IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China

978-1-4244-1849-7/08/$25.00C 2008 IEEE

A Motor-Terminal Surge and Induced EMI Noise
Controlling Method Effective in EVs with the
High Density Packaging Structure


Nobuyoshi Mutoh
*
, Takahiro Konuma
**
, Shohei Araki
***
, Kazo Natori
****
and Naoki Kadeda
*****

*
Graduate School of Tokyo Metropolitan University, Tokyo, Japan. Email: nmutoh@cc.tmit.ac.jp
**
Graduate School of Tokyo Metropolitan University, Tokyo, Japan. Email: qu041216@cc.tmit.ac.jp
***
Graduate School of Tokyo Metropolitan University, Tokyo, Japan. Email: u6889501@cc.tmit.ac.jp
****
Tokyo Electric Power Company, Tokyo, Japan. Email: natori.kazuo@tepco.co.jp
*****
Fuji Electric Systems, Tokyo, Japan. Email: takeda-naoki@fesys.co.jp


Abstract This paper describes a motor-terminal surge and
induced EMI noise controlling method which is effective in
electric vehicles (EVs) with the high density packaging
structure. First, circuit parameters to influence surges
occurring at the motor terminals when a motor is connected
to a PWM inverter via short leads are clarified through
transient circuit analyses and experiments. Then, a method
to control surge voltages and induced EMI noise is proposed
which uses a power board. The effectiveness of the proposed
method is verified through simulations and experiments.
KeywordsElectric Vehicles(EVs); Motor-Terminal Surge;
EMI Noise; Series Resonance; Skin-Effect, Power Board.
I. INTRODUCTION
As a countermeasure against global warming, the
research and development of the eco-vehicles such as
electric vehicles (EVs) and fuel-cell vehicles is being
actively carried out. EVs are characterized by having the
motor driving system as the propulsion power generating
system to generate driving force. In order to be able to get
high energy efficiency, it is necessary to design EVs with
a compact configuration. To do so, a motor drive system
with high density packaging is needed. However, in this
high density structure, the problem appears that EMI
noise generated due to high speed switching operations of
PWM inverters easily spreads over the passenger cabin of
the vehicles through stray capacity distributed over the
drive system [1]. The electrical and electric equipment in
the vehicle may malfunction because of the diffused EMI
noise. For this










reason, in EVs with high density packaging a measure
against EMI noise is indispensable. Since motor drive
systems of EVs generally have power converting devices
such as PWM inverters to perform switching operations
at high frequencies, a lot of leakage current flows to the
body frame or the ground via the stray capacity
distributed between an inverter and a motor. As a result,
if the body is grounded, radiated EMI noise may occur
through this current around the vehicle. Alternatively, due
to the rise of body potential, there is a possibility of
causing various electric obstacles such as an electric
shock and a malfunction to mounted electrical equipment
or passengers. In either case, the noise generated from the
motor driving system causes the problem of EMI.
Accordingly, it is necessary to cope with the EMI noise
of drive systems at the noise source where they are
generated. We have already developed a method [2]-[5]
to control both conducted and radiated EMI noises
generated in an inverter (Fig.2) using a multilayer power
printed board [6] [7]. This approach is effective for motor
drive systems with the high density structure.
The surges occurring when using long leads (more than
15 [m]) for connections between the PWM inverter and
the motor terminals have been investigated [8]-[12] and a
countermeasure against them has also been studied [13].
However, the surges appearing at motor terminals, when
connected to the PWM inverter with short leads, (for
instance less than 5[m]), which is applicable to EVs, have
received little attention.











Motor
Chassis
U
V
W
Inverter
Line Voltage between
Motor Terminals
R
C
L
C
Ground
Short Leads
Batteries
Motor
Frame
Inverter Output
Voltage
Smoothing
Capacitor
Speed Sensor
(Rotary
Encoder)
Figure 2. Motor-terminals surges causing various electromagnetic
interference between electrical and electric equipments
mounted in EVs.
Speed
Sensor, etc.
Inverter
Ground
Controller
Motor
B
a
t
t
e
r
i
e
s
Figure 1. Complicated EMI noise transmission routes caused by
high density packaging.
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
Thus, on the basis of the results obtained from our
research on short leads [14], a motor-terminal surge and
induced EMI noise controlling method is proposed here
that can realize EVs with the high density structure. The
method uses a multilayer power board developed by
Mutoh et al [6][15] to implement the control.
II. METHOD TO CONTROL SURGES GENERATED AT
MOTOR TERMINALS AND INDUCED EMI NOISE
A. How to Estimate Circuit Parameters to Affect Surges
Occurring at Motor Terminals
We have already found that surges [9] generated at
motor terminals when a PWM inverter is connected to
motor terminals with long leads are completely different
from the surges [15] generated at motor terminals when
connections are with short leads. Although the former is
affected by the stray capacitance distributed between
wires, the latter is affected by the stray capacitance
distributed between motor terminals, and it is called motor
terminal capacitance hereafter. Moreover, it has been
clarified that whenever the PWM voltage with steep rising
and falling characteristics is applied to the surge circuit
shown in Fig.3, which consists of the wiring resistance
and the wiring inductance which are contained in the short
leads and the motor terminal capacitance, a series
resonance phenomenon occurs in this circuit. We have
also clarified through theoretical and experimental
analyses [14] that surges occurring at motor terminals are
series resonance vibrations which appear at motor
terminals when a steep PWM voltage is applied to motor
terminals from the input terminals of the surge circuit
(Fig.3). Then, in order to suppress surges appearing at
motor terminals, it is necessary to compute the high
frequency impedance corresponding to the surge current
flowing under the condition when a surge voltage is
generated. This means that impedances of circuit
parameters should be determined in consideration of the
skin effect in which the impedance increases due to the
high frequency current flowing into the surge circuit (Fig.
3). Then, first, we must grasp the frequency of the surge
voltage when the series resonance phenomenon is caused
in the surge circuit of Fig.3. Then, first, we must grasp the
frequency of surge voltage when the series resonance
phenomenon caused in the surge circuit of Fig.3.
In this study, we obtain the series resonance frequency
through FFT analysis of the measured surge voltage
waveform. Generally, since this series resonance
frequency is 1 MHz or more [14], it is impossible to
measure impedances such as the resistance and inductance
of wiring cables and motor terminal capacitance, (which is
stray capacitance distributed between motor windings)
with existing LRC meters under the frequency condition
of more than 1MHz.








Then, we obtain impedances of the surge circuit through
theoretical and experimental procedures, which are
divided into four processes: (1) analyses of the measured
surge waveform; (2) calculation of wiring inductance in
consideration of skin effect; (3) estimation of resistance to
affect surge; and (4) verification of circuit parameters
obtained through the above processes. These four
processes are explained in detail below.
Fig.4 shows an example of the measured surge voltage
waveform appearing at the motor terminals when using
the bench test equipment (cable length: 3.5m, 1.5 kW SM).
Here, the factors by which the form of the surge waveform
are characterized, i.e., the peak value V
pp
, damping time
constant, and resonance frequency, are extracted from the
measured waveform. When the step voltage with the
amplitude E
d
is applied to the motor terminals of the surge
circuit (Fig.3) from a PWM inverter, the oscillating
terminal voltage V
t
expressed by

(1)

appears at the motor terminals. Here, is less than one

( < 1), which is given by and angular frequency

of oscillation is 2f
r
( ).





























t ) sin( t ) {cos( e E / V
t
d t

2
2
2
1
1
1 1

+ =

,
L
C R
c
t c
2
t c
C L
1
2
1

=
Motor
Motor
Terminal
Capacitance
C
t
PWM Inverter
Output Terminals
Motor
Terminals
Resistance
of Wiring Cables
Inductance
of Wiring Cables
Step Voltage Applied
to Motor Terminals
from a PWM Inverter
R
c
L
c
U
V
Calc ulate Mot or Te rminal Capacit ance
f ro m
Ca lculat e Wiring Induct ance L
c
in Conside r atio n of Skin Eff ec t
Estimate Resit ance t o Af fe ct Surg es
Base d on t he Es timate d Time Const ant
Calc ulate Mot or Te rminal Capacit ance
f ro m Reso nac e Fr e que nc y f
r
Det e mine f rom Pe ak of
the Me asur e d Sur ge Wave for m
Est imate Damping Time Constant
of the Me asure d Surge Wave for m
Estimat e Se r ies Re sonance F re que ncy thr ough
FFT Analyses of Me asure d Surge Wave for m
Ver ify t he Ef fe c tive ne ss of t he
Pa rame te rs Obtaine d t hr ough t he
Above P rocedur es Simulat ions
Ver ify t he Ef fe ct ive ne ss of t he
Pa rame te rs Obtaine d t hr ough t he
Above Pr ocedures Simulations
Me asure Wave for m of Surg e
Volt age
Ve r ify
t he Eff ec tive nss o f the Abov e
P roc e dur es , Co mpar ed with t he
Me asre d Surg e Wave fo rm a nd the
Simula te d Wa vef or m
- 1 0 0
0
1 0 0
2 0 0
3 0 0
4 0 0
V
O
L
TA
G
E
[V
]
T I M E [ s ]
5 4 3 2 1 0
V p p
Vp p
Time Costa nt
408 [V ]
0.18 [s ] -10 0
0
1 00
2 00
3 00
4 00
VOLTAGE [V]
TIME [ s ]
5 4 3 2 1 0
FF T Analyse s 3.5 [MHz]
0 1 2 3 4 16 40
50
60
70
80
90
10 0
VO
LT
A
G
E [dB
V
]
F RE Q UE NC Y [MH z]
7 5
L
c
/ R 2L T c c r =
7
10 1
2
l og 2

=
a
l
l Lc
26 7 . 0
2
= =
L
C R b t

t c C L
f r
2
1
=
R
c R
c
C
t
C
t
Primary
Me thod
Sec ond
Me thod
Ski n Ef fe c t
Analyse s o f Me asur ed
Sur ge Wavef or m
M o tor
M o tor
Te rmina l
Cap aci tan ce
Ct :59 8p F
In ver ter O ut put
Ter minal
Mo to r
Te rmina l
W iri ng
Res ista nce
of Ca ble s
W ir ing
I ndu cta nc e
of Ca ble
Ou tput Vol tag e
o f Inv erte r
R c( = 42 oh m) L c( =3 .7 H )
U
V
Mo tor
M otor
Terminal
Capa citance
Ct :559pF
Inv erter Output
Terminal
Mo tor
Terminal
W iring
Re si stance
of Cables
Wi rin g
Inductance
o f Ca ble
Output Voltag e
of Inverter
Rc(= 42 ohm) Lc( =3. 7H)
U
V
f
r
Figure 4. Procedures to decide circuit parameters for the surge
circuit of Fig, 3.
Figure 3. Surge circuit for expressing surge phenomenon
appearing at motor terminals when using short leads to
connect a PWM inverter and a motor.
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
Moreover, the oscillating wave of (1) decays with the
damping time constant given by

(2)

In the example shown in Fig.5, corresponding to the
peak of the oscillation waveform, which is 1.42 (= 408
V/288 V (E
d
= 288 V)), is approximately 0.267. Fig. 6
shows the surge waveform at =0.267.Moreover, around
0.35 s is obtained from Fig. 5(a) as the damping time
constant . The resonance frequency f
r
is 3.5 MHz (Fig.
5(b)).
Next, wiring inductance L
c
[H] of one phase when a
skin effect is taken into consideration is given by

(3)

where l is length of the wiring cable and a is its radius. In
the example with the bench test equipment, since l and a
of (3) are 3.5 m and 0.001605 m, respectively, wiring
inductance of one phase (U, V or W-phase) is calculated
as 1.85 H. Accordingly, wiring

































inductance L
c
between motor terminals, i. e. lines, is
obtained as 3.7 H (= 2 1.85 H) by doubling this value.
In this case, wiring resistance R
c
between lines is obtained
from (2) as 21 (= 23.7 H / 0.35 s).
Finally, the motor terminal capacitance C
t
is obtained
using either of the following two sets of procedures shown
in Fig.4. The first set obtains C
t1
using
0
determined so
that the peak of the measured surge voltage waveform
may agree with the theoretical peak of the surge waveform
obtained from (1). In this case, C
t
is obtained from

C
t1
=(2
0
/R
c
)
2
L
c
. (4)

In the above example, 598 pF is obtained as C
t1
by
substituting the values
0
, R
c
and L
c
in (4). Fig. 7(a) shows
the surge circuit with parameters obtained using and the
surge voltage waveform simulated from the circuit.






































, 10 1
2
log 2
1

=
a
l
l L
c
0 1 2 3 4 5
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
TIME [s]
V
t
/

E
d
Surge Waveform
at
0
= 0.267
. /R 2L
c c
=
Figure 6. A damping oscillation waveform calculated using (1) to
obtain corresponding to the peak of the measured surge voltage.
Motor
Motor
Terminal
Capacitance
C
t
:559pF
Inverter Output
Terminal
Motor
Terminal
Wiring
Resistance
of Cables
Wiring
Inductance
of Cable
Output Voltage
of Inverter
R
c
(= 21ohm) L
c
(=3.7H)
U
V
(a) Circuit parameters obtained using fr.
(b) Surge voltage waveform when simulations are
performed using circuit parameters obtained in Fig. (a).
Figure 8. Verification of the procedures to obtain the motor
terminal capacitance using fr .
(a) Transient waveform of the measured surge voltage.
3.5 [MHz]
0 1 2 3 4
16
40
50
60
70
80
90
100
V
O
L
T
A
G
E

[
d
B

V
]
FREQUENCY [MHz]
7 5
(b) FFT analysis of (a).
Figure 5. A measured surge voltage waveform and its FFT analyzed
result using the bench test equipment for EVs (cable length:
3. 5 m, test motor: 1.5 kW SM).
408 [V]
0.35[s] -100
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME [s]
5 4 3 2 1 0
Motor
Motor
Terminal
Capacitance
C
t
(= 598 pF)
PWM Inverter
Output Terminals
Motor
Terminals
Resistance
of Wiring Cables
Inductance
of Wiring Cables
Step Voltage Applied
to Motor Terminals
from a PWM Inverter
R
c
( =21 ohm) L
c
(= 3.7 H)
U
V
(a) Circuit parameters obtained using.
(b) Surge voltage waveform when simulations are
performed using circuit parameters obtained in Fig. (a).
Figure 7. Verification of the procedures to obtain the motor
terminal capacitance using .
0 1 2 3 4 5
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME [ s]
408 [V]
288 [V]
0 1 2 3 4 5
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME [s]
408 [V]
288 [V]
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
Since the simulated surge waveforms are very near actual
surge waveforms obtained, the validity of the first set of
procedures to obtain circuit parameters of the surge circuit
of Fig.3 using is proved.
Next, the second set for obtaining motor terminal
capacitance C
t
employs a technique using the resonance
frequency f
r
. That is, the motor terminal capacitance is
obtained from the following formula:

C
t
= (2f
r
)
2
L
c
. (5)

In the example with the bench test equipment, if motor
terminal capacitance C
t
is computed from (5), 559 pF is
obtained using the resonance frequency f
r
3.5MHz, which
is the FFT analyzed result of Fig. 5(b). Fig. 8(b) shows the
surge voltage waveform obtained using the surge circuit
of Fig. 8(a). When compared with the actual surge voltage
waveform shown in Fig. 5(a), it is proved that the second
series of procedures is also effective like the first one.
Therefore, it is possible to obtain the parameters of surge
circuits from either of the sets of procedures. However,
the circuit parameters should be determined by comparing
obtained results from the two procedure sets with an
actual measured surge voltage waveform. This is because
errors occur when estimating these circuit parameters
since both procedure sets acquire them differently.
B. Surge and EMI Noise Controlling Method
Here, we describe how to control simultaneously not
only surge voltages but the EMI noise induced by them.
Fig. 9(a) shows the structure of the three-layer power
board with the function to control surges and EMI noise.
The first-layer is a power transmission layer, the second-
layer is a surge current bypass layer, and the third layer is
a common ground layer. Fig.9 (b) shows the equivalent
circuit of the power board. The structure is characterized
by having moved the originating point of the surge to the
input terminals (e.g. terminal A shown in Fig.9 (a)) of the
board from the motor terminals (e.g. terminal B). This
board has a function to make the surges occurring at the
input terminals attenuate via bypass capacitance and
damping resistance before they reach the motor terminals.
In this case, the direction of the surge current which flows
to the motor terminals through the first layer is opposite to
the direction of the surge current bypassed to the second
layer. As a result, the near-magnetic field formed between
the surge current flowing in the first layer and the surge
current bypassed to the second layer is offset mutually.
Therefore, the board has the structure which can
simultaneously control the surge voltages and the radiated
EMI noise induced by them. Furthermore, conducted EMI
noise is decreased via the damping resistance while
flowing between the second layer and third layer. Here,
the bypass capacitance C
b
and the damping resistance R
d

are designed according to the procedures (Fig.10) using
the equivalent circuit, which is shown in Fig. 9(b).
First, the bypass effect and the response performance of
the PWM voltage when applied to the motor terminals are
examined through simulations (Fig.11). Based on the
results, the bypass capacitance is determined from the
optimum k given by

C
b
= kC
t
. (6)
Fig.11 shows that 4 is best for k. Next, using the
determined bypass capacitance C
b
, the damping resistance
R
d
is determined using the critical damping condition of
Fig. 9(b) given by

(7)
















































Figure 9. Structure of surge and EMI noise control board and
its equivalent circuit.
Surge and EMI Noise Control Board
Terminal
Box
Input
Terminal
First Layer: Power
Transmission Line
Output
Terminal B
Second Line: Bypass Line
I
Third Layer: Common -Mode Line
A B
E
Surge
Bypass
Capacitor C
s
Damping
Resistor R
s
E
(a) Surge and EMI noise control board with the
three- layer structure.
Motor
Motor
Terminal
Capacitance C
t
Inverter
Output Terminal
Motor Terminal
Resistance
of Wiring
Cables
Inductance
of Wiring Cable
Step Voltage
R
c
/2 L
c
/2
Bypass
Capacitance C
b
U
V
Board
Terminal
Board
U-First Layer
V-Second
Layer
Third Layer
(Common Ground)
V-First
Layer
U-Second
Layer
U-Damping
Resistance R
d
R
c
/2
V-Damping
Resistance R
d
L
c
/2
(b). Equivalent circuit for the surge and EMI noise
control board.
. 1
2
4
2
=
+
=
c
b d c
L
C R R

Determine the Bypass Capacitance C

b
Based on Bypass Effect and Response
Characteristics of PWM Voltage
Applied to Motor Terminals
Determine
Damping Resistance R
d
Using the Determined Bypass Capacitance
under the Critical Damping Condition: =1
Examine the Structure of
the EMI Noise Controlling Board Which Can Be
Stored Motor Terminal Box.
Verify Suppression Effect of the Proposed EMI
Noise through Simulations
Procedures to Design
Bypass Catacitance C
b
and
Damping Resitance R
d
Verified y the Suppression Effects
of the Designed Controlling Boas on EIN Noise,
Compare with Experments and Simulations
t b
C k C
C
b
R
d
Surge and EMI Noise Control Board
Te rminal
Box
Input
Te rminal
Fir st Lay er : Power
Transmission Line
Output
Ter minal B
Se cond Line : Bypass Line
I
Third Laye r: Common -Mode Line
A B
E
Surge
By pa ss
Ca pacitor Cs Damping
Resistor Rs
E
1
2
4
) 2 (
=

+
=
c
b d c
L
C R R

Figure 10. Procedures to design a power board to control motor

terminal surge and induced EMI noise.
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
Here, step response characteristics (Fig.12) near the
critical damping condition are given by

(8)

Fig.12 shows that value near one is suitable, judging
from the damping effect and the rising characteristics of
the response waveforms. Then, (7) is adopted here when
determining the damping resistance R
d
.













































Fig.13 shows the surge suppression effect when the
circuit parameters determined according to the procedures
shown in Fig.10 are applied to the equivalent circuit of Fig.
9(b). When designed with the conditions, k = 4 and = 1,
Fig.13 shows that the surge voltage is well controlled.
Next, the suitable power transmission line structure which
suppresses diffusion of EMI noises and attenuates them
must be examined. Here, two kinds of power transmission
line structures, i.e. the usual straight line structure and U-
shaped structure, are examined. Fig.14 shows the
influence of the two kinds, straight line (Fig.(a)) and the
U-shaped line (Fig.(b)), on the surface current path. For
the straight line structure, the conducted EMI noise
current due to the skin effect is flowing through the line
surface into the output terminals uniformly from the input
terminals, without any drop (Fig. 14(a)). On the other
hand, for the U-shaped line structure, the noise current is
flowing into the output terminals along the inner side of a
line with little resistance from the input terminals. Since
the latter line structure can suppress diffusion of
conducted EMI noises, this structure can also reduce
radiated EMI noises. This fact is verified through the next
experiments.









III. VERIFICATION OF THE PROPOSED SURGE AND EMI
NOISE CONTROL METHODS BY EXPERIMENTS
Fig.15 shows a photo of the surge and EMI noise
control board, which was developed for EVs with high
density packaging structure. Here, the effectiveness of the
surge and EMI noise control board is verified through
experiments. Fig. 16 shows the reduction effect of the
surge and EM noise control board. For the surge voltage,
there is a reduction effect of about 100 V, regardless of
the structure of the power transmission line. However, for
EMI noises, in the case of conducted EMI noise, Fig.17
shows that there is a reduction effect of about 20 dB
between the input and output terminals when comparing
the straight line and U-shaped line structures. Moreover,
for radiated EMI noise, there is a reduction effect of 10
dBV between the straight and U-shaped line structures.
Therefore, the surge and EMI noise control board with
the U-shaped line structure is more effective in EVs with
high density packaging.









Figure 15. Photo of the surge and EMI noise control board
mounted in the motor terminal box.
Figure 14. Influence of the structure of the power transmission
line on the surface current path.
(a) Straight line. (b) U-shaped line and explanation of
the surface current density path.
0 1 2 3 4 5
0
0.2
0.4
0.6
0.8
1
1.2
TIME [s]
V
t

/
2
8
8
Critical
Damping
Condition
= 1
= 0.8
= 0.6
) 2 ( ) 1 ( 1 288 /
r
t
t
f e t V

= + =

Motor
Motor
Terminal
Capacitance
C
t
:559pF
Inverter Output
Terminals Motor Terminal
Resistance
of Wiring
Cables
Inductance
of Wiring
Cable
Step Voltage
Output fromPWM
Inverter Inverter
R
c
(= 21ohm) L
c
(=3.7H)
Bypass
Capacitance
C
b
U
V
I
sb
I
st
(a) Surge circuit for determining the bypass capacitance.
(b) Cb = 2Ct
(c) Cb = 4Ct
(d) Cb = 6Ct
Figure 11. Relationship between the surge currents that flows to
the motor terminals and to the bypass capacitor, and
suppression of surge voltages.
(e) Suppression effect of
surge voltage
Figure 12. The step response waveform of the motor terminal
voltage near the critical damping condition when the
unit step voltage is applied to the surge circuit shown
in Fig.3.
(a) Without surge and EMI
noise control board.
(b) With surge and EMI noise
control board.
Figure 13. Verification of surge suppression effect of the
surge voltage and EMI noise control board
(Cb =2236 pF, Rd = 47 ).
0
0.25
0.5
0.75
1
Surface Current
[A/m]
Input Terminals
Output Terminals
Input Output
0
1
2 3 4 5
-1.5
-1
-0.5
0
0.5
1
1.5
2
2.5
3
C
U
R
R
E
N
T
[
A
]
TIME[s]
Surge Current to
Flow into the Motor
Terminals : I
st
Surge Current to
Flow into the Bypass
Capacitor: I
sb
0 1 2 3 4 5
-2
-1
0
1
2
3
4
4.5
C
U
R
R
E
N
T
[
A
]
TIME[ s]
I
sb
I
st
0 1 2 3 4 5
-2
-1
0
1
2
3
4
5
C
U
R
R
E
N
T
[
A
]
TIME[ s]
I
sb
I
st
0 1 2
3 4 5
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME[ s]
C
b
= kC
t
k = 2
k = 6
k = 4
0 1 2 3 4 5
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME
[ s]
288 V
408 V
0 1 2 3 4 5
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME [s]
C
b
=4C
t
288 V
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China





















































IV. CONCLUSION
The method to control simultaneously surge voltages
occurring at motor terminals and EMI noises induced by
them was described here. The method is especially
effective in EVs with the high density packaging
structure. This method is realized using the multi-layer
power board with a three layer structure. The first-layer is
a power transmission layer, the second-layer is a surge
current bypass layer, and the third layer is a common
ground layer. In this power board, the bypass capacitor is
connected between the first and second layers and the
damping resistance is connected between the second and
third layers. The effect of the proposed control method
was verified through simulations and experiments.
REFERENCES
[1] N Mutoh, M Nakanishi, M Kanesaki, J Nakashima, EMI noise
control methods suitable for electric vehicle drive systems, IEEE
Trans. on EMC, Vo/47, 2005, pp.930-937.
[2] N. Mutoh, M. Ogata, K. Gulez, F. Harashima, New methods to
suppress EMI noises in motor drive systems, IEEE Transaction
on Industrial Electronics, vol.49, no.2, 2002, pp.474-485.
[3] N. Mutoh, M. Ogata, New methods to control EMI noises
generated in motor drive systems, IEEE Transactions on Industry
Applications, vol. 40, no.1, 2004, pp.143-15
[4] N. Mutoh, J. Nakashima, M. Kanesaki, A new method to control
EMI noises generated in power converters, Industrial Electronics
Society, 2003. IECON '03, The 29th Annual Conference of the
IEEE, Nov.2-6, 2003, Vol. 3, pp.2753-2758.
[5] N. Mutoh, M. Kanesaki, J. Nakashima, M. Ogata, A new method
to control common mode currents focusing on common mode
current paths produced in motor drive systems, Industry
Applications Conference, 2003 (IAS2003), Conference Record of
the 38th IAS Annual Meeting, Vol.1, Oct.12-16, 2003, pp.459-
466.
[6] N. Mutoh, J. Nakashima, M. Kanesaki, Multilayer power printed
structures suitable for controlling EMI noises generated in power
converters IEEE Transactions on Industrial Electronics (IES),
Vol.53, No.6, 2003, pp1085-1094.
[7] N. Mutoh, M. Ogata, J. Nakashima, M. Kanesaki, A New Method
to Control EMI Noises Appearing in Power Converters by a
Mutli-layer Power Printed Circuit Technique, EPE 2003, CD-
ROM, September 2-4, 2003.
[8] M. Bentley, P.J. Link, Evaluation of Motor Power Cables for PWM
ac drives, IEEE Trans. on Industry Applications, vol.33, no.2,
1997, pp.342-358.
[9] N. Aoki, K. Satoh, A. Kabae, Damping circuit to suppress terminal
overvoltage and ringing in PWM Inverter-fed ac motor drive
systems with Long Motor Leads, IEEE Trans. on Industry
Applications, vol.35, no.5, 1999, pp.1014-102
[10] A. von Jouanne, D. A. Rendusara, P. N. Enjeti, J. W. Gray,
Filtering techniques to minimize the effect of long motor leads on
PWM inverter-fed ac motor drive systems, IEEE Trans. on
Industry Applications, vol.32, no. 4, 1996, pp.919-926.
[11] S. Moriyasu, Y. Okuyama, Surge propagation of PWM-inverter
and surge voltage on the motor, Trans. IEE J Japan, Vol.119-D,
no.4, 1999, pp.508-514.
[12] A. F. Moreira, P. M. Santos, T. A. Lipo, G. Venkataramanan,
Filter networks for long cable drives and their influence on
motor voltage distribution and common-mode currents, IEEE
Transactions on Industrial Electronics, vol. 52, no.2, 2005,
pp.515- 522.
[13] A. Von Jouanne, P.N Enjeti, Design considerations for an inverter
output filter to mitigate the effects of long motor leads in ASD
applications, IEEE Trans. on Industry Applications, vol.33, no. 5,
pp.1138-1145, 1997.
[14] N. Mutoh, M. Kanesaki, J. Nakashima, A method to control EMI
noises generated by micro-surges appearing at terminals of electric
machines connected to power converters via electric power
wirings , Applied Power Electronics Conference and Exposition,
2004, CD-ROM Proceedings of Nineteenth Annual IEEE APEC
'04, Feb. 22-26, Anaheim, CA, Vol.2, pp.701-707.
[15] N. Mutoh. System using power converter micro surge suppressor
and micro surge suppression method, US Patent No. 7,342,799.

Figure 17. Reduction effect of the surge and EMI noise
control board on conducted EMI noise.
0 1 2 3 4 5
-100
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME [
s]
408 [V]
(a) Without control.
0 1 2 3 4 5
-100
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME [s]
296 [V]
(c ) With control (U- shaped line).
0
1 2 3 4 5 6
-100
0
100
200
300
400
V
O
L
T
A
G
E

[
V
]
TIME [s]
308 [V]
(b) With control (straight line).
3 . 5 [ M H z ]
12 [dBV]
0 1 2 3 4 5
70
80
90
100
110
120
V
O
L
T
A
G
E

[
d
B

V
]
FREQUENCY [MHz]
With Surge and
EMI noise Control
Without Surge and
EMI noise Control
(a) Straight line structure
3 . 5 [ M H z ]
22 [dBV]
0 1 2 3 4 5
70
80
90
100
110
120
V
O
L
T
A
G
E

[
d
B

V
]
FREQUENCY [MHz]
With Surge and
EMI Noise Control
Without Surge and
EMI Noise Control
(b) U-shaped line structure
Figure 18. Suppression effect of the surge and EMI noise control
board on the radiated EMI noise (magnetic field) near
right above 3cm.
30 [mm]
9.1 [dBA]
Output Terminals
of Control Boad
25 [mm]
5.1 [dBA] Reduction Effect:
4.0 [dBA]
Input Terminals
of Control Boad
40 [mm]
16 [mm]
Output Terminal
of Control Boad
9.3 [dBA]
7.2 [dBA]
Input Terminal
of Control Boad
Reduction
Effect:
2.1 [dB]
(a) Straight line
(b)
(b)U-shaped line
Figure 16. Reduction effect of the surge and EMI noise control
board on surges appearing at motor terminals.
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China