energies

Article
Permanent Magnet Synchronous Motor with
Different Rotor Structures for Traction Motor
in High Speed Trains
Marcel Torrent 1, *, José Ignacio Perat 1 and José Antonio Jiménez 2
1 Department of Electrical Engineering (DEE), Universitat Politècnica de Catalunya UPC BARCELONATECH,
EPSEVG, Víctor Balaguer 1, 08800 Vilanova i la Geltrú, Barcelona, Spain; jose.ignacio.perat@upc.edu
2 Faculty of Civil Engineering, Universitat Politècnica de Catalunya UPC EPSEVG, Víctor Balaguer
1, 08800 Vilanova i la Geltrú, Barcelona, Spain; ja.jimenez.redondo@gmail.com
* Correspondence: mtorrent@ee.upc.edu




Received: 15 May 2018; Accepted: 11 June 2018; Published: 13 June 2018


Abstract: In this work we proposed to study the use of permanent magnet synchronous motors
(PMSM) for railway traction in the high-speed trains (HST) of Renfe Operadora (the Spanish national
railway operator). Currently, induction motors (IM) are used in AVE classes 102–112 trains, so, the IM
used as a traction motor in these trains has been studied and characterized by comparing the results
with data provided by Renfe. A PMSM of equivalent power to the IM has been dimensioned,
and different electromagnetic structures of the PMSM rotor have been evaluated. The simulation by
the finite element method and analysis of the equivalent electrical circuit used in all the motors have
been studied to evaluate the performance of the motors in this application. Efficiency is calculated
at different operating points due to its impact on the energy consumption of railway traction.
The implementation of the PMSM evaluated is recommended, mainly due to the improvements
achieved in efficiency as compared with the IM currently used.

Keywords: permanent magnet motors; induction motors; road vehicles; energy efficiency; traction motors

1. Introduction
The use of electrical drives in electric traction for high-speed trains has evolved from DC drives
to AC drives [1,2]. One of the main reasons AC drives are used is due to the evolution of power
electronics applied to these drives, for example, the functional improvement of inverters and the use
of vector control techniques. In addition, it is worth highlighting the lower maintenance requirements
and greater reliability, as well as the high efficiency and power density offered by AC drives [3].
Among AC drives, IM was mainly used initially, but the trend in recent years has been to use PMSM,
initially with excitation using coils and later with excitation using permanent magnets [4]. Examples of
this evolution are the TGV trains in France, where DC drives have been used in the TGV Paris–South
East (year 1981, with motors of 535 kW and power density 2.9 kg/kW), AC drives with synchronous
motor of rotor wound in the TGV Atlantique (year 1989, with motors of 1130 kW and power density
1.35 kg/kW), AC drives with asynchronous motor in the Eurostar (year 1994, with motors of 1020 kW
and power density 1.23 kg/kW), and AC drives with permanent magnet synchronous motor in the
AGV (year 2004, with motors of 760 kW and power density 1 kg/kW).
The current trend seems to indicate that in the coming years drives with PMSM will be used in
the HST preferentially [5,6]. A new trend, still in the experimental phase, points to the possibility
of using linear synchronous motors with permanent magnets, also incorporating superconducting
materials [7].

Energies 2018, 11, 1549; doi:10.3390/en11061549 www.mdpi.com/journal/energies

Energies 2018, 11, 1549 2 of 17

Energies
In the2018, 11, x FOR PEER
beginning REVIEW
of the Spanish High Speed, Renfe used salient pole synchronous 2 ofmotors.
17

However, the trains are currently being fitted with induction traction motors. Recently, HST have been
using linear synchronous motors with permanent magnets, also incorporating superconducting
fitted with permanent magnet synchronous motors, just like French and Italian AGV trains.
materials [7].
The PMSMs give high efficiency and a better power/weight ratio (power density) with higher
In the beginning of the Spanish High Speed, Renfe used salient pole synchronous motors.
manufacturing and
However, the trains materials cost. being
are currently Permanent
fitted with magnet
induction synchronous
traction motors. motors [8,9] HST
Recently, appear
haveas an
interesting alternative
been fitted for several
with permanent magnetreasons, such as:
synchronous the elimination
motors, just like Frenchof rotor copper
and Italian AGVlosses, increased
trains.
efficiency,The higher
PMSMs power density,
give high lower
efficiency and rotor momentum
a better power/weight of inertia and the
ratio (power possibility
density) of using
with higher
manufacturing and materials cost. Permanent magnet synchronous
regenerative brakes even at low speeds. On the other hand, PMSMs have several disadvantages, motors [8,9] appear as an
interesting alternative for several reasons, such as: the elimination
such as the constant flux provided by the magnets and high costs due to the increased price ofof rotor copper losses, increased
efficiency,
rare-earth higherPMSMs
magnets. power candensity, lower rotor
be classified momentum
according of inertia
to magnet and the possibility
arrangements, of using
i.e., surface magnets,
regenerative brakes even at low speeds. On the other hand, PMSMs have several disadvantages,
and interior magnets with radial or tangential magnetization. Surface-mounted permanent magnet
such as the constant flux provided by the magnets and high costs due to the increased price of rare-
motors behave like synchronous motors with a cylindrical rotor, where the torque is solely obtained by
earth magnets. PMSMs can be classified according to magnet arrangements, i.e., surface magnets,
the interaction
and interiorbetween
magnets thewithrotor flux
radial or and statormagnetization.
tangential current. Similar to salient polepermanent
Surface-mounted synchronous magnet motors,
the reluctance
motors behavetorque likemust be considered
synchronous motors in withinterior permanent
a cylindrical magnet
rotor, where themotors.
torque is solely obtained
This
by the interaction between the rotor flux and stator current. Similar to used
work studies the alternative use of a PMSM in place of the IM salientinpole
AVEsynchronous
trains of classes
102–112. Initially,
motors, the behavior
the reluctance torque of thebeIM
must currentlyinused
considered was
interior analyzed
permanent [10]. Parametric
magnet motors. estimations
of similarThis work studies
traction motorsthe alternative
were conducted use ofwhena PMSM therein was
place aoflack
the IMof used in AVE
necessary trains of data.
technical
classes 102–112. Initially,
The electromagnetic structurethe of behavior
the IM was of the IM currently
simulated by theused was
finite analyzed
element [10]. Parametric
method, the operation
was analyzed from its equivalent circuit, and finally, the results from the calculations oftechnical
estimations of similar traction motors were conducted when there was a lack of necessary model were
data. The electromagnetic structure of the IM was simulated by the finite element method, the
compared with actual test bench measurements of the motor. Additionally, iron and mechanical losses
operation was analyzed from its equivalent circuit, and finally, the results from the calculations of
were also analyzed and compared with actual measurements, and hence, the procedure of calculations
model were compared with actual test bench measurements of the motor. Additionally, iron and
used mechanical
in the IM was verified
losses in order
were also to apply
analyzed and it to the PMSM.
compared with actual measurements, and hence, the
Instead of IM, the alternative use of a PMSM
procedure of calculations used in the IM was verified was proposed. Threeitdifferent
in order to apply to the PMSM.magnet arrangements
were considered
Instead of forIM,the the
PMSM: surface
alternative usemagnets,
of a PMSM and interior magnets
was proposed. withdifferent
Three radial ormagnet
tangential
magnetization.
arrangementsThe were analysis
consideredof these
for thestructures
PMSM: surface involved
magnets, theand
simulation of theirwith
interior magnets electromagnetic
radial or
tangential
structures magnetization.
and application The analysis
of methods of thesemotor
to quantify structures
losses.involved
A power thebalance
simulation was ofalsotheir
used to
electromagnetic structures and
calculate the efficiency and power density. application of methods to quantify motor losses. A power balance
was also the
Finally, used to calculateperformance
functional the efficiency of andthe power density.
proposed PMSM and the IM were compared and the
Finally, the functional performance of the proposed PMSM and the IM were compared and the
cost of manufacturing materials was evaluated.
cost of manufacturing materials was evaluated.
2. AVE Trains Classes 102-112
2. AVE Trains Classes 102-112
The main characteristics of AVE trains classes 102–112 are summarized in Table 1. The traction
The main characteristics of AVE trains classes 102–112 are summarized in Table 1. The traction
performance curve
performance (by(by
curve thethe
eight motors)
eight motors)ofofAVE
AVEtrains classes102–112
trains classes 102–112is is shown
shown in Figure
in Figure 1. 1.

250

200
Tractive effort (kN)

150

100

50

0
0 50 100 150 200 250 300 350
speed (km/h)

Figure 1. Traction performance curve of AVE trains classes 102–112.

Figure 1. Traction performance curve of AVE trains classes 102–112.
Energies 2018, 11, 1549 3 of 17

Table 1. Characteristics of AVE trains classes 102–112.

Energies 2018, 11, x FOR PEER REVIEW 3 of 17
Power 8000 kW
TableVoltage–frequency
1. Characteristics of AVE trains classes
25 kV–50 Hz102–112.
Number of motors 8
Power
No load mass 8000 322kWt
Voltage–frequency
Length 25 kV–50
200 mHz
Number of
Maximum motors
speed 330 8km/h
Number of seats
No load mass 353t
322
Number of axes
Length 20021m
Maximum speed 330 km/h
Number
3. Induction Motor Used in AVE Trains of seats 353
Number of axes 21
The nominal data of IM implemented in the above trains are given in Table 2. More information
about3.this motor Motor
Induction can beUsed
foundin in
AVEtheTrains
Appendix A.
The IM has been simulated by the
The nominal data of IM implemented finite element
in the method. The are
above trains losses andinefficiency
given Table 2. have
More been
evaluated through
information a complete
about this motor equivalent
can be foundcircuit. The results obtained in this analysis have been
in the appendix.
comparedThe with
IMthe
has data
been provided
simulated by thefinite
by the manufacturer whichThe
element method. confirm
lossesthe
andvalidity
efficiencyofhave
the proposed
been
method. In addition,
evaluated throughthea method
completeused for thecircuit.
equivalent calculation of mechanical
The results obtained and iron
in this losses have
analysis can be applied
been
compared with the data provided by
subsequently to the proposed PMSM analysis. the manufacturer which confirm the validity of the proposed
method. In addition, the method used for the calculation of mechanical and iron losses can be
applied subsequently to theTable
proposed PMSMdata
2. Nominal analysis.
of the induction motor.

Table 2. Nominal data of the induction motor.

Power 1020 kW
Voltage
Power 2183
1020 kWV
Current
Voltage 2183 VA
312
Torque 3765 N·m
Current 312 A
Number of poles 4
Torque 3765 N∙m
Speed 2590 r/min
Number
Frequencyof poles 4 Hz
87
Speed 2590 r/min
Frequency 87 Hz
3.1. Finite Element Simulation
3.1. Finite
Load andElement
no-load Simulation
operations of the motor was simulated. Figure 2 shows the results of no-load
flux line distribution and Figure
Load and no-load 3 illustrates
operations of the motorairwas
gapsimulated.
induction. Static
Figure torquethe
2 shows was obtained
results from the
of no-load
load simulations at a rated current in the stator and in the rotor for different rotor positions asthe
flux line distribution and Figure 3 illustrates air gap induction. Static torque was obtained from shown
load 4.
in Figure simulations at a rated current in the stator and in the rotor for different rotor positions as
shown
The in Figure
results shown4. in these simulations have been compared with those provided by the motor
The results shown in these simulations have been compared with those provided by the motor
manufacturer which confirms the good behavior of the simulation model. The values of the air gap
manufacturer which confirms the good behavior of the simulation model. The values of the air gap
flux and the flux density are suitable for the type of magnetic sheet used. The values of the static
flux and the flux density are suitable for the type of magnetic sheet used. The values of the static
torque meetmeet
torque the requirements
the requirementsof of
torque
torquenecessary
necessary for
for the train’straction
the train’s traction curve.
curve.

Figure 2. Finite element simulation: IM results (Air gap flux per pole = 0.04305 Wb).
Figure 2. Finite element simulation: IM results (Air gap flux per pole = 0.04305 Wb).
Energies 2018, 11, 1549 4 of 17
Energies 2018, 11, x FOR PEER REVIEW 4 of 17
Energies 2018, 11, x FOR PEER REVIEW 4 of 17

density
Flux
Flux (T)(T)
density
Length (mm)
Length (mm)
Figure 3. Finite element simulation: IM results (Air gap flux density, max. value ≈ 0.8 T).
Figure 3. Finite
Figure element
3. Finite simulation:
element simulation:IM
IMresults (Airgap
results (Air gapflux
fluxdensity,
density, max.
max. ≈ 0.8≈T).
value
value 0.8 T).
8000
8000
6000
6000
4000
4000
2000
(N∙m)

2000
(N∙m)
Torque

0
0 20 40 60 80 100 120 140 160 180
Torque

0
-2000 0 20 40 60 80 100 120 140 160 180
Static
Static

-2000
-4000
-4000
-6000
-6000
-8000
-8000
Position (º)
Position (º)
Figure 4. Finite element simulation: IM results (Static torque, rms value = 4155 N∙m).
Figure 4. Finite element simulation: IM results (Static torque, rms value = 4155 N∙m).
Figure 4. Finite element simulation: IM results (Static torque, rms value = 4155 N·m).
3.2. Calculation of Mechanical and Iron Losses
3.2. Calculation of Mechanical and Iron Losses
3.2. Calculation of Mechanical
Mechanical losses canandbeIron Losses into bearing and ventilation losses, which are directly
divided
Mechanical
proportional to thelosses
speedcan
of be
the divided
machine.into bearing
Accurate and ventilation
determination losses,
of such losseswhich are directly
is a complex task,
Mechanical
proportional losses
to the can
speed be
of thedivided
machine. into bearing
Accurate and ventilation
determination of such losses,
losses
but certain empirical expressions can provide satisfactory approximations. These expressions is which
a complex aretask,
directly
proportional
but to
certain
include the speed
empirical
coefficients of the machine.
thatexpressions Accurate
can provide
vary with machine determination
satisfactory
type, size, ventilation of such
approximations.
system, etc. losses
These expressions task,
is a complex
include
but certain coefficients
empirical
Based that vary with
on the expressions
expressions incanmachine
provide
[11], type, size, ventilation
satisfactory
the bearing losses system, etc. from: expressions include
(Papproximations.
c) can be calculatedThese

coefficientsBased
thatonvarythe expressions
with machine in [11],
type,thesize,
bearing losses (Psystem,
ventilation c) can be calculated
etc. from:
 N 
=  k c  losses
N  d 3c(P nc
3
Based on the expressions in [11], the
P c bearing
  c ) can be calculated from: (1)
P c =  k c  1 0 0 0  d c   n c (1)
 1000 
where N is the speed (rpm), dc is the axis diameter N (cm), 3nc is the
number of bearings, and kc is the (1)
Pc = kc × ×d ×n
where N isdepending
coefficient the speed (rpm),
on motor dc is 1000
type (between 0.02 and 0.2). the axis diameter (cm), cnc is thec
number of bearings, and kc is the
coefficient depending
Ventilation losseson motor
(Pvent ) aretype (between
calculated 0.02following
by the and 0.2). expression:
where N Ventilation
is the speed (rpm),
losses d)c are
(Pvent is the axis diameter
calculated (cm), ncexpression:
by the following is the number of bearings, and kc is the
1
coefficient depending on motor type (between P v e n t  0.02 and 0.2).
1  p a ir  v exx p
exp
(2)
P
Ventilation losses (Pvent ) are calculatedv e nby
t
 k
the  p
v e n tfollowing
a ir
 v x expression: (2)
k vent
with:
with: 1 exp
Pvent = ·pair ·vx (2)
 Dv N
kvent
vx   D N (3)
vx  6 0v (3)
with: 60
where pair is the dissipation loss (W), vx is theπD fanv Ntangential speed (m/s), Dv is the fan outer
where pair(m),
is the v x = (3)
diameter kventdissipation loss (W),
is the coefficient vx is the on
depending fan tangential
60motor type speed (m/s), Dv system
and ventilation is the fan outer
(between
diameter (m), kvent is the coefficient depending on motor type and ventilation system (between
where pair is the dissipation loss (W), vx is the fan tangential speed (m/s), Dv is the fan outer diameter
(m), kvent is the coefficient depending on motor type and ventilation system (between 15,000 and
150,000), and exp is the coefficient depending on motor type and ventilation system (between 2 and 3).
 Energies 2018, 11, x FOR PEER REVIEW 5 of 17
Energies 2018, 11, 1549 5 of 17

15,000 and 150,000), and exp is the coefficient depending on motor type and ventilation system
(between 2 and 3).
Due to the computational complexity, dissipation losses can be calculated from the output power
Due to the computational complexity, dissipation losses can be calculated from the output
and estimated efficiency of the motor during operation.
power and estimated efficiency of the motor during operation.
Mechanical losseslosses
Mechanical obtained from manufacturer
obtained tests were
from manufacturer compared
tests with the results
were compared of Equations
with the results of(1)–(3)
as shown in Figure 5, where an excellent fit was verified between the analytical results and the
Equations (1)–(3) as shown in Figure 5, where an excellent fit was verified between the analytical
experimental tests by manufacturer.
results and the experimental tests by manufacturer.

calculation measure
5000

4500

4000
Mechanical losses(W)

3500

3000

2500

2000

1500

1000

500

0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Speed (r/min)

Figure
Figure 5. Mechanical
5. Mechanical lossesobtained
losses obtained by
by manufacturer
manufacturertests and
tests analytical
and calculation.
analytical calculation.

Iron losses can be approximately calculated by Steinmetz equations [12]. These equations can
Iron
be losses
used in thecan be approximately
presence of sinusoidal orcalculated by Steinmetz
low harmonic waveforms. equations [12]. These ofequations
Since the measurements the
can be used in thelaboratory
manufacturer presence tests
of sinusoidal
were made or low
underharmonic
sinusoidalwaveforms. Since the measurements
excitation, Steinmetz equations’
of the manufacturer
parameters laboratory
were fitted tests
to obtain thewere maderesults
analytical underofsinusoidal excitation,
losses, which were thenSteinmetz
compared equations’
with
experimental measurements.
parameters were fitted to obtain the analytical results of losses, which were then compared with
Hysteresis
experimental losses (Phis) were calculated by Steinmetz equation:
measurements.
Hysteresis losses (Phis ) were calculated by Steinmetz
i k equation:

2
P h is ( W / k g )  k h  f i  B m a x i 1 0
a n
(4)
i 1
i=k
= ∑ kh2·fand
(W/kg)(between
Phismaterial
where kh is the loss constant of the i ·Bmaxi
5), a·10
a n
is the frequency exponent (between (4)
−2
i=1
1 and 1.2), and n is the induction exponent (between 1.8 and 2).
where kh Equation
is the loss(4)constant
was separately applied to
of the material different2 regions
(between and 5), of a isthe
themotor, i.e., stator
frequency yoke, (between
exponent rotor 1
yoke, stator teeth and rotor teeth. In these regions the
and 1.2), and n is the induction exponent (between 1.8 and 2). induction was estimated by finite element
simulation. Total losses were obtained by multiplying the specific losses (W/kg) by the weight of
Equation (4) was separately applied to different regions of the motor, i.e., stator yoke, rotor
iron in each region.
yoke, stator teeth and rotor teeth. In these regions the induction was estimated by finite element
Eddy current losses (Pfou) were calculated by the following Steinmetz equation:
simulation. Total losses were obtained by multiplying the specific losses (W/kg) by the weight of iron
i k
in each region. P fo u ( W / k g )   k f  f i  e  B m a x i  1 0
x y z 2
(5)
Eddy current losses (Pfou ) were calculatedi by 1 the following Steinmetz equation:
where kf is the loss constant of the material (between i=k
10 and 100), e is the sheet thickness (m), and x,
Pfou (W/kg) = ∑ kf ·and
y, z are the exponents eddy current losses (between 2 fxi ·ey2.2).
·Bzmaxi ·102 (5)
The material of the electrical steel used ini=manufacturing
1 of the induction motor is the M-19
(nomenclature standard AISI), which corresponds to M290-50A (nomenclature EN10106). This
where kf is the
material loss
has constant
also of the in
been selected material (between
the finite element 10 and 100), carried
simulations e is theout.
sheet
Thethickness (m), and
manufacturer of x, y,
z arethe
theelectrical
exponentssteeleddy current
has given losses
us the (between
specific 2 and
losses in W/kg 2.2).
[13] for different flux densities (from 0.1 T
The
to 1.5material of different
T) and for the electrical steel used
frequencies (fromin 50manufacturing
Hz to 1000 Hz).of Thetheadjustment
inductionofmotor is the M-19
the different
coefficients corresponding to the Steinmetz equations was made
(nomenclature standard AISI), which corresponds to M290-50A (nomenclature EN10106). Thisby comparing the results of the
material
established model with the specific losses data of the electrical steel provided by
has also been selected in the finite element simulations carried out. The manufacturer of the electricalthe manufacturer.
steel The
hasdifferent
given uscoefficients selected
the specific from
losses in this
W/kg adjustment
[13] forand appliedflux
different in Equations
densities(4)(from
and (5)0.1
are:
T kto
h=
1.5 T)
and for different frequencies (from 50 Hz to 1000 Hz). The adjustment of the different coefficients
corresponding to the Steinmetz equations was made by comparing the results of the established
model with the specific losses data of the electrical steel provided by the manufacturer. The different
coefficients selected from this adjustment and applied in Equations (4) and (5) are: kh = 4.8, a = 1.2,
Energies 2018, 11, 1549 6 of 17

n = 2Energies
for hysteresis losses
2018, 11, x FOR PEERin Equation (4), and kf = 60, e = 0.0005 m, x = 2.05, y = 2, z = 2.056 of
REVIEW for
17 eddy
current losses in Equation (5).
4.8,
Theaprocedure
= 1.2, n = 2 for
for hysteresis
calculationlosses in Equationlosses
of hysteresis (4), and
in kthe
f = 60,
foure =tested
0.0005regions
m, x = 2.05,
wasyalso
= 2, zfollowed
= 2.05 to
for eddy current losses in Equation (5).
quantify the total iron losses as the sum of hysteresis losses and eddy current losses. Figure 6 compares
the resultsThe ofprocedure for calculation
the manufacturer testsofwith
hysteresis losses in
the results the four from
obtained tested applying
regions was also followed
analytical methods
to quantify the total iron losses as the sum of hysteresis losses and eddy current losses. Figure 6
using the Equations (4) and (5), for a 50 Hz frequency as a function of the estimated air gap flux
compares the results of the manufacturer tests with the results obtained from applying analytical
density. There were differences between the analytical calculations and the experimental measurements,
methods using the Equations (4) and (5), for a 50 Hz frequency as a function of the estimated air
especially
gap fluxwith high flux
density. Theredensity values. However,
were differences between they were notcalculations
the analytical significant, and
so we
thecould consider the
experimental
analytical procedure satisfactory.
measurements, especially with high flux density values. However, they were not significant, so we
All experimental
could measureprocedure
consider the analytical tests carried out by the motor manufacturer and by the motor user
satisfactory.
have beenAll made in accordance
experimental measure with
testsinternational
carried out by standards
the motorIEC 60034-2-1and
manufacturer [14]byandtheIEC 60349-2
motor user [15],
have
so that beenare
losses made in accordance
separated as perwith international
the standards’ standards IEC
indications into60034-2-1 [14] and
copper losses, IEClosses,
iron 60349-2 [15],
mechanical
lossessoand
thatstray
lossesloadarelosses.
separated as per the standards’ indications into copper losses, iron losses,
mechanical
To obtain the losses and stray load
mechanical losses.
losses and the iron losses, shown in Figures 5 and 6 respectively,
To obtain the mechanical losses and the iron losses, shown in Figures 5 and 6 respectively, the
the sinusoidal voltage and no-load operation have been applied. The measuring equipment used
sinusoidal voltage and no-load operation have been applied. The measuring equipment used
consists of a 3-phase electronic wattmeter (which allows the measurement of voltage, current, power
consists of a 3-phase electronic wattmeter (which allows the measurement of voltage, current,
and power
power and factor),
poweran factor),
analogical torque-meter
an analogical on the axis,
torque-meter on the andaxis,
a digital
and a transducer for measuring
digital transducer for
speed. The motor was in service for 30 min before taking the measurements,
measuring speed. The motor was in service for 30 min before taking the measurements, to achieve to achieve the proper
behavior of thebehavior
the proper bearingsoftothe correctly
bearingsdetermine
to correctlythe mechanical
determine losses. losses.
the mechanical

Figure
Figure 6. Iron
6. Iron losses
losses obtainedby
obtained bymanufacturer
manufacturer tests
testsand
andanalytical
analyticalcalculation (f = 50
calculation (f =Hz).
50 Hz).

To obtain the output power and performance, two identical motors have been mechanically
To obtain
coupled the outputmethod).
(back-to-back power andThe performance,
same measuringtwo identical
equipment motorsabove
indicated have were
beenused.
mechanically
The
coupled (back-to-back method). The same measuring equipment indicated above
measurement of the torque and the speed, together with the measurements of the electronic were used.
The measurement of the
wattmeter, allowed thetorque and the of
determination speed, together
the output with
power thethemeasurements
and of motor.
efficiency of the the electronic
A
wattmeter, allowed
temperature of 150the determination
°C was considered asofthe
the outputtemperature
reference power and the efficiency
to calculate of copper
the stator the motor.
losses.
A temperature of 150 ◦ C was considered as the reference temperature to calculate the stator
copper losses.
3.3. Analysis of the Equivalent Circuit
3.3. Analysis
Sinceof losses
the Equivalent Circuit
have a strong influence on motor efficiency, the circuit in [16] was considered as
the equivalent circuit shown in Figure 7. The considered equivalent circuit parameters are: R1, stator
Since losses have a strong influence on motor efficiency, the circuit in [16] was considered as the
resistance; R’2, rotor resistance referred to the stator; Xd1, leakage reactance of the stator; X’d2, rotor
equivalent circuit shown in Figure 7. The considered equivalent circuit parameters are: R1 , stator
leakage reactance referred to the stator; Xμ, magnetizing reactance; RFe , iron loss resistance; s, slip;
resistance; R’2 , rotorloss
Rfreg, mechanical
resistance referred to the stator; Xd1 , leakage
resistance; Rad, stray load loss resistance;
reactance of the stator; X’d2 , rotor
Rload, load resistance.
leakage reactance referred to the stator;
The main parameters of the equivalent X µ , magnetizing reactance;
circuit are included in RFeTable
, iron3.loss resistance;
Mechanical losss, slip;
Rfreg ,resistance
mechanical (Rfregloss resistance;
), iron Rad , stray
loss resistance (RFe), load
strayloss
loadresistance; Rload
loss resistance (R, adload
) andresistance.
load resistance (Rload)
The main
were parameters
calculated of the
as specified in equivalent
[17], where thiscircuit are included
equivalent in Table
circuit was 3. Mechanical
satisfactorily used in loss resistance
a railway
(Rfreg ), iron loss resistance (RFe ), stray load loss resistance (Rad ) and load resistance (Rload ) were
Energies 2018, 11, 1549 7 of 17

Energies 2018,
calculated 11, x FOR PEER
as specified REVIEW
in [17], where this equivalent circuit was satisfactorily used in 7aofrailway 17
Energies 2018, 11, x FOR PEER REVIEW 7 of 17
traction motor. The evolution of mechanical losses in Figure 5 and iron losses in Figure 6 was used
traction motor. The evolution of mechanical losses in Figure 5 and iron losses in Figure 6 was used
to fit to
resistances
traction motor.
fit resistancesRfreg
Rfregand
The andRRFeFe,, respectively.
evolution respectively.
of mechanical Additionally,
losses in Figure
Additionally, the saturation
5 and losseseffect
ironeffect
the saturation was6considered
in Figure
was wason
considered the on
used
magnetizing inductance value (Figure 8) and the variation of rotor parameters with slip (s), the
to fit resistances
the magnetizing R freg and Rvalue
inductance Fe, respectively.
(Figure Additionally,
8) and the the saturation
variation of effect
rotor was considered
parameters with on
slip as(s), as
magnetizing
proposed in [18].
proposed in [18]. inductance value (Figure 8) and the variation of rotor parameters with slip (s), as
proposed in [18].

Figure
Figure 7. Inductionmotor
7. Induction motor equivalent
equivalent circuit
circuitincluding all all
including losses.
losses.
Figure 7. Induction motor equivalent circuit including all losses.
45
45
40
40
L μ (mH)

35
, L μ ,(mH)

35
30
inductance

30
inductance

25
25
20
Magnetizing

20
Magnetizing

15
15
10
10
5
5
0
0 0 5 10 15 20 25 30 35 40 45 50
0 5 10 15 20 Air gap
25flux (mWb)
30 35 40 45 50
Air gap flux (mWb)
Figure 8. Magnetizing inductance evolution with air gap flux.
Figure 8. Magnetizing inductance evolution with air gap flux.
Figure 8. Magnetizing inductance evolution with air gap flux.
Table 3. Equivalent circuit parameters under rated conditions.
Table 3. Equivalent circuit parameters under rated conditions.
Table 3. Equivalent circuitR1 parameters 0.0445under
Ω rated conditions.
R
R’2 1 0.0445
0.0406 ΩΩ
R’d1
R
L 1
2 0.0406
0.0445
0.00102ΩΩ H
L
R’
L’d2d1
2 0.00102
0.0406
0.00082ΩH H
L’
LLμ d2
d1 0.00082
0.00102 H
0.03013 H H
L’Ld2
μ 0.00082
0.03013 HH
Lµ 0.03013 H
The analytical results of output power and efficiency of the equivalent circuit at different
The analytical
frequencies results
and those of output
obtained power
in the tests andcompared
were efficiencyinofFigures
the equivalent
9 and 10, circuit at different
respectively. Good
frequencies
results and those
can be observedobtained
in the in the tests
calculation were compared in Figures 9 and 10, respectively. Good
The analytical results of output power ofand the efficiency
efficiency, of
with
theonly small differences
equivalent circuit atin different
the
results can
operation at be
lowobserved in
frequencies the
are calculation
appreciated. of the efficiency, with only small differences in the
frequencies and those obtained in the tests were compared in Figures 9 and 10, respectively. Good
operation at low frequencies are appreciated.
results can be observed in the calculation of the efficiency, with only small differences in the operation
at low frequencies are appreciated.
Energies 2018, 11, 1549 8 of 17
Energies 2018, 11, x FOR PEER REVIEW 8 of 17
Energies 2018, 11, x FOR PEER REVIEW 8 of 17

Energies 2018, 11, x FOR PEER REVIEW 8 of 17

Figure 9. Output power at different operation frequencies.

Figure 9. Output
Figure 9. Outputpower
powerat
atdifferent operationfrequencies.
different operation frequencies.

Figure 9. Output power at different operation frequencies.

Figure 10. Efficiency at different operation frequencies.

Figure
Figure 10.10. Efficiencyatatdifferent
Efficiency different operation
operationfrequencies.
frequencies.
4. Structures of Permanent Magnet Synchronous Motors (PMSM) Proposed
4. Structures of Permanent Magnet Synchronous Motors (PMSM) Proposed
4. Structures of Permanent
To evaluate Magnet
Figure
the possibility of Synchronous
10. Efficiency at
replacing IMMotors
different
the (PMSM)
by operation
a PMSM, threeProposed
frequencies.
magnet structures of the rotor
To evaluate the possibility of replacing the IM by a PMSM, three magnet structures of the rotor
Towere proposed
evaluate thefor the PMSMs
possibility of [19,20],
replacing as shown
the IMin by
Figure
a 11:
PMSM, three magnet structures of the rotor
4. Structures
were proposedof for
Permanent
the PMSMs Magnet Synchronous
[19,20], as shown inMotors
Figure (PMSM)
11: Proposed
were proposed
- surfacefor the PMSMs
magnets (SPM) [19,20], as shown in Figure 11:
- To evaluate
surface the possibility
magnets (SPM) of replacing the IM by a PMSM, three magnet structures of the rotor
- interior magnets with radial magnetization (RM-IPM)
- were
- proposed
interior
surface for (SPM)
magnets
magnets the with
PMSMs [19,20],
radial as shown in
magnetization Figure 11:
(RM-IPM)
- interior magnets with tangential magnetization (TM-IPM)
- - interior magnets with tangential magnetization (TM-IPM)
-interior magnets
surface magnets with radial magnetization (RM-IPM)
(SPM)
- -interior
interior magnets
magnets with
with radial magnetization
tangential magnetization (RM-IPM)
(TM-IPM)
- interior magnets with tangential magnetization (TM-IPM)

(a) (b) (c)

(a) (b) (c)
Figure 11. PMSM rotor structures: (a) Surface magnets (SPM); (b) Interior magnets with radial
Figure 11. PMSM rotor structures: (a) Surface magnets (SPM); (b) Interior magnets with radial
magnetization (RM-IPM); (c) Interior magnets with tangential magnetization (TM-IPM).
(a)(c) Interior magnets with
magnetization (RM-IPM); (b) tangential magnetization
(c) (TM-IPM).
The same
Figure stator used
11. PMSM in the IM was
rotor structures: selected
(a) Surface for the(SPM);
magnets above(b)
rotor structures
Interior magnets towith
compare
radialthem
The same
PMSM stator used
rotor in the IM(a)
structures: was selected
Surface for the (SPM);
magnets above rotor structures
(b) Interior to compare
magnets with them
Figure 11.current
withmagnetization
the IM, especially
(RM-IPM); in terms
(c) Interior of electromagnetic
magnets with tangential performance and efficiency.
magnetization (TM-IPM). The radial
use of
with the current
magnetization IM, especially
(RM-IPM); (c) in terms
Interior of electromagnetic
magnets with tangential performance
magnetization and efficiency. The use of
(TM-IPM).
the same stator initially resulted in fewer changes in the manufacturing process of the new motor
the same stator initially resulted in fewer changes in the manufacturing process of the new motor
and The
in the power
same statorelectronics
used in required
the IM was for selected
motor control.
for theItabove
is important to note that
rotor structures modifying
to compare the
them
and in the power electronics required for motor control. It is important to note that modifying the
with the current IM, especially in terms of electromagnetic performance
The same stator used in the IM was selected for the above rotor structures to compare them and efficiency. The use of with
the same stator initially resulted in fewer changes in the manufacturing process
the current IM, especially in terms of electromagnetic performance and efficiency. The use of the same of the new motor
and in the power electronics required for motor control. It is important to note that modifying the
stator initially resulted in fewer changes in the manufacturing process of the new motor and in the
Energies 2018, 11, 1549 9 of 17

power electronics required for motor control. It is important to note that modifying the winding by
increasing the number of poles, using a concentrated winding with a fractional number of slots per
pole and phase [21] could improve PMSM performance.
The selection of the same stator in the proposed designs of the PMSM that in the IM 9currently
Energies 2018, 11, x FOR PEER REVIEW of 17
used is due to the assumption of non-aggressive modification of the manufacturing process and the
powerwinding by increasing
electronics installed,theconditions
number ofprefixed
poles, using
by athe
concentrated
manufacturerwinding
and with a fractional
the current numberof the
customer
of slots
motors. per pole the
Therefore, and use
phaseof [21]
the could
sameimprove PMSM
stator has been performance.
prioritized in the design over an optimized
The selection
motor design, which couldof the improve
same stator in the
some proposed
aspects designs ofifthe
of operation anPMSM that in the
optimization IM currently
algorithm has been
used is due to the assumption of non-aggressive modification of the manufacturing process and the
applied [22–24].
power electronics installed, conditions prefixed by the manufacturer and the current customer of
The selected magnet was a rare-earth magnet, NdFeB (ND-35UH type), with the following main
the motors. Therefore, the use of the same stator has been prioritized in the design over an
characteristics at 26 ◦ C:
optimized motor design, which could improve some aspects of operation if an optimization
algorithm has been applied [22–24].
- Remanent induction = 1.2 T
The selected magnet was a rare-earth magnet, NdFeB (ND-35UH type), with the following
- Coercitive field = −905 kA/m
main characteristics at 26 °C:
- Relative permeability = 1.055
- Remanent induction = 1.2 T
- Coercitivewere
The magnets field =approximately
−905 kA/m dimensioned in width to roughly cover the pole arc of the
- Relative permeability = 1.055
machine and in length (Lm ) from Equation (6) [19]:
The magnets were approximately dimensioned in width to roughly cover the pole arc of the
machine and in length (Lm) from Equation (6)≈
[19]:
Bg lg
Lm 1.2 (6)
µ0 Hm
Bg lg
L  1 .2 (6)
where Bg is the air gap induction, lg is the air mgap length,
 0 H and
m
Hm is the magnet’s magnetic field at the
operating point.
where Bg is the air gap induction, lg is the air gap length, and Hm is the magnet’s magnetic field at
In order to avoid demagnetization problems of magnet, Hm was given a value corresponding to a
the operating point.
0.6 Br according to the magnet characteristic, where Br is the remanent induction.
In order to avoid demagnetization problems of magnet, H m was given a value corresponding
to a 0.6 Br according to the magnet characteristic, where Br is the remanent induction.
4.1. Finite Element Simulation
4.1. Finite
Load andElement
no-load Simulation
simulations of the PMSM rotor structures were conducted. Figures 12 and 13
summarize Loadtheand
results of the
no-load no-loadofflux
simulations the line
PMSMdistribution, whereas
rotor structures Figures 14Figures
were conducted. and 1512 illustrate
and 13 the
air gap induction waveforms. The back electromotive force (EMF) obtained in the
summarize the results of the no-load flux line distribution, whereas Figures 14 and 15 illustrate three structures
the
was 6.89 Vs/rad
air gap in thewaveforms.
induction SPM, 5.32 TheVs/rad
backinelectromotive
the RM-IPMforceand (EMF)
5.31 Vs/rad
obtainedin in
thethe
TM-IPM, respectively.
three structures
Staticwas 6.89 Vs/rad
torque in the SPM,
was obtained from5.32 Vs/rad
load in the RM-IPM
simulations and 5.31
at rated Vs/rad
current andin for
the different
TM-IPM, respectively.
rotor positions,
Staticin
as shown torque was
Figure 16obtained
[25]. from load simulations at rated current and for different rotor positions,
Itaswas
shown in Figure 16 [25].
remarkable that an air gap flux per pole obtained in surface magnets structure was higher
It was remarkable that an air gap flux per pole obtained in surface magnets structure was
than the interior magnets structures. Also, in the three cases of PMSM, the air gap flux density was
higher than the interior magnets structures. Also, in the three cases of PMSM, the air gap flux
higher than that obtained in the IM (Figure 2).
density was higher than that obtained in the IM (Figure 2).

Figure 12. Finite element simulation: SPM results (Air gap flux per pole = 0.06371 Wb).
Figure 12. Finite element simulation: SPM results (Air gap flux per pole = 0.06371 Wb).
Energies 2018,
Energies 2018, 11,
11, xx FOR
FOR PEER
PEER REVIEW
REVIEW 10 of
10 of 17
17

Energies 2018, 11, 1549 10 of 17

Energies 2018, 11, x FOR PEER REVIEW 10 of 17

(a) (a)
(a) (b) (b)
(b)
Figure 13. Finite element simulation: IPM results: (a) RM-IPM (Air gap flux per pole = 0.04905 Wb);
Figure 13. Finite
Figure
Figure 13. Finite element
13. Finite element
element simulation:
simulation:IPM
simulation: results:
IPMresults: (a)
results:(a) RM-IPM(Air
(a) RM-IPM
RM-IPM (Airgap
gapflux
flux
perper
polepole == 0.04905
0.04905
= 0.04905 Wb);
Wb);Wb);
(b) TM-IPM (Air gap flux per poleIPM
= 0.05946 Wb). (Air gap flux per pole
(b) (b) TM-IPM
(b) TM-IPM
TM-IPM (Air(Air
(Air gapgap
gap flux
flux
flux per
per
per pole
pole
pole =0.05946
0.05946Wb).
== 0.05946 Wb).
Wb).
Flux density (T)
Fluxdensity
Flux (T)
density(T)

Length (mm)

Figure 14. Finite element simulation: SPM results (Air gap flux density; max. value ≈ 1 T).

Length (mm)
Length (mm)

Figure
Figure 14. Finite
14.
Figure Finite
14. element
element
Finite simulation:
simulation:
element SPM
simulation:SPM results
SPMresults (Airgap
(Air
results (Air gapflux
gap flux
flux density;
density;
density; max.
max.
max. value
≈ 1 ≈≈T).
value
value 11 T).
T).
(T) Flux density (T)
Flux density (T)

density(T)
(T)
density(T)

Fluxdensity
Fluxdensity

Length (mm) Length (mm)

Flux

(a) (b)
Flux

Figure 15. Finite element simulation: IPM results: (a) RM-IPM (Air gap flux density; max. value ≈
0.8T); (b) TM-IPM (Air gap flux density; max. value ≈ 0.7 T).

Length(mm)
Length (mm) Length (mm)
(mm)
Length
(a)
(a) (b)
(b)
Figure 15.
Figure 15. Finite element
element simulation: IPM IPM results:
results: (a)
(a) RM-IPM
RM-IPM (Air (Air gap
gap flux
flux density; max.
max. value
value ≈≈
FigureFinite
15. Finite elementsimulation:
simulation: IPM results: (a) RM-IPM (Air gap flux density;density;
max. value ≈ 0.8T);
0.8T);(b)
0.8T); (b)
(b) TM-IPM
TM-IPM
TM-IPM (Air
(Air(Air gap
gapgap flux density;
flux flux density;
density; max.≈
max.
max. value value
value ≈≈ 0.7
0.7 T). 0.7 T).
T).
Energies 2018, 11, 1549 11 of 17
Energies 2018, 11, x FOR PEER REVIEW 11 of 17

SPM RM-IPM TM-IPM

8000

6000

Static Torque (N∙m) 4000

2000

0
0 20 40 60 80 100 120 140 160 180

-2000

-4000

-6000

-8000
Position (º)

Figure
Figure 16.
16.Finite element
Finite simulation:
element static torque
simulation: static results
torque (rms values:
results (rmsSPM = 4109SPM
values: N∙m;=RM-IPM =
4109 N·m;
3320 N∙m; TM-IPM = 3159 N∙m).
RM-IPM = 3320 N·m; TM-IPM = 3159 N·m).

From the simulations shown in Figures 14 and 15, the SPM rotor structure provided an
From the simulations shown in Figures 14 and 15, the SPM rotor structure provided an evolution
evolution of air gap flux density which was more sinusoidal than with the structures of interior
of air gap flux density which was more sinusoidal than with the structures of interior magnets.
magnets. Consequently, the harmonic content of this waveform would be lower in the SPM.
Consequently, the harmonic content of this waveform would be lower in the SPM.
It was also observed in Figure 16 that the static torque values obtained from SPM rotor
It was also observed in Figure 16 that the static torque values obtained from SPM rotor structure
structure were higher, so this structure would be better adapted to study the needs of the railway
were higher, so this structure would be better adapted to study the needs of the railway application.
application.
Furthermore, by comparing the static torque results obtained from Figure 16 with IM results
Furthermore, by comparing the static torque results obtained from Figure 16 with IM results
from Figure 4, the evolution of the static torque for the different rotor positions has a more sinusoidal
from Figure 4, the evolution of the static torque for the different rotor positions has a more
distribution in the SPM.
sinusoidal distribution in the SPM.
4.2. Inductances and Losses
4.2. Inductances and Losses
In order to calculate the efficiency of the three PMSM rotor structures, a full power balance
was In order to by
performed calculate the efficiency
considering the sameofstatorthe three
as thatPMSM usedrotor structures,
for the a full 3,
IM in Section power
so thebalance
stator
was performed by considering the same stator as that used for the IM in Section
resistances had the same value. The inductances were obtained by finite element simulation by exciting 3, so the stator
resistances
a stator phasehadandthereplacing
same value. The inductances
the rotor magnets with were obtained
air (since by finite element
the simulation simulation
was conducted by
using
exciting a stator phase and replacing the rotor magnets with air (since
demagnetized magnets, their permeability value is very close to air). Two simulations had to be the simulation was
conducted
carried out tousing demagnetized
determine the direct magnets,
and quadraturetheir permeability
axis inductances value
withisrespect
very close
to the to air). stator
excited Two
simulations
phase. The end hadcoil
to inductances
be carried out(Lcbto determine
) were the direct
determined and quadrature
by analytical calculationaxisusing
inductances with
the following
respect to the excited stator phase. The end coil inductances (L cb) were determined by analytical
equation [26]:
calculation using the following equation [26]: 2
2N2f µ0 Ap
Lcb ≈ kcb (7)

2
2pn πA
2
N pf 0
A
rs p
L cb  k cb f
(7)
where Nf is the number of turns per phase, p is the  A rs of pole pairs, npf is the number of slots
p n number
pf

per pole and per phase, Ap is the pole width, Ars is the stator slot width and kcb is the dimensionless
where
overhangNf is the number
factor (betweenof0.5turns
andper
1). phase, p is the number of pole pairs, n pf is the number of slots
per pole and per phase, A p is the pole width, Ars is the stator slot width and kcb is the dimensionless
The final inductance values are given in Table 4. The effect of magnetic saturation was negligible
overhang factor
at different stator(between
currents0.5dueand
to 1).
the effect of low relative permeability of the magnets, which was
The final inductance values
considered in the magnetic equivalent are circuit
given analysis.
in Table It4.can The be effect of magnetic
seen that saturation
the direct and quadraturewas
negligible at different stator currents due to the effect of low relative permeability
axis inductances in the SPM structure were same, whereas they were not same in the IPM structures, of the magnets,
which was
as in the considered
case of salient in themachines.
pole magnetic equivalent circuit analysis. It can be seen that the direct and
quadrature axis inductances in the SPM structure were same, whereas they were not same in the
IPM structures, as in the case of salient pole machines.
Energies 2018, 11, 1549 12 of 17

Table 4. Inductances.

Energies 2018, 11, x FOR PEER REVIEW Single Direct Axis Quadrature Axis 12 of 17
L (mH) Ld (mH) Lq (mH)
SPM 4.72 Table 4. Inductances.
RM-IPM 9.12 6.38
Single Direct Axis Quadrature Axis
TM-IPM 8.87 15.85
L (mH) Ld (mH) Lq (mH)
SPM 4.72
All losses were determined as follows:
RM-IPM 9.12 6.38
TM-IPM 8.87 15.85
- Stator Joule losses: with the same resistance value as in the IM.
- Mechanical
All losseslosses: using Equations
were determined (1)–(3) in Section 3.2.
as follows:
- Iron losses [27]: using Equations (4) and (5) and the calculation process in Section 3.2.
- Stator Joule losses: with the same resistance value as in the IM.
- -StrayMechanical
load losses: following
losses: international
using Equations (1)–(3)standards
in Section IEC
3.2. 60034-2-1 [14] and IEC 60349-2 [15].
- Iron losses [27]: using Equations (4) and (5) and the calculation process in Section 3.2.
For the motor with SPM rotor structure, a steady state analysis was carried out by only considering
- Stray load losses: following international standards IEC 60034-2-1 [14] and IEC 60349-2 [15].
the synchronous inductance similar to cylindrical rotor synchronous machines. On the other hand,
For the
for the motors motor
with IPMwith
rotorSPM rotor structure,
structures, a steady
longitudinal andstate analysisinductances
transversal was carried were
out by only
considered
considering the synchronous inductance
similar to salient pole synchronous machines. similar to cylindrical rotor synchronous machines. On the
other hand, for the motors with IPM rotor structures, longitudinal and transversal inductances were
considered similar
5. Performance of PMSM to salient pole synchronous
Compared machines.
with Respect to the IM Used
Initially, in Section
5. Performance of PMSM3, theCompared
performance of the IM
with Respect currently
to the IM Used used in high speed railway traction
was studied. Electromagnetic and functional performances, especially efficiency, were quantified.
Initially, in Section 3, the performance of the IM currently used in high speed railway traction
Comparison of the
was studied. analytical results
Electromagnetic with motor
and functional specifications
performances, underpin
especially the were
efficiency, calculation process,
quantified.
particularly in theofestimation
Comparison of motor
the analytical resultslosses.
with motor specifications underpin the calculation process,
PMSMs have
particularly been
in the postulated
estimation as anlosses.
of motor alternative to traction IMs, especially due to their expected
higher efficiency
PMSMs and havepower density. Three
been postulated PMSM rotor
as an alternative structures,
to traction IMs, one with surface
especially magnets
due to their and two
expected
higher efficiency and power density. Three PMSM rotor structures, one with surface
with interior magnets, were evaluated in Section 4. Initially, only slightly aggressive replacement was magnets and
two with
considered, interior
keeping themagnets, werestructure
same stator evaluated in Section 4.
(dimensions, Initially,. .only
windings . ) toslightly
evaluateaggressive
the potential
replacement was considered, keeping the same
improvements provided by the tested PMSM rotor structures [24]. stator structure (dimensions, windings…) to
evaluate the potential improvements provided by the tested PMSM rotor structures [24].
Figure 17 plots the efficiency for three PMSM rotor structures with the same frequencies and
Figure 17 plots the efficiency for three PMSM rotor structures with the same frequencies and
output power previously analyzed in the IM. Operating conditions are summarized in Appendix A,
output power previously analyzed in the IM. Operating conditions are summarized in Appendix A,
Figure A2. The
Figure A2. efficiency
The efficiencyobtained
obtainedwith thethe
with PMSM
PMSMstructures
structuresisisslightly
slightly higher withrespect
higher with respecttotothe
the IM
for allIM
thefor
operating frequencies of the application, highlighting greater differences for
all the operating frequencies of the application, highlighting greater differences for the the operation at
low frequencies.
operation at low frequencies.

Figure
Figure 17. Efficiency
17. Efficiency at different
at different operationfrequencies:
operation frequencies: comparative
comparative between thethe
between three PMSM
three rotorrotor
PMSM
structures with respect to
structures with respect to the IM.the IM.
Energies 2018, 11, 1549 13 of 17

The most characteristic values in Table 5 were compared by using the above analytical
procedures [28,29].

Table 5. Comparison of motor performance parameters between IM and PMSM rotor structures.

Air Gap Flux Max. Air Gap Static Nominal Power

per Pole Flux Density Torque Efficiency Density
(Wb) (T) (N·m) (pu) (kW/kg)
IM 0.04305 0.8 4155 0.9651 0.7379
SPM 0.06371 1 4109 0.9674 0.8155
RM-IPM 0.04905 0.8 3320 0.9721 0.7837
TM-IPM 0.05946 0.7 3159 0.9725 0.7868

Air gap flux was higher in all PMSM rotor structures than the IM, especially in the SPM. In contrast,
static torque in all PMSM rotor structures was lower than the IM, especially in the IPM. Nominal
efficiency of all PMSM rotor structures was higher than the IM, although this improvement is not very
important because motor power and application type had a strong impact on energy consumption.
Power density was only slightly higher in all PMSM rotor structures than in the IM, so, it was preferred
to compare efficiency for the same output power at selected operating points analyzed for different
frequencies. As discussed earlier, redesigning the specific stator for the PMSM rotor structures by
using a larger number of poles would result in increased power density.
Finally, a comparative study of manufacturing materials costs was conducted for the four motors
in collaboration with some specialist companies located in Catalonia. The weight of the motor parts
was calculated and the following approximate prices were used:
- Magnetic sheet: 0.98 €/kg
- Copper: 7.57 €/kg
- Neodymium magnet: 133.62 €/kg
- Steel for the axis: 2.32 €/kg
- Aluminum for the frame: 1.49 €/kg
The following costs were obtained from the weights and unit price of materials:
- Induction motor: 2953 €
- Permanent magnet synchronous motor, SPM rotor structure: 6472 €
- Permanent magnet synchronous motor, RM-IPM rotor structure: 6089 €
- Permanent magnet synchronous motor, TM-IPM rotor structure: 4820 €
Similarly, the energy consumption for a 6000 h/year operation at several operating points
(according Figures 1 and A2) was estimated for the PMSM rotor structures. Annual energy and
financial savings were associated with energy savings (for an estimated cost of 0.07 €/kWh) over the
IM. Also, the materials cost increased for an expected amortization period and environmental impact
of energy savings were calculated exclusively in terms of reduction of equivalent CO2 emission (for a
0.6 kg CO2 /kWh ratio) [30,31]. These results are summarized in Table 6.

Table 6. Savings, amortization of materials and CO2 emission reduction of PMSM structures compared
to IM.

Annual Energy Annual Financial Amortization Annual CO2

Savings Savings of Materials Emission Reduction
(kWh) (€) (days) (kg)
SPM 18,628 1304 986 11,177
RM-IPM 47,250 3307 347 28,350
TM-IPM 52,634 3684 187 31,580
Energies 2018, 11, 1549 14 of 17

Energies 2018, 11, x FOR PEER REVIEW 14 of 17

To achieve good motor reliability, an important feature for railway applications, the following
maintenance operations
To achieve good aremotorcarried out on
reliability, an the currently
important used
feature forIM: tightness
railway test, cooling
applications, air control,
the following
checking of the motor
maintenance cables,
operations arechecking
carried outofon thethesensors,
currentlymaintenance and lubrication
used IM: tightness test, coolingofairthe bearings,
control,
revision and cleaning
checking of the
of the motor bearings,
cables, checkingexternal and internal
of the sensors, cleaning
maintenance andof the motor,
lubrication andbearings,
of the control and
measurement of the
revision and insulation
cleaning (in service
of the bearings, and after
external cleaning
and internal and drying).
cleaning The total
of the motor, revision
and control andof the
measurement of the insulation (in service and after cleaning and drying). The
previous aspects is carried out in cycles of 5 years, and lubrication of the bearings must be done total revision of theevery
previous aspects is carried out in cycles of 5 years, and lubrication of the
350,000 km. From the above, it is observed that the most demanding parts of the motor in terms bearings must be done
every 350,000 km. From the above, it is observed that the most demanding parts of the motor in
of maintenance and reliability are bearings and stator windings. With the premise that maintaining
terms of maintenance and reliability are bearings and stator windings. With the premise that
the same stator in the proposed PMSM than in the IM currently used, we can say that there will be
maintaining the same stator in the proposed PMSM than in the IM currently used, we can say that
no appreciable changes in terms of maintenance needs and motor reliability. An aspect that would
there will be no appreciable changes in terms of maintenance needs and motor reliability. An aspect
increase
thatthe fault
would tolerance
increase of motors
the fault in of
tolerance traction
motorsapplications refers to the
in traction applications increase
refers in the number
to the increase in the of
statornumber
phases,ofa stator
designphases,
aspecta that would equally affect the IM and the PMSM motors
design aspect that would equally affect the IM and the PMSM motors [32].
[32].
6. Conclusions
6. Conclusions
The results obtained in the study showed that the PMSM rotor structures offer higher efficiency
than the IM.The Despite
results obtained
not beinginsignificant,
the study showed that the
this increase has PMSM rotor structures
an interesting influence offer higher
on the annual
efficiency than the IM. Despite not being significant, this increase has an interesting
energy consumption of railway traction. The improvement in power density was small because the influence on the
same annual energy consumption
stator structure was kept, a of railway traction.
hypothesis The improvement
of this study. in power density
Greater improvements could bewasachieved
small by
because the same stator structure was kept, a hypothesis of this study. Greater improvements could
redesigning the stator and increasing the number of poles.
be achieved by redesigning the stator and increasing the number of poles.
The increase in the cost of the materials and the manufacturing process represented that the use
The increase in the cost of the materials and the manufacturing process represented that the
of theuse
PMSM asPMSM
of the compared to the IMtocan
as compared thebeIMamortized in a relatively
can be amortized short time
in a relatively duetime
short to the
duereduction
to the in
electrical energy consumption.
reduction in electrical energy consumption.
The Thegoodgood
behavior
behaviorof of
thetheanalytical
analytical calculations usedininthe
calculations used theIMIM andand compared
compared withwith
test test
measurements
measurementsconfirms the validity
confirms of theofproposed
the validity method
the proposed to calculate
method motormotor
to calculate losseslosses
and efficiency.
and
efficiency.
Author Contributions: M.T. and J.I.P. proposed the methodology and the calculation procedure; J.A.J. provided
Author Contributions:
the experimental data. Marcel Torrent and José Ignacio Perat proposed the methodology and the calculation
procedure; José Antonio Jiménez provided the experimental data.
Funding: This research received no external funding.
Funding: This research received no external funding.
Conflicts of Interest: The authors declare no conflicts of interest.
Conflicts of Interest: The authors declare no conflicts of interest.
Appendix A
Appendix A
Construction data of the induction motor implemented in the AVE trains are given in Table A1.
Construction data of the induction motor implemented in the AVE trains are given in Table A1.
Figure A1 shows
Figure A1 showsa picture of the
a picture motor
of the motorand
andits
itsgearbox. Thetorque-speed
gearbox. The torque-speed and
and output
output power-speed
power-speed
characteristics for each
characteristics motor
for each areare
motor summarized
summarizedin inFigure A2.
Figure A2.

Figure A1. Motor with gearbox.

Figure A1. Motor with gearbox.
 Energies 2018, 11, 1549 15 of 17
Energies 2018, 11, x FOR PEER REVIEW 15 of 17

Torque Output power

6000 1200

5000 1000

Output power (kW)

4000 800
Torque (N∙m)

3000 600

2000 400

1000 200

0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500
speed (r/min)

Figure
Figure A2. A2. Torque-speed
Torque-speed and
and outputpower-speed
output power-speed characteristics
characteristicstoto
inverter induction
inverter motor
induction drive.
motor drive.

Table
Table Mainconstruction
A1.Main
A1. construction data
dataof
ofthe
theinduction
inductionmotor.
motor.

Weight
Weight 1400
1400kg kg
Stator outer diameter 676 mm
Stator outer diameter
Stator inner diameter 400676
mmmm
Stator innerdiameter
Rotor inner diameter 388400
mmmm
Armature length 300 mm
Rotor inner diameter 388 mm
Stator slot section 563 mm2
Armature length
Rotor slot section 168300
mmmm2

Stator of
Number slot section
stator slots 563
60 mm2
Number of rotor slots 72
Rotor slot section 168 mm2
Airflow forced air-cooling 1 m3 /s
Number of stator slots 60
Number of rotor slots 72
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Airflow forced air-cooling 1 m3/s
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