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Despite their simple and robust structure, low cost, and simple cooling system, switched reluctance motors (SRMs) face the challenge of low mean torque. A possible solution is to change the structure of SRMs. This article introduces an innovative combination of the number of rotor teeth and stator teeth of a two-phase switch reluctance motor (TPSRM) with eight teeth for the stator and fourteen teeth for the rotor. As a result of its unique design, which has a short path for passing the main flux, it requires less magnetomotive force. This leads to less core and copper loss, resulting in increased efficiency. Each tooth of the stator in a phase develops a positive torque during the rotation of the rotor, which increases the torque and consequently increases the mean torque of the proposed TPSRM. A current hysteresis control (CHC) is simulated by 2D FEM for the proposed 8/14 TPSRM and the conventional 8/12 TPSRM under the same mechanical load on the shaft to get a current hysteresis reference of 15A at the nominal speed of 600 rpm. To verify the novelty and advantages of the suggested TPSRM, it is compared with the conventional 8/12 TPSRM in terms of mean and peak torque, torque density, and core and copper losses were compared. Lastly, the proposed 8/14 TPSRM is shown to have better performance than the conventional 8/12 TPSRM.

A new three-phase hybrid-excited multi-tooth switched reluctance motor with embedded permanent magnets is proposed, capable of achieving higher torque density for transportation electrification applications. Operating principles and design considerations are discussed. A magnetic equivalent circuit is developed. Finite element method is employed in the field analysis. The advantages of the proposed topology over existing designs for switched reluctance motors and flux switching motors are presented. Finally, the optimized design is prototyped to experimentally confirm the design and simulation results.

This paper focuses on designing new motors with high torque density, which is crucial for applications ranging from electric vehicles to robotics. We propose a double-teeth C-core switched reluctance motor with hybrid excitation, integrating permanent magnets and a novel drive technique to enhance motor torque density. We explore three magnet placement configurations to maximize torque. A common challenge with most self-starting methods used in two-phase SRMs is the generation of negative torque, which reduces the motor's torque density. Our adopted self-starting method minimizes negative torque, and we introduce a new drive strategy to control the switching on and off, effectively eliminating negative torque. Additionally, magnetic equivalent circuits are developed for the analytical design and theoretical analysis of all configurations. The SRMs under study are prototyped and tested, and their performances are evaluated in terms of torque-angle characteristics, current, and voltage. Both experimental and simulation results validate the effectiveness of the PM-assisted SRMs in enhancing torque density and efficiency.

This paper investigates the optimized combination of rotor and stator teeth in a three-phase switched reluctance motor featuring a connected C-core topology to attain a larger winding area and, thus, a higher electrical loading capability, leading to a higher torque density. The general formulation is discussed. Additionally, the shorter flux path within the design leads to a reduced core loss. The finite element method is employed in the design and field analysis. A comparison with a conventional motor shows the superiority of the proposed configuration. The optimized design is prototyped and tested. Both static and dynamic torques are extracted. A good correlation between simulation and experimental results is observed.

A novel radial-flux eddy-current coupler with interior permanent magnets (IPM) is proposed, providing higher demagnetization tolerance, making it well-suited for applications with limited accessibility, such as offshore wind generation. Finite element analysis is employed in the design and derivation of coupler quantities. Finally, the coupler is prototyped to experimentally validate the design and the simulation results.