A THEORETICAL STUDY ON PERMANENT MAGNET SYNCHRONOUS MOTORS FOR ELECTRIC VEHICLES

Y.K. Chin, J. Soulard

Royal Institute of Technology (KTH) Stockholm, Sweden

Abstract
This paper addresses the theoretical design of a conventional radial flux permanent magnet synchronous motor (PMSM) with field-weakening capability for electric vehicles. The study applies to both surface mounted and inset magnet rotor configurations. Various losses estimations are embedded into the design procedures to ensure that the desired overall drive performance is achieved. Influences of parameters such as air gap size and magnet thickness on the performances are studied. Back EMF and cogging torque are also investigated and analysed by using both the Finite Element Method (FEM) and an analytical approach. Design examples of various PMSMs with a given stator geometry are presented.

parameters such as air gap size, magnet thickness and magnet span, and their influences on the machine performance are studied. Various losses, including iron losses [3], are estimated and considered in the design procedures. The back EMF and the cogging torque are estimated both analytically [4] and numerically by using Finite Element Method (FEM) analysis. For a given stator geometry, design examples of both surface mounted and inset magnet rotor designs, as illustrated in figure 1, are presented. a) SPM d N S N
Non-salient: Ld = Lq

b) IPM d q S
magnet

N S N

q S

Keywords
Permanent Magnet Synchornous Motors (PMSMs), Field-weakening, Electric Vehicles (EVs).

Salient: Lq > Ld

INTRODUCTION

Figure 1: Rotor configurations studied: a) Surface Mounted PM (SPM); b) Inset PM (IPM).

Permanent magnet synchronous motors tend to replace induction motors in various applications as they present a higher efficiency, power factor, specific output power, and a better dynamic performance than asynchronous motors without sacrificing reliability [1]. It has also been shown that these PM motors can be operated over a considerably extended speed range at near-constant power through the control of the angle between the stator and the rotor field [2]. Not surprisingly, they are continuously receiving serious considerations for a variety of automotive applications, i.e. traction applications in electric vehicles. This paper presents the theoretical design on PMSMs with field-weakening capability for electric vehicles (EVs). Focuses are placed on the

MOTOR CHARACTERISTICS

The desired overall performances (torque and power characteristics) of the PMSM design examples are as shown in figure 2. These curves are used as benchmarks for this theoretical design study. Special attentions are focused on when the motor is operating in the field-weakening region. Constant Power Speed Range (CPSR) is defined as the ratio of the maximum operating speed over the rated speed of the motor. This implies that a maximum motor speed of about 3900 RPM is necessary. All quantities in this study are given in normalized values, the chosen base quantities are as follows: Base torque Tb: 60 Nm Base angular speed b: 314 rad/sec Base voltage Vb: 28 Volts

Desired Performance Characteristics of the PMSM Drive

1.1

for SPM as the relative permeability of the air is 1.

Torque / Power (p.u.) and Efficiency Base Torque = 60 Nm Base Power = 9.4 kW

FieldWeakening Region

Lq =
Maximum Speed

6 (qns k w1 )2 0 rL e

(6)

0.9

0.8

0.7

0.6

0.5

0.4

0.3 torque power efficiency 0.2 0 0.5 1 1.5

b

2.5

Speed (p.u.) : Base Speed (w ) = 1500 RPM

Figure 2: Desired motor performances: torque, power and efficiency characteristic curves. Consequently, the other base quantities can be derived using the power balance as: Base current Ib:

for IPM as the permeability of the iron is relatively large and assumed to be infinite. where q number of slots per pole per phase ns number of conductors per slot kw1 fundamental stator winding factor 0 permeability of free space (= 4107) r relative permeability of the magnet ( 1.05) e effective air gap including slot effect r bore (air gap) radius L active length As aforementioned, saliency ratio is then:

Base Speed

Lq Ld

for SPM for IPM

(7) (8)

=1+
Ib =
Base inductance Lb:

lm e r

4Tb b 3 pVb
3 pVb2 2 4Tb b

(1)

3.2 Magnet Flux-Linkage

The magnet flux-linkage m is calculated as:

Lb =
Base flux-linkage b:

(2)

m = Lm I m

(9)

b = Lb I b =
where p is the pole number.

Vb Ib

(3)

where Lm is the magnetizing inductance and Im is the magnetizing current representing the PMs. They can be expressed as:

3 0 q 2 DL (k w1 n s )2 Lm = ge
and

(10)

MACHINE PARAMETERS

In this section, machine parameters of SPM and IPM rotor configurations are presented.

Im =

2 2 1 B r l m sin 3 r 0 k w1 qn s

(11)

3.1 Saliency Ratio

The saliency ratio can be defined as the ratio of the q-axis inductance Lq over the d-axis inductance Ld. They can be obtained as: d-inductance:

where ge is the equivalent air gap length1, D is the bore diameter, Br is the remanent flux density and is half of the magnet span in electrical degrees. Hence the magnet flux-linkage can be written as:

m = k w 1 qn s B DL

(12)

Ld =

6 (qn s k w1 )2

e +

lm r

rL

(4)

where B is the air gap flux density from the magnet and can be obtained as:

B =

for both SPM and IPM configurations. q-inductance:

Br 1+ r e lm
ge = e + lm r

(13)

Lq =

6 (qn s k w1 )2 0 rL e + lm

(5)

Equivalent Air gap Length:

and the amplitude of the fundamental is calculated as:

first

harmonic (14)

BS =

B 1 =
1.5

4 B sin

2 2 r 0 S 1S p e

(20)

Air gap flux density waveforms

Magnet flux density Fundamental harmonic Armature flux density Resultant flux desnity 1

as the maximum armature air gap flux density. Combining Equation (19) and (20), the linear current density constraint S1S (in RMS value) is given by:

0.5

S 1S

B (T)

B 1
0 0.2

lm p e Br Bd k e safety 2 2 r 0 sin

(21)

where ksafety is introduced as safety margin [6].

Bd
Slotting effect

0.5

4
Magnet span

NUMBER OF TURNS

1.5 0 20 40 60 80 100 120 140 160 180

Rotor Position (Mechanical degrees)

Figure 3: Air gap flux density waveforms. Figure 3 shows the B and B 1 of the magnetic flux density waveforms in the air gap.

It is essential that the rated speed is reached when the machine is loaded at rated condition. This is mainly due to the expected inductive voltage drop in both d- and q-axis. Neglecting the winding resistance, the phasor diagram of a loaded PMSM at rated condition, as depicted in figure 4, can be described by:
2 2 2 V 2 = nS 2 (kw1qBDinL c1nS I sinb ) + (c2nS I cosb ) (22)

3.3 Drive Limits and Demagnetisation

The rated voltage and current must be within the rated motor quantities and the inverter capabilities. They can be given by:

where,

6 0 (qk w1 ) rL c1 = ge
2

(23) (24) (25)

VR 2 (m + ld id ) + (lq iq )
2 2

c2 =

6 0 (qk w1 ) rL e
2

(15) (16)

i R id + iq
2 2

nS I =

4T DLB Q S

The torque developed in PMSMs can be expressed as: IPM: SPM:

t = m iq + (l d l q ) id iq t = m iq

and Qs is the number of stator slots and b is the current angle. The base current angle b is ideally close to the optimised angle max for the maximum torque-to-current ratio. This angle can be found as:

(17) (18)

max =

2 m + m + 8 (lq ld ) i 2 2

where id and iq are the d- and q-axis currents respectively. The linear current density S1 must be constrained so that no demagnetisation occurs at all operating conditions. As stated by Slemon [5], the criterion for magnet protection can be derived from the flux density waveforms in the air gap as:

4 (lq ld ) i

(26)

a)

Xq Iq

b) Xd Id

Xq Iq

lm B S sin Br Bd e

(19)

E ~ ~ ns

I V

E ~ ~ ns

where Bd2 is the demagnetisation flux density and

2

Bd of about 0.2T can be achieved at a temperature of 120 degree Celsius.

Figure 4: Phasor Diagram of a loaded PMSM: a) SPM; b) IPM.

Table 1: Stator Geometry

PARAMETERS/GEOMETRIES IN MILLIMETRES

Performance Comparisons: SPM and IPM Designs

1.4 IPM SPM IPM SPM Power Power Torque Torque

1.2
Torque (p.u) / Power (p.u.)

Outer diameter (Dout) Inner diameter (Din) Height of the slot (hs) Width of the teeth (bts) Stator back height (hrs) Number of slots (Qs) Slot opening (bss1)

188 110 20.5 4.8 18.5 36 2.75

0.8

0.6

0.4

0.2

0 1

1.5

2 2.5 Speed (p.u.)

3.5

PARAMETER STUDY

Figure 6: Performance curves of IPM and SPM.

For a given stator geometry, as shown in Table 1, influences of air gap size g, magnet thickness lm and magnet span 2 on machine performances in fieldweakening region are investigated. Copper losses and iron losses are included in the analysis. Copper loss is calculated when winding temperature of 130C is assumed. For iron loss estimations, the analytical model proposed in [3] is used. Figure 5 shows the performances of an IPM design with losses included. The performance curves of SPM and IPM designs are compared, as shown in figure 6. It can be noted that both designs have almost the same field-weakening (FW) capability, but IPM design can produce a higher maximum torque due to the additional reluctance torque generated. Influences of the magnet thickness on the FW characteristics are illustrated in figure 7.
a)
1.4 1.2 ideal benchmark losses included 1.2 1

a)
1.2

Torque Speed Characteristics

2 mm 2.1 mm 2.2 mm 1.9 mm 1.8 mm

0.8

Torque (p.u.)

0.6

0.4

0.2

0 1

1.5

2.5

3.5

4.5

b)
1.2

Speed (p.u.)

Power Speed Characteristics

1.8 1.9 2.0 2.1 2.2 mm mm mm mm mm

b)

Power (p.u.)

0.8

0.6

1 0.8

Torque (pu)

Power (pu)

0.4

0.8

0.6

0.2

0.6

0.4 0.4

0 1

1.5

2.5

3.5

4.5

Speed (p.u.)
0.2 0.2 benchmark ideal losses included 0 1 1.5 2 2.5 3 3.5 0 1 1.5 2 2.5 3 3.5

Figure 7: Performance characteristics in the fieldweakening region (=3mm, 2=120elec. and lm is varying): a) Torque; b) Speed curves. For the air gap size and magnet span, expected variations in characteristic curves are presented in figure 8 and figure 9 respectively.

Speed (pu)

Speed (pu)

Figure 5: Performance characteristics of an IPM Design: a) Power curve; b) Torque curve.

a)
1.2

Torque Speed Characteristics

3.2 mm 3.1 mm 3 mm 2.9 mm 2.8 mm

a)
1.2

Torque Speed Characteritics

110 120 130 140 150 deg deg deg deg deg

0.8
Torque (p.u.) Torque (p.u.)

0.8

0.6

0.6 Increasing current loading 0.4

0.4

0.2

0.2

0 1

1.5

2.5 Speed (p.u.)

3.5

0 1

1.5

2.5

3.5

4.5

Speed (p.u.)

b)
1.4 1.2

Power Speed Characteristics

2.8mm 2.9mm 3mm 3.1mm 3.2mm

b)
1.4 1.2

Power Speed Characterisitcs

150 140 130 120 110 deg deg deg deg deg

1
Power (p.u.) Power (p.u.)

0.8

0.8

0.6

0.6

0.4

0.4

0.2

0.2

0 1

1.5

2.5 Speed (p.u.)

3.5

0 1

1.5

2.5

3.5

4.5

Speed (p.u.)

Figure 8: Performance characteristics in the fieldweakening region (lm=2mm, 2=120elec. and is varying): a) Torque; b) Speed curves. As can be noted from these figures, the maximum torque and the speed range are affected by various motor parameters. The extension of the speed range is achieved at the cost of lower constant torque values. It is not intuitive to realize of how exactly these parameters influence the speed range and the maximum torque value. However, based on the observations, a reduction of the magnet size or the magnet span increases the constant power speed range. An extension of the speed range is also observed when the magnet span (or coverage) is decreased. The torque and speed equations for the inverter fed PMSMs are given in equation (15) to (18). As revealed in these equations, variations in motor parameters such as: PM flux linkage m, daxis inductance Ld and saliency ratio affect the motor performance. It is suggested [7] that low flux linkage and high d-axis inductance may be favourable if extension of speed range is required.

Figure 9: Performance characteristics in the fieldweakening region (lm=2mm, =3mm and magnet span 2 is varying): a) Torque; b) Speed curves. A higher saliency ratio also implies to compensate the loss of torque due to the low flux linkage in the constant torque region. The influences of geometry parameters studied on the motor performance can be further explained by the following equations:

= 1+

lm e r

(27)

1 1 Ld l m e e + r 1 1 1 m B re 1+ lm

(28)

(29)

Cogging Torque

For instance, the speed range is extended as the magnet thickness lm increases or air gap size e increases. This is due to the effect of the lower flux linkage and higher d-axis inductance. Similarly, a reduction in the magnet span contributes to a lower flux linkage that consequently enhances the speed range. A higher torque in the constant torque region can also be realized when the saliency ratio is increased.

1 0.8 0.6 0.4

Torque (Nm)

0.2 0 0.2 0.4 0.6

BACK EMF & COGGING

0.8 Analytical FEM 1 0 5 10 15 20 Rotor Position (mech. degrees) 25 30

Figure 10 shows the back EMF waveforms obtained both analytically and numerically (FEM). Cogging torque arises due to the interaction between the rotor magnetic flux and variable permeance of the air gap due to the stator slot geometry. It can be derived analytically from the magnetic flux density distribution by calculating the rate of change of total energy stored in the air gap with respect to the rotor angular position. An approximate equation deduced by Gieras [4] is applied in this study. It is stated as:

Figure 11: Cogging torque waveforms over six stator slot pitches.

CONCLUSIONS

TC ( X ) Tm
where,

2 X k sin k k =1, 2 , 3

(30)

This paper addressed the theoretical study on PMSMs with field-weakening capability for traction applications. The influences of motor geometries on the motor performances have been studied. Losses are included in the analysis. An IPM design example has shown some promising characteristics for wide speed operations.

REFERENCE
(31) (32)
[1] J.F. Gieras, M. Wing, Permanent Magnet Motor Technology, 2nd Edition, ISBN: 0-8247-0739-7, Marcel Dekker Inc. 2002. T. Sebastian, G.R. Slemon, Operating Limits of Inverter Driven Permanent Magnet Motor Drives, IEEE Transactions Ind. Appl. Vol. IA-23, No. 2, pp 327-333, Mar/April, 1987. Y.K. Chin, J. Soulard, Modelling of Irion Losses in Permanent Magnet Synchronous Motors with Fieldweakening Capability for Electric Vehicles, EVS19, Korea, Oct., 2002. J.F. Gieras, M.E. Marler, Analytical Prediction of Torque Ripple in Permanent Magnet Brushless Motors, Int. Conf. on Electrical Machines (ICEM02), Aug, 2002. G. Slemon, On the Design of High Perofrmance Surface-Mounted PM Motors, IEEE Transactions Ind. Appl. Vol.30, No.1, pp. 134-140, Jan/Feb, 1994. W. M. Arshad, Y. K. Chin, T. Bckstrm, et. al., On Finding Compact Motor Solutions for Transient Applications, IEEE Int. Elec. Mach. & Drives Conf. (IEMDC01), Boston, pp. 743-747, June, 2001. Q. Liu, M.A. Jabbar, et. al., Design Optimisation of Wide-Speed Permanent Magnet Synchronous Motors, IEE Int. Conf. on Power Elec. Machines and Drives, pp. 404-408, April, 2002.

Tm =

B LD AT 4 0 kC AT = 2 B

[2]

and kc is the Carter coefficient. The result of a design example is then compared with a 2D timestepped finite element method analysis, as illustrated in figure 11.
Back EMF Waveforms
25 20 15 10
Voltage (V)

[3]

[4]

[5]

5 0 5 10 15 20 25 Phase Phase Phase Phase Phase Phase 20 40 60 80 100 120 140 A C B A C B (FEM) (FEM) (FEM) (analy.) (analy.) (analy.) 160 180

[6]

[7]

Rotor Position (Elec. degrees)

Figure 10: Back EMF waveforms.