposed 16/12-pole DSEG.
of the two generators. The maximum output power of the
(c) 16/12-pole DSEG with nonbroadened rotor pole. 12/8-pole DS-BLDCG is 3.5 kW, and that of the 16/12-pole
DS-BLDCG is 3.8 kW.
of the negative current, though easing the magnetic saturation The copper consumption of the four-phase 16/12-pole DSEG
in the core. is 2.7 kg, which is around 10% larger than the three-phase
Fig. 14 shows the rectifier output voltage waveforms of the 12/8-pole one.
two generators without the output filter capacitor, when the
field current is 17 A, the load current is 55 A, and the rotating
IV. E XPERIMENTAL V ERIFICATION OF P ROTOTYPE
speed is 3600 r/min. The average voltage of both generators
T HREE -P HASE DS-BLDCG
is 60 V. The peak-to-peak value of the 12/8-pole DS-BLDCG
is 38.4 V, when that of the 16/12-pole DS-BLDCG is 20 V. Since the copper consumption of the 16/12-pole DS-BLDCG
Thus, the voltage ripple of the 16/12-pole DS-BLDCG is is higher and more rectifier diodes are needed, a prototype
smaller than that of the 12/8-pole DS-BLDCG. three-phase DSEG for automobile APU application has been
Fig. 15 shows the results of the relationship between output designed and developed, as shown in Fig. 17. The key pa-
voltage and field current at no load, when the rotating speed rameters are listed in Table I, and each part of mass is listed
is 3600 r/min. Fig. 16 shows the curves of load characteristics in Table III. The total mass is around 11.12 kg. Due to the
YU et al.: ANALYSIS AND VERIFICATION OF THE DS-BLDCG FOR AUTOMOBILE APU APPLICATION 6661

Fig. 16. Curves of load characteristics. (If = 17 A, n = 3600 r/min)


(a) Output voltage versus load current. (b) Output power versus load current.

homopolar flux in iron core and unidirectional flux linkage of


phase winding, the power density of the DSEG is relatively
lower, compared with other heteropolar generators. However,
the active parts mass can be reduced by increasing the opera-
tion speed, which is suitable for the DSEG due to the robust
structure of the rotor. Fig. 17. Prototype Three-Phase DSEG. (a) Stator. (b) Rotor.
The prototype DSEG has been connected with the associ-
ated full-bridge rectifier circuit, which constitutes a 12/8-pole TABLE III
DS-BLDCG. The test rig is shown in Fig. 18. M ASS OF T HREE -P HASE DSEG
Fig. 19 shows the B-phase and C-phase voltage waveforms
at no load, when the field current is 4 A, and the rotating speed
is 3600 r/min. It is shown that the phase voltage waveform is
trapezoidal approximately and the simulated waveform agrees
well with the measured one.
Fig. 20 shows the A-phase and B-phase voltage waveforms
when the dc load current is 25 A and the field current is 6 A, and
the rotating speed is 3600 r/min. Due to the armature reaction
and commutation overlap, the induced voltage is distorted. Ob-
viously, the negative commutation overlapping time is longer
than the positive one.
Fig. 21 gives the simulated and measured results of the
relationship between output voltage and field current at no load,
when the rotating speed is 3600 r/min. Fig. 22 shows the load
characteristics of the DS-BLDCG while the field current is
17 A and rotating speed is 3600 r/min. The measured maximum
output power is 3.2 kW. The experimental results agree well
with the simulation ones. The 12/8-pole DS-BLDCG has been
successfully matched with an engine, which is shown in Fig. 23.
The losses of the 12/8-pole DS-BLDCG at rated operating
point is shown in Table IV. Since the forward voltage per diode
of the rectifier is relatively high, the rectifier loss is larger. The
efficiency is 0.79 taking rectifier losses into account. Fig. 18. Test rig for experimentation of the 12/8-pole DS-BLDCG.
6662 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 61, NO. 12, DECEMBER 2014

Fig. 21. Output voltage versus field current at no load. (n = 3600 r/min).

Fig. 19. Phase voltage waveforms at no load. (If = 4 A, n = 3600 r/min)


(a) Simulated. (b) Measured. (10 V/div, 0.5 ms/div).

Fig. 22. Output voltage versus load current. (If = 17 A, n = 3600 r/min).

Fig. 23. Image of a 12/8-pole DS-BLDCG on an engine.

TABLE IV
12/8-P OLE DS-BLDCG L OSSES AND E FFICIENCY AT 3600 r/min

Fig. 20. Phase voltage waveforms with 25-A dc load current. (If = 6 A, n =
3600 r/min) (a) Simulated. (b) Measured. (20 V/div, 0.5 ms/div).

V. C ONCLUSION
A 12/8-pole and a 16/12-pole DS-BLDCG for automobile
APU application have been proposed. The developed DS-
BLDCG is suitable for operating as an automobile brushless
dc generator. For the 16/12-pole DS-BLDCG, the maximum ened to 11.5 mechanical degrees. Then, analysis and compar-
output power is increased when the optimal design is adopted, isons between the 12/8-pole and the 16/12-pole DS-BLDCGs
i.e., the taper stator pole structure and the rotor pole arc broad- are given. The 16/12-pole DS-BLDCG exhibits smaller phase
YU et al.: ANALYSIS AND VERIFICATION OF THE DS-BLDCG FOR AUTOMOBILE APU APPLICATION 6663

self-inductance, lower output voltage ripple, yet larger commu- [19] Z. Chen, H. Wang, and Y. Yan, “A doubly salient starter/generator with
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copper consumption of the 12/8-pole DS-BLDCG is slightly of single-phase full-bridge rectifiers for a wound-field doubly salient
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APU application has been designed and developed. Both the
simulation and experimental results indicate that with the merits
of low cost, high robustness, and flexible control, the new Li Yu received the B.S. degree in 2011 from the Nan-
jing University of Technology, Nanjing, China, and
promising DS-BLDCG is capable of meeting the challenge the M.S. degree in 2014 from the Nanjing University
requirement for the automobile APU application. of Aeronautics and Astronautics, Nanjing, where he
is currently working toward the Ph.D. degree, all in
electrical engineering.
R EFERENCES His main research interests include doubly salient
electrical machines for aircraft power and electric
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Feb. 2010. and Ph.D. degrees in electrical engineering from the
[4] A. Emadi, Y. J. Lee, and K. Rajashekara, “Power electronics and motor Nanjing University of Aeronautics and Astronautics
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generation system for an extended range plug-in hybrid electric vehicle,” in the Department of Electrical Engineering, NUAA,
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[6] I. Aharon and A. Kuperman, “Topological overview of powertrains for tor of the Jiangsu Key Laboratory of New Energy
battery-powered vehicles with range extenders,” IEEE Trans. Power Elec- Generation and Power Conversion. From February
tron., vol. 26, no. 3, pp. 868–876, Mar. 2011. 2012 to June 2013, he was a Visiting Professor with the Wisconsin Electric Ma-
[7] D. J. Perreault and V. Caliskan, “Automotive power generation and con- chines and Power Electronics Consortium, University of Wisconsin–Madison,
trol,” IEEE Trans. Power Electron., vol. 19, no. 3, pp. 618–630, May 2004. Madison, WI, USA. He has authored or coauthored more than 60 technical
[8] K. T. Chau, C. C. Chan, and C. Liu, “Overview of permanent-magnet papers and one book, and he is the holder of 17 issued patents in his areas of
brushless drives for electric and hybrid electric vehicles,” IEEE Trans. interest. His research interests include the design and control of permanent-
Ind. Electron., vol. 55, no. 6, pp. 2246–2257, Jun. 2008. magnet machines; hybrid excitation electric machines; and doubly salient
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[10] P. Bajec, B. Pevec, D. Voncina, D. Miljavec, and J. Nastran, “Extending Zhihui Chen (M’11) received the B.Eng. de-
the low-speed operation range of PM generator in automotive applications gree from Southwest Jiaotong University, Chengdu,
using novel ac–dc converter control,” IEEE Trans. Ind. Electron., vol. 52, China, in 1994, and the M.Eng. and Ph.D. degrees
no. 2, pp. 436–443, Apr. 2005. from the Nanjing University of Aeronautics and
[11] C.-F. Wang, M.-J. Jin, J.-X. Shen, and C. Yuan, “A permanent mag- Astronautics, Nanjing, China, in 1997 and 2000,
net integrated starter generator for electric vehicle onboard range ex- respectively.
tender application,” IEEE Trans. Magn., vol. 48, no. 4, pp. 1625–1628, He is currently an Associate Professor with the
Apr. 2012. College of Automation Engineering, Nanjing Uni-
[12] F. G. Capponi, G. De Donato, and F. Caricchi, “Recent advances in axial- versity of Aeronautics and Astronautics. He is the
flux permanent-magnet machine technology,” IEEE Trans. Ind. Appl., holder of six China invention patents in the area
vol. 48, no. 6, pp. 2190–2205, Nov./Dec. 2012. of new electrical machines. His research interests
[13] M. Cheng, W. Hua, J. Zhang, and W. Zhao, “Overview of stator- include the new structure of special electrical machines, the control of electrical
permanent magnet brushless machines,” IEEE Trans. Ind. Electron., machines, and the control of wind turbine.
vol. 58, no. 11, pp. 5087–5101, Nov. 2011. Dr. Chen was a recipient of a Second Prize of the State Science and
[14] Z. Q. Zhu and D. Howe, “Electrical machines and drives for electric, Technology Development Award and a Second Prize of the State Technology
hybrid, fuel cell vehicles,” Proc. IEEE, vol. 95, no. 4, pp. 746–765, Invention Award.
Apr. 2007.
[15] A. Chiba et al., “Torque density and efficiency improvements of a
switched reluctance motor without rare-earth material for hybrid ve- Yangguang Yan received the B.S. degree in electri-
hicles,” IEEE Trans. Ind. Appl., vol. 47, no. 3, pp. 1240–1246, cal engineering from Nanjing Aeronautical Institute,
May/Jun. 2011. Nanjing, China, in 1958.
[16] M. Takeno et al., “Test results and torque improvement of the 50-kW He is an Emeritus Professor with the College
switched reluctance motor designed for hybrid electric vehicles,” IEEE of Automation Engineering, Nanjing University of
Trans. Ind. Appl., vol. 48, no. 4, pp. 1327–1334, Jul./Aug. 2012. Aeronautics and Astronautics, Nanjing, and he is
[17] N. Schofield and S. Long, “Generator operation of a switched reluctance the Founder of the Aero-Power Sci-tech Center, a
starter/generator at extended speeds,” IEEE Trans. Ind. Appl., vol. 58, ministerial key laboratory in China. He has authored
no. 1, pp. 48–56, Jan. 2009. or coauthored more than 350 technical papers and
[18] Z. Zhang, Y. Tao, and Y. Yan, “Investigation of a new topology of hy- is the holder of 29 issued patents in his areas of
brid excitation doubly salient brushless dc generator,” IEEE Trans. Ind. interest. His research interests include aeronautical
Electron., vol. 59, no. 6, pp. 2550–2556, Jun. 2012. power supply systems, electrical machines, and power electronics.

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