6516 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 68, NO.
8, AUGUST 2021
Multi-objective Optimization Design of
Variable-Saliency-Ratio PM Motor
Considering Driving Cycles
Xue Zhou , Xiaoyong Zhu , Member, IEEE, Wenye Wu , Zixuan Xiang , Yongfeng Liu , and Li Quan
Abstract—In this article, a variable-saliency-ratio perma-
nent magnet motor is designed and optimized considering
driving cycles. To satisfy the demands of multi-operation
conditions of EVs, a variable resistance is adopted and a
new variable-saliency-ratio design concept is proposed to
enhance output torque, widen speed range and lower irre-
versible demagnetization risk effectively. A multiobjective
optimization considering driving cycles is proposed, where
the design objective of saliency ratio is firstly selected and
optimized with multiobjective genetic algorithm method.
Then, the operation performances of the motor in different
operation conditions are investigated in detail. Finally, a
prototype motor is built and tested. Both the simulation
and experimental results verify the validity of the proposed
method.
Index Terms—Permanent magnet motor, multiple driving
cycles, multiobjective optimization, variable-saliency-ratio.
I. INTRODUCTION
ITH increasingly complicated driving environments, the
W actual vehicle driving cycles are becoming diverse and
compound, where frequent start/stop, frequent acceleration or
deceleration, climbing with heavy load, and high-speed cruise
are involved [1]. To meet such diverse driving cycles, the ad-
vanced drive qualities of high power density, high efficiency
over wide speed range and high reliability are often required
to achieve during the design and control of the electrical ve-
hicle (EV) motors. Hence, how to satisfy such critical design
requirements under the complicated operation conditions has
becomes a hot issue in the research area of EV motors [2].
Manuscript received February 1, 2020; revised April 30, 2020 and
May 28, 2020; accepted June 15, 2020. Date of publication July 10,
2020; date of current version April 27, 2021. This work was supported in
part by the National Natural Science Foundation of China under Grants
51877099, 51937006, and 51991385, and in part by the Priority Aca-
demic Program Development of Jiangsu Higher Education Institutions.
(Corresponding author: Xiaoyong Zhu.)
Xue Zhou, Xiaoyong Zhu, Zixuan Xiang, Yongfeng Liu, and Li
Quan are with the School of Electrical and Information Engineering,
Jiangsu University, Zhenjiang 212013, China. (e-mail: zx2543582320@
163.com; zxyff@ujs.edu.cn; zxxiang@ujs.edu.cn; 2211807005@stmail.
ujs.edu.cn; quanli@ujs.edu.cn).
Wenye Wu is with the School of Automotive Engineering,
Changshu Institute of Technology, Suzhou 215000, China. (e-mail:
wwyzhshsh0308@163.com).
Color versions of one or more of the figures in this article are available
online at https://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIE.2020.3007106
0278-0046 © 2020 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See https://www.ieee.org/publications/rights/index.html for more information.
Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
Currently, a type of interior permanent magnet brushless mo-
tor, where the saliency ratio ρ is larger than 1 (ρ = Lq /Ld > 1),
has been successfully applied to Toyota Prius [3]. To widen
motor speed range, the terminal voltage of dc bus of the motor
is boosted from 270 to 500 V, and even more than 630 V in the
new generation of Prius IV. Moreover, since the large saliency
ratio ρ is employed, the resulting high reluctance torque is
conducive to meeting the load capacity under high speed cruise
condition. In addition, a 125 kW interior permanent magnet
motor with 72-slot/12-pole has also been successfully commer-
cialized in the drive motor of BMW [4]. Since the topology of
double-I permanent magnets and multilayer magnetic barriers
are adopted, the difference between d-axis inductance and q-axis
inductance is further increased, and the output torque capability
and speed range are improved under the flux-weakening region.
And yet, limited by vehicle battery capacity and voltage level,
the online regulation of motor terminal voltage has a relatively
limited for widening the speed range. Besides, the excessive
terminal voltages would also increase insulation costs and safety
levels. On the other hand, to obtain high reluctance torque,
large negative flux-weakening current id is often required to
pass through multiple magnetic barriers, which may reduce the
efficiency especially in the flux-weakening control region.
In recent years, hybrid-excitation motors are proposed and
investigated, in which the additional field windings serving as the
auxiliary excitation source are added to regulate the permanent
magnet (PM) flux flexibly [5]. By controlling the polarity and
amplitude of the field current, the corresponding speed range
can be widened obviously [6], [7]. However, the excessive
electric density and the resulting extra heat put forward stringent
demands for the cooling system of the type of motors, and
the additional copper loss may cause the efficiency reduction
inevitably. To further widen the speed range and improve the
efficiency, a type of memory motor equipped with low coercive
force PMs has attracted considerable attention [8], [9], where
the different magnetization of PMs can be online tunable by
only injecting a d-axis current pulse temporarily. And yet, the
additional magnetization windings will occupy the limited inner
room of the motor and the corresponding control system need
the extra control and drive circuits, thus inevitably increasing
the cost and reducing motor reliability.
To alleviate the complexity of motor structure, a new type of
flux-intensifying motor is presented in [10] and [11], in which
 ZHOU et al.: MULTI-OBJECTIVE OPTIMIZATION DESIGN OF VSR-PM MOTOR CONSIDERING DRIVING CYCLES 6517

the magnetic reluctance barriers along q-axis magnetic field are

purposely added and the magnetic bridges in d-axis magnetic
field are enhanced to realize the characteristic of the saliency
ratio less than 1 (ρ = Lq /Ld < 1), and thus obtaining the ad-
vantages of a low irreversible demagnetization risk and wide
speed range. Yet, the capacity of output torque in high-speed
region is still limited to some extent since the low utilization
of reluctance torque. In general, current researches on drive
motors often focus on satisfying the high efficiency or power
density under single operation condition (normally under the
rated-condition), rather than the diverse requirements under the
multiple operation conditions. Hence, how to fully meet the high
torque capability, wide speed range and high efficiency under
multiple operating conditions and diverse driving cycles is still
a huge challenge.
In this article, by incorporating the new design concept of
the variable-saliency-ratio into a permanent magnet brushless
motor, a new variable-saliency-ratio permanent magnet (VSR-
PM) motor is proposed to satisfy the diverse requirements of
electric vehicles under various operation conditions and driving
cycles. The key new characteristics of the proposed motor are
described that, during the low-speed heavy-load region, the
value of d-axis inductance Ld is larger than q-axis inductance
Lq , namely the characteristic of the saliency ratio ρ less than
1 (ρ = Lq /Ld < 1) can be innovatively designed to realize
the flux-intensifying effect, thus high output torque and a low
irreversible demagnetization risk can be obtained. During the
high-speed flux-weakening region, the main flux can result
be leaked actively by themselves, thus the characteristic of
the saliency ratio ρ larger than 1 (ρ = Lq /Ld > 1) and flux
weakening operation can be synchronously realized. Therefore,
the advantages of high output torque, wide speed range and
high efficiency can be achieved successfully. Meanwhile, the
multiple driving cycles and the new design concept of variable-
saliency-ratio are presented in Section II. In Section III, the
motor topology and initial design of the proposed motor are
introduced. Besides, according to the comprehensive sensitivity
analysis, some key desirable variables under different typical
operation conditions are selected, and a multiobjective opti-
mization considering multiple driving cycles is also presented.
Then, the electromagnetic performances are analyzed in detail
as well to verify the performances of variable-saliency-ratio in
Section IV. In Section V, the VSR-PM motor is manufactured,
and some fundamental experiments are conducted. Finally, the
conclusions are drawn in Section VI, in which both the theoret-
ical analysis and experimental results verify the validity of the
motor and the multiobjective optimization approach.
II. MULTIPLE DRIVING CYCLES AND NEW DESIGN CONCEPT
A. Multiple Driving Cycles and Operation Conditions
Generally, there exists several different standard driving cy-
cles to test the performances of the vehicles. Among them, the
New European Driving Cycles (NEDC) and Urban Dynamome-
ter Driving Schedule have been adopted widely to simulate
the city or suburban multiple operation conditions [12]. There
are some similarities between the two driving cycles, including
frequent start, frequent acceleration, climbing with heavy load,
Fig. 1. Relationships among standard road conditions, driving cycles
of EVs, and design requirements of motors.
Fig. 2. PM motor design according to the operation requirements.
(a) Based on rated operation condition. (b) Based on multiple driving
cycles.
normal cruise, and high speed cruise. Theoretically, for the
design of EV motor, each operation condition often corresponds
to a special requirement, which is far different from the con-
ventional single design requirement under the rated operation
condition.
For example, to meet the frequent start, frequent acceleration
or overloaded climbing, high output torque should be given
precedence in the design procedure of EV motors. And to meet
the operation condition of the high-speed cruise, the wide speed
range is often necessarily required. Based on the earlier analysis,
the relationships among standard road conditions, driving cycles
of EVs, and design requirements of EV motors are summarized
and presented in Fig. 1.
B. Multiple Requirements and Operation Conditions
The traditional design method of permanent magnet motor
is mainly based on single operation region (normally under
the rated operation condition) as shown in Fig. 2(a), the cor-
responding dimension equation of the traditional PM motor can
be expressed as [13]
60Pout_rated (1 + η_rated )
D2 s_rated La_rated = (1)
2π 2 K p Kd Ki αi ABς n_rated η_rated
where Ds _rated is stator diameter, La_rated is stack length,
Pout_rated is the rated output power, η_rated is rated efficiency.
Kp , Kd and Ki denote the back electromotive force (EMF)
waveform coefficient, winding coefficient and current coeffi-
cient, respectively. αi is the pole-arc coefficient, A is the line
load, Bς represents the peak value of airgap flux density, and
n_rated is rated speed.
For the EV motor, to satisfy the multiple driving cycles, con-
ventional design method based on the rated working area can be

Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
 6518 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 68, NO. 8, AUGUST 2021

Fig. 3. Simplified equivalent magnetic circuit model. (a) Traditional PM

motor. (b) PM motor considering driving cycles.

no longer adopted. From Fig. 2(b), multiple operation points of

the motor need to be designed to meet the multiple requirements
at the different representative operation areas. For each typical
or representative operation region, the corresponding dimension
equation can be obtained according to the traditional PM design
method theoretically, and such obtained dimension parameters
can only meet the special operation region. However, the final
manufactured motor can only have a set of determined design
parameters, so how to comprehensively design a reasonable
PM motor and meet such multiple requirements of high torque
capability, wide speed range, and high efficiency is still difficult
and full of challenge.
C. Design Requirements and Saliency Ratio Variation
Generally, in PM motors, the inductances of a PM motor,
including the d-axis Ld and q-axis inductances Lq , have a
close relationship with output torque Te and the flux-weakening
capability kζ [14]. It means that, the variable design of the
d-axis inductance Ld and q-axis inductance Lq may contribute to
realizing the multiple design requirements or objectives, which
may provide a new perspective to design such type of EV motors.
Fig. 3 shows the simplified equivalent magnetic model of PM
motors. Compared with the simplified magnetic circuit model of
traditional PM motors shown in Fig. 3(a), a variable resistance
unit of Rbr (id , iq ) is newly employed in the magnetic circuit
model and illustrated in Fig. 3(b). By regulating the armature cur-
rent under different operation conditions, the saturation degree
of magnetic circuit could be changed accordingly. Therefore,
the variable resistance Rbr plays an important role to obtain
the variable-flux-leakage Φσ and the variable-saliency-ratio ρ.
To clarify the principle of variable-saliency-ratio design, the
corresponding simplified d-axis and q-axis equivalent flux path
are also illustrated in Fig. 3(b), where the d-axis and q-axis flux
path are indicated at different rotor position.
From Fig. 3, the d-axis inductance Ld , q-axis inductance Lq
and flux leakage φσ (id , iq ) can be expressed as
⎧ above, the rotor topology evolution from the conventional in-
⎪ N2
⎨Ld = (2Rpm +Rr +R
⎪ terior PM motor to VSR-PM motor, including the evolution of
s +2Rg )
2 PMs and magnetic barriers are depicted in Fig. 4. It is noted that,
Lq = Rs +Rr +2RNg +Rbr (id ,iq ) (2)
⎪
⎪ the variable-flux-leakage magnetic barrier is newly adopted in
⎩Φσ (id , iq ) = N iq
Rr +Rs +2Rg +Rbr (id ,iq )
where Rpm is PM reluctance, Rg is air gap reluctance, Rr is
rotor core reluctance, and Rs is stator core reluctance.
Fig. 4. Rotor evolution from the conventional interior PM motor to the
VSR-PM motor.
According to (2), the variable saliency ratio ρ (id , iq ) under
multiple conditions can be obtained as
Lq Φσ (id , iq ) × (2Rpm + Rr + Rs + 2Rg )
ρ(id , iq ) = = .
Ld N iq
(3)
Obviously, the saliency ratio ρ (id , iq ) is proportional to the
flux leakage φσ (id , iq ). The total output torque Te is
3
Te = Pr [ψpm iq + Ld (1 − ρ)id iq ] + Tcog (4)
2
where Pr is number of pole-pairs, ψpm is flux linkage of PMs.
During the operation conditions of climbing with heavy load
and frequent start, the large value of q-axis current iq may result
in the saturation of magnetic circuit and large value of Rbr ,
In this situation, the leakage flux is transformed into effective
working flux, which contributes to realizing the high utilization
of the PM magnetic field. Thus, the characteristic of the saliency
ratio ρ less than 1 (ρ = Lq /Ld < 1) can be obtained to realize
the flux-intensifying effect, and the high output torque and a low
irreversible demagnetization risk can be obtained according to
(4). On the other hand, during high-speed cruise condition, the
small value of q-axis current iq may result in a small value of
Rbr and a large value of flux leakage, thus such flux weakening
operation can contribute to realizing the characteristic of the
saliency ratio ρ larger than 1 (ρ = Lq /Ld > 1). Hence, the
advantages of high output torque, wide speed range and high
efficiency can be achieved comprehensively.
D. Evolution of Motor Topology
Based on the new design concept of saliency ratio variation
the rotor and such changes have several advantages.
First, the outer edge of the rotor is purposely set an elliptic
magnetic barrier and one layer of arc-shaped magnetic barrier
along q-axis magnetic field, which provides variable path for

Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
 ZHOU et al.: MULTI-OBJECTIVE OPTIMIZATION DESIGN OF VSR-PM MOTOR CONSIDERING DRIVING CYCLES
Fig. 5. Characteristics of current and voltage constraint circles.
magnetic flux leakage under different operation conditions.
Second, due to the adoption of two groups of three-section
arc-shaped magnetic barriers, q-axis magnetic field is not easily
saturated, which contributes to online accurate estimation of the
inductance. Third, since the elliptic magnetic barrier and multi-
layer arc-shaped magnetic barriers block the downward path of
the q-axis flux in the rotor, the resulting q-axis magnetic path
in the rotor is conducive to controlling the flux leakage. Finally,
V-shaped PMs are replaced by arc-shaped PM to improve the
utilization of PMs. Generally, by the coupling design of stator
armature winding magnetic circuit and flux leakage magnetic
circuit, a new variable-saliency-ratio design can be achieved
under different driving cycles.
Fig. 5 shows the corresponding current constraint circle and
voltage-constraint circle under diverse operation conditions. It
can be observed that, due to the characteristic of the saliency ratio
ρ less than 1 (ρ = Lq /Ld < 1) during the operation conditions
of climbing with heavy load and frequent start, the voltage
constraint locus is a vertical ellipse and the maximum torque
operation point A1 is located in the first quadrant, indicating
that the maximum torque per ampere (MTPA) control method
is suitable for the constant torque operation region. Thus, a
positive d-axis current id is required to achieve the maximum
torque and the advantage of low irreversible demagnetization
risk can be obtained. On the other hand, since the characteristic
of the saliency ratio ρ larger than 1 (ρ = Lq /Ld > 1) is designed
during the operation conditions of normal cruise and high speed
cruise, the voltage constraint locus becomes an ellipse with a
relatively small semiminor axis. Thus, flux-weakening control
method under field-oriented-control is used in constant power
region. Moreover, via combining the two control methods under
the multiple operation conditions, the high efficiency over wide
speed range control method of the motor can be achieved.
III. MULTI-OBJECTIVE OPTIMIZATION
The multiobjective optimization flowchart of the VSR-PM
motor considering driving cycles is presented in Fig. 6, which
contains the following steps.
Step 1: Initial design of VSR-PM motor. First, according to
the reference drive cycles of NEDC and the plant growth
optimization (PGO) method, typical representative operation
points are selected. Then, based on the operation condition of
normal cruise, the initial motor design is carried out.
Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
6519
Fig. 6. Flowchart of the multiobjective optimization approach.
Step 2: Selection of objectives and parameters. Based on the
different design requirements under diverse operation con-
ditions, the important optimization objectives under each
typical operation condition are selected, and the saliency
ratio ρ is acted as a new optimization objective for the first
time. Meanwhile, the design variables and the corresponding
constrain are also determined simultaneously. Based on the
comprehensive sensitivity analysis, the optimal parameters
are also selected.
Step 3: Optimization under typical operation conditions. Based
on the multiobjective genetic algorithm (MOGA) method,
optimization under I-region and II-region, and optimization
under III-region are conducted to determine the candidate
optimization values.
Step 4: Determination of evaluation criteria. In this step, the
evaluation function fmin is firstly defined. Then, based on the
evaluation function, the final values can be chosen from the
candidate optimization values.
A. Motor and Multiple-Operation-Conditions Design
According to the new design concept of saliency ratio varia-
tion, the VSR-PM motor and the parametric geometric structure
of motor are proposed in Fig. 7.
It could be seen that the pole of magnetic barriers is same as
that of the permanent magnets of the motor, and the main reason
is that the consistency of number of rotor magnetic barriers and
permanent magnets can guarantee the symmetry of the d–q-axis
magnetic circuit of the motor, thus the efficient utilization of the
motor magnetic field can be realized. Meanwhile, considering
the application demands of electric vehicles, the combination
 6520
Fig. 7. Proposed VSR-PM motor. (a) Configuration. (b) Parametric
geometric structure of motor.
of 36-slot/8-pole, which is more classical in interior permanent
magnet motor, is selected in this article, and this design scheme
has been successfully applied in Toyota Prius drive motor with
large-scale industrial development [3].
In addition, the multilayer magnetic barrier design can usually
effectively alleviate magnetic short-circuit between the adjacent
permanent magnets, which can improve the utilization of the
magnetic field and realize the improvement of the motor torque
density. Moreover, the reasonable multilayer magnetic barrier
design can effectively reduce the core loss of the rotor and
improve the operating efficiency. Based on the existing design
experience and the actual rotor space limitations, the motor
proposed in this article adopts the four-layer magnetic barrier
design.
As for the shape of flux barrier, among them, for the first layer
of magnetic barrier, in order to realize effective control of motor
flux leakage, the ellipse shape of magnetic barrier is selected.
While for the rest of three-layer magnetic barriers, the same
arc-shaped magnetic barrier design is adopted, which cannot
only reduce the motor inductances and weaken the saturation
degree of the magnetic circuit, but also effectively reduce design
dimensions of the motor parameters and improve the motor
design efficiency. Consequently, by the combination of spe-
cial design of magnetic barriers and the arc-shaped permanent
magnet, the unique design of “magnetic leakage circuit” and
“flux concentrated circuit” in the motor can be realized, thus the
flexible saliency ratio of motor can be obtained.
According to the reference drive cycles of NEDC shown in
aforementioned Fig. 1, the torque-speed envelope of the motor is
illustrated in Fig. 8. From the figure, nearly all operating points
fall within the specified torque-speed envelope [15]. Moreover,
the motor drive cycles operation is decomposed into four main
torque-speed subregions, which is consistent with four opera-
tion conditions in Fig. 2. The operation conditions of climbing
with heavy load, frequent start/stop, normal cruise and high
speed cruise are termed as I-region, II-region, NC-region, and
III-region, respectively.
From Fig. 8, there are still many operating points even under
subregion of each typical operation condition. Theoretically, by
optimizing all working points in these operating regions, the
relatively accurate optimal solutions can be obtained. However,
such multidimensional data often mean long computation times
Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 68, NO. 8, AUGUST 2021
Fig. 8. Selection of representative operation points under different
subregion based on the reference of NEDC.
TABLE I
INITIAL DESIGN SPECIFICATIONS OF VARIABLE SALIENCY RATIO PM MOTOR
and sometimes even fail to converge. Hence, to achieve a rea-
sonable and relatively accurate parameters combination during
the design optimization procedure, according to the PGO, a new
multiobjective optimization method under the typical operation
conditions is proposed, and some typical representative opera-
tion points are selected and listed as follows:
O1 : (0.5nrated , 1.1Tmax ) , O2 : (0.5nrated , 0.7Tmax ) ,
O3 : (1.2nrated , 0.7Tmax ) , O4 : (2.5nrated , 0.3Tmax ) .
To facilitate the design process, the typical operation con-
dition of normal cruise (NC-region) is selected for the initial
design of the proposed VSR-PM motor. And the corresponding
design requirements are given in Table I. The size equation of
the VSR-PM motor can be given by [16]
45(1 + η)Pr [ψf iq + Ld (1 − ρ(id , iq ))id iq ]
D s 2 La = . (5)
9.55 × π 2 Kp Kd Ki αi ABς η
The corresponding d-axis inductance Ld and the PM flux
linkage ψf are expressed as follows:
μ 0 α i τ La
Ld = N 2 Λ = N 2 × 10−2 (6)
2δkδ ks
ψ f = N B M S = N B M bM L a (7)
where μ0 is the air permeability, τ is pole pitch, kδ is the air-
gap coefficient, ks is the saturation coefficient, BM is the PM
magnetic field intensity, and bM is the effective width of the PM.
The corresponding key parameters of VSR-PM motor are given
in Table II.
 ZHOU et al.: MULTI-OBJECTIVE OPTIMIZATION DESIGN OF VSR-PM MOTOR CONSIDERING DRIVING CYCLES 6521

TABLE II
KEY PARAMETERS OF THE VARIABLE SALIENCY RATIO PM MOTOR

Fig. 9. Pareto front of the MOGA under different operation conditions.

(a) I-region and II-region. (b) III-region.
TABLE III
VARIATION RANGE OF DESIGN VARIABLES
The objective function and constraints are given as follows:
⎧
⎪
⎪ Function : [Maxf1 (Tout ) , Minf1 (kr ) , Min(ρ)]
⎪
⎪
⎪
⎪ Constraints :
⎪
⎨⎧I − region : ρ < 1, k ≤ k ≤ k , 0.8T
⎪
⎪
⎪ r_l r r_u rated
⎪
⎨
⎪
⎪ ≤ T ≤ T
⎪
⎪
out peak
⎪
⎪ ⎪
⎪
⎪
⎩⎩ ⎪II − region : ρ < 1, kr_l ≤ kr ≤ kr_u , 0.4Trated
⎪
≤ Tout ≤ Trated
(8)
B. Optimization Under Typical Operation Conditions where Tout is the output torque. kr is the coefficient of torque
As shown in aforementioned Fig. 1, the EV motor exists ripple, which is defined as ratio of the ripple torque Tripple to
multiple design requirements and objectives of high power Tout . Besides, Trated is the rated output torque, Tpeak is the peak
density, wide speed range and high efficiency under different op- torque. kr_l and kr_u denote the lower and upper limiting values
erating conditions. Among these multiple design objectives, the of torque ripple coefficient, respectively. As design examples,
importance or priority is different under each typical operation the values of Trated , n, kr_l and kr_u are set as 30 N·m, 600 r/min,
condition. For example, compared with torque ripple, the output 2% and 12%, respectively.
torque is the preferred optimization objective under the typical The MOGA is adopted for conducting optimization to obtain
operation conditions of I-region and II-region. Besides, the out- a group of optimized parameters [17], [18]. In order to realize
put torque, efficiency or loss is also important under NC-region the multi-objective optimization of VSR-PM motor considering
and III-region. In order to meet diverse performance require- driving cycles, commercial finite element analysis (FEA) soft-
ments under multiple operating conditions, multiobjective opti- ware coupled with scripting code is implemented. Specifically,
mization considering driving cycles is proposed in this section. commercial FEA software is employed to obtain the sampling
And considering the relationship between inductance/saliency data which are the geometric parameters of motor and perfor-
ratio and torque/speed range, etc., the saliency ratio ρ is acted mance parameters under different operation conditions, while
as a new optimization objective for the first time. MOGA, which is programmed by us, is utilized to determine the
1) Comprehensive Sensitivity Analysis: Firstly, some de- optimal motor design based on FEA calculation results. Based
sign parameters are chosen as design variables and denoted in on the objective function and constraints in (8), the Pareto front
the geometric model of the proposed motor, which are shown of the MOGA under typical I-region and II-region is shown
in Fig. 7(b). The selected variables and corresponding variation in Fig. 9(a), which obviously meet the design requirements
ranges are given in Table III. mentioned earlier.
Then, a comprehensive analysis method of weighted- 3) Optimization Under Typical III-Region: In III-region,
sensitivity is adopted, which is an efficient approach to determine the performances of the core loss, saliency ratio, and output
how each design variable affects the performances of the PM torque usually need to be paid more attention. Thus, they are
motor. According to the comprehensive sensitivity analysis, the set as the main objectives simultaneously in high speed cruise
design variables of hpm , bf s are the strong-sensitive parameters, condition. The objective function and its constraints are given
thus such strong-sensitive parameters are chosen as examples for as follows:
the following optimization. ⎧
⎪
⎨Function : [Minf2 (Pcore ), Maxf2 (T) , Max(ρ)]
2) Optimization Under Typical I-Region and II-Region: In
I-region and II-region, the performances of the output torque, Constraints : ρ > 1, Pcore_l ≤ Pcore ≤ Pcore_u , Tout
⎪
⎩
torque ripple, and saliency ratio usually need to be paid more at- ≥ 0.2Trated
tention. Thus, they are set as the main objectives simultaneously. (9)

Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
 6522 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 68, NO. 8, AUGUST 2021

TABLE IV
OPTIMAL RESULTS UNDER DIFFERENT TYPICAL OPERATION REGIONS

Fig. 10. Distribution of parameters combination under different region.

where Pcore is core loss, Pcore_l and Pcore˙u denote the lower
and upper limiting values of core loss, respectively. The values
of Pcore˙l , Pcore˙u and n as design examples are given as 5 W,
40 W, and 3000 r/min, respectively.
Similarly, according to the objective function and constraints
in (9), the Pareto front of the MOGA under III-region is shown
in Fig. 9(b).

C. Final Values Determination

Based on the convergence results in Fig. 9, the distribution of
parameters combination under different typical operation con-
ditions are depicted in Fig. 10, in which three candidate designs,
namely A, B, and C, are obtained by taking the intersection of
the different operation conditions.
Considering a compromise among the saliency ratio, output
torque, torque ripple under I-region and II-region and saliency
ratio, output torque, core loss under III-region, the evaluation
function fmin is defined as Fig. 11. No-load characteristics. (a) Back EMF waveforms. (b) Air-gap
  flux density.
Tout_1 λ2 kr λ3 ρ
fmin = + +
λ1 Tout kr_1 ρ_1
   A. Fundamental Electromagnetic Performances
λ 1 Pf e Tout_2 ρ_2
+ +  +  (10)
Pf e_2 λ2 Tout λ 3ρ First, the no-load back EMF and the air-gap flux density of the
initial and the optimal VSR-PM motor at the speed of 1200 r/min
where Tout˙1 , kr˙1 , and ρ˙1 are the initial value of the torque, are simulated and shown in Fig. 11.
torque ripple, and saliency ratio, respectively, under I-region From Fig. 11(a), the optimized no-load back EMF waveform
and II-region, Tout˙2 , kr˙2 , and ρ˙2 are the initial value under is more sinusoidal and the amplitude is also increased. In ad-
III-region, and λ1 , λ2, λ3 , λ1 ’, λ2 ’, and λ3 ’are the weight dition, fast fourier transform (FFT) analysis is applied to the
coefficients. simulated back EMF waveform and the total harmonic distortion
According to the evaluation function in (10), the combination (THD) value of initial and optimal motor are 6.44% and 4.26%,
B is chosen finally. Hence, hpm and bfs are chosen to be 2 and respectively, which means that the optimal motor can obtain the
2 mm. Similarly, all optimal points can be achieved efficiently. less torque ripple. Furthermore, the air-gap flux density of the
The final determined values of the key design variables and the initial and optimal motor are described in Fig. 11(b), it can be
objective performances under different typical regions are given observed that the peak value of the air-gap flux density waveform
in Table IV. It can be observed that, after the optimization, for optimal motor is slightly higher than that for the initial motor,
the performances of the motor are better to satisfy the design indicating that the optimal motor possesses the higher magnetic
requirements. load and higher output torque, which is prefer under the I-region
and II-region.
IV. PERFORMANCES EVALUATION
Second, the flux density distributions and flux lines at the same
To verify the validity of the VSR-PM motor and the opti- rotor position of 0 electrical degree under different operation
mization approach, electromagnetic performances of VSR-PM conditions are simulated and depicted in Fig. 12. On one hand,
motor are investigated in detail by finite-element method. from Fig. 12(a) and (c), under I-region or II-region, the high

Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
 ZHOU et al.: MULTI-OBJECTIVE OPTIMIZATION DESIGN OF VSR-PM MOTOR CONSIDERING DRIVING CYCLES 6523

Fig. 14. Flux leakage Фσ (id , iq ) variation map.

Fig. 12. Flux density distributions and flux lines under different opera-
tion conditions. (a) and (c) I-region and II-region. (b) and (d) III-region.

Fig. 15. Saliency ratio ρ (id , iq ) variation map.

Fig. 13. Torque characteristic of the VSR-PM motor versus current

angles.

value of q-axis armature current is often applied, thus, the

interpolar magnetic bridge would be converted into saturation
situation. In this situation, the leakage flux is transformed into
effective working flux, which contributes to realizing the high
utilization of the PM magnetic field. As a consequence, the
characteristic of the saliency ratio ρ less than 1 (ρ = Lq /Ld <
1) can be obtained to realize the flux-intensifying effect. On the
other hand, From Fig. 12(b) and (d), under the flux-weakening
operation of III-region, the main flux can be leaked actively
by themselves, thus the variable-flux-leakage, the characteristic
Fig. 16. Saliency-ratio-map under different speed and torque.
of the saliency ratio ρ larger than 1 (ρ = Lq /Ld > 1) and flux
weakening can be synchronously realized.
Then, the torque performances of the VSR-PM motor at
During I-region and II-region, the saliency ratio ρ decreases
different current angles with different currents are illustrated in
gradually with the increase of iq when the id is an arbitrary fixed
Fig. 13. Due to the characteristic of the saliency ratio ρ less than
value, which indicates that, with the increasing q-axis current
1 (ρ = Lq /Ld < 1) is designed to realize the flux-intensifying
gradually saturates the inter-pole magnetic bridge, the PM flux
effect under I-region and II-region, the proposed motor can reach
leakage path is blocked and the characteristic of the saliency ratio
the maximum torque at the positive current of d-axis id . As
less than 1 (ρ = Lq /Ld < 1) can be purposely achieved to realize
the armature current increases, the saturation of the interpolar
the flux-intensifying effect. Similarly, during III-region, the
magnetic bridge becomes higher and the saliency ratio is smaller.
saliency ratio decreases gradually with the increase of iq when
So the corresponding reluctance torque is constantly increased
the id is an arbitrary fixed value. The saliency ratio increases
according to (4), which makes the maximum torque points keep
slowly with the increase of d-axis demagnetizing current when
moving to the left.
the iq is a fixed value. Hence, the flux leakage and the flux
weakening are conduced to obtaining the characteristic of the
B. Verifying Characteristic of Variable Saliency Ratio
saliency ratio ρ larger than 1 (ρ = Lq /Ld > 1).
As shown in Fig. 14, the flux leakage Фσ (id , iq ) variation map Finally, Fig. 16 shows the saliency-ratio-map under different
is obtained. Fig. 15 shows the saliency ratio ρ (id , iq ) variation speed and torque. When the motor operates under the I-region
map. As expected, the saliency ratio ρ (id , iq ) variation is and II-region, the q-axis armature current iq blocks the flux
positively correlated with the flux leakage Фσ (id , iq ) variation. leakage path and the characteristic of the saliency ratio ρ less

Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
 6524 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 68, NO. 8, AUGUST 2021

Fig. 17. Torque ripple under different speed and torque.

Fig. 18. Experiment platform of the VSR-PM motor.

than 1 (ρ = Lq /Ld < 1) can be achieved to realize the flux-
intensifying effect, thus high output torque and a low irreversible
demagnetization risk can be obtained. Conversely, when the
motor operates under III-region, the main flux is leaked by
themselves, the variable-flux-leakage, the characteristic of the
saliency ratio ρ larger than 1 (ρ = Lq /Ld > 1) and flux weakening
can be synchronously realized. So, the advantages of high output
torque, wide speed range and high efficiency can be achieved.
Fig. 17 shows the torque ripple under different speed and
torque. It can be seen that, the torque ripple is less than 10%
in the entire driving cycles, indicating that the torque ripple
performance of the motor under different operation conditions
is within a reasonable range. The cogging torque equation can
Fig. 19. Measured no-load back EMF waveform at the speed of
be expressed as below, it can be seen that, the cogging torque 1200 r/min.
is independent of the operation conditions. For a more com-
prehensive presentation, the performances of cogging torque
are also demonstrated under I-region and II-region as well as
III-region. It can be seen that the pk2pk value of cogging torque
under different operation conditions are almost 0.2 N·m, which
indicates that the motor has the great performance of cogging
torque under different operation conditions
 ∞
πzla
Tcog (α) = (R2 2 − R1 2 ) jGj Br jz sin jzα (11)
4μ0 j
2p

where la is stack length, R1 and R2 are armature outer radius and
stator yoke inner radius, respectively. j is an integer that makes
jz/2p an integer.
V. EXPERIMENT VALIDATION
In order to validate the theoretical analysis, the VSR-PM mo-
tor is manufactured according to the optimization results. Fig. 18
shows the corresponding silicon steel sheet, the assembled motor
and experimental platform. A high-performance driving con-
troller of dSPACE 1103 is employed to control the armature cur-
rent. Besides, an 8-kVA three-phase full-bridge voltage-source
inverter is used to power and control the VSR-PM motor in the
experimental part. It is noted that the inverter capacity is selected
relatively large to meet the various test demands, considering
that the test platform is general for measuring various prototype
motors. Actually, the inverter is designed and assembled by
ourselves. For instance, intelligent power module is purchased
Fig. 20. Measured waveforms. (a) I-region and II-region. (b) III-region.
from the manufacturer of Mitsubishi Electric, where the specific
type is PM300RL1A060.
Some fundamental experiments of the VSR-PM motor are
carried out. First, Fig. 19 shows the measured three-phase
no-load back EMF waveforms at rated speed of 1200 r/min.
It can be observed that the variation trends of measured back
EMF waveforms are in agreement with the simulation result
aforementioned in Fig. 11, which exhibits the characteristics of
sinusoid and symmetry.
In addition, the driving characteristics under the regions of
I, II, and III are tested for the VSR-PM motor, where the
dc-bus voltage is selected as 250 V based on the experimental
requirements. Then, the measured waveforms under I-region and
II-region are depicted in Fig. 20(a). It can be observed that, as
example, when the load change from 8 to 16 N·m and back to

Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
 ZHOU et al.: MULTI-OBJECTIVE OPTIMIZATION DESIGN OF VSR-PM MOTOR CONSIDERING DRIVING CYCLES
Fig. 21. Continuous variable load of the proposed motor. (a) I-region
and II-region. (b) III-region.
Fig. 22. Steady torque and current waveforms of the proposed motor.
(a) id = 0 method. (b) MTPA method with positive id .
12 N·m under the operation conditions of climbing, frequent
acceleration or deacceleration, the current of armature winding
responds swiftly, and the speed of the motor can maintain
a nearly constant speed with small fluctuation. Similarly, the
measured waveforms of III-region under high-speed cruise are
investigated in Fig. 20(b). From Fig. 20(b), the speed response
exhibits a better characteristic when the given speed is changed
from 1000 to 2000 r/min and back to 1500 r/min, which evi-
dent that a better speed closed-loop control and rapid dynamic
response capability of control system can be realized.
Fig. 21 shows the continuous variable-load waveforms of
the proposed motor under different operation conditions. From
Fig. 21(a) and (b), compared with the value of iq under I-region
and II-region, it requires large value of iq to maintain the same
output torque under III-region, which verifies that the large
reluctance torque and flux-intensifying effect can be achieved.
Then, to further verify that the flux-intensifying effect and the
positive reluctance torque can be obtained under the I-region
or II-region. Fig. 22 shows the corresponding steady torque
and current waveforms under the different control methods,
respectively. It can be seen that at the same load of 9 N·m,
the total phase current can be reduced from 14.2 to 13.0 A
when a positive current of id is applied, which is beneficial for
decreasing copper loss.
Finally, the corresponding Lq and saliency ratio ρ in the speed
range from 0 to 3000 r/min under different torque characteristics
are calculated and presented in Fig. 23. The variation changing
trends of the saliency ratio ρ are consistent with the simulation
results shown in Fig. 16 while the values of Ld almost are
unchanged, which further verifies the validity of the VSR-PM
motor design.
Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
6525
Fig. 23. Measured saliency-ratio ρ in the speed range of 0–3000 r/min
under different torque characteristics.
VI. CONCLUSION
In this article, to satisfy the diverse requirements of elec-
tric vehicles under various operation conditions and driving
cycles, a new VSR-PM motor was proposed and investigated.
By adopting the PGO and MOGA method in the selection of
representative operation points and multiobjective optimization,
respectively, the motor was successfully designed, simulated,
optimized, and experimentally verified. Under climbing with
heavy load and frequent start/stop, through the optimization,
the saliency ratio and torque ripple were reduced by 1.37% and
33.5%, respectively, while the output torque is raised by 7.84%;
Under the high-speed cruise, by optimizing, the saliency ratio
and output torque are grown by 0.88% and 3.6%, respectively,
and the core loss dropped by 42.6%. Therefore, the validity
of the new VSR-PM motor for the multicondition driving field
was verified and a new perspective to motor design considering
driving cycles was provided. Also, the proposed optimization
design method can improve the driving performances under
different operation conditions.
REFERENCES
[1] Q. Chen, X. Fan, G. Liu, L. Xu, and M. Xu, “Regulation of high-efficiency
region in permanent magnet machines according to a given driving cycle,”
IEEE Trans. Magn., vol. 53, no. 11, Nov. 2017, Art no. 7300805.
[2] X. Zhu, Z. Xiang, L. Quan, W. Wu, and Y. Du, “Multimode optimiza-
tion design methodology for a flux-controllable stator permanent magnet
memory motor considering driving cycles,” IEEE Trans. Ind. Electron.,
vol. 65, no. 7, pp. 5353–5366, Jul. 2018.
[3] T. A. Burress et al., “Evaluation of the 2010 Toyota Prius hybrid synergy
drive system,” Oak Ridge Nat. Lab., Oak Ridge , TN, USA, ORNL/TM-
2010/253, 2011.
[4] O. Burak, “Oak Ridge National laboratory annual progress report for the
electric drive. Technologies program,” Oak Ridge Nat. Lab., Oak Ridge ,
TN, USA, ORNL/SR-2016/640, Oct. 2016.
[5] L. Sun, Z. R. Zhang, L. Yu, and X. P. Gu, “Development and analysis of a
new hybrid excitation brushless DC generator with flux modulation effect,”
IEEE Trans. Ind. Electron., vol. 66, no. 6, pp. 4189–4198, Jun. 2019.
[6] Y. Liu, Z. Zhang, C. Wang, W. Geng, and H. Wang, “Electromagnetic
performance analysis of a new hybrid excitation synchronous machine for
electric vehicle applications,” IEEE Trans. Magn., vol. 54, no. 11, pp. 1–4,
Nov. 2018.
[7] X. Zhu, D. Fan, L. Mo, Y. Chen, and L. Quan, “Multi-objective optimiza-
tion design of a double-rotor flux-switching permanent magnet machine
considering multimode operation,” IEEE Trans. Ind. Electron., vol. 66,
no. 1, pp. 641–653, Jan. 2019.
 6526 IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 68, NO. 8, AUGUST 2021
[8] H. Yang, Z. Q. Zhu, H. Y. Lin, and S. Lyu, “Comparative study of hybrid
PM memory machines having single- and dual-stator configurations,”
IEEE Trans. Ind. Electron., vol. 65, no. 11, pp. 9168–9178, Nov. 2018.
[9] H. Yang et al., “Design synthesis of switched flux hybrid-permanent
magnet memory machines,” IEEE Trans. Energy Convers., vol. 32, no. 1,
pp. 65–79, Mar. 2017.
[10] T. Fukushige, N. Limsuwan, T. Kato, K. Akatsu, and R. D. Lorenz,
“Efficiency contours and loss minimization over a driving cycle of a
variable flux-intensifying machine,” IEEE Trans. Ind. Appl., vol. 51, no. 4,
pp. 2984–2989, Jul./Aug. 2015.
[11] X. Zhu, J. Huang, L. Quan, Z. Xiang, and B. Shi, “Comprehensive sen-
sitivity analysis and multi-objective optimization research of permanent
magnet flux-intensifying motors,” IEEE Trans. Ind. Electron., vol. 66,
no. 4, pp. 2613–2627, Apr. 2019.
[12] L. Dang, N. Bernard, N. Bracikowski, and G. Berthiau, “Design opti-
mization with flux weakening of high-speed PMSM for electrical vehicle
considering the driving cycle,” IEEE Trans. Ind. Electron., vol. 64, no. 12,
pp. 9834–9843, Dec. 2017.
[13] X. Zhu, M. Jiang, Z. Xiang, L. Quan, W. Hua, and M. Chen, “Design
and optimization of a flux-modulated permanent magnet motor based
on an airgap-harmonic-orientated design methodology,” IEEE Trans. Ind.
Electron., vol. 67, no. 7, pp. 5337–5348, Jul. 2020.
[14] R. Ni, G. Wang, X. Gui, and D. Xu, “Investigation of d- and q-axis
inductances influenced by slot-pole combinations based on axial flux
permanent-magnet machines,” IEEE Trans. Ind. Electron., vol. 61, no. 9,
pp. 4539–4551, Sep. 2014.
[15] A. G. Sarigiannidis, M. E. Beniakar, and A. G. Kladas, “Fast adaptive
evolutionary PM traction motor optimization based on electric vehicle
drive cycle,” IEEE Trans. Veh. Technol., vol. 66, no. 7, pp. 5762–5774,
Jul. 2017.
[16] X. Sun, Z. Shi, G. Lei, Y. Guo and J. Zhu, “Multi-objective design
optimization of an IPMSM based on multilevel strategy,” IEEE Trans.
Ind. Electron., to be published, doi: 10.1109/TIE.2020.2965463.
[17] G. Lei, T. Wang, J. Zhu, Y. Guo, and S. Wang, “System-level design
optimization method for electrical drive systems-robust approach,” IEEE
Trans. Ind. Electron., vol. 62, no. 8, pp. 4702–4713, Aug. 2015.
[18] X. Zhu, D. Fan, Z. Xiang, L. Quan, W. Hua, and M. Cheng, “Systematic
multi-level optimization design and dynamic control of less-rare-earth
hybrid permanent magnet motor for all-climatic electric vehicles,” Appl.
Energy, vol. 253, 2019, Art. no. 113549.
Xue Zhou received the B.Sc. degrees in electri-
cal engineering from Jiangsu University, Zhen-
jiang, China, in 2018, where she is currently
working toward the Ph.D. degree in electrical
engineering.
Her current research interests include de-
sign and analysis of variable-saliency ratio per-
manent magnet machines for electric vehicles
(EVs).
Xiaoyong Zhu (Member, IEEE) received the
B.Sc. and M.Sc. degrees in electrical engineer-
ing from Jiangsu University, Zhenjiang, China,
in 1997 and 2002, respectively, and the Ph.D.
degree in electrical engineering from the School
of Electrical Engineering, Southeast University,
Nanjing, China, in 2008, mainly focusing on the
design, analysis, and control of hybrid excited
permanent magnet machines.
Since 1999, he has been with Jiangsu Univer-
sity, where he is currently a Professor with the
School of Electrical Information Engineering. During 2007–2008, he was
a Research Assistant with the Department of Electrical and Electronic
Engineering, University of Hong Kong. From 2012 to 2013, he was
a Visiting Professor with the Department of Energy-Funded Graduate
Automotive Technology Education Center for Elctric Drive Transporta-
tion, University of Michigan, Dearborn, MI, USA. In these areas, he
has authored and co-authored more than 70 referred technical papers,
and holds 12 patents. His current research interests include design and
drive control of electric machines with wide-speed range, less rare-earth
permanent magnet motor, and multiport permanent magnet motor.
Authorized licensed use limited to: INDIAN INSTITUTE OF TECHNOLOGY BOMBAY. Downloaded on April 25,2022 at 16:54:28 UTC from IEEE Xplore. Restrictions apply.
Wenye Wu received the B.Sc. degree in me-
chanical design, manufacturing, and automation
from San Jiang University, Nanjing, China, in
2012 and the M.Sc. degree in agricultural mech-
anization engineering and the Ph.D. degree in
power Electronics and Power from Jiangsu Uni-
versity, Zhenjiang, China, in 2015 and 2019,
respectively.
He is currently a Lecturer with the School
of Automotive Engineering, Changshu Institute
of Technology, Suzhou, China. His current re-
search interests include the design and optimization of permanent mag-
net machines for application in electric vehicles.
Zixuan Xiang received the B.Sc. degree in
electrical engineering and automation from
Hubei Polytechnic University, Huangshi, China,
in 2010 and the M.Sc. and Ph.D. degrees in
power electronics and power transmission from
the School of Electrical and Information Engi-
neering, Jiangsu University, Zhenjiang, China,
in 2017.
He is currently a Lecturer with the School of
Electrical and Information Engineering, Jiangsu
University. His current research interests include
design, optimization, and drive control of high performance permanent
magnet motor and novel double mechanical port permanent magnet
motor for application in modern electric vehicles and hybrid electric
vehicles.
Yongfeng Liu received the B.Sc. degrees from
Jiangsu University, Zhenjiang, China, in 2018,
where he is currently working towards the Mas-
ter’s degree, both in electrical engineering.
His current research interests include flux-
weakening controller for interior permanent
magnet synchronous motor.
Li Quan received the B.Sc. degree in electrical
engineering from Hefei University of technology,
Hefei, China, in 1985, the M.Sc. degree in mo-
tors and electrical specialty from Southeast Uni-
versity, Nanjing, China, in 1991, and the Ph.D.
degree in power electronics and power trans-
mission from Nanjing University of aeronautics
and astronautics, Nanjing, in 2007.
Since 1998, he has been with Jiangsu Univer-
sity, where he is currently a Professor with the
School of Electrical and Information Engineer-
ing. He has authored or co-authored more than 100 technical papers,
one textbook, and holds three patents in these areas. His teaching and
research interests include high performance permanent magnet motor
for electric vehicles, double rotor permanent magnet motor for hybrid
electric vehicles, and motor drives control.