Multiphysical Modeling and Description of a Permanent Magnet Synchronous

Machine using Energetic Macroscopic Representation for EV/HEV applications

L. Horrein1,2,3, A. Bouscayrol1,3, Y. Cheng2,3, M. El Fassi2,3

1. Laboratory L2EP (University Lille1), Cité Scientifique , 59655 Villeneuve d’Ascq, France
2. PSA Peugeot Citroën, Route de Gisy, 78943 Vélizy Villacoublay, France
3. MEGEVH: French network on HEV’s http://l2ep.univ-lille1.fr/megevh/
E-Mail: Alain.Bouscayrol@univ-lille1.fr

Abstract:
Because it does not participate in the vehicle traction, the thermal energy is not highlighted in the electric and
hybrid electric vehicle (EV and HEV) study, especially for electrical components like electric machines and
batteries. Nevertheless, the thermal states of these components can have a great impact on the vehicle behaviour,
such as safety, performances and autonomy, etc. This impact is more important if the driver turns on the heating
system. In order to consider the thermal dimension of the energetic study for EV/HEV applications, a multiphysical
modeling and description (for organizing this model with the energetic focus) of each component is required. This
paper is focused on the multiphysical (electrical, mechanical and thermal) modeling and description of the
electrical machine using EMR.

Keyword
Synchronous motor, Electrical drive, Multiphysical modelling and description, Energetic Macroscopic
Representation

Introduction
During the previous decades, with the model and description from the battery-to-wheel of electric vehicle (EV), the
thermal energy is not highlighted in energetic study because this energy does not contribute to objectives [1].
Nevertheless the thermal behaviour is a key issue in industries, which can impact the safety and performances of
the components as well as the efficiency and the autonomy of the vehicle. The obvious impact concerns the cabin
heating system. Indeed with the electric car, several resistances transform electricity into heat for the passenger
comfort, which reduces the autonomy of the car. Another impact concerns the electric behaviour of subsystem in
function of the thermal condition. For example, the battery state of charge evolution is impacted with its
temperature [2]. In order to develop a complete energetic study also based on the thermal comportment of the
electric vehicle, a multiphysical vehicle description can be developed. This paper has for objective to realised the
PMSM description highlighting the thermal energy generation and exchange.

An energetic description of a conventional electric powertrain has been previously developed using the Energetic
Macroscopic Representation (EMR) [3]. EMR is a graphical tool using interconnected blocks according to the
action and reaction principle [4]. All components are described according to the physical causality, which is based
on the integral causality [5] [6]. In accordance with its function (energy source, energy conversion, energy
distribution or energy accumulation), each element is described by one pictogram (see appendix). The
Multiphysical description of the electric machine can be coupled with powertrain energetic description. In this way
a complete description (using the same formalism) will be available for realizing several multiphysical studies.

The multiphysical study will start with the conventional model analysis (in Park frame [7]) and its description
presentation. From this description an inversion-based control will be presented before studying a model
decomposition for highlighting the thermal conversion. The thermal comportment of the machine will be studied
and the simulation will be realized with Matlab/Simulink software.

1. Conventional description and control of a PMSM

a) Electro-Mechanical Modelling
The PMSM is supplied by three phase voltages u13,23. The Park’s transformation [7] is used for modelling the
PMSM in the dq frame. This transformation uses the rotor position θ in order to define the voltages in the d,q frame
Vdq:

⎧⎪V dq = [P(θ )] u 13,23

⎨ (1)
⎪⎩ i 1,2 = [P(θ )] I dq
-1

The current Idq is imposed as a state variable by the electric relation of the stator:

d
L dq I = v dq − e dq − Rs I dq (2)
dt dq

where Rs and Ldq are the resistance and the inductance matrix of the stator in the d,q frame.

With the electro-mechanical relation (3)-(4), the electromagnetic torque Γm and the electromotive force edq are
determined from the dq current Idq, the rotation speed Ω, the permanent magnet magnetic flux φpm, and the number
of pair poles p.

Γ m = pφ pm I q + p I d I q ( Ld − Lq ) (3)
⎧ ed = − pLq IqΩ
⎨ (4)
⎩ eq = pΩ(Ld Id +φpm)

The inertia of the shaft imposes the rotation speed Ω in function of the machine torque and the load torque Γload.

d
Γ m − Γ load = f Ω + J Ω (5)
dt

where f and J are the friction coefficient and the inertia of the shaft.

b) Electro-Mechanical Description
EMR is used to organise this previously model. EMR describes complex energetic systems for control perspective
using several pictograms. The EMR formalism is decomposed in 4 pictograms:
• The energy sources describe the energy generators or the energy receptors (green ovals).
• The accumulation of energy (capacitor, inductance, inertia…) is described by a crossed orange rectangle.
• The energy conversion without energy storage is described by an orange square (mono-physical
conversion) or by an orange circle (multi-physical conversion).
• The energy distribution (parallel coupling, differential…) is described by a double orange square (mono-
physical distribution) or by a double orange circle (multi-physical distribution).
Each pictogram is connected together by two arrows (1 arrow for 1 variable) in accordance of the action-reaction
principle. The product between action and reaction variables is the instantaneous power exchanged between these
two subsystems (pictograms).

With the EMR, only the integral causality is considered [6]. This property leads to defining accumulation elements
by a time-dependant relationship between its variables: its output is an integral function of its inputs. In
consequence, the accumulation element (inductance, capacitor, inertia) imposes the physical causality to the other
elements.

Because it is a mono-physical conversion, the Park’s transformation (1) is described by an orange square. However,
the electromechanical conversion (3)-(4) is described by an orange circle (it is a multi-physical conversion). The
shaft (5) and the windings (2) are two accumulation elements and they are described by crossed orange rectangles.
The model of the PMSM (1) - (5) can be organised with the EMR formalism (Fig. 1).
 Park d,q EM Shaft
transformation windings conversion (Inertia)
(1) (2) (3)-(4) (5)

u13,23 Vdq Idq Γm Ω

3ϕ Load
i1,2 Idq edq Ω Γload
θ
Fig. 1 : EMR of a PMSM
c) Control of a PMSM
For controlling the machine, an inverter is inserted between the machine and the DC bus (Fig. 2). Because the
objective is not to study power electronics, an average model of the converter is sufficient:

⎧u 13,23 = m vsi U bus

⎨ t (6)
⎩ I bus = m vsi i 1, 2

Ibus
i1
PMSM Ω
Ubus
u23 Γm

Ubus_mes i1,2_mes Ωmes

mvsi
Control Ωref

Fig. 2 Structural scheme of a PMSM drive system

The main advantage of the EMR lies in its capacity to deduce quickly the tuning path and the control path.
Moreover with the EMR, the control is systematically deduced.

A tuning path can be established from the tuning variable (control of the inverter) to the objective (rotation speed)
(Fig. 3). From this tuning path, the associate control path can be deduced based on the inversion principle (Fig. 4)

u13,23 Vdq Idq Γm Ω

mvsi

Fig. 3: Tuning path

mvsi
u13,23_ref Vdq_ref Idq_ref Γm ref Ωref

Fig. 4: Control path

For establish the relation between each variable, the same relation as ‘Electro-Mechanical Modelling’ part is used.
For the inversion of the no time dependent relationship (1) (3) (4) (6), the model is directly inverted and described
by blue parallelograms (Fig. 5). For the time dependent relationship (2) (5), because energy is stored, a closed-loop
control is used (Fig. 6):

Γ m _ ref = C (t ) (Ωref − Ωmes ) (7)

Where C(t) is a controller defined in function of the system parameters and the technical requirements.
 Inversion of
EM conversion
(3)-(4)

Idq_ref Γm ref
Fig. 5: Inversion pictogram of a no time dependent relationship

Inversion of
Shaft (Inertia)
(7)

Ωmes

Γm ref Ωref
Fig. 6: Inversion pictogram of a time dependent relationship

The complete control structure is built following the control path (lower part of Fig. 7, blue pictograms). For the
current closed-loop, the fictive current Idq and the electromotive force edq are estimated from the real current (1) and
the rotational speed (4) (purple pictograms) [8].
Park d,q EM Shaft
Inverter transformation windings conversion (Inertia)
(6) (1) (2) (3)-(4) (5)

System Ubus u13,23 Vdq Idq Γm Ω

part BUS Load
Ibus i1,2 Idq edq Ω Γload
θ
Estimation
part Ĩdq

mvsi
ẽdq
Control
part
u13,23_ref Vdq_ref Idq_ref Γm ref Ωref
Fig. 7 : EMR and IBC of a PMSM (without thermal part)

2. Multiphysical description of a PMSM

In the PMSM, 3 phenomena produce thermal energy (i.e. looses). The Joules effect transforms the electric energy
in thermal power. The iron losses generate thermal energy by magnetic effect. The friction on the shaft transforms
the mechanical energy in thermal energy.
a) Electrical -Thermal Description
The Joules and friction effect are previously considered in the different models (2) and (5), but these losses are not
highlighted with the classical description. In order to highlight the thermal dissipation of Joules and iron effect, the
equivalent stator scheme (Fig. 8) can be separated into three parts. Firstly the resistance effect Rs (8), secondly the
iron losses (9) and thirdly the inductance Ldq effect (10). An equivalent resistance RI is introduced to represent the
iron losses. This resistance value RI depends on the design and the rotation speed Ω [9].

Vd_r Vq_r
Ld Lq
Id Iq
Rs Idi IdL Rs Iqi IqL
Vd Vd_i RI Vq Vq_i RI
ed eq

Fig. 8 : Equivalent scheme of the stator (in the dq frames)

V dq _ r = Rs I dq (8)
 V dq _ i
I dq _ i = (9)
RI (Ω )
d
V dq _ i = L I dq _ L + e dq (10)
dt
I dq = I dq _ i + I dq _ L (11)
V dq = V dq _ r + V dq _ i (12)

The EMR of the stator is composed of 5 elements (the resistance, the inductance, the iron losses and 2 coupling)
(Fig. 9). The energy dissipated by Joule effect Pth_r in the resistance Rs depends on the square of the RMS real
current value in this resistance and the energy dissipated by iron losses Pth_i depends on the square of the RMS real
voltage value of the resistance RI:

2
dS r ⎛ 1 2 ⎞
Pth _ r = TPMSM = 3Rs ⎜⎜ I dq ⎟
⎟
(13)
dt ⎝ 2 3 ⎠
2
dSi 3 ⎛ 1 2 ⎞
Pth _ i = TPMSM = ⎜⎜ V dq _ i ⎟
⎟
(14)
dt RI ⎝ 2 3 ⎠

In equation (1) a Park’s transformation with power conservation is used. For this reason, the coefficient 2 / 3 is
inserted in the relation (13) and (14) for estimating the maximum value of the real current and voltage.
The coefficient 1 / 2 is used for transforming the maximum value into RMS values. From the thermal power (Pth_r
Pth_i) and the temperature of the machine TPMSM, the entropy flow of the Joules effect dSr/dt and of the iron losses
dSi/dt can be determined.

Sr Tms Si Tms

Resistance Iron losses

(8) (13) (9) (14)

Idq Vdq_r Vdq_i Idq_i

Vdq Vdq_i Vdq_i Idq_L

Idq Idq Idq_L edq

Serial coupling Parallel coupling d,q wind.

(12) (11) (10)

Fig. 9 : Decomposition of the stator description

b) Mechanical – Thermal description

The same decomposition can be realised with the shaft. The friction losses (15) and the inertia phenomenon (16)
can be decoupled with the series connections (17).

Γf = f Ω (15)
d
Γ J − Γ load = J Ω (16)
dt
Γm = Γ J + Γ f (17)

The energy dissipated by the friction Pth_f depends on the square of the speed:

dS f
Pth _ f = TPMSM = f Ω2 (18)
dt
Same as the stator, the entropy flow dSf/dt produced by the friction can be estimated with the synchronous machine
temperature. The detailed EMR of the shaft is given in Fig. 10.

S f TPMSM

Friction
(15) (18)

Ω Γf
Γm ΓJ Ω

Ω Ω Γload

Series connection Inertia

(17) (16)

Fig. 10: Decomposition of the shaft description

c) Thermal description
Because the objective is not to obtain 3-D temperature cartography of the machine [10] and because the traction
machine is supposed sufficient compact for consider a homogenous thermal power repartition in all part of the
machine, we can add the three thermal powers for consider one single homogenous thermal flow:

d d d d
QPMSM = Qr + Qi + Q f (19)
dt dt dt dt

With the same way, the machine is considered as one single mass with a single average temperature [11]. This
temperature is obtained with the thermal inertia relation:

d d
TPMSM S PMSM = Cth − PMSM TPMSM (20)
dt dt

The thermal capacitor Cth-PMSM is the product between the mass of the machine and the average heat capacity rate.
Because the thermal inertia is accumulation energy, it describes by an orange crossed rectangle (Fig. 11)

The heat transfer from the machine to the ambient air is modelled by a thermal resistance Rth:

d d (T − Tair )
TPMSM S exh = Tair S air = PMSM (21)
dt dt Rth

With Tair, the ambient temperature of the air. The entropy flow dSexh/dt and dSair/dt are the entropy flows exchanged
from the PMSM to the ambient air. The parameters Rth and Cth have been determined from experiments.
Thermal Thermal
inertia exchange
(20) (21)

S PMSM TPMSM Sair

PMSM AIR
TPMSM Sexh Tair
Fig. 11: Thermal EMR of the machine

d) Global description and control of a PMSM

The thermal conversion description (Fig. 9 - Fig. 10 - Fig. 11) has been coupled into the conventional description
(Fig. 1). The control presented in the section 1.c).has been applied on this detailed description.
The EMR and this inversion-based highlighting the thermal behaviour are presented in Fig. 12.
 TPMSM TPMSM Sair
AIR
SPMSM Sexh Tair
Thermal
comportment

Sr TPMSM Si TPMSM S f TPMSM

Losses

Idq Vdq_r Vdq_i Idq_i Ω Γf

Ubus u13,23 Vdq Vdq_i Vdq_i Idq_L Γm ΓJ Ω
BUS Load Electro-Mechanical
Ibus i1,2 Idq Idq Idq_L edq Ω Ω Γload conversion
θ

Ĩdq
ẽdq
mvsi Control

u13,23_ref Vdq_ref Idq_ref Γm ref Ωref

Fig. 12: EMR and IBC of a PMSM (with thermal part)

3. Implementation and Simulation

The global description and control are implemented in Matlab-Simulink software using EMR library [12] (Fig. 13).
Inside each block, the corresponding model, detailed in this paper, has been also implemented.

Fig. 13: Implementation in Matlab-Simulink

For simulating this description a rotation speed reference and a load torque are imposed for reproducing an ECE
drive cycle (European urban cycle). The reference and simulation rotation speed are plotted on Fig. 14 (green and
blue curve). Because the control is efficient, these two rotation speeds are closed to each other.

Rotation speed (tr/min)

1000
870 ref
860
mea
850
142 144 146

500

0
0 50 100 150 200
Time (s)
Fig. 14: Rotation speed (Reference and Simulation)
The electrical power consumption for realised this cycle is plotted on Fig. 15. The thermal power generated by the
machine is plotted on Fig. 16. The thermal power produced is not proportional to the electrical power. Indeed, with
low speed, the joules effect is more important than other losses. And in high speed, iron losses and friction are
more important than Joules effect.

Electrical power (kW)

-5
0 50 100 150 200
Time (s)
Fig. 15: Electrical power

Thermal power (kW)

1

0.5

0
0 50 100 150 200
Time (s)
Fig. 16: Thermal power generate by PMSM

This drive cycle has been repeated 18 times (approximately 1 hour) to reach a thermal steady state. Machine
temperature simulation (Fig. 17) has been determined with the previous model.
Temperature (°C)
50

40

30

20

0 500 1000 1500 2000 2500 3000 3500

Time (s)
Fig. 17: Temperature of the PMSM

For this cycle with low acceleration, the PMSM temperature has been increased to approximately 25°C. With a
more realistic cycle (with speed variation more important) the machine temperature can reach a higher temperature.

Conclusion
From the classical PMSM description, a new description has been developed highlighting the heat generation. The
thermal comportment of the machine has been also developed (thermal inertia and thermal exchange with air).

A model is available for the estimation of the heat generated by the traction machine of an EV. This PMSM
multiphysical description is one step of the process for establishing a complete multiphysical description of an EV.
A HEV multi-physical description can be also considered because other work has been realised for obtain the EMR
of an ICE [13] and cooling system [14].

With this complete model it will be possible to develop a thermal energy management for increase the autonomy
in cold condition.

Reference

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Appendix: Pictograms of Energetic Macroscopic Representation (EMR)

source element accumulation Indirect

(energy source) element (energy inversion
storage) (closed-loop
control)
Mono-physical Mono-physical Direct inversion
conversion coupling element (open-loop
element (energy control)
distribution)
Multi-physical Multi-physical
conversion coupling element
element (energy
distribution)