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Fig 1: Motor-CAD Radial and Axial Cross-Section Editors and 3D Model Viewer
Motor-CAD Software:
Motor-CAD is a unique piece of software dedicated to thermal analysis of electrical motors and
generators. It is mainly based on network (lumped circuit) analysis but also has a fully integrated
thermal finite element analysis module to give the best combination of calculation speed and
solution accuracy. Nodes are automatically placed at important points on the motor cross-section,
such as the stator back iron, tooth, winding hotspot, etc. These are linked by conduction, convection
and radiation thermal resistances. Losses are input at the relevant nodes. Thermal capacitances are
added when thermal transient analysis is performed. Flow network analysis is used to calculate
pressure drops and predict flow rates. Fig 2 shows the typical heat transfer and flow network
schematics as set up and calculated by Motor-CAD. The vast electric motor design and thermal
analysis experience of the Motor-CAD development together with close links with universities and
industry [1 - 23] has been utilised to make sure that the networks developed give an accurate
representation of all the important heat transfer and flow paths in the machine. Fig 2 shows the new
integrated thermal FEA solver that was introduced in v7.1. This takes just a few seconds to generate
a mesh and calculate the temperature rise in a slot filled with either stranded conductors or a form
wound windings.
Fig 2: Motor-CAD Heat Transfer and Flow Network Schematic Diagrams and the Integrated
Thermal FEA Solver
Editors are provided in Motor-CAD to make data input and interpretation of the results as easy as
possible. For instance in Fig 1 we see the radial and axial cross-section editors, which have presetup parameterised geometries for a wide range of motor types (induction, inner and outer rotor
brushless BPM, PM commutator, switched reluctance, synchronous and claw pole), housing types
(a few of the many types are shown in Fig 1, i.e. the axial cross-section shows a machine with oil
spray cooling and a circumferential water jacket, the radial cross-section shows an axial water
jacket and internal rotor cooling ducts, the 3d-model viewer shows axial fins with fan cowling and
rotor endring wafters/wings), magnet shapes (the v-shaped magnet is shown in Fig 1), induction
motor cage shape, etc. A new feature of Motor-CAD v7.1 is option to indicate on the cross-section
drawing the flow paths for the cooling system selected, i.e. the axial cross-section in Fig 1 includes
arrows to indicate the flow paths for the oil spray cooling and a circumferential water jacket using
in that design.
Motor-CAD can model a wide variety of cooling types:
totally enclosed non ventilated [TENV]
totally enclosed fan cooled [TEFC]
waters jackets of various design on both rotor and stator
wet rotor and wet stator
submersible
through ventilation
oil spray cooling
fluid down the gap
etc.
Dedicated editors are provided to help set up the different types of cooling model, with easy to
understand parameters such as water jacket flow rates, inlet temperatures, etc.
All conduction, convection and radiation resistances are calculated automatically by Motor-CAD
using proven formulations, even for the more complex composite parts such as the winding. The
user can calculate the steady-state thermal performance, which is calculated instantaneously, or the
thermal transient performance (Fig 3) which typically takes a few seconds to calculate. Even highly
complex transient duty cycle load are extremely quick to calculate allowing the user to easily select
the correctly sized motor and cooling system for such applications as hybrid and electric vehicles,
rapid transit traction systems, elevators, etc.
Fig 3: Complex load cycle modelled in Motor-CAD for an aerospace induction machine together
with the measured and predicted thermal transient for the winding
The thermal schematic shown in Fig 2 is used to analyse the temperatures of nodes in the network,
the importance of alternative heat transfer paths by examining relative power flow through thermal
resistances, and the restrictions to heat transfer from the relative thermal resistance values.
Alternatives to the schematic diagram are to indicate nodal temperature values on the cross-section
plots or to show the temperature distribution over the cross-section as shown in Fig 2. The thermal
components plotted in the schematic are colour coded to the motor cross-section, i.e. housing shown
in blue, stator lamination in red, copper in yellow, etc. Vertical resistances represent radial heat
transfer and horizontal resistances axial heat transfer. The user has several options of what data to
display on the schematic, i.e. labels, absolute temperatures or temperature rise, thermal resistance
values, etc. Between certain nodes there may be several thermal resistance values in series, i.e. half
the stator lamination back-iron thickness plus the housing thickness and the stator lamination to
housing interface gap between the stator back-iron node and the housing node. Examining all the
individual resistance values on the schematic aids in the judgement of which ones are dominant,
which is important as some may be reduced by simply changing the manufacturing process and may
have a large influence on cooling.
Fig 5 shows typical duty cycle analysis on two different servo motor manufactures [3-5, 13-15].
Both models were created using the automated data links with SPEED software, i.e. transfer
geometry and losses from SPEED PC-BDC software to Motor-CAD. Both sets of results show
excellent agreement with tests. Typical analysis is done to ensure that a motor design is capable of a
particular duty cycle application. Many duty cycles are much more complex than the ones shown.
For instance Motor-CAD has been used to predict the performance of drive systems for elevators
with simulations of the thermal operating conditions over 24 hour period, the optimisation of the
cooling system for rapid transit trains for new lines, electric/hybrid vehicles drives with realistic
duty cycles, power steering applications, aerospace actuator systems, etc.
Fig 5: Measured and Motor-CAD predictions of transient duty cycle operation of two servomotors
Fig 3 also shows excellent agreement between Motor-CAD predictions and measured thermal
transient data for an aerospace induction machine. In this case the duty cycle load is very
complicated, as shown by the diagram of stator and rotor losses with time taken from Motor-CAD.
TEMPERATURE [degC]
Fig 6 shows both measure and predicted steady-state and transient data for an outer rotor brushless
permanent magnet motor for an in-wheel traction application [16]. This type of machine has a
particularly difficult path for cooling of the stator winding as it is embedded inside the rotating
outer magnets. All possible heat transfer paths are modelled in Motor-CAD, i.e. via the static axle
to any heat sinking attached, via the axle and through the bearings to the rotating outer magnet
retaining cylinder, through the airgap and off the end winding to the rotating outer magnet retaining
cylinder. The thermal model proved invaluable in this application in order to optimise the cooling
and maintain a low volume and mass by optimising the heat sinking effect of the axle mounting.
80.0
Winding (Test)
Winding (Calc)
70.0
Shaft (Test)
60.0
Shaft (Calc)
Ambient
50.0
40.0
30.0
20.0
250
500
750
1000
SPEED [RPM]
Fig 6: Brushless outer rotor PM traction motor - steady state results & thermal transient results
Fig 7 shows a 1150hp induction motor that was designed for an oil well drilling application [17]. It
had the stator and rotor axial ducting system shown in Fig 7 to cool the machine using through
ventilation, with separate blower to pass air through the machine. Motor-CAD makes a combined
heat transfer and flow analysis calculation for such machines. In this case the total flow through the
machine was correctly predicted to be 3300CFM. Fig 11 shows the fan characteristic (pressure drop
against volume flow rate) as entered in into Motor-CAD together with the Motor-CAD prediction
of the system flow resistance characteristic. The intersection of the two curves determines the total
airflow through the machine. The Motor-CAD analysis was used to optimise the split between
stator and rotor airflow through the machine and so get the correct balance between stator and rotor
cooling. The full load stator winding temperature was measured to be 157C, which compared well
with the Motor-CAD prediction of 159C.
A joint project with the University of Edinburgh and Cummins Generator Technologies used
Motor-CAD to model the temperature rise of a range of TENV, TEFC and through ventilated
synchronous generators [19,20]. In general the Motor-CAD error for prediction of nodal
temperatures is less than 5% so could be used reliably to aid in design optimisation. Its powerful
multi-parametric sensitivity analysis capabilities were also used to help set up robust design/6
Sigma models.
Fig 7: 1150hp induction machine with through ventilation axial ducting and flow calculation
Fig 8 shows some work done by Siemens VDO Automotive to optimise the transient performance
of a Permanent Magnet DC Motor for an electro-hydraulic anti-lock brake (ABS/EPS) [18]. MotorCAD was used to optimise the slot insulation system with the aim of maximising the time that the
motor could operate with a locked rotor current without exceeding the winding insulation
temperature limit. A simple change to the insulation system allowed the operation to be extended
from 1.8 minutes to 4 minutes. Both designs were built and showed that Motor-CAD was giving
very accurate predictions of the transient so could be relied upon for such design optimisation.
Work was also done at that time to give improved prediction of brush temperatures, this work also
being validated with test data. The brush/commutator thermal model has been found useful in the
analysis of motor life expectancy and for understanding the main design criteria required to keep
the brushes cool.
220
220
Twinding [Test]
Trotor [Test]
Tmagnet [Test]
Tcomm [Test]
Thousing [Test]
Twinding [Calc]
Trotor [Calc]
Tmagnet [Calc]
Tcomm [Calc]
Thousing [Calc]
Temperature [C]
180
160
140
120
Twinding [Test]
Trotor [Test]
Tmagnet [Test]
Tcomm [Test]
Thousing [Test]
Twinding [Calc]
Trotor [Calc]
Tmagnet [Calc]
Tcomm [Calc]
Thousing [Calc]
200
180
Temperature [C]
200
100
80
160
140
120
100
80
60
60
40
40
20
20
time [min]
10
10
time [min]
12
14
16
18
Fig 8: PMDC motor with measured and Motor-CAD predictions of thermal transients
Fig 9 shows some work done by the University of Bristol [21] to optimise the water jacket cooling
and stator insulation system for a IPM brushless PM motor for an electric vehicle application.
There was excellent agreement between predicted and measured stator and rotor temperatures.
Fig 11: Optimisation of a high power density motor for a very short duty aerospace actuator
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