Objective: There is limited literature on repetitive postoperative MRI and clinical evaluation after Uniportal Lumbar Endoscopic Unilateral Laminotomy for Bilateral Decompression. Methods: Clinical visual analog scale, Oswestry Disability Index, McNab’s criteria evaluation and MRI evaluation of the axial cut spinal canal area of the upper end plate, mid disc and lower end plate were performed for patients who underwent single-level Uniportal Lumbar Endoscopic Unilateral Laminotomy for Bilateral Decompression. From the evaluation of the axial cut MRI, four types of patterns of remodeling were identified: type A: continuous expanded spinal canal, type B: restenosis with delayed expansion, type C: progressive expansion and type D: restenosis. Result: A total of 126 patients with single-level Uniportal Lumbar Endoscopic Unilateral Laminotomy for Bilateral Decompression were recruited with a minimum follow-up of 26 months. Thirty-six type A, fifty type B, thirty type C and ten type D patterns of spinal canal remodeling were observed. All four types of patterns of remodeling had statistically significant improvement in VAS at final follow-up compared to the preoperative state with type A (5.59 ± 1.58), B (5.58 ± 1.71), C (5.58 ± 1.71) and D (5.27 ± 1.68), p < 0.05. ODI was significantly improved at final follow-up with type A (49.19 ± 10.51), B (50.00 ± 11.29), C (45.60 ± 10.58) and D (45.60 ± 10.58), p < 0.05. A significant MRI axial cut increment of the spinal canal area was found at the upper endplate at postoperative day one and one year with type A (39.16 ± 22.73; 28.00 ± 42.57) mm2, B (47.42 ± 18.77; 42.38 ± 19.29) mm2, C (51.45 ± 18.16; 49.49 ± 18.41) mm2 and D (49.10 ± 23.05; 38.18 ± 18.94) mm2, respectively, p < 0.05. Similar significant increment was found at the mid-disc at postoperative day one, 6 months and one year with type A (55.16 ± 27.51; 37.23 ± 25.88; 44.86 ± 25.73) mm2, B (72.83 ± 23.87; 49.79 ± 21.93; 62.94 ± 24.43) mm2, C (66.85 ± 34.48; 54.92 ± 30.70; 64.33 ± 31.82) mm2 and D (71.65 ± 16.87; 41.55 ± 12.92; 49.83 ± 13.31) mm2 and the lower endplate at postoperative day one and one year with type A (49.89 ± 34.50; 41.04 ± 28.56) mm2, B (63.63 ± 23.70; 54.72 ± 24.29) mm2, C (58.50 ± 24.27; 55.32 ± 22.49) mm2 and D (81.43 ± 16.81; 58.40 ± 18.05) mm2 at postoperative day one and one year, respectively, p < 0.05. Conclusions: After full endoscopic lumbar decompression, despite achieving sufficient decompression immediately postoperatively, varying severity of asymptomatic restenosis was found in postoperative six months MRI without clinical significance. Further remodeling with a varying degree of increment of the spinal canal area occurs at postoperative one year with overall good clinical outcomes.
The magnetic geared permanent magnet synchronous motor (MG-PMSM) is a PMSM that has two rotors with different rotation speeds and includes the function of magnetic gear. The design studies of the 45kW-class MG-PMSM are conducted for the application of the driving system for a tram. In this research, first, to derive the detailed model of the 45kW-class MG-PMSM for the tram, the analysis of the characteristics according to the stator winding method was performed. After selecting the winding method that can reduce the size of the MG-PMSM, two design topologies were applied to determine the number of stator poles, the number of outer rotor pole pieces, and the number of inner rotor poles of the MG-PMSM. A 45kW-class MG-PMSM detailed model was derived by applying a design topology that can minimize the size of the MG-PMSM, and it was confirmed that the required performance is satisfied through electromagnetic characteristics analysis. In addition, the 4.5kW-class small-scaled MG-PMSM prototype with concentrated winding was manufactured to verify the validity of the analytical model, and performance verification was performed.
This paper reports the design of a magnetic-geared permanent magnet synchronous motor (MG-PMSM) for a 45 kW tram traction system based on high torque density. In the case of the existing tram driving system, due to mechanical reduction gear and induction motor, it causes power transmission loss, low efficiency, and difficulty in lightweight. To solve this problem, research on the MG-PMSM, which combines a contactless magnetic gear with a high-power-density PMSM, is being actively conducted. This motor has a double rotor structure, and the inner rotor, including permanent magnet, and the outer rotor composed of pole-pieces rotate at different mechanical speeds. However, it is hard to design a tram driving system with a high torque density within limited conditions, because only one rotor in MG-PMSM is used as an output. In addition, there is no study conducted from basic design to final design, including gear ratio and topology selection in MG-PMSM for tram. Therefore, this paper presents the design process of MG-PMSM with high torque density to be applied to the 45 kW–class tram driving system. After designing the magnetic gear part that increases torque and efficiency by selecting an appropriate topologies-and-gear ratio that meets the constraints, the final finite elements method (FEM) model and electromagnetic field analysis results were derived by considering the number of poles and the number of slots. Through this, we confirmed that it is superior in output characteristics compared to the existing induction motor + mechanical gear.
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