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An induction motor design for urban use electric vehicle

Conference Paper · September 2016

DOI: 10.1109/EPEPEMC.2016.7752008

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 An Induction Motor Design for
Urban Use Electric Vehicle
Muhammet Tahir GÜNEùER1, Adem DALCALI1, Turgut ÖZTÜRK1, Cemil OCAK2, Mihai CERNAT1
1
Electrical and Electronics Engineering Department, Karabük University, 78050 Karabük, Turkey
2
Vocational College of Technical Science, Gazi University, 06374 Ankara, Turkey
mtguneser@karabuk.edu.tr
Abstract—Because of fossil fuel shortage and its damages on
environment, electric vehicles (EV) are going to be more popular
in science and car industry as well. So, EV’s take an opportunity
to spread over the traffic finally. But battery, which is the main
energy supplier of the motor, has disadvantages as big volume
and weight. Scientists try to enhance energy densities, ranges
and quicken charging. All of research results force us to drive
EV in a loop, close to charging stations for near future. So EV’s
should be designed by considering urban road and speed
conditions as well. In this survey, we designed a new two pole 7,5
kW induction motor for a certain electric vehicle, which was
designed to use urban drive. We considered urban traffic rules
and conditions, while designing the motor. We simulated and
verified analytical and finite element analysis of the designed
induction motor. We also modelled and simulated the EV with
the induction motor on MATLAB to observe control
performance of field oriented control (FOC) on several urban
use scenarios. According to our results, EV with designed motor
can be realized and controlled.
Keywords—electric vehicle, induction motor, FOC, urban traffic
rules, FEM analysis
I. INTRODUCTION
According to the research, all of the known reserves of
fossil fuels, expressed as primary energy sources will be fully
exhausted in next 100 years. Energy needs are increasing
rapidly day by day, like energy consumption and
environmental problems because of fossil fuels. All of these
problems and energy supply security risks force to find out
new energy resources and high efficient solutions [1].
Today, 50% of energy consumption is supplied by fossil
fuels, more than half of them consist of oil. Most of land
vehicles, watercrafts and aircrafts are designed to be able to
consume only petroleum. Thus, more than 25% of that oil are
consumed by that vehicles [2]. Furthermore, the efficiencies
of petroleum vehicles are controversial such a conventional
car is able to carry only 4 passengers even its own weight is
more than 1000 kg. And actually, according to reports only
driver is carried 68% of urban trips [3]. These data show that
new design vehicles and traffic flow rules are required for
near future. Vehicles, that don’t consume fossil oil, which are
designed smaller and lighter, having new designed motor
with compatible power capacity and low energy consumption
features, will be on the traffic. Such as vehicles are promising
because of high efficiency and low production cost as well
[4]. To reach this target, many serious strategies are set up by
several governments and car manufacturer companies. Also
various scientific research supports these efforts [5]. So,
l-))) 
electric vehicle takes an opportunity to spread over the traffic
finally; however, it was invented before petroleum at 1830’s
[4, 6].
Most of research focus on to decrease production cost and
increase the range. But battery, which is main energy supply
of the motor, has disadvantages as big volume and weight.
Scientists try to enhance energy densities and quicken
charging. These shortages prevent driving electric vehicles
(EV) for long ranges and out-of-town. Central charging
stations let to drive in a limited route surrounding itself [7].
Therefore, EV’s should be designed as an urban vehicle for
near future.
In spite of temporary market solutions, unsatisfied results
in battery technology caused to give weight to electric motor
designs [8].
The performance of EV can be described by the torque –
speed or power – speed graphs and characteristics of the
electric motor. Therefore, high instantaneous power, high
power density, fast torque response, compact and light
design, high efficiency in regenerative mode, reasonable
price, easy to service and less maintenance cost are highly
expected from an electric motor, which is designed for EV.
On the EV’s, mostly Induction Motors (IM) and Synchronous
Motors (SM) (both permanent magnet and salient pole types),
sometimes DC motors and Switched Reluctance Motor
(SRM) are used for traction. [9-11].
New design high efficient Brushless Direct Current
(BLDC) Motors started to be used for little car designs,
instead of IM used to commonly. It can be installed in-wheel
and recover gear losses [12-16]. DC motors are preferred
because of having a linear speed-torque characteristic and
easy to control. But commutator and brush structures and
maintenance problems prevent common use of them on EV’s
of medium and large sizes [17].
On the other hand, improvement of magnet technology let
to increase power densities and efficiencies of permanent
magnet motors. But high prices of magnetic materials and
demagnetization risks are still disadvantages of permanent
magnet motors. Another alternative SRM’s are accepted since
competitive with price and easier production process, but
higher speed applications cannot be compatible with SRM
because of low rotor inertia and fluctuation of output torque
[17-19]. Most common used on EV’s is IM with simple and
stable design, higher ability to control and lower cost [19-20].
So IM is still most popular EV motor [21-25]. While speed
changes, negative or positive acceleration make no matter, IM Pte = Fte v . (7)
is more sparing with regenerative system [26]. Another
A. Induction Motor Modeling
equipment to increase efficiency in urban road is speed
IM is modelled by a system of differential electromecha-
control system, which can be driven by advanced control
nical equations with currents and fluxes of stator and rotor as
methods via field oriented control (FOC) [23-24, 27-29]
state variables [31-33]:
Proportional Integral - Fuzzy Logic Control (PI-FLC) method
and Proportional Integral (PI) method were compared in
M2
previous research and PI-FLC was demonstrated as better Lr Rs +
d id τr M M 1 (8)
than PI to drive FOC on urban roads [29]. = id + ωg iq + Ψd + ωr Ψq + vd
dt σ Lr Ls τr σ Lr Ls σ Lr Ls σ Ls
In this survey, we designed a new induction motor for an
M2
urban drive electric vehicle with technical details given on diq
Lr R s +
τr M M 1 (9)
Appendix B. We considered urban traffic conditions such as = iq − ωg id + Ψq − ωr Ψd + vq
dt σ Lr Ls τr σ Lr Ls σ Lr Ls σ Ls
unsteady velocity changes and limitations, while designing
d Ψd M 1 (10)
motor characteristics. We simulated and co-approved = id − Ψd − (ωg − ωr ) Ψq
dt τr τr
analytical and finite element analysis of the designed IM. We
also simulated the EV on MATLAB to observe control d Ψq M 1
= iq − Ψq − (ωg − ωr ) Ψd (11)
performance of FOC on urban road models. We proved, that dt τr τr
designed motor can be realized and controlled on the EV for 2
d ωr 3 n p M Tf np
local roads with reasonable efficiency. dt
=
2 J Lr
( J J
)
Ψd iq − Ψq id − ωr − (TC + TL ) (12)

II. MATHEMATICAL MODELLING where the used variables are explained in Appendix B except
Modeling of parameters is required for describing electric σ = ( Lr Ls − M 2 ) /( Lr Ls ) and τ r = Lr / Rr which are the leakage
vehicle. So all of movements of the vehicle could be constant and the time constant, respectively [32-36].
described by motion equations and the power, energy and
B. Field Oriented Control and Fuzzy Logic Controller
related values could be calculated with these equations. The The control system manages to transfer electrical energy
retarding forces, which are aero-dynamic drag, uphill and between battery and the drive system, while consuming from
acceleration forces, and rolling resistance, were modelled. battery to drive system and while regenerative mode vice
The battery-bank, electric motor and their control units were versa. The speed of the motor is controlled by Field Oriented
also modelled. [29-30]. Control (FOC) method [30].
The Frr is expressed as: For this system, the energy management was optimized
Frr = μ rr m g , (1) through a PI-FLC control system, which was applied on FOC
where g is the gravitational acceleration, m is the total mass as seen on Fig. 1. According to the workflow of FOC, two PI
of modelled vehicle (curb weight and passenger), and ȝrr is controllers calculate the reference voltages Vd and Vq and
the coefficient of rolling resistance. The Fad (aero-dynamic third PI controller calculates the angular speed, the
drag force) can be expressed as follows: circumferential speed of rotor Ȧr is compared to needed one
Fad = 0,5ρ Ac Cd v2 , (2) Ȧr* and the error is evaluated in the FLC speed controller.
where v is the speed, Ac is the cross-section area, ȡ is the air FLC can process complex nonlinear systems successfully and
density, and Cd is the coefficient of constant drag. The Fhc it can solve nonlinearities and uncertainties [29]. We modeled
(hill climbing force) is given by: the FLC system by using data algorithms to obtain suitable
fuzzy sets and rules for on the track, which represents
Fhc = m g sin (α) , (3)
URBAN way simulation. It generated needed torque signal
where Į is the angle of slope, g is the gravity constant, and m from the error values.
is mass of the vehicle. While downhill, Fhc will effect
retarding forces negatively. The Fla (traction force) can be C. Battery Modelling
given as: We need the data of the state of charge of the battery-bank
Fla = m a , (4) and the energy consumption to calculate possible range. We
used EV Li-ion battery, because of flexible design and higher
where a is the linear acceleration. The Fte (total traction force)
energy density as seen on Table I, and it was modelled on
is demonstrated:
MATLAB as well [37]. 96 pieces of Li-ion batteries, charac-
Fte = Frr + Fhc + Fad + Fla . (5) teristics of which are shown in Table II were connected
The total traction torque Tte is given by parallel to set up the battery-bank.
r , (6) Nominal voltage and nominal capacity of the battery-bank
Tte = Fte
G were obtained 355,2 V and 4262,4 Wh (VAh) respectively by
where G is the gear ratio and r represents the wheel radius. serial connection of the batteries
The minimum traction power Pte required to move the vehicle
with speed v is given by


 Figure 1. The block diagram of PI-FLC for FOC: Vd and Vq are the voltages, that are applied to the stator. id and iq are
the currents on d and q axis, stator current and rotor currents respectively.
.

TABLE I. charge at an instantaneous moment Q(t) to the maximum

DIFFERENT BATTERY TYPES [8]
capacity (Q0), where it represents total charge consumed until
Max. Battery Energy Density
Battery Type
Mass (kg) (kW/kg) time t [36].
Sealed Lead acid 125 40
Q(t ) Q0 − i t (15)´
NiMH 70 80 SOC = =
Q0 Q0
Ni/Zn 75 60
Ni/Fe 100 50 III. DESIGN AND MODEL OF THE PROPOSED MOTOR
Li-ion 25 160 Design of electric machines generally begins with the
Li-polymer 25 200 sizing equation [38]:
LiFePO4 50 90 2
§ D · L
S = 11 K w1 B ac ¨ ¸ n (16)
TABLE II.
© 1000 ¹ 1000
LITHIUM-ION BATTERIES SPECIFICATIONS [29] where S is the apparent power, B the specific magnetic
Capacity 12Ah loading, ac the specific electrical loading, D the stator outer
Nominal Voltage: 3,7 V diameter, L the stack length, Kw1 the winding factor and n the
Charge Max. Current 36 A rated speed of the motor. The input apparent power S is
Configuration Max. Voltage 4.2V ±0.03 V P
Continous Current 60 A S = 3V I = (17)
Discharge η cos ϕ
Configuration Peak Current 240 A
Cut-off Voltage 2,7 V where P is the rated output power, Ș the rated efficiency and
cosij the power factor. The 3D model of the three phase, 7.5
We used the charge-discharge equations: kW, 400 V, 2-pole, induction motor whose design and
• Discharge model (i* > 0) analysis were achieved is given in Fig 2. With respect to all
K Q0 * K Q0 parameters calculated by using analytical method, are given
f1 (it , i* , i ) = E0 − i − it + A exp(− B it ) (13) in Table III.
Q0 − it Q0 − it
• Charge model (i* < 0) TABLE III
DESIGN PARAMETERS OF MOTOR
K Q0 K Q0
f 2 (it, i*, i) = E0 − i* − it + Aexp(−B it) (14) Parameter Value
(it + 0,1Q0 ) Q0 − it Stator outer diameter [mm] 240
where the following notations have been used: Stator inner diameter [mm] 135
E0 - constant voltage of battery; Length of stator [mm] 210
Air-gap [mm] 0.35
K - resistance of polarization (constant);
Number of stator slots 36
i* - dynamic current at low frequency;
Skew (slot) 1
i- current of battery;
Stator and Rotor material M350-50A
it - extracted capacity (electric charge);
Rotor outer diameter [mm] 134.3
Q0 - capacity of maximum battery (electric charge).
Rotor inner diameter [mm] 30
A, B - constants.
Number of rotor slots 28
The State of Charge (SOC) represents the electric charge
Stacking factor 0.95
that a battery can supply. SOC is the rate of the available


 Rotor
Squirrel Cage

Stator

Winding

Figure 4. Mesh structure of the induction motor on x-y axis

Master-slave
Boundary
Condition

Fig. 2. Induction motor structure

Figure 5. Flux density of the motor on x-y axis

B. Road Model Simulations on MATLAB

We modelled and simulated an EV, on which has been
installed the new designed induction motor. Several road
models, such as High Driving Cycle (HDC), Cold
Temperature Cycle (CTC), Air Conditioning Cycle (ACC)
and City Driving Cycle (CDC) [41-42] were applied to the
model to evaluate performance of the motor on urban driving.

TABLE IV
MOTOR PERFORMANCE
Figure 3. Efficiency, output power and torque graphs by speed change Rated Magnetic-Electric Data Rated Performance
Stator-teeth flux
A. FEM Analysis of Motor density [T]
1.36 Efficiency [%] 87.388
Computer-aided design (CAD) systems are based on the Rotor-teeth flux
1.77 Rated speed [rpm] 2985.4
finite element method (FEM) for numerical analysis of the density [T]
Air-gap flux Stator ohmic loss
electromagnetic problems. FEM is a practical and reliable density [T]
0.79
[W]
362.7
method used to calculate the magnetic quantities and Specific electric Rotor ohmic loss
27968 36.75
performance in electrical machinery [39]. First the motor loading [A/m] [W]
designed by using sizing equations. Then the FE analysis of Slot fill factor [%] 70.3 Output power [W] 7440
the motor obtained and verified via Ansys Maxwell. The
graphs of efficiency, output power and torque by changing CDC has 23 stops over a period of 31 minutes for an
velocity are given on Fig. 3. average speed of 32 km/h and with a top speed of 90 km/h.
After analytical analysis, magneto-static and transient CTC uses the same parameters except ambient temperature is
analyses were used to compute and improve electromagnetic set to í7 °C. HDC simulates the performance of EV urban
outputs. Magnetic flux distributions on critical parts of motor and on the highway as well. The motor is stopped one time in
such as stator and rotor slots were observed with these the cycle as soon as city cycle is completed. It has an average
analyses. The two-dimensional mesh structure of the speed as 77 km/h with a top speed of 97 km/h 16 km distance.
induction motor is given on Fig. 4. This cycle has downhill slope as 10% on urban part and
The transient analysis was obtained at rated power value to uphill slope as 22% on highway part. Last cycle, ACC
get the flux density as seen in Fig. 5. The performance of the represents summer time effects of EV on FTP-75 test cycle
motor at rated power value and the flux densities on critical with ambient temperature to 35°C, and putting on the
parts of motor are summarized on Table IV. vehicle's climate control system to use. Average speed is


35 km/h and it maximizes at a rate of 88.2 km/h, and five
stops along the track. [40-42].
The control performance of CDC is represented on Fig. 6
and CTC performance is given in Fig. 7. The driving
scenarios of HDC and ACC were described on Figs. 8 and 9,
respectively.
As seen on graphs, the motor can supply the EV and be
driven by control system successfully. Only very high
acceleration was needed to increase the speed from zero to
70 km/h in 0,2 seconds at the finishing of CTC, at 1373th
second. It could be supplied till 42 km/h, which is highly
satisfying.

Figure 8. Simulation of High Driving Cycle (HDC) control performance

Figure 6. Simulation of City Driving Cycle (CDC) control performance

Figure 9. Simulation of Air Conditioning Cycle (ACC) control

performance
We also modelled and simulated the EV with the induction
motor on MATLAB to observe supply and drive performance
of motor on several road models, which represent urban
traffic rules, such as City Driving Cycle (CDC), Cold
Temperature Cycle (CTC), High Driving Cycle (HDC) and
Air Conditioning Cycle (ACC) [41-42]. Performance of the
EV with the motor is seen on Fig. 6., Fig. 7.. Fig. 8. and Fig.
9. respectively.
According to graphs, the motor can supply EV success-
fully. Only at 1373th second of CTC, a high acceleration of
Figure 7. Simulation of Cold Temperature Cycle (CTC) control the speed from zero to 70 km/h in 0,2 seconds could be
performance
supplied till 42 km/h, which is highly satisfying.
IV. CONCLUSIONS
APPENDIX A
This study proposed to design and model a 7,5 kW IM for
VEHICLE PARAMETERS
an EV, which was designed for urban roads and aimed to
Parameter Name Value
offer to drive it in city, in spite of low range problem. Vehicle mass (m) 500 kg
We preferred induction motor, which is used on EV’s, Frontal area (Ac) 0.8 m2
because of simple and stable design, higher ability to control Aero-dynamic drag coefficient (Cd) 0.2
Rolling resistance coefficient (ȝrr) 0.015
and lower cost [19-20]. We considered urban traffic rules and Air density (ȡ) 1.255 kg/m3
speed changes. Designed and modelled induction motor was Wheel Radius (r) 0.51 m
simulated and approved with analytical and finite element Gravitational acceleration (g) 9.81 m/s2
analysis.


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