1032 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 66, NO.
2, FEBRUARY 2019
Research on a Transverse-Flux Brushless
Double-Rotor Machine for Hybrid
Electric Vehicles
Mingqiao Wang , Ping Zheng , Senior Member, IEEE, Chengde Tong, Member, IEEE, Quanbin Zhao,
and Guangyuan Qiao
Abstract—With the advantages of good driving perfor-
mance, high fuel economy, and low emission, the series-
parallel hybrid electric vehicles (HEVs) are widely devel-
oped. Power-split device, which is a kernel part of HEV, can
be based on planetary gear or compound-structure machine
(CSM). A transverse-flux brushless double-rotor machine
(TF-BDRM), which can form a CSM by being connected
with a traditional permanent-magnet synchronous machine
(PMSM), is investigated in this paper. The equivalent mag-
netic circuits are established, and the equivalent reluc-
tances, and d- and q-axis armature-reaction reactance are
deducted. It is found that the armature-reaction reactances
are in direct proportion to pole-pair number. The reluctances
of stator core, inner, and outer air gaps, transverse-flux
(TF) tooth and leakage reluctance are analyzed, and it is
found that the improvement of reluctances may affect other
performances of the machine. Flux-concentration structure
is investigated to increase the main flux of the machine.
Flux-concentration factor ξ F C is used to illustrate the ef-
fect of flux-concentration structure, which can be increased
by the increase of the radial and circumferential thickness
of permanent-magnet. The flux-density distributions of two
typical situations are simulated, and the flux-density distri-
bution laws in inner and outer air gaps are given. With man-
ufacturing technology investigated, the TF-BDRM prototype
is made, and experiments are carried out. The tested wave-
forms of the back electromotive force are approximately si-
nusoidal, and the tested torque ripple is obvious
Index Terms—Equivalent magnetic circuit, main flux,
permanent-magnet synchronous machine (PMSM), reluc-
tance, transverse-flux brushless double-rotor machine
(TF-BDRM).
Manuscript received October 30, 2017; revised January 31, 2018,
March 15, 2018, and April 15, 2018; accepted April 21, 2018. Date of
publication May 10, 2018; date of current version September 28, 2018.
This work was supported in part by the National Key R&D Program of
China under Project 2017YFB0203603, in part by the National Natu-
ral Science Foundation of China under Project 51325701, 51637003,
51521003, and 51407042, and in part by China Postdoctoral Science
Foundation. (Corresponding authors: Ping Zheng and Chengde Tong.)
M. Wang, P. Zheng, C. Tong, and G. Qiao are with the School of
Electrical Engineering and Automation, Harbin Institute of Technology,
Harbin 150001, China (e-mail: 18846186348@163.com; zhengping@
hit.edu.cn; tongchengde@hit.edu.cn; 13100962599@163.com).
Q. Zhao is with the 21st Research Institute of China Electronics
Technology Group Corporation, Shanghai 100041, China (e-mail: bin-
qzhao@gmail.com).
Color versions of one or more of the figures in this paper are available
online at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIE.2018.2835418
0278-0046 © 2018 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.
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I. INTRODUCTION
ITH rapid economic growth and population increase,
W the fossil energy shortage and environment pollution
is becoming more and more serious. Electric vehicles (EVs),
including pure electric vehicle (PEV), hybrid EV (HEV), and
fuel cell vehicle (FCV), are widely investigated to solve these
problems. An HEV, combining the advantages of traditional
fuel vehicle and PEV, is an important development direction of
EV due to its merits of good driving performance, high fuel
economy, and low emission. Power-split device, which can re-
alize the integration of two power sources, is a kernel part of
the HEV. Power-split device cannot only increase the efficiency
of the internal combustion engine (ICE), but also influence the
operability and comfort of the HEV.
With the power-split device based on planetary gear, Toyota
Prius has become the most successful HEV since introduced [1].
Combined with generator and motor, the planetary gear is able
to adjust the speed and torque of the system in different driving
conditions, and ensure ICE operating in optimal-efficiency re-
gion. However, the power-split device based on planetary gear
faces the noise problem, and its maintenance cost is high.
To solve the above problems, the compound-structure ma-
chines (CSMs), which are pure electrical power-split devices,
are proposed. CSM, which is composed of a stator machine and
a double-rotor machine, has the same function with the power-
split device of Prius. Several kinds of CSMs with brushes are in-
vestigated [2]–[7]. Four-quadrant energy transducer is proposed
on the basis of integrated energy transducer, and three typical
structures of it are analyzed with performance, heat dissipation
and volume considered [2], [3]. Electrical variable transmission
is proposed by combining two induction machines, and the split
topology is proved more suitable for HEV [4]. But, the elec-
trical variable transmission faces the problem of magnetic-field
coupling, which will cause additional torque. Six topologies of
compound-structure permanent-magnet synchronous machine
(CS-PMSM) are proposed, and the electromagnetic design, me-
chanical structure, cooling system, prototype manufacture, and
control strategies of radial-radial and axial-axial topologies are
investigated [5]–[7]. Above researches show that the CSM with
brushes can realize the speed and torque decoupling of the ICE
and reduction gear, but they may face the problems of stability
and difficult heat dissipation of rotor windings.
WANG et al.: RESEARCH ON A TRANSVERSE-FLUX BRUSHLESS DOUBLE-ROTOR MACHINE FOR HYBRID ELECTRIC VEHICLES
Fig. 1. CS-TFPMSM system.
Brushless CSMs are proposed to solve the above problems
[8]–[13]. CSM based on doubly-fed induction machine is
investigated in the aspects of mathematical model, winding
arrangements, and control strategies [8], [9]. Brushless doubly
fed CSMs have the advantages of high reliability and low cost,
but they are not competitive enough in terms of volume and
efficiency. CSM based on claw pole machine is proposed, but
it is proved to have the shortcomings of large torque ripple and
complex structure [10]. Magnetic-field-modulated brushless
CS-PMSMs are proposed based on the principle of magnetic
gear, and the radial and axial topologies are analyzed [11]–[14].
A transverse-flux brushless double-rotor machine (TF-
BDRM), which can cooperate with a traditional PMSM to
compose a compound-structure transverse-flux PMSM (CS-
TFPMSM), is investigated in this paper. The CS-TFPMSM has
the ability of full control on the speed and torque of the ICE and
reduction gear. Compared with traditional machine, TF-BDRM
has more design freedom because of the spatially independent
magnetic and electrical load. CS-TFPMSM has more compact
structure and lower cost than the power-split device based on
planetary gear. Compared with the CSM with brushes, it can
avoid the problems of serious heating and difficult dynamic bal-
ance of rotor windings. Compared with the brushless doubly-fed
CSM, CS-TFPMSM is more competitive in volume and effi-
ciency, and the design and control are easier because of simpler
winding configuration and independent phases.
II. EQUIVALENT MAGNETIC CIRCUIT MODEL
The CS-TFPMSM consists of a TF-BDRM and a torque-
adjusting machine which is a traditional PMSM, as shown in
Fig. 1. The TF-BDRM is composed of a stator, a transverse-flux
(TF) rotor and a permanent-magnet (PM) rotor, and the TF rotor,
which is composed of TF teeth and holder, is placed between
the stator and PM rotor. When CS-TFPMSM is used in HEV, the
PM rotor is connected with ICE, and the TF rotor is connected
with both the rotor of the torque-adjusting machine and the
reduction gear. The TF-BDRM provides the speed difference
between the ICE and reduction gear, while the torque-adjusting
machine provides the torque difference between the ICE and
reduction gear. Thus, the ICE can work in the optimum speed-
torque region independent of the vehicle condition.
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1033
Fig. 2. Main flux path.
Fig. 3. Leakage flux paths in TF-BDRM. (a) Axial view. (b) Circumfer-
ential view of TF-BDRM.
Different from traditional machines, the main flux of TF-
BDRM distributes in three-dimension (3-D) directions, and the
leakage flux of the TF-BDRM is complex and large. Therefore,
the equivalent magnetic-circuit model of the TF-BDRM is es-
tablished for further performance analysis [15]. The following
hypotheses are used.
1) The three-phase windings are symmetrical, and the air-
gap magnetomotive force (MMF) is sinusoidal.
2) The three phases are independent with each other, and
there is no mutual inductance between each other.
3) The saturation, eddy current, and hysteresis effects are
ignored.
The main flux path of TF-BDRM, which includes axial flux,
radial flux and circumferential flux, is shown in Fig. 2, and the
main flux passes through the stator core, outer air gap, TF teeth,
inner air gap, PM-rotor core, and PM successively.
There are several leakage flux paths, including leakage flux
between stator ends Φeeσ , leakage flux between two columns of
TF teeth in the same phase Φttσ , leakage flux of PM Φpmσ and
leakage flux between phases Φphaseσ , as shown in Fig. 3.
Based on the main flux and leakage flux paths of the TF-
BDRM, the no-load equivalent magnetic circuits of the machine
are established by replacing every part of flux paths with corre-
sponding equivalent MMF and reluctance, as shown in Fig. 4.
The equivalent model just shows one closed magnetic path
in one phase of the TF-BDRM. The main magnetic-circuit re-
luctances include the reluctances of stator yoke RSY and stator
end RSE , the reluctances of inner air gap Rg in and outer air
gap Rg out , the reluctance of TF tooth RTFT , the reluctance of
PM-rotor RPM and the reluctance of PM yoke Ry , and there also
exists leakage reluctance between stator ends Reeσ , leakage re-
luctance between TF teeth Rttσ and leakage reluctance of PM
1034 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 66, NO. 2, FEBRUARY 2019

Fig. 6. Simplified equivalent (a) d-axis and (b) q-axis magnetic circuit.
Fig. 4. Equivalent magnetic circuit at no-load state.

According to Fig. 5(a), the d-axis reactance of armature re-

action is obtained
2πf · N · Φad
Xad = √
2Id
2πf · N 2 · 2p · Reeσ · Rttσ
= 
R e e σ (R n +2R g o u t +2R T F T )
R e e σ +R n +2R g o u t +2R T F T + 2RSE + RSY
1
·
(Rn + 2Rg out + 2RTFT + Reeσ ) (Rm + 2Rdg in + Rttσ )
(4)
where p is the pole-pair number of TF-BDRM, f is the frequency
of armature current, N is the number of turns in-series per phase,
Fig. 5. Equivalent (a) d- and (b) q-axis magnetic circuit. Id is the d-axis armature current, Φad is the d-axis main flux
produced by armature current in the inner air gap of one flux
path in one phase, and Rn and Rm are expressed as
Rpmσ . FPM is the equivalent MMF produced by PM. According
to the series-parallel relations of the reluctances in Fig. 4, the Rttσ (Rm + 2Rdg in )
Rn = (5)
equivalent reluctance of external magnetic circuit corresponding Rttσ + Rm + 2Rdg in
to PM is deduced Rpm σ (Rdy + RPM )
Rm = . (6)
 Rpm σ (Rb + 2Rg in ) Rpm σ + Rdy + RPM
RM = + RPM + Ry (1)
Rpm σ + Rb + 2Rg in Similarly, the q-axis reactance of armature reaction is ob-
tained by Fig. 5(b)
where
2πf · N · Φaq
Xaq = √
Rttσ (Ra + 2Rg out + 2RTFT ) 2Iq
Rb = (2)
Rttσ + Ra + 2Rg out + 2RTFT
2πf · N 2 · 2p · Reeσ · Rttσ
= 
R e e σ (R x +2R g o u t +2R T F T )
where R e e σ +R x +2R g o u t +2R T F T + 2RSE + RSY

Reeσ (RSY + 2RSE ) 1

Ra = . (3) ·
Reeσ + RSY + 2RSE (Rx + 2Rg out + 2RTFT + Reeσ ) (Rqy + 2Rqg in + Rttσ )
(7)
The flux path at load state also distributes in 3-D directions,
and the flux passes through stator core, TF tooth, PM-rotor where Iq is the q-axis armature current, Φaq is the q-axis main
core, and PM. Similar to the no-load state, the flux path at load flux produced by armature current in the inner air gap of one
state includes several leakage flux paths. But, there exists MMF flux path in one phase, and the expression of Rx is
produced by armature windings at load state, and the difference Rttσ (Rqy + 2Rqg in )
between d- and q-axis magnetic circuits should be considered. Rx = . (8)
Rttσ + Rqy + 2Rqg in
The equivalent magnetic circuits of d and q axes are estab-
lished, respectively, at load state, as shown in Fig. 5. Fd and Fq The simplified equivalent models, which is used for approxi-
are the d- and q-axis armature MMFs; Rdg in and Rqg in are the mate calculation, can be obtained by assuming the permeability
d- and q-axis reluctances of inner air gap; and Rdy and Rqy are of ferromagnetic materials to be infinite, as shown in Fig. 6. The
the d- and q-axis reluctances of PM-rotor yoke. corresponding simplified d-axis reactance of armature reaction

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WANG et al.: RESEARCH ON A TRANSVERSE-FLUX BRUSHLESS DOUBLE-ROTOR MACHINE FOR HYBRID ELECTRIC VEHICLES 1035

Fig. 7. Illustration of stator core in TF-BDRM.

is obtained
Ψad pn
Xad = 2πf √ = 2π N 2 Λad (9)
2Id 60 Fig. 8. Magnetic reluctance of stator yoke.
where Λad is the d-axis permeance of p flux paths in one phase,
as shown in (10). The denominator of (10) is the reluctance of
one flux path
p
Λad =   .
R t t σ (2R q g i n +R P M ) R P M +2R q g i n +R t t σ
R t t σ +2R q g i n +R P M + 2R g out Rttσ
(10)

Similarly, the q-axis reactance of armature reaction is

obtained
Fig. 9. Magnetic reluctance of stator end.
Ψaq pn
Xaq = 2πf √ = 2π N 2 Λaq (11)
2Iq 60 The area of cross section ASY is
where Λaq is the q-axis permeance of p flux paths in one phase  2  2 
DS out Dslot
p ASY = π − /2p
Λaq =   . 2 2
R t t σ (2R q g i n +R q y ) R q y +2R q g i n +R t t σ
R t t σ +2R q g i n +R q y + 2Rg out Rtt σ

π DS out 2 − Dslot 2
(12) = . (13)
It can be seen from (9) and (11) that the armature-reaction 8p
reactance of the TF-BDRM is directly proportional to pole-pair The reluctance of stator yoke RSY is
number p. On one hand, there are p flux paths linking one phase.
lSY 8p(lphase − 2lSE )
When p is increased, the flux of each flux path will decrease, but RSY = =
(14)
the number of flux paths will increase, and thus, the flux of one μSY ASY πμSY DS out 2 − Dslot 2
phase won’t change with p. On the other hand, the frequency where μSY is the permeability of stator yoke, lphase is the axial
of TF-BDRM f is directly proportional to p. Therefore, the length of each phase, and lSE is the effective length of stator
armature-reaction reactance is directly proportional to p. end. It can be seen from (14) that the stator-yoke reluctance can
be reduced by choosing small lSY and large ASY . However, lSY
III. ANALYSIS OF RELUCTANCE should be equal to lphase , and larger ASY may cause decrease of
Compared with traditional TF machine, the TF-BDRM has flux density, waste of material, and increase of weight.
more new reluctances of main magnetic circuit and more leak- The structure and parameters of stator end are shown in Fig. 9.
age magnetic circuits because of the double air-gap structure. The flux path of stator end is radial, and the cross section, which
To investigate the influences of machine parameters on reluc- is vertical to the radial direction, changes with the flux path,
tances of each magnetic circuit, the analytic relations between and thus, the flux densities of each cross section are different.
reluctances, and corresponding parameters are investigated. To consider the situation, an approximate method is applied:
The cross section, whose distance to the stator-end inner sur-
A. Reluctance of Stator Core face is one-third stator-core radial height, is used for analytic
calculation.
In one phase of TF-BDRM, the stator core is composed of one The reluctance of stator end RE is
yoke and two ends, as shown in Fig. 7. Stator ends are used for
hSE
leading the magnetic field produced by stator armature winding RE = 2π (D S o u t +D s l o t +4D S i n )
into TF tooth, and stator yoke is placed between two ends. μe lSE 24p
The structure and parameters of stator yoke are shown in
3p (DS out + Dslot − 2DS in )
Fig. 8, where lSY is axial length of stator yoke, DS out is the outer = (15)
πμe lSE (DS out + Dslot + 4DS in )
diameter of stator core, and Dslot is the diameter of slot bottom.
The flux in stator yoke is mainly along the axial direction, and where hSE is the radial height of stator core, and μe is the
the cross section of flux is fan-shaped. permeability of stator end. It can be seen from (15) that the

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1036 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 66, NO. 2, FEBRUARY 2019

Fig. 10. Reluctance of outer air gap.

Fig. 12. Reluctance of TF tooth.

the overlap area between TF tooth and PM pole Sg in , is where

electromechanical energy conversion happens.
Similar to the outer air gap, the reluctance of inner air gap
Rg in is obtained
Fig. 11. Reluctance of inner air gap.
Rg in = δg in /(μ0 Sg in ) (18)
stator-end reluctance can be reduced by increasing lSE and where
decreasing hSE . However, hSE is limited by the depth of stator
1
slot, and the increase of lSE will decrease the available space of Sg in = bTFT · lTFT . (19)
stator slot, when the outline size of the machine is fixed. 2
It can be seen from (18) that the inner air-gap reluctance can be
B. Reluctance of Outer and Inner Air Gaps reduced by increasing Sg in and decreasing δg in . But Sg in is also
Different from traditional TF machine, TF-BDRM has two limited by TF-tooth size, and δg in is limited by manufacturing
air gaps, which will increase the reluctance of main magnetic technology as well.
path obviously. The outer air gap is the air gap between stator
end and TF teeth, as shown in Fig. 10. Since the TF rotor rotates C. TF-tooth Reluctance
circumferentially and the stator end is continuous circumferen- The cross section of TF tooth is designed to be rectangle in
tially, the overlap area and distance of stator end and TF tooth order to reduce the leakage of two-column TF teeth without
are unchanged during the operation of the machine. Therefore, influencing the main flux area of TF tooth. The reluctance of
the reluctance of outer air gap Rg out is a fixed value. TF tooth is shown in Fig. 12, and it is illustrated that the flux
According to the general expression of reluctance, Rg out is spreads from one end to the other end through the tooth.
obtained Since the flux path linked to one-phase winding only occupies
Rg = δg a half TF tooth circumferentially, the circumferential width of
out out /(μ0 Sg out ) (16)
flux area is bTFT /2. The TF-tooth reluctance RTFT is
where Sg out and δg out are the overlap area and distance of stator
DTFT out − DTFT in
end and TF tooth, and μ0 is air permeability. Since the flux path RTFT = (20)
linked to one-phase windings only occupies a half TF tooth μe lTFT bT FT
circumferentially, Sg out can be expressed as where DTFT in and DTFT out are the diameters of inner and outer
1 surfaces of TF tooth, respectively. It can be seen from (20) that
Sg out = bTFT · lTFT (17) the TF-tooth reluctance can be reduced by increasing lTFT and
2
bTFT . But, the increase of lTFT and bTFT will increase the leakage
where bTFT is the circumferential width of a TF tooth, and lTFT
permeance between two columns of TF teeth.
is the axial length of TF tooth. It can be seen from (17) that
the outer air-gap reluctance can be reduced by increasing Sg out
D. Leakage Reluctance
and decreasing δg out . But Sg out is limited by TF-tooth size, and
δg out is limited by manufacturing technology. Leakage reluctance between stator ends are shown in
Inner air gap of the TF-BDRM is the air gap between TF teeth Fig. 13(a), and the leakage flux passes the stator slot from one
and PM rotor, as shown in Fig. 11. Inner air-gap reluctance, stator end to the other axially. The winding distribution in the
which is mainly influenced by air gap length δg in , TF tooth and stator slot is shown in Fig. 13(b).

1 1 24p lphase − 2lSE

Reeσ = ·  2 D2
 
D2  2 = ·    
μ0 π D S in
+h 0 − S4 i n π slo t −
D slo t
−h 1 πμ0 3 (D 2
+ 2h0 ) − DS2 in + Dslot
2 − (Dslot − 2h1)2
2p 2 2p 4 2 S in
l p h a s e −2l S E + 3(l p h a s e −2l S E )
(21)

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WANG et al.: RESEARCH ON A TRANSVERSE-FLUX BRUSHLESS DOUBLE-ROTOR MACHINE FOR HYBRID ELECTRIC VEHICLES 1037

Fig. 13. Leakage flux between stator ends. (a) Leakage flux path. (b)
Fig. 14. Leakage flux path between TF teeth.
Winding distribution.

TABLE I
VARIATION OF R EEσ VERSUS D SLOT AND lSE TABLE II
VARIATION OF R TTσ VERSUS lSE AND bTFT

According to the leakage-flux path and winding distribution,

the leakage reluctance between stator ends Reeσ is obtained
(21) shown at the bottom of the previous page, where h0 is the
distance from winding top to the inner surface of stator end,
and h1 is the height of windings. It can be seen from (21) that
the leakage reluctance between stator ends can be increased by
increasing the distance between stator ends and decreasing the
cross section area that the leakage flux goes through.
where hTFT is the radial height of TF tooth, ltt is the axial
distance between two columns of TF teeth in one phase, and
blateral is the circumferential distance between two lateral TF
teeth in different columns. Accordingly, the leakage reluctance
between TF teeth is
1 π/ (μ0 hTFT )
A TF-BDRM with pole-pair number of 6, inner diameter of Rttσ = = 
. (23)
Λttσ ln 1 + 2l t t −b TπFbTT +2b
FT
stator core of 132 mm, one-phase axial length of 44 mm and la te ra l

h0 /h1 of one-fourth is taken as an example, and the variations A TF-BDRM with hTFT of 15.4 mm and blateral of 7.8 mm is
of its leakage reluctance between stator ends versus Dslot and taken as an example, and the variation of its leakage reluctance
lSE are calculated by (21), as shown in Table I. The leakage between TF teeth versus ltt and bTFT is calculated by (23), as
reluctance between stator ends increases with the decrease of shown in Table II. It is indicated that Rtt σ increases with the
Dslot and lSE . But, the decrease of Dslot and lSE will cause the increase of ltt and the decrease of bTFT . But, the increase of ltt and
reduction of available space in stator slot and waste of PM. the decrease of bTFT will both decrease the radial cross-sectional
Thus, the above influence should be considered synthetically in area of TF tooth, which will decrease the main flux.
the process of machine design.
In the TF-BDRM, there also exists leakage flux between two
IV. ANALYSIS OF MAIN FLUX
columns of TF teeth, and the leakage flux mainly passes from
one TF tooth in one column to the nearest TF tooth in the other Since the double air-gap structure of TF-BDRM will reduce
column, as shown in Fig. 14. To simplify the calculation, the the air-gap flux density and output torque, flux-concentration
leakage flux path is approximated to be the sum of several paths. PM rotor is adopted to increase air-gap flux density [16].
According to Fig. 14, the leakage permeance between TF The flux-concentration structure in the TF-BDRM is shown in
teeth Λttσ is obtained Fig. 15, where PM is tangentially magnetized.
 1 To illustrate the characteristic of flux-concentration PM ro-
1 2 bT F T μ0 hTFT tor, the relationship between inner air-gap flux density and PM
Λttσ = dr1
2 0 laxial + 12 blateral + π2 r1 remanence is deducted. The following hypotheses are used to
 1 simplify analysis.
1 2 bT F T μ0 hTFT
=
1 dr1
2 ltt − 2 bTFT + 2 blateral + 2 r1
2 0 1 1 π 1) The saturation of magnetic circuit and the influence of mag-
  netic leakage are ignored.
μ0 hTFT πbTFT 2) The differential permeability of PM is the same as that of air.
= ln 1 + (22)
π 2ltt − bTFT + 2blateral 3) The demagnetization curve is a straight line.

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1038 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 66, NO. 2, FEBRUARY 2019

TABLE III
VARIATION OF B G IN /B R VERSUS ξFC

applied:
SPM lPM lTFT 2lPM
ξF C = = 1 = (29)
Sg in 2 τcore lTFT
τcore
Fig. 15. Flux-concentration structure in TF-BDRM. where lPM is the radial width of PM, and τcore is the circumferen-
tial length of magnetic pole. Accordingly, (28) can be expressed
With the above hypotheses, the inner magnetic field intensity as
of PM is Bg in hPM
= . (30)
H = (Br − B)/μ0 (24) Br hPM /ξF C + 2δg out + 2δg in
It can be seen from (30) that Bg in can be increased by applying
where Br is the remanence of PM, and B is the tangential flux large ξFC .
density in the PM-rotor core produced by PM. It can be seen A TF-BDRM with the PM thickness of 8 mm and the lengths
from Fig. 15 that the flux is gathered in the rotor core which is of inner and outer air gaps both of 0.8 mm is taken as an ex-
regarded as the magnetic pole, and the flux passes through the ample. The relationship between Bg in /Br and ξFC is shown in
inner air gap, TF tooth, outer air gap, and stator core succes- Table III, and it is indicated that Bg in /Br increases with ξFC .
sively, and then, the flux returns to the PM through the outer On one hand, ξFC can be increased by increasing the radial
air gap on the other side, adjacent TF teeth, inner air gap, and thickness of PM with pole-pair number, PM-rotor outer diame-
magnetic pole successively. Therefore, there are two air gaps in ter, and circumferential span of magnetic poles fixed, which has
the flux path, and the MMF equilibrium equation is obtained by no effect on the proportion of the magnetic pole on PM-rotor
the Ohm’s law of magnetic circuit outer surface. But, this method is limited by the radial length of
2δg PM rotor. On the other hand, ξFC can be increased by increasing
out Hg out + 2δg in Hg in = HhPM (25)
the circumferential thickness of PM. But, the increase of PM
where hPM is the thickness of PM, and Hg in and Hg out are the thickness will cause the increase of PM reluctance.
magnetic intensities in inner and outer air gaps, respectively. The torque density of TF-BDRM can be obtained [17]
The flux relation is √
T 2Dg in lTFT pKΦ α p Bg in A cos ψ
= (31)
BSPM = Bg in Sg in = Bg out Sg out (26) V σout σin DS2 out

where SPM is the tangential area of PM, and Bg in and Bg out are where Dg in is the diameter of inner air gap, KΦ is the waveform
the flux densities in inner and outer air gaps, respectively. Since factor of the magnetic flux, αp is the effective pole arc coeffi-
TF tooth is thin, the flux areas of inner and outer air gaps can be cient, A is the total ampere-turns per axial armature length, ψ is
assumed to be the same the inner power factor angle, and σout , and σin are the leakage
factors of outer and inner air gaps, respectively. Torque density
Sg in = Sg out . (27) can be improved by increasing Bg in or decreasing σout and σin ,
and σout and σin can be decreased by decreasing reluctances of
The flux densities of inner and outer air gaps are equal, and main flux path and increasing reluctances of leakage flux paths,
the electromechanical energy conversion occurs in the inner air respectively. Therefore, the analytical model cannot only indi-
gap. Thus the relationship between Br and Bg in is investigated cate the mechanism of this new-structure machine, but also be
by substituting (25)–(27) into (24) used for optimizing the torque density of the TF-BDRM.
Bg in hPM Based on the above analytical results, the influence laws
= hP M
. (28) of machine parameters on performance are obtained, and the
Br + 2δg out + 2δg in
S P M /S g in primitive scheme can be obtained quickly through analytical
optimization, which will save much time of 3-D finite-element
The δg out in the denominator shows the flux density of inner
simulation. The primitive scheme of TF-BDRM is shown in
air gap is decreased by outer air gap, because it shares a part of
Table IV.
the MMF.
With the flux-concentration structure, the air-gap flux density
V. SIMULATION OF TF-BDRM
is increased, which can compensate the decrease of inner air-
gap flux density caused by outer air gap. To illustrate the effect Different from traditional machines, the main flux of TF-
of flux-concentration structure, flux-concentration factor ξFC is BDRM distributes in 3-D directions, and there is more leakage

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WANG et al.: RESEARCH ON A TRANSVERSE-FLUX BRUSHLESS DOUBLE-ROTOR MACHINE FOR HYBRID ELECTRIC VEHICLES
TABLE IV
PRIMITIVE SCHEME OF TF-BDRM
Fig. 16. Flux-density distribution in TF-BDRM. (a) Maximum main flux.
(b) Minimum main flux.
flux, which increases the complexity of machine design.
Therefore, the 3-D finite-element model of the TF-BDRM is
established to investigate the machine performance.
The computation time is long because of the numerous mesh
of the 3-D model, so the model needs to be simplified to save
time. On one hand, there is nearly no electromagnetic coupling
among different phases, so one-phase model can be used for
simulation. And one-phase model can be simplified to one-
pole-pair model because of the periodicity in each phase. On
the other hand, the synchronous speed of the TF-BDRM is the
relative speed of PM rotor and TF rotor, and thus, PM rotor of
the model can be assumed to rotate at the synchronous speed
with TF rotor fixed. The TF-rotor holder is omitted in the model
since it has little influence on the electromagnetic performance.
With the simplified 3-D finite-element model established, the
flux-density distribution in TF-BDRM at no-load state is sim-
ulated, as shown in Fig. 16. For the TF rotor, the flux density
mainly distributes in TF teeth, while the flux density in the air
gap between TF teeth is little. Besides, the flux density of PM
rotor mainly focuses in two axial ends because of the position
of TF tooth. Fig. 16(a) and (b) shows the situations of maximum
and minimum main flux, respectively.
Fig. 16(a) shows the situation that the center lines of magnetic
pole and TF tooth are aligned, where the reluctance of main mag-
netic circuit is the lowest. The PM flux mainly passes through
the TF tooth, and flux linked in stator windings is the largest.
The flux density in TF tooth distributes uniformly, which shows
that the shape of TF tooth is designed appropriately. Fig. 16(b)
is the situation that the center lines of PM and TF tooth are
aligned, where the reluctance of main magnetic circuit is the
largest. The PM flux mainly distributes in PM rotor and TF
tooth, while little of it goes into the stator core, which results in
little PM flux linked in stator windings. In radial direction of TF
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1039
Fig. 17. Flux-density vector distribution in TF-BDRM. (a) Maximum
main flux. (b) Minimum main flux.
Fig. 18. Flux-density distribution in inner air gap. (a) Maximum main
flux. (b) Minimum main flux.
tooth, the flux density of the side close to the PM rotor is high,
while that of the side away from the PM rotor is low.
The corresponding flux-density vector distribution in the TF-
BDRM of the above two situations are shown in Fig. 17. In
Fig. 17(a), the flux-concentration effect of magnetic pole is
obvious. In Fig. 17(b), there is little flux going into the stator
core, and a lot of flux closes through the side of TF tooth near
the PM rotor. It is concluded from Figs. 16 and 17 that the radial
flux density in TF tooth distributes unevenly.
The flux-density distribution in inner air gap of the TF-BDRM
is shown in Fig. 18. It is illustrated in Fig. 18(a) that the inner-
air-gap flux density is high near TF teeth, which is almost 1.5T,
and it is low near the air between TF teeth. In Fig. 18(b), the
flux density around TF-tooth center is almost zero, and the PM
mainly produces leakage flux through the TF teeth. The flux
density near the air between TF teeth is low.
Fig. 19 shows the flux-density distribution in outer air gap of
the TF-BDRM. The flux density in outer air gap has the same
distribution law as that in inner air gap, while the flux density
1040 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 66, NO. 2, FEBRUARY 2019

Fig. 19. Flux-density distribution in outer air gap. (a) Maximum main
flux. (b) Minimum main flux.
Fig. 20. Stator of TF-BDRM. (a) Stator end and windings. (b) Stator
yoke.
TABLE V
MAIN PARAMETERS AND SPECIFICATIONS OF TF-BDRM

Fig. 21. TF rotor of TF-BDRM.

in the same position of outer air gap is lower than that of inner
air gap.
According to the flux-density distribution in Fig. 16(a), the
total PM flux and effective PM flux which induces electromotive
force (EMF) are calculated through the flux-density integration
in different parts. Afterward, the no-load leakage coefficient σ0
is calculated Fig. 22. PM-rotor core.

σ0 = Φm /Φδ (32)
The three phases of TF-BDRM are independent from each
where Φm is the total PM flux, and Φδ is the PM flux linking other, and thus each phase is manufactured independently. How-
one-phase winding. Φm and Φδ can be calculated by flux-density ever, the stator core has the U-shaped cross section which is
integration circumferentially continuous, and the placement and location of
 windings are difficult because of the U-shaped sheets. Thus, the
Φm = Bm ds (33) stator core is composed of separately manufactured ends and
Am yoke, and the annular silicon steel sheets are laminated axially,

as shown in Fig. 20.
Φδ = Bδ ds (34) The main problems in the manufacture of TF rotor are: the
Aδ
diameter tolerance of TF rotor should be limited to guarantee
where Bm and Bδ are the flux densities of PM and air gap, and the accuracy of air-gap length; a holder is needed to hold the
Am and Aδ are the surface areas of PM and air gap under one TF teeth, and it should have good mechanical strength since it
pole, respectively. By (32)–(34), the leakage coefficient can be transfers the torque of the machine; and the holder should be
calculated. nonconductive and nonmagnetic to avoid eddy loss and decrease
leakage flux.
VI. PROTOTYPE AND EXPERIMENTS The TF rotor is shown in Fig. 21. To guarantee the mechan-
ical strength of the holder, epoxy phenol aldehyde glass cloth
A. Prototype and Test Platform
laminated board is used for the holder, and the radial thickness
Because of the double-rotor structure of TF-BDRM, its man- of the holder is selected as 15.4 mm. The TF teeth are formed
ufacture and assembly are more difficult than those of traditional by laminated silicon steel sheets.
PM machine. The manufacture of TF-BDRM is an important NeFeB40UH is selected as the PM material, and the PM-rotor
step for promotion in practical applications, and thus, the man- core is formed by laminated silicon steel sheets 50WW350, as
ufacturing technology of the TF-BDRM is investigated. A TF- shown in Fig. 22.
BDRM prototype is manufactured, and the main parameters and The test platform is established, as shown in Fig. 23. A drive
specifications are shown in Table V. motor and a load motor are used to imitate the ICE and reduction

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WANG et al.: RESEARCH ON A TRANSVERSE-FLUX BRUSHLESS DOUBLE-ROTOR MACHINE FOR HYBRID ELECTRIC VEHICLES
Fig. 23. Test platform of TF-BDRM.
Fig. 24. Simulated and tested no-load BEMF at rated speed of
2800 r/min. (a) Waveforms of tested BEMF. (b) Simulate and tested
BEMF. (c) Harmonic contents of BEMF.
gear, and two torque/speed meters are connected to the two
shafts of the machine, respectively.
B. No-load BEMF and Output Torque
The no-load back EMF (BEMF) at rated speed of 2800 r/min
is tested, as shown in Fig. 24(a), and it is compared with the
simulated result, as shown in Fig. 24(b) and (c). The wave-
forms of simulated and tested BEMFs are both approximately
sinusoidal, and the calculated total harmonic distortions (THD)
of them are 4.59% and 5.08%, respectively. The amplitude of
tested BEMF is lower than the simulated result, which is be-
cause of the increased reluctances of the main flux path during
the manufacture and assembly of the prototype. The stator yoke
is composed of axially laminated silicon steel sheets, and the
main flux passes through the stator yoke axially, thus the insu-
lation between silicon steel sheets will increase the reluctance
of the main flux path. The stator yoke and stator end are manu-
factured separately, and then assembled together, thus there will
be air gap between them inevitably, which will also increase the
reluctance of the main flux path. Besides, the practical magnetic
characteristics of PM material may differ from the datasheet,
and the nonmagnetic rods used for fixing TF teeth will increase
the reluctance of the TF teeth, so the tested EMF is further
decreased. Most of the above errors are indeterminate, and are
hard to be taken into account during the simulation, thus the
ideal machine model is simulated.
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1041
TABLE VI
BEMF VARIATION OF PHASES VERSUS AXIAL DISTANCE BETWEEN PHASES
Fig. 25. Output torques of TF-BDRM.
Fig. 26. Torque-speed curve.
According to the simulated results, the higher amplitude of
phase B is caused by the axial leakage flux from the PMs of
phases A and C, and the effect of axial leakage flux is related
to the axial distance between two adjacent phases, as shown in
Table VI.
The effect of the axial leakage flux provided by phases A
and C on phase B decreases with the axial distance between
two adjacent phases. But, the increase of axial distance will
increase the axial length of the machine, and reduce the power
density and torque density. Therefore, the axial distance of 3 mm
is chosen. The tested-BEMF amplitudes of three phases are
97.40 V, 98.34 V and 95.97 V, respectively. The tested-BEMF
amplitude of phase B is higher than those of phases A and C,
which is consistent with the simulated result. It is noticed that
the amplitudes of phases A and C are also different, which is
caused by the error of manufacturing process.
With the PM rotor fixed and the TF-rotor speed of 100 r/min,
the tested and simulated output torques of the TF-BDRM are
shown in Fig. 25, and it is indicated that both of them have obvi-
ous torque ripple, which can be weakened by applying skewed
slots or poles.
Since the TF-BDRM is designed for regulating speed and
transferring torque, it has no flux-weakening region. The speed-
torque curve is shown in Fig. 26. The operating region of TF-
BDRM is the square area within the maximum torque and speed
lines. For a given speed regulating period, the speed and torque
curves of the two rotors are shown in Fig. 27.
1042
Fig. 27. Speed and torque curves of TF-BDRM.
Fig. 28. Power transmission efficiency map of the TF-BDRM. (a) Sim-
ulated power transmission efficiency. (b) Tested power transmission
efficiency.
C. Power Transmission Efficiency
Power transmission efficiency is an important performance
of TF-BDRM, which is the ratio of total output power to total
input power. With the speed of PM rotor fixed at 1500 r/min,
and the TF rotor rotating from 1000 to 2000 r/min, the power
transmission efficiency map of the TF-BDRM is simulated and
tested, as shown in Fig. 28. It is indicated that the simulated and
tested maps are approximately in agreement, and most power
transmission efficiency is above 90% when the double-rotor
speed difference is lower than 200 r/min.
VII. CONCLUSION
In this paper, we investigated a TF-BDRM by establishing
the equivalent-magnetic-circuit models and analyzing the main
flux with flux-concentration structure utilized. The contribution
is summarized as follows.
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IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 66, NO. 2, FEBRUARY 2019
1) For TF-BDRM, the main flux distributes in 3-D directions,
and there were several leakage flux paths. Thus, a 3-D fi-
nite element method should be used for accurate calculation,
which will cost much time due to the numerous mesh of
the 3-D model. A simplified 3-D model of one-phase one-
pole-pair region was proposed based on the phase to phase
independence and periodicity of the machine.
2) The no-load and load equivalent-magnetic-circuit models
were established, and the parameters in the model were
deduced. It is found that the armature-reaction reactances
were in direct proportion to pole-pair number, which was be-
cause each coil in the TF-BDRM links the flux of p poles
simultaneously.
3) The flux-concentration structure was used for the PM rotor
to increase the air-gap flux density. The increase of the radial
and circumferential thickness of PM can increase the flux-
concentration factor ξFC , which will increase the outer and
inner air-gap flux density.
4) For the prototype, the stator core was composed of separately
manufactured ends and yoke to facilitate the assembly of the
winding. A TF-rotor holder made of epoxy phenol aldehyde
glass cloth laminated board was used to hold the TF teeth.
5) The tested waveforms of BEMF were approximately sinu-
soidal, with THD of 5.08%. The BEMF amplitude of phase
B was a little higher than that of the other two phases, be-
cause phases A and C will both provide flux to phase B. The
tested torque ripple was obvious, which can be weakened by
applying skewed slots or poles.
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Chengde Tong (M’13) received the B.Sc.,
M.Sc., and Ph.D. degrees in electrical engi-
neering from the Harbin Institute of Technology,
Harbin, China, in 2007, 2009, and 2013, respec-
tively.
He is currently an Associate Professor
with the Department of Electrical Engineering,
Harbin Institute of Technology. He is the author
or coauthor of more than 50 published papers.
His research interests include electric drives and
energy management of hybrid electric vehicles,
free-piston Stirling engines, and permanent-magnet linear machines.
Quanbin Zhao received the B.S., M.S., and
Ph.D. degrees in electrical engineering from the
Harbin Institute of Technology, Harbin, China, in
2008, 2010, and 2016, respectively.
Since 2016, he has been with the 21st Re-
search Institute of China Electronics Technology
Group Corporation, China. His research inter-
ests include design, optimization, and control of
permanent-magnet machines.

Mingqiao Wang was born in Heilongjiang

Province, China, in 1994. He received the B.S.
degree in electrical engineering in 2016 from the
Harbin Institute of Technology, Harbin, China,
where he is currently working toward the Ph.D.
degree in electrical engineering.
His current research interests are in design
and control of variable flux permanent-magnet
machines.
Guangyuan Qiao was born in Henan Province,
China, in 1994. He received the B.S. degree in
electrical engineering in 2017 from the Harbin
Institute of Technology, Harbin, China, where he
is currently working toward the Ph.D. degree in
electrical engineering.
His current research interests include control
of variable flux permanent-magnet machines.

Ping Zheng (M’04–S’05) received the B.Sc.,

M.Sc., and Ph.D. degrees from the Harbin In-
stitute of Technology, Harbin, China, in 1992,
1995, and 1999, respectively, all in electrical
engineering.
Since 1995, she has been with the Harbin In-
stitute of Technology, where she has been a Pro-
fessor since 2005. She is the author or coauthor
of more than 220 published refereed technical
papers and four books. She is the holder of 56
Chinese invention patents. Her current research
interests include electric machines and control, hybrid electric vehicles,
and unconventional electromagnetic devices.
Dr. Zheng was a recipient of more than 30 technical awards, including
the “China Youth Science and Technology Award” from the Organization
Department of the Communist Party of China in 2009, the “National Sci-
ence Foundation for Distinguished Young Scholars of China” from the
National Natural Science Foundation of China in 2013, the “Chang Jiang
Scholar Professor” from the Ministry of Education of China in 2014, and
the “National High-Level Talent Special Support Program” from the Or-
ganization Department of the Communist Party of China in 2016.

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