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Performance of a Direct-Liquid-Cooled Motor in an Electric Bus Under

Different Load Cycles

Article  in  IEEE Access · June 2019

DOI: 10.1109/ACCESS.2019.2925711

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Performance of a Direct-Liquid-Cooled Motor in

an Electric Bus under Different Load Cycles
P. Lindh1, IEEE Senior Member, Ilya Petrov1, Paula Immonen1, Juha Pyrhönen1, IEEE Senior
Member, Markku Niemelä1, Joel Anttila2, Marko Paakkinen2, Eero Scherman3
1 LUT University, Finland
2 VTT Technical Research Centre of Finland, Finland
3 Saimaa University of Applied Science, Finland
(e-mail: pia.lindh@lut.fi).

ABSTRACT In this paper, a direct liquid cooling method is proposed for a radial-flux permanent-magnet motor. To
demonstrate the feasibility of the cooling method, a test motor with a rated output of 205 kW was designed, constructed, and
tested in an actual vehicle application, an electric city bus. The energy consumption tests were conducted by applying a
heavy-duty chassis dynamometer capable of simulating the inertia, weight, and road loads that the buses are subjected to in
the normal on-road operation. The electricity consumption on the real bus route of Espoo line 11 in Finland was 0.61 kWh/km.
Test results of the cooling solution show that the motor is capable of meeting the most challenging requirements of the load
cycle even with a full payload. The highest winding temperature rise in the test driving cycles was only 26 C, which proves
the effectiveness of direct-liquid-cooled coils in a vehicle motor.

INDEX TERMS Electric machines, permanent magnet motors, rotating machines, traction motors, direct liquid cooling.

I. INTRODUCTION results were verified by tests on the prototype motor in

Motors combining high torque, high efficiency, compact laboratory and by testing the motor in an electric city bus
size, and high overload capability are favored by original shown in Fig. 1.
equipment manufacturers, especially in vehicle traction
applications [1–5]. As the target is to improve energy
efficiency and reduce fuel consumption worldwide, actions
are required to enhance the performance of road vehicles also
in this respect. According to [6], it is anticipated that battery
electric vehicles will dominate the vehicle fleet in the long
term. With this projection in mind, a direct-cooled traction
machine was designed for an electric bus. Recent research
into special oil cooling systems [7] has shown that it is
possible to efficiently remove heat from a traction machine
by using oil as a coolant, thus extending the boundaries of
FIGURE 1 Electric city bus powered by the test motor
machine design. For instance, an interesting cooling method
is applied to a traction motor in [8], where the cooling oil
flows through the slots of an inner stator. Alternative A number of different driving cycles were studied by
approaches to remove heat from PM motors are studied in using a special dynamometer system. The proof-of-concept
[9–14]. Furthermore, the effectiveness of using oil [19, 20] system of the study comprises an integrated traction motor
and distilled water [14] for direct liquid cooling of slots has with a closed liquid cooling loop together with the
been investigated in [15–18]. In [21], again, spraying or monitoring and measurement instrumentation. The cooling
injecting oil directly to the stator end windings has been system (e.g., pump and tank) is integrated into the motor
found to be an effective cooling method. In our study, the system. The performance of the motor was studied at various
electromagnetic behavior of the motor was analyzed by power levels using distilled water as the cooling liquid. The
simulation with the Flux2D finite element program by Altair test results show that the proposed cooling method is
and in the Matlab simulation environment. The simulation feasible, and furthermore, it provides significant
improvements in the thermal management of a vehicle
traction machine.
II. DIRECT LIQUID COOLING SPECIFICATIONS
In a direct-liquid-cooled motor, the cooling liquid flows
through the slots, coils, or conductors, which sets specific
requirements for the machine design. In the design, a
compromise has to be reached between the electromagnetic
boundary conditions and the limits of the fluid flow. A
benefit of direct liquid cooling is that it allows a very high
current density, up to 18 A/mm2 [22]. Therefore, in the
electromagnetic design process, it is possible to aim at a loss
distribution where the Joule losses are dominating.
Constructing a direct-liquid-cooled motor may be a
challenging task. As a response to this challenge, special
procedures were developed to produce a hybrid conductor
cable as reported in [20]. The conductor cable was made
from Litz wire, which consisted of 188 copper strands (space
factor 0.7) and a stainless steel tube inside the wire. The
walls of the steel tubes were only 0.5 mm thick, and
therefore, special attention had be paid to the method of
assembly to prevent collapse of the steel tubes. Furthermore,
bending of the tubes inside the wire posed some challenges
in the winding process. Fig. 2 illustrates the tooth coils and
the stainless steel cooling tubes protruding from the copper
conductors.
FIGURE 2. Assembly of the prototype stator
Liquids typically used in cooling tubes are various types
of oil, water, deionized water, inhibited glycol mixed with
water, and some dielectric liquids. The main parameters of
some cooling liquids are given in Table I.
TABLE I
COOLING LIQUID PARAMETERS
Deionized
Oil Water
Water
Heat capacity at 20 °C [kJ/kg/K] 1.67 4.19 4.19
Heat capacity at 100 °C [kJ/kg/K] 1.87 4.19 4.19
Conductivity [S/m] <20·10-12 0.005- 5·10-6
Insulator 0.05
Thermal conductivity [W/Km ] 0.12-0.18 0.6 0.6
Kinematic viscosity at 20 °C [m2/s] 320·10-6 1·10-6 1·10-6
Kinematic viscosity at 100 °C, [m2/s] 7·10-6 1·10-6 1·10-6
When choosing the cooling liquid for a bus, corrosion and
freezing in the wintertime have to be taken into
consideration. To prevent freezing, it is necessary to add
VOLUME XX, 2017
some antifreeze, such as glycol, to the cooling liquid. The
heat capacity and kinematic viscosity of cooling liquids (e.g.
oil) depend on temperature, resulting in variations in the flow
speed and pressure losses of the liquid. With these aspects in
mind, deionized water was chosen for the tests because of its
high heat capacity and good thermal conductivity. The
cooling circuit filled with deionized water comprised a
deionization system, a water tank, a pump, and a heat
exchanger. The suitable flow speed has been empirically
estimated to be in the range from 0.5 to 1.5 m/s. Stainless
steel tubes can tolerate flow speeds of this magnitude without
significant erosion. For pump specification, the value of
pressure loss is required. For turbulent flow, the pressure loss
is computed as [26]
= (1)
where is the Darcy-Weisbach friction coefficient, L is the
length of the cooling tube, d is the diameter of the cooling
tube, v is the mean velocity of the fluid in one cooling tube,
and is the density of the fluid. In practice, the length of the
cooling tube is determined by the electromagnetic design of
the motor, and the minimum practical unit length by a single
coil. Furthermore, for instance in a low-power machine, it
would be difficult to divide the tooth coils into two cooling
sections. For the prototype machine, an inner tube diameter
of 3 mm was considered acceptable and practical based on
investigations of flow speeds and pressure losses shown in
Fig. 3.
20
12.5 l/min
10 l/min
Pressure Losses (bar)
15
7.5 l/min
10 5 l/min
2.5 l/min
5
0
0 5 10 15 20
Lenght of cooling circuit (m)
FIGURE 3. Pressure losses (at 20 °C) as a function of the length of the
cooling tube and flow speed. In the prototype machine, the length of the
cooling circuit is 6 m and the inner diameter is 3 mm.
Next, other inner diameters of the cooling tube were
studied in a case where the cooling tube is 6 m long. In the
prototype motor, the pump divides the flow into 12 cooling
tubes. Fig. 4 presents the simulated total pressure losses as a
function of the flow speed of the fluid (water) using the inner
diameter of the cooling tube as a variable.
9
 3 The prototype motor has a tooth-coil-wound stator with 12
slots (double layer) and an embedded magnet rotor with eight
2.5
poles. The base machine is thus a 3/2 machine operating at
Pressure Losses (bar)

2 1 mm the fundamental. The number of slots was selected such that

2 mm rectangular coil windings of approx. 8 mm in height and
1.5
3 mm width could be easily placed into the slots. The machine
1
4 mm
geometry is shown in Fig. 5 with magnetic flux density
values obtained from the Flux2D software by Cedrat. The
0.5 5 mm
flux densities at no load are approx. 1.8 T in the teeth and 1.7
0 in the yoke area. A analytic method to predict core losses for
0 2 4 6 8 10 tooth-coil machines is presented in [27], but here FEA is
Fluid speed (l/min) utilized.
FIGURE 4. Calculated pressure losses (at 20 °C) as a function of fluid According to the simulations, the induced back emf is 259
(water) speed when the inner diameter of the cooling tube varies from 1
to 5 mm. The cooling circuit comprises 12 parallel cooling tubes. V (rms), i.e., 0.89 p.u. The segmented neodymium magnets
have a remanence of 1.15 T (at 80º C). M350-50A was used
The simulated pressure losses were 0.74 bar for the 12 as the magnetic circuit material. The main electrical values
cooling tubes with the diameter of 3 mm at the total flow of the machine are shown in Table III.
speed of 5 l/min (1 m/s in one tube). The pressure loss in an
actual vehicle application is assumed to be larger as the
temperature may be higher, or the flow is not equally divided
into each tube.

III. PROTOTYPE MOTOR DESIGN

In the presented motor design, the maximum rotational speed
of the PMSM is mainly determined by the voltage level
before the field weakening starts. Based on the battery used
in the bus, the phase-to-phase voltage level was chosen to be
500 VRMS in order for the bus to be able to reach the top speed
of 80 km/h. As the motor has direct-liquid-cooled windings, FIGURE 5. Motor geometry and no-load flux densities computed by the
the rated current density of the motor (for continuous Flux2D software by Cedrat.
operation) could be high; nevertheless, as also a high TABLE III
efficiency was desired, a moderate value of 8 A/mm2 was set PARAMETERS OF THE MACHINE UNDER STUDY
for the current density. The application-specific parameters Parameter Value
are given in Table II. Stator stack iron length [mm] 200
Stator stack iron outer diameter, Dse [mm] 470
TABLE II Stator stack iron inner diameter, Ds [mm] 304
MAIN PARAMETERS OF THE ELECTRIC BUS Rotor outer diameter [mm] 300
Parameter Note Rotor inner diameter [mm] 90
Type Full electric bus Tangential tension (at continuous load), t [kPa] 46
Manufacturer Kabus Oy, Lahti, Finland* Stator yoke thickness [mm] 28
Batteries 53 kWh, LTO, Leclanché Number of stator slots 12
Traction Rear wheel drive Permanent magnet height, [mm] 12
Mass [kg] 11500/15000 (no load/full load) Permanent magnet width, [mm] 70
Length [m] 12 Permanent magnet remanence (80º C) [T] 1.15
* Original chassis and body Effective coil turns in the slot, zQ 20
Number of stator parallel branches, a 1
Stator coil turns per phase, Ns 40
The dynamometer cycles driven with the bus were the Winding factor, kw1 0.866
Espoo line 11, the Braunschweig cycle, and the Santiago Number of pole pairs, p 4
cycle. Tests were undertaken in the laboratory and in the Copper wire area [mm2] 37.1
Stator skewing angle [mech. degrees] 15
eBus application to validate Stator and rotor core material M350-50A
efficiencies and energy consumption of the total Magnet mass [kg] 20
system,
compatibility of the equipment (e.g., inverter, The thermal behavior of the machine in the steady state
resolver, battery, cooling circuits), was studied by applying the Flux2D program by Cedrat. At
functionality of the cooling circuit, liquid purity the rated load, the temperature inside the slot was assumed
requirements (conductivity rises in the course of to be 80 C. From the mechanical point of view, according
time without any extra deionizing process), to a stress analysis performed in Solid Works, the rotor
suitability of the liquid coolant, and geometry should tolerate the applied loads. At the nominal
absence of electrical hazard. speed, the factor of safety is 5.6, and the peak von Mises

VOLUME XX, 2017 9

stress is 56 MPa. Even if the rotational speed is doubled, the
factor of safety is 1.6.
The main objective was to achieve a fairly high current
density as the direct liquid cooling will effectively cool the
conductors. In the design, the copper losses are dominating.
Therefore, at the rated current of 300 A and the rated load of
1300 Nm, the winding losses were approx. 4.6 kW, while the
iron losses were 2.7 kW (stator 2.3 kW, rotor 0.4 kW). With
mechanical losses of 1 kW and extra losses of 1 kW (0.5%
of the rated value), the total losses were 9.3 kW. The
operational design values are given in Table IV.
TABLE IV
PARAMETERS OF THE PROTOTYPE MOTOR
Parameter Value
Rated speed [r/min] 1500
Rated frequency [Hz] 100
Rated mechanical power [kW] 205
Rated torque [Nm] 1300
Rated apparent power [kVA] 240
Rated terminal phase voltage [Vrms] 290
Rated phase back-emf (at no load) EPM [Vrms]
259
at Br = 1.15 T
Rated continuous stator current [Arms] 300
Power factor cos in the rated continuous operating point 0.9
Resistance of one phase [ ] 0.017
Resistance of one phase [p.u] 0.0177
Synchronous inductance [mH] 0.8
Synchronous inductance [p.u.] 0.52
Current density [A/mm2] 8.1
Estimated efficiency at the nominal load 0.954
III. SIMULATION OF THE ELECTRIC BUS
A simulation model was built in the MATLAB/Simulink
environment for the electric bus under study by adopting the
energetic macroscopic representation (EMR) modeling
approach. EMR is an energy-flow-based graphical method to
illustrate the energy flow in a complex electromechanical
system [24]. In this study, the simulation model of the bus
consists of a traction drive, an energy storage, a fixed final
drive gear ratio, and the chassis of the bus [25]. Fig. 6
illustrates the EMR of the electric bus model.
FIGURE 6. EMR of the electric bus model. The traction motor is speed
controlled.
The traction motor was modeled by a quasi-static approach
in a straightforward manner by using a first-order time
constant model for torque [26]. The torque of the traction
motor was assumed to follow the torque reference limited by
the maximum torque curve and delayed by a first-order time
constant filter. The power needed from the energy storage
was calculated by using the efficiency ed of the electric
drive. The efficiency of the electric drive consists of the
efficiencies of the converter and the traction motor. The
converter efficiency was assumed to be constant 97%, while
measured efficiencies were used in the modeling of the
traction motor. Fig. 7 depicts the construction of the quasi-
static model of the electric drive.
FIGURE 7. Quasi-static model of the electric drive. The Tmin,max block
contains information of the minimum and maximum torque curves of
the electric drive.
According to [24], a simple motor model is accurate enough
for vehicle simulation purposes. The accuracy of the quasi-
static model depends on the accuracy of the efficiency map
and the correctness of the time constant of the traction motor
drive. The accuracy of the efficiency map is highly
dependent on the number of operating points measured when
preparing the efficiency map. A measured efficiency map
and the maximum torque curve of the prototype traction
motor were used in the model. The energy storage was
modeled as a voltage source, taking into account the
efficiency of the storage. The nominal voltage of the energy
storage was 590 V. The traction motor reference torque was
generated by a speed controller, which is based on the error
between the vehicle speed and the reference speed. The
forces taken into account were air drag and rolling friction,
and in the Santiago cycle, also the inclination of the road.
The driving resistance depends on the mass and speed of the
system [25]. A drive with a fixed reduction gear ratio of 5.38
and a constant efficiency of 0.96 was used. The parameters
used in the electric bus model are presented in Table V.
TABLE V
PARAMETERS OF THE ELECTRIC BUS MODEL
Parameter Value
Vehicle tare mass [kg] 11 500
Vehicle net load[kg] 3500
Frontal cross-sectional area [m2] 6.2
Radius of wheel [m] 0.478
Rolling friction coefficient 0.008
Air drag coefficient 0.5
Reduction gear fixed gear ratio 5.38
Reduction gear efficiency 0.96
The simulations were performed with three different
cycles in different locations and climates in Espoo, Finland,
Braunschweig, Germany, and Santiago de Chile. The Espoo
line 11 cycle is a 9 km long urban bus route in Finland, where
braking on ice may pose challenges in the wintertime. The

VOLUME XX, 2017 9

Braunschweig cycle is 11 km long and includes higher
accelerations and decelerations, being thus more demanding
for the bus than the Espoo line 11. The Braunschweig cycle
was selected for the test because it is the most well-known
cycle [28] in this field, and the Technical Research Centre of
Finland (VTT) has an extensive database of buses tested
against the Braunschweig cycle for comparison. The Espoo
and Braunschweig cycles were simulated with a flat road
profile. The Santiago de Chile line cycle is 9.7 km long, and
it has a 3% uphill slope as the route includes a 300 m climb.
The Santiago de Chile line has proven to be a very
demanding line for an electric drive train. Information of
different cycles is given in Table VI.
TABLE VI
DRIVING CYCLES IN FINLAND, GERMANY, AND CHILE
Braun-
Cycle Espoo Santiago
schweig
Test time [s] 1372 1740 1831
FIGURE 9. Traction motor operation in the torque–speed plane with
Distance [km] 9.0 10.9 9.7 per-unit time periods during the whole Braunschweig driving cycle.
Average speed [km/h] 23.7 22.5 19
Average speed on the move
32 30 29
[km/h]
Maximum speed [km/h] 58 58 63
Total elevation [m] 0 0 300

The operation of the drive motor in the torque–speed plane

was analyzed during the driving cycle. The rotation speed,
torque, and power of the drive motor in different cycles are
shown in Figs. 8, 9, and 10. The torque–speed planes show
that the Espoo and Braunschweig cycles have similar
constant speed areas at the speed of approx. 1500 min-1. The
Braunschweig and Santiago cycles have more accelerations
and decelerations than the Espoo cycle. Furthermore, in the
Santiago cycle the torque of the traction motor is higher than
in the other cycles.

FIGURE 10. Traction motor operation in the torque–speed plane with

per-unit time periods during the Santiago driving cycle.

The RMS torque and power, maximum power, and motor

average efficiency for different cycles are presented in Table
VII.
TABLE VII
DRIVE MOTOR TORQUE, POWER, AND EFFICIENCY DURING THE CYCLE
Braun-
Cycle Espoo Santiago
schweig
RMS torque during cycle [Nm] 671 809 907
RMS power during cycle [kW] 47 64 76
Max power [kW] 143 233 164
Motor average efficiency 0.91 0.90 0.90

In these cycles, the average demand for motor power was

FIGURE 8. Traction motor operation in the torque–speed plane with
per-unit time periods during the driving cycle of the Espoo line 11.
generally only one-third of the nominal continuous power.
The rms torque in the Espoo cycle was 671 Nm, in the
Braunschweig cycle 809 Nm, and 836 Nm in the Santiago
cycle. According to the simulations, the prototype motor
should easily meet the speed and torque requirements of all

VOLUME XX, 2017 9

the three driving cycles. The energy consumption was load at 600 min-1 until the temperatures had stabilized for
calculated for each of these cycles with different loads (mass about 90 min. Then, a 1300 Nm load was applied (having the
of passengers), and the values were compared with the same rotational speed) for about 10 min, after which the
measurement results. motor was driven with the previous load of 460 Nm again.
The temperature rise on the end windings was 46 °C (from
IV. VERIFICATION OF THE SIMULATION 70 to 116 °C) in 10 min, as depicted in Fig. 13a. We can see
that the end windings cool down to 80 °C in only 7 min. The
A traditional test bench with a brake unit of 315 kW DC
other temperatures in the direct-liquid-cooled coils, Fig.
machine was used. An ACS800 supply unit provided a
13b–d, also fall sharply. The frame of the prototype has no
maximum constant current up to 387 A, and 470 A for 10 s
water jacket, and therefore, the temperatures are high on the
for the prototype machine. A schematic diagram of the
surface/frame as it can be seen in Fig. 13f.
cooling circuits is presented in Fig. 11. The primary cooling
circuit includes a heat exchanger, which is cooled by a
secondary cooling loop. The primary cooling is equipped
with a water pump having a pressure of 5.2 bar and a water
flow of 10 l/min during the tests.

FIGURE 11. Schematic diagram of the testing system in the laboratory.

The primary cooling circuit consists of a heat exchanger (with a
secondary cooling loop), a pump, and cooling tubes inside the PMSM
stator windings.

Heat tests were performed by heating the machine until

the temperatures had stabilized. The input power values were
obtained by a Yogokawa PZ4000 power analyzer and the
output values by a Magtrol torque transducer placed on the
shaft. The efficiency map of the measured values is presented
in Fig. 12. According to the brake bench measurements, the
losses at the rated point were 9.3 kW resulting in a 95.4%
efficiency.

FIGURE 12. Efficiencies of the traction motor as a function of speed

and torque. The input water temperature was 50 °C and the water flow
10 l/min in the tests.

A duty cycle was driven in the laboratory to investigate

the temperature distributions and the rise and fall times. The
average torque in the measurement was 750 Nm. The start
and end speeds and loads were chosen according to the
average power and torque over the whole driving cycle of the
Espoo drive line. First, the cycle was driven with the 460 Nm
FIGURE 13. a) Temperatures at the end windings of three phases (one
side); b) temperatures at the end windings of three phases (other side);
c) temperatures in the slot windings of three phases; d) temperatures in
the heat exchanger input and outputs (in/outputs are shown in Fig. 11);
e) temperature on the outer surface of the frame.

VOLUME XX, 2017 9

 According to the laboratory measurements, the prototype
motor performs well in a bus application. The relatively large
difference between the end winding temperatures and the
slot temperatures of different phases can be explained by
potentially divergent positions of the PT100 sensors, as even
a slight difference in the position may lead to a significant
temperate difference.
V. VERIFICATION OF THE ELECTRIC BUS
APPLICATION
The energy consumption tests were conducted by applying a
heavy-duty chassis dynamometer (at VTT, Espoo, Finland)
capable of simulating the inertia, weight, and road loads that
The motor temperatures were measured with three PT100
sensors located inside the motor (in the windings of three
different phases). At the full load (73 passengers), the
winding temperature reached a value of 73 °C, while the inlet
temperature of the cooling water was 50 °C. The temperature
rise was 16 °C during this cycle. The Braunschweig cycle is
more demanding than the previous Espoo 11 cycle as can be
seen from the temperatures in Fig. 15; the temperature rise in
the winding is 21 °C, reaching a value of 77 °C at the end.
100 100
Winding
Cooling water
80 80
Speed

Temperature (C)

Speed (km/h)
the buses are subjected to in the normal on-road operation. A 60 60
single-roller, 2.5 m diameter chassis dynamometer with
electric inertia simulation was used in the study. This in- 40 40
house method was been developed at VTT, and it covers both
emission and fuel consumption measurements, partly based 20 20
on the standard SAE J2711 and accredited by the Finnish
Accreditation Service (FINAS). 0 0
The tests were conducted by varying the mass of 0 500 1000 1500 2000
passengers, and thereby, the mass of the bus and friction. The Time (s)
VTT team has a database of road load values for different FIGURE 15. Temperature of the motor winding, temperature of the
cooling water, and the speed measured during the Braunschweig cycle
types of heavy-duty vehicles. For a heavy-duty vehicle with 73 passengers on board.
running a highly transient driving cycle, the mass of the
vehicle is decisive for the needs of driving power. The In the Santiago driving cycle, the motor temperature
vehicle mass affects the inertia and the rolling resistance. The reached 67 °C after climbing to the 300 m hill with 38
emissions tests of buses are usually run with inertia that passengers on board as it can be seen in Fig. 16. In this
corresponds to a half payload, as this load should match the measurement, the cooling water was initially cooler than in
average number of passengers on the bus. However, in the the Braunschweig cycle, and therefore, these two cycles are
electric bus tests, the authors decided to modify the not directly comparable. The temperature rise during the
calculation of the bus payload, as it was considered advisable Santiago cycle was 26 °C.
to determine the payload based on the number of passengers. 100 100
The loads were the mass without passengers (tare: 11 500 Winding
kg), an extra mass of 1 000 kg (12 passengers), an extra load 80 Cooling water 80
of 3 000 kg (38 passengers), and a full load (maximum load Speed
Temperature (C)

capacity of the vehicle, 73 passengers). With the direct-

Speed (km/h)
60 60
cooled motor in the bus, several drive tests were carried out.
The Espoo line dynamometer test results are depicted in
40 40
Fig. 14, where the bus speed, the cooling water temperature,
and the highest winding temperatures are shown.
100 100 20 20
Winding

80 Cooling water 80 0 0
Speed 0 500 1000 1500 2000
Temperature (C)

Time (s)
Speed (km/h)

60 60 FIGURE 16. Temperature of the motor windings, temperature of the

cooling water, and the speed measured during the Santiago cycle with
38 passengers on board.
40 40

The results of the tests on the direct liquid cooling

20 20
technology in the bus showed that the vehicle was able to
more than satisfactorily meet the most challenging speed
0 0
0 500 1000 1500 2000
requirements of the road cycle even with the full payload.
Time (s) The motor temperature was very low, and the proposed direct
FIGURE 14. Temperature of the motor winding, temperature of the water cooling solution was shown to be reliable in an actual
cooling water and the measured speed during the Espoo 11 cycle with application. The motor could thus be used in a heavy-duty
73 passengers on board.
application.

VOLUME XX, 2017 9

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[16] P. Lindh, I. Petrov, A. Jaatinen-Värri, A. Grönman, M. Martinez-
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[19] A. M. EL-Refaie; Manoj R. Shah; Kum-Kang Huh, “High-Power-
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Pia Lindh (M’04, S’17) born in Helsinki in
1969, received her M.Sc. degree in energy
technology in 1998 and her D.Sc. degree in
electrical engineering (Technology) in 2004
from Lappeenranta University of
Technology (LUT), Lappeenranta, Finland.
She is currently serving as an associate
professor with the Department of Electrical
Engineering in LUT Energy, Lappeenranta,
where she is engaged in teaching and
research of electric motors and electric
drives.
Ilya Petrov received the D.Sc. degree in
electrical engineering (Technology) from
Lappeenranta University of Technology
(LUT), Lappeenranta, Finland, in 2015. He is
currently a Fellow Researcher with the
Department of Electrical Engineering, LUT.
His current research interests include the
design and optimization of permanent-magnet
machines.
Paula Immonen received the M.Sc. Degree
in electrical engineering and the D.Sc.
(Technology) degree from Lappeenranta
University of Technology (LUT),
Lappeenranta, in 2008 and 2013,
respectively. She is currently working as a
postdoctoral researcher with the
Department of Electrical Engineering at
LUT. Her current research interest is the
diesel-electric hybrid drive system in mobile
working machines.
VOLUME XX, 2017
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Markku Niemelä received the B.Sc. degree
in electrical engineering from Helsinki Institute
of Technology, Helsinki, Finland, in 1990 and
the M.Sc. and D.Sc. degrees in technology
from Lappeenranta University of Technology
(LUT), Lappeenranta, Finland, in 1995 and
1999, respectively. He is currently a Senior
Researcher with the Carelian Drives and
Motor Centre, LUT. His current interests
include motion control, control of line
converters, and energy efficiency of electric drives.
Juha Pyrhönen (M’06, S’18), was born in
1957 in Kuusankoski, Finland, received the
Doctor of Science (D.Sc.) degree in Electrical
Engineering from Lappeenranta University of
Technology (LUT), Finland in 1991. He
became an Associate Professor of Electrical
Engineering at LUT in 1993 and a Professor of
Electrical Machines and Drives in 1997. He is
engaged in research and development of
electric motors and electric drives. His current
interests include different synchronous machines and drives,
induction motors and drives and solid-rotor high-speed induction
machines and drives.
Marko Paakkinen is a Senior Scientist in
the Electric Powertrains and Storage team
at VTT Technical Research Centre of
Finland. He holds a M.Sc. (Tech) degree
from Tampere University of Technology,
and has a career of over 20 years in the off-
road vehicle industry. His experience
includes control systems integration,
electronics design and contracting and
project management tasks. Mr.
Paakkinen's current research activities
include project management and research
tasks in various EU H2020 and Business Finland projects, related to
electric vehicle charging, interoperability, and standardization.
Joel Anttila works as a research scientist
in Electric Powertrain and Storage team at
VTT Technical Research Centre of
Finland. He has participated in the EU
projects ZeEUS, ASSURED,
mySMARTLife, and STEVE as well as
various national electric-vehicle-related
projects. His professional interests are in
automotive electric powertrains and
vehicle systems. He is proficient in system-
level vehicle simulations and simulation software development.
Eero Scherman born in Lappeenranta in
1987, received the B.Eng. Degree in
mechanical engineering from Saimaa
University of Applied Science in 2011 and M.
Sc. Degree in 2019. His main interests are
development of mechanical engineering in
electric motors and generators.
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