Design Study of a Traction Motor for Electric Vehicles

Y. K. Chin, J. Soulard
Division of Electrical Machine and Power Electronics,
Department of Electrical Engineering, Royal Institute of Technology - KTH
100 44, Stockholm, Sweden

Abstract This paper presents the design study of a traction Slot height (h,) 20.5 mm
motor used in electric vehicles. The design is a permanent Slot area (A,,,,) 106 mm2
magnet synchronous motor (PMSM) type with an inset
permanent rotor configuration. With the given constant Slot liner thickness (d) 0.3 mm
power speed range (CPSR), a design methodology is
developed to reach the required specifications.
T ........

I. INTRODUCTION
The application of permanent magnets (PMs) in
electrical machines increases their efficiency by
eliminating the excitation losses, which means a higher
output power or torque per volume than when using
electromagnetic excitation. PM motors are applied in a
wide range of application fields, from industrial drives for
machine tools to large PM synchronous motors for ship
propulsion. In addition, due to the possibility of operating
PM motors over a wide constant power speed range [1, 2],
substantial interests have been given to these motors in a
variety of automotive applications, e.g. traction
applications in electric vehicles such as electric forklifts.
This paper presents the design study of a PM traction
motor for electric vehicles. With the design specifications
and the given constraints, a design approach is developed Fig. 1. Stator geometry referred.
and presented in this study. The design methodology is
based on the constant power speed range (CPSR) contour III. DESIGN PROCEDURE
plot on the inset permanent magnet (IPM) parameter
plane introduced by Soong and Miller [3]. Different A. Variable Parameters
possible designs obtained with the described method are
presented. One of the feasible designs is selected and has With the given stator geometry and the inset
been realized as a prototype. permanent magnet rotor configuration, three geometric
parameters studied are the air gap length (g), the magnet
II. DESIGN SPECIFICATIONS thickness (lm) and the magnet coverage or span (2a), as
shown in Fig. 2.
The design is intended for a 48 volts battery system
and to be operated with a CPSR of 2.5 to 3. The motor B. Reference Flux Linkage (RFL)
should deliver a maximum torque of 60 Nm at a rated
speed of 1500 rpm. The study is based on a given stator As shown by Soong and Miller in [3], with a specified
used in the induction motor of the same rating. The stator saliency ratio (,ref) and a targeting CPSR, a corresponding
outside diameter is 188 mm with an active length of 165 desired normalized magnet flux linkage (ief ) is
mm. Fig. 1 shows the referred stator geometry and obtained. It can then be used subsequently to find a
relevant geometry parameters are presented in Table I. specified reference flux linkage (RFL) for the possible
design solutions. In the following, the way to obtain the
TABLE I RFL is explained.
THE DIMENSIONS OF THE SATOR GEOMETRY
Geometry parameter Dimensions
At the rated conditions, the voltage equation can be
expressed as
Stator outer diameter (D,,t) 188 mm
Stator inner diameter (Din,) l1Omm
Slot number (Q,) 36 Vn2=O)n2L(mn+Ldnndn) +(LqnIqn)2] (1)
Tooth width (bt,) 4.8 mm or
Slot opening (b0)
Stator back (hrs)
2.75 ± 0.01 mm
18.5 mm
1 = (T,mn + LdfIdn ) + (LqnIqn )2 (2)

786
 g = aj.r gap l.ength lig
lgh thIckness of the m- agnet

'a)
co
0 BS
to
-V
A OB
X-,::
m-

1m1 ePM 'PM

c

ic ..I 0 55
4)
4) M5
27t 2c 9
Fig. 2. Investigated geometric parameters.
as both the normalized voltage V, and speed wn are equal
to 1 at the rated condition. Moreover, (2) can be expressed
as 07 £7
The rormnalized mnagnet
flux linleage %
1= (nmn - Ldn In sin(Y b )) + (Lqn In COS(Y b ))2 (3) Fig. 3. The reference flux linkage in the grid of the saliency ratio and the
normalized flux linkage.
where Ldn, Lqn, In, Yb are the normalized d- and q-axis
inductances, current and the current angle at the base Iref(= cs(Kb )+ (re - 9
speed, and normalized d- and q-axis current (Idn and Iqn) ref
Cos(/, Jn)fsin (7b)COS(7b)~
are defined as
where the (LdnIn)ref or RFL is obtained as previously
Idn =-I, Sin(Yb) (4) described. Hence the reference d-axis inductance can be
found as
Iqn = In coS(Yb). (5) (Ld, f)ref
Lref
dn
_
ref
I
(10)
n
With the reference values of the saliency ratio ,ref and
the reference magnet flux linkage WT f, (3) can be further For an inset permanent magnet motor (IPM), d-axis
rearranged as normalized inductance Ld, can be expressed as a function
of the magnet thickness ,j, [5] as
[sin2(yb)+ f * cos2 (b)] *(LdfI )2
(6)
- 2sin(yb)* (V$). (diji) + - =0 Ldn - 6po(q - ns - k,,,Yr - L (1 1)
To give the maximum torque per current ratio, the current PI )
3+( 1) J3.)
'

angle Yb is obtained by [4]

inyUb)= f + j(9u;f ) + 8(1- ref )2 (LdlI, )2
4((4ref IX'dn I-n )
By substituting (7) into (6), an equation with LdnI, as the
unknown variable is obtained. It can be solved
numerically for an expected CPSR with the corresponding
reference values of ,ref and WTf . Fig. 3 shows the
reference flux linkage (RFL) obtained for the different
combinations of ,ref and W .
C. Obtaining a Possible Design for a Specific CPSR
The expression of the current is derived from the
nominal (or rated) torque to be reached at the base speed.
The nominal torque (normalized) at the base speed is
obtained as
t= (Y"mnIn CoS(/b))+ [(i)Ldn (27b)]2
It can be rearranged and the normalized reference current
(Inref) can be obtained as
With (10) and (11), a specific Im can be found and a
corresponding air gap length g is then obtained as
(7)
(12)
-IT. ,Jcf
Moreover, the design found has to be within the current
loading limit for preventing possible magnet
demagnetisation. An exact whereabouts of the design can
be visualized from a current loading limit marginal plot.
The current loading marginal factor M is defined as
M = SI max -1 (13)
SI * k,afety)
where ksaje:y is the safety factor introduced, S1 is the stator
linear current loading and SImax is the maximum current
. (8) loading allowed. A positive M implies that the design
satisfies this constraint whilst designs with a negative
value are rejected. Fig. 4 shows a possible design solution
for a CPSR of 3, ,ref = 1.2 and TWZf = 0.81, with a ksafey oof

787
150% considered. Fig. 5 illustrates the design approach as IV. POSSIBLE DESIGNS
a design flow chart on obtaining a feasible solution for a
specific CPSR. In this section, several different design solutions
obtained based on the approach described are presented.
The torque and power speed performance characteristic of
these designs are also presented.
With a given saliency ratio ,ref, for a desired CPSR of
2 or 3, a specific magnet flux linkage T ef can be found.
Table II and III present six different possible designs that
satisfy all the required design specifications and within
the demagnetisation constraint. Nevertheless, a minimum
value of the air gap g is set by mechanical considerations.
An empirical expression by Say [6] as
g 0.0002 + 0.003rL (13)
can be used as a rule of thumb for this mechanical
consideration, where r and L are the air gap radius and the
),00)28
iwPp
OM039 .005 active length of the machine. With the given stator
geometry, a minimum physical air gap length of 0.5 mm
Fig. 4. Possible design solution for a CPSR of 3, dref = 1.2 and is set for a feasible design. Hence design A and D are not
0.81 within the current loading constraints. practically feasible with the small air gap. Fig. 6 shows
the power speed performance characteristics of the design
B, C, E and F in the field-weakening operation region.
ted CPSR The number of turns per slot (n,) obtained is the Y-
equivalent value. Depending on the eventual winding
configuration, the actual turns per slots can be found as
(ns )actual = (ns )Y-equivalent 'Cs (14)
where c, is the winding connection factor.
TABLE II
POSSIBLE DESIGNS FOR A TARGETED CPSR OF 3
CPSR = 3, 2a = 120 °elec
Possible
A B C
Design
4ref 1.7 1.5 1.2
Tref 0.75 [pu] 0.78 [pu] 0.81 [pu]
mn

Kcq
, Im
0.136 0.317 1.27

RFL 0.522 [pu] 0.546 [pu] 0.573 [pu]

n, 1.356 1.64 2.98
In 1.214 [pu] 1.216 [pu] 1.223 [pu]
n, In 1.646 [pu] 1.994 [pu] 3.643 [pu]
A
B6 1.061 [T] 0.91 [T] 0.52 [T]
Lref
d 0.426 [pu] 0.449 [pu] 0.469 [pu]
im 1.59 [mm] 1.7 [mm] 3.3 [mm]
geq 0.22 [mm] 0.55 [mm] 4.2 [mm]
Feasle esigns g 0.21 [mm] 0.54 [mm] 4 [mm]
Al
Positive Positive Positive
(OK) (OK) (OK)
Fig. 5. The design flow chart. ksafety 150% 150% 150%

788
 TABLE III Lq is substantially reduced as the current increases,
POSSIBLE DESIGNS FOR A TARGETED CPSR OF 2 whereas the d-axis inductance Ld remains constant
CPSR = 3, 2a = 120 °elec throughout. Due to the saturation, the current angle
Possible D E F leading to maximum-torque-per-ampere (Yb) increases as
Design the saliency ratio decreases, this leads to a reduction in
the CPSR. It is therefore imperative to account this effect.
dref 1.7 1.5 1.25 A linear approximation of the Lq is used
T ref 0.82 [pu] 0.84 [pu] 0.86 [pu]
Lq(Iq)= 0.000406 [H]
Keq
ij0.136 0.317 0.952 if Iq < 125 A
m,
RFL 0.455 [pu] 0.477 [pu] 0.493 [pu]
Lq(Iq) = 0.000406 - 9.206 107(Iq 125) [H]
n, 1.472 1.764 2.703 if Iq > 125 A
In 1.149 [pu] 1.149 [pu] 1.196 [pu] where Iq is the peak current in q-axis. Fig. 8 compares the
n,In 1.691 [pu] 2.027 [pu] 3.112 [pu] characteristics of torque-speed and torque-angle by using
this approximation and the results from FEM transient
1.061 [T] 0.91 [T] 0.61 [T] simulations. Two approaches show good agreements, and
Lref 0.396 [pu] 0.415 [pu] 0.428 [pu] Ldreferred is taken as 0.198 mH.
d
im 2 [mm] 2.2 [mm] 3.7 [mm] X 10,4 d- and q- axis inductances versus current

geq 0.27 [mm] 0.71 [mm] 3.5 [mm]

g 0.26 [mm] 0.68 [mm] 3.4 [mm]
Al
Positive Positive Positive
(OK) (OK) (OK)
ksafety 150% 150% 150%

a,
06iRn 1
DLsigD C
D6ign [
DMign F

Powor Peak Current (A)

(p.u.)
Fig. 7. d- and q-axis inductances from finite element simulations.
a) Torque-speed characteristic
n
/lr ,,7,
:Transient FEM
60I ....... ........With linear approximation of Lq

E 50
z
° 40
5
30
Speed (p.u 20
Fig. 6. The ideal power speed performance characteristic of the selected
possible designs in the field-weakening operation region. 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Speed (rpm)

V. PROTOTYPE MOTOR b) Torque-angle characteristic

701
In this section, a feasible design obtained is further 60
investigated for prototyping. E 50
° 40
A. d- and q- axis Inductance
In the approach described earlier, d- and q-axis 20 Transient FEM
inductances are estimated when the leakage and saturation -
With linear approximation of Lq
IU-
are not considered. These factors contribute to the 0 10 20 30 40 50
Angle (elec. degrees)
60 70 80 90

discrepancies between the values calculated analytically

and by finite element (FE) simulations. Fig. 7 shows both Fig. 8. Comparisons between the FEM simulations and analytical
d- and q- axis inductances as a function of current from approach accounting the saturation effect: a) Torque speed; b) Torque
the FE analysis. It can be noted that the q-axis inductance angle characteristic.

789
B. Current Angle at Different Speed Contour plot of torque and voltage at speed of 3000 rpm
70r
At various speeds, with the base or rated voltage from 69.5
the drive (Vb), a certain current and current angle can be -20-
found to reach the specified torque. A contour plot of the 69

torque and voltage isovalues in the grid of the peak 68.5

current and the current angle is used to visualize and 68 I.i
determine these values. For example, at the rated speed of a

1500 rpm and the base voltage of 21.6 V, a peak current a 67.375 _
of 274.5 A with a current angle of 10.2 °elec is found to = 67
obtain a torque of 60 Nm, as shown in Fig. 9. Similarly,
for any speed above 1500 rpm, at the rated current (I= 66.5

274.5A), a corresponding torque is found within the 66

limited voltage (Vb= 21.6V). Fig. 10 shows a torque of 65.5 _

38.9 Nm with the current angle of 67.4 °elec at 3000 rpm.
Fig. 11 shows the expected torque speed characteristics of 65_
250 255 260 265 270 274.5
Peak Current (A)
280

the prototype motor. The results from the contour plot and
FEM simulation values show good agreements. It can also Fig. 10. Contour of torque and voltage at 3000 rpm.
be noted that the prototype motor has a far superior field- Torque-speed characteristic
70r
weakening capability than the induction motor with the I11
* Induction machine
- With the Ld and Lq from the transient FEM
same fame dimensions and ratings. Transient FEM
From the contour plot
60
C. Losses and Efficiency
The considered losses are the winding losses, the iron 50 _

losses, the friction and windage losses [7]. These losses E~

are calculated to approximate the efficiency at the 40
different operating speeds. Fig. 12 shows the estimated
losses at various speeds. As it can be noted, the iron loss
increases substantially at high speeds and becomes the 30

most dominant one in the deep field-weakening region.

The friction and windage losses remain relatively 20

negligible in this study. Table IV gives the efficiency at

the different speeds. 10
1000 2000 3000 4000 5000 6000 7000
Speed (rpm)
D. Performance Comparisons with the Induction Motor
Fig. 11. Torque speed characteristic of the prototype.
The estimated performances of the prototype are
compared with an existing induction motor, as presented VI. CONCLUSIONS AND FUTURE WORK
in Table V. However, the superiority of the prototype
performance can only be verified till practical measured This paper has addressed the design study of a PM
data are available. The construction of the prototype has traction motor for electric vehicles. A design approach
been completed and the results from the experimental developed based on the CPSR contour plot in an IPM
verification are to be reported in a future study. Fig. 13 parameter plane is presented. Several possible designs for
shows the various components of the prototype. a targeted CPSR of 2 or 3 are presented. A feasible design
is further investigated and the effect of saturation and
Contour plot of torque and voltage at speed of 1500 rpm leakages are included in the analysis. The estimated
performance characteristics of the prototype have been
compared with an existing induction motor with the same
25
frame dimensions and rating. The superiority of the
-20-
volatge prototype performance can only be truly verified by
(D' 20-
D~
~D
experimental measurements. The proposed feasible design
has been resulted in a prototype and further evaluations
-(D
-21-
on its performance are to be reported in a future work.
-S 150
VII. ACKNOWLEDGMENTS
The financial support from the Competence Centre in
"I
Electric Power Engineering at KTH is acknowledged. The
authors are deeply indebted to Nlr. Axel Ohmen of
Danaher Motion in Flen, Sweden, for orchestrating the
`_ 't. \lI \I
290 295 300 construction of the prototype. Nlr. Thord Nilson and Nlr.
------I---------\
O
250 255 260 265 270 275 280 285
Peak Current (A)
Hans-Olof Dahlberg of Danaher Motion in Stockholm are
Fig. 9. Contour of torque and voltage at the rated speed o-If 1500 rpm. also greatly thanked for their invaluable assistance.

790
 VIII. REFERENCES Losses at va&lous operatIng speeds

n I"wk Umsim
[1] R. F. Schiferl, T. A. Lipo, "Power capability of salient pole 0 COMWIf LAW
permanent magnet synchronous motor in variable speed drive El hictik(mi Im
applications", IEEE Transactions on Industrial Applications, 26, EliVifidage U,
pp. 115 123, 1990. Em.AAl 1.
[2] T. Sebastian, G. R. Slemon, " Operating limits inverter-driven
permanent magnet motor drives", IEEE Transactions on Industrial
Applications, 23, pp. 327 333, 1987.
-

[3] W. L. Soong, T. J. E Miller, "Field-weakening performance of

brushless synchronous AC motor drives", IEE Proceedings of ei
Electric Power Application, 141(6), pp. 331 340, 1994.
-

[4] R. Krishnnan, "Control and operation of PM synchronous motor

drives in the field-weakening region", IEEE International e0 X1X _E
Conference on Industrial Electronics, Control and Instrumentation,
2, pp. 745 -750, 1993.
[5] Y. K. Chin, A Permanent Magnet Synchronous Motor for an
Electric Vehicle - Design Analysis, Licentiate Thesis, ISBN 91- sp.d 1"
7283-803-5, Royal Institute of Technology, Stockholm, Sweden, Fig. 12. Estimated losses at various speeds.
June 2004.
[6] M. G. Say, The Performance and Design of Alternating Current
Machines, Pitman, Third Edition, ISBN: 273-40199-8, 1958.
[7] J. Saari, Thermal Modelling of High-speed Induction Machines,
ACTA Polytechnica Scandinavica, Electrical Engineering Series
No. 82, ISBN: 951-666-454-7, ISSN: 0001 6845.

LIST OF SYMBOLS
normalized magnet flux linkage
stator winding factor (fundamental)
r air gap radius
q number of slots per pole per phase
Lb base inductance
Po permeability of free space
Pr relative permeability
C1 Carter's coefficient of the stator
B5 peak air gap flux density Fig. 13. Prototype motor before assembled.

TABLE IV
PERFORMANCE COMPARISONS BETWEEN THE INDUCTION MOTOR AND PROPOSED PROTOTYPE

percentage increase comparing to tte measureu torque 01 tte inu[uction motor

791