Comparison of Slot/Pole Topologies of Variable Flux

Reluctance Generators for Aircraft Applications

Speaker: Ufuk Ayhan

Dr. Hilmi Gürleyen
Prof. Dr. Erkan Meşe
Outline
1. Introduction
More Electric Aircraft Concept
2. Electromagnetic Analysis
VFRG (variable flux reluctance generator)
3. Force Calculations And Using Maxwell
Stress Tensor Method
4. Conclusion
I. Introduction
More Electric Aircraft Concept
• More Electric Aircraft (MEA) attempts
to replace as many hydraulic
mechanical and pneumatic systems as
possible with electrical counterparts
in order to increase the efficiency of
aircraft and save maintenance costs.
• Electricity demand is increased as a
result of system electrification. In this
circumstance, more powerful
generators are necessary.

V. Madonna, P. Giangrande, and M. Galea, “Electrical power generation in aircraft: Review, challenges, and opportunities,”
IEEE Transactions on Transportation Electrification , vol. 4, no. 3, pp. 646–659, 2018.
I. Introduction
More Electric Aircraft Concept
• In commercial aircrafts, three-level
synchronous generators are widely
applied. Three-level structure
eliminates the need for a brush or
slip ring. There are three levels of
occurrence: pre-exciter (PE), main
exciter (ME), and main generator
(MG).
• As the rotor contains windings and
power converters, the operating
speed is limited since all parts are
V. Madonna, P. Giangrande, and M. Galea, “Electrical power
exposed to high centrifugal forces. generation in aircraft: Review, challenges, and opportunities,” IEEE
Transactions on Transportation Electrification , vol. 4, no. 3, pp. 646–
659, 2018.
I. Introduction
More Electric Aircraft Concept
• Furthermore, in modern airplanes,
a generator is also expected to
function as a starter.
• However, electromagnetic torque
capability of the three-level
synchronous generator is limited at
low speeds as;
 PM Generator supplies
sufficient current to DC Field
exciter after certain rpm of prime
mover.

𝐸 . 𝑀 . 𝑇𝑜𝑟𝑞𝑢𝑒 ∝ 𝐼 𝑓𝑖𝑒𝑙𝑑𝑝𝑒𝑎𝑘
I. Introduction
More Electric Aircraft Concept
• Despite its high-power density, the permanent
magnet synchronous generator is not
preferred. Because it cannot be de-energized
in the case of a fault that results in high short
circuit current and consequent reliability
issues.
• Moreover, there is a risk of irreversible
demagnetization at high temperatures inside
the generator.

Z. Zhang, J. Huang, Y. Jiang, W. Geng, and Y. Xu, “Overview and analysis of pm starter/generator for aircraft
electrical power systems,” CES Transactions on Electrical Machines and Systems, vol. 1, no. 2, pp. 117–131, 2017.
I. Introduction
More Electric Aircraft Concept
• Another candidate for aircraft applications SRG
is the Switched Reluctance Generator (SRG).
• SRG is a robust machine with a fault-tolerant
rotor construction.
• As a result, it is capable of operating in a
high-rpm region.
• Doubly salient reluctance generator (DSEG)
features a robust rotor structure comparable DSEG
to that of the SRG and is capable of
operating at high rpms.

X. Yanwu, Z. Zhang, Y. Li, and S. Yuke, “Behavior and functional https://kaskod.ee/technology/switched-

modeling methods of doubly salient electro-magnetic generators meluctance-motor-generator-technology/
for aircraft electrical power system applications,” Chinese Journal
of Aeronautics, vol. 32, no. 2, pp. 477–488, 2019.
I. Introduction
More Electric Aircraft Concept
• The doubly salient reluctance machine’s
back-EMF is not sinusoidal.
• As with SRGs, a doubly salient reluctance
generator produces Emf with high THD and
consequently, that results in a large torque
ripple at the input shaft, which results in
mechanical stress and acoustic noise.

X. Yanwu, Z. Zhang, Y. Li, and S. Yuke, “Behavior and functional

modeling methods of doubly salient electro-magnetic generators
for aircraft electrical power system applications,” Chinese Journal
of Aeronautics, vol. 32, no. 2, pp. 477–488, 2019.
II. Electromagnetic Analysis
VFRG (variable flux reluctance generator )
• This work investigates slot/pole combinations of
variable flux reluctance generator (VFRG) for
aircraft application.
• Field and armature windings are located in the
stator of VFRG. Thus;
--> VFRG does not need any
brush or slip ring.
--> VFRG can operate at high-speed due to
the robust structure.
• VFRG is a fail-safe generator because field winding
may be de-energized during fault condition.
• Moreover, there is no need to cool down the rotor Windings of VFRG for 12/10 topology. RBY
coloured windings are phase windings. Green
seperately, since all the windings are located on windings are field windings.
the stator side.
II. Electromagnetic Analysis
VFRG (variable flux reluctance generator )
• To produce electromagnetic torque on VFRG,
the slot and pole numbers must not be equal
to each other, otherwise opposing stator and
rotor teeth will be locked magnetically and
there won’t be produced any useful torque.
• 6/4, 6/5, 6/7 and 12/10 stator/rotor teeth
combinations are widely used topologies.

Windings of VFRG for;

a)6/4, b) 6/5, c) 6/7, d) 12/10 topologies.
 II. Electromagnetic Analysis
VFRG (variable flux reluctance generator )
• Back-EMF of 6/4, 6/5 and 12/10 topologies
are shown respectively.
• The 6/4 topology has an unbalanced EMF
that cause a very high torque ripple.
• The 6/5 and 12/10 topologies have
sinusoidal back-EMF.
• Therefore output of 6/5 and 12/10
topologies can be integrated to the aircraft
AC electrical grid without bulky LC filters to
a) Back-EMF of 6/4 topology,
filter excess harmonics. b) Back-EMF of 6/5 topology
c) Back-EMF of 12/10 topology
 II. Electromagnetic Analysis
VFRG (variable flux reluctance generator )
• Magnetic flux density can be decomposed
into radial and tangential components in
cylindrical coordinate system.
• Stress components are calculated from
Maxwell Stress Tensor Analysis in the middle
of airgap ring using equations :

Radial stress component ()

Tangential stress component

()
III. Force Calculations And Using Maxwell
Stress Tensor Method
• Since the radial component of the B field that
passes through the air gap is dominant
compared with the tangential component, Br
is higher than Bt.
• this ratio is approximately 6 to 1 at the
specific rotor position in the figure at right,
when resultant B field vector is calculated on
one overlapping teeth surface region
 III. Force Calculations And Using Maxwell
Stress Tensor Method
• In high power generator or motor applications,
the high Br/Bt ratio causes high radial force
density to torque density ratio in the machine.
• That can result in deformation of the air gap
width and further mechanical deformations of
stator structure with excessive noise and
mechanical failure.

(up to )

Results of Ansys Workbench Steady State Structural

Analysis. Graphs are for 6/5, 6/4, and 12/10,
respectively from (a) to (c). All analysis are done at
fi xed rotor position and corresponding fi xed
winding excitation instant
III. Force Calculations And Using
Maxwell Stress Tensor Method
• In steady state synchronous drive condition
with 3 phase balanced current excitation,
radial force distributions are shown.
• As shown in the figure, when radial stress
polar plots are compared, it is seen that
radial stress peak of 6/5 is higher than the
peak of 6/4 at same exciting currents and
frequency condition.
• In addition, 6/5 radial stress polar plot is
asymmetric and mostly concentrated in
one half plane of polar plot. This is a
common issue for even number of stator
teeth – odd number of rotor teeth
combination.
III. Force Calculations And Using Maxwell
Stress Tensor Method
• It can be said that 12/10 is double of 6/5 topology and its radial
force graph is again symmetric as in 6/4.
To sum up;
• even number of rotor teeth – even number of stator teeth
topologies posses radial force distributions symmetrical around
origin.
• On the other hand, even number of stator teeth / odd number of
rotor teeth, and odd number of stator teeth / even number of rotor
teeth combinations are not symmetrical and consequently
introduce unbalanced radial forces through air gap of the machine.
IV.
Conclusion
Topology Back Emf Torque Ripple Radial Stress

6/4 Distorted High Balanced

6/5 Sinusoidal Low Unbalanced

Sinusoidal
12/10 Low Balanced
IV. since all windings are
Conclusion on the stator and
heat can be
Can be easily effectively sinked
de-excited from the windings via
end winding cooling,
easy cooling spray injection,
high reliability capability evaporation etc.

Reluctance
generators
High rpm
Low cost operation
Easy to Single piece
manufacture rotor structure
Thank You