Traction Motor Cooling Systems, A Literature Review and Comparative Study

This article has been accepted for publication in a future issue of this journal, but has not been
fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2021.3075844, IEEE
Transactions on Transportation Electrification
>TTE-Reg-2020-12-1260.R2 < 1
Traction motor cooling systems, a literature

review and comparative study
Peer-Ole Gronwald and Thorsten A. Kern, Member, IEEE
applications. Common cooling techniques, such as cooling

Abstract— More efficient cooling systems are an enabler for the jackets, have been investigated more intensively than e.g. spray
increase in power-density in an electric traction motor. cooling or high-speed rotor shaft cooling [3, 5]. For the
Contemplating to existing reviews, this paper presents a potential analysis of new cooling concepts, the heat transfer
comprehensive collection of heat transfer mechanisms for the
different heat removal techniques used in electric traction motors.
mechanisms behind the respective concepts must be examined
In the first section, an overview of various cooling concepts in and understood in more detail. In order to specify the optimal
existing and future traction motors is presented and the cooling solution for new cooling systems, valid information about the
approaches are compared. The following literature review heat transfer mechanism and the thermal behavior of the
compiles geometry-based calculation formulas of the different concepts to be tested is required. However even at early design
mechanisms of cooling heat transfer applied in motor-technology. stages, a purely analytical approach is not sufficient anymore to
Furthermore general heat transfer phenomena appearing in
electric traction motors are reviewed and compiled for easy access.
optimize the designs at the current state-of-the-art degree of
Various specifically relevant aspects, including rotor shaft cooling, optimization. Therefor even for early stages of designing and
different spray cooling concepts, different air convection developing new traction motor cooling systems a discrete
phenomena, bearing heat transfer and the stator-housing-contact, modelling is required. Lumped parameter thermal networks
are examined in more detail. For validation of the review result, (LPTNs) have proven to reduce the simulation time compared
based on a well-known motor design a thermal analysis and to computational fluid dynamics (CFD) tools and finite element
comparison of the different cooling methods is carried out.
Modeling is done with a lumped parameter thermal networks
analysis (FEA) [6, 7]. In order to be able to simulate and
(LPTN). The paper concludes demonstrating the advantages and calculate various motor geometry varieties, various network
disadvantages of the different cooling concepts based on the configurations are required to describe the heat transfer
collection of modeling data. behavior. This paper shows different models and calculation
approaches for the heat transfer behavior in electrical machines
Index Terms— Cooling, Traction motor drives, Review, Electric and different cooling systems for electric traction motors. The
machines, Road vehicles first section presents a market overview and analysis of existing
traction motors and their cooling. Afterwards the heat transfer
I. INTRODUCTION
mechanisms of different cooling concepts are explained and
T HE shift towards sustainable mobility is driving the

development of new electric vehicle traction motor drives.
In early development stages of new electric drives many
overviews of calculation approaches and formulas for the
different cooling systems and typical electric motor heat
transfer problems are given. In the last section, the concepts
geometry variations need to be simulated and tested to reach the presented are validated using a two-dimensional (2D) LPTNs
target specifications in efficiency and power [1]. With in comparison with each other on the basis of an existing motor
increasing power density in electric traction motors even more design concept.
efficient cooling systems for removing the electric and thermal
power losses are needed. Main reasons for cooling the motor II. OVERVIEW OF TRACTIONS MOTORS IN APPLICATION AND
components are slowing the insulation aging and keeping the CONCEPT MOTORS
magnetic material in permanent-magnet machines below their The growing market of electric vehicles well reflects the
demagnetization temperature with a certain safety-margin for current trend of increasing peak powertrain powers, more
avoiding drops in torque and power over the motor life time [2 complex cooling systems and higher rotational motor speeds in
4]. However secondary thermal limits become relevant, such electric traction motors (Table 1).This paper gives an overview
as limitations of power electronic components and lubricants, of new electric motors and cooling systems, without
the wish to limit the resistance increase in the conductors and considering new patents, not mentioned in earlier overview
delamination-risk of stacked metal sheets. Due to the nature of publications (Fig. 1, Table 1) [3, 5, 8, 9]. Based on the gathered
geometry at radial-flux machines, especially an effective information from freely accessible, internal and commercial
cooling of the rotor is on focus for high-speed traction motor
Peer-Ole Gronwald (e-mail: peer-ole.gronwald@volkswagen.de) is with mail: t.a.kern@tuhh.de) is head of Institute for Mechatronics (iMEK) at the
Volkswagen AG, 38436 Wolfsburg and Institute for Mechatronics (iMEK) at Hamburg University of Technology. This research did not receive any specific
the Hamburg University of Technology, 21073 Hamburg. Thorsten A. Kern (e- grant from funding agencies in the public, commercial, or not-for-profit sectors.
2332-7782 (c) 2021 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission. See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2021.3075844, IEEE
>TTE-Reg-2020-12-1260.R2 < 2
Motor housing parts Bearing
g) Stator Spray l) RJIC+

Rotor Cooling (SSpC) DLCR+rRSpC
Stator
h) Stator Jet Impingement m) Stator Oil
Cooling (SJIC) Flushing (SOF)
Winding heads Cooling jacket channels Hollow rotor shaft
a) CJ with axial d) Rotor Shaft i) Rotor Jet Impingement n) Direct Liquid Cooled
channels Cooling (RSC) Cooling (RJIC) Stator (DLCS)
b) CJ with round, e) Direct Liquid Cooled j) RSC+radial Rotor Spray o)Air-Cooled

radial channels Rotor (DLCR) Cooling (rRSpC) Rotor (ACR)
c) CJ with rectangular, f) RSC+DLCR k) LCR+rRSpC

radial channels
Fig. 1 Different electric traction motor cooling systems
sources a comparison of different electric vehicle drives and shaft cooling. Based on the data the trend toward high power
used cooling systems is shown below (Fig. 2) [21, 22, 45–52]. density traction motors will lead the development of more
Cooling Jacket (CJ) only
efficient direct cooled stator windings and rotor components.
CJ + air-cooled-rotor With increasing power density, the need for integrated cooling
CJ + stator cooling systems and new cooling lubricants increases [53, 54]. Bearing
CJ + rotor liquid cooling (direct and/or shaft) this in mind, the following section focus on latest research
Peak power
CJ + rotor and stator direct cooling concepts

publications covering these new cooling concepts.
III. HEAT TRANSFER AND FRICTION LOSS CORRELATIONS FOR

TYPICAL ELECTRIC MOTOR HEAT TRANSFER PHENOMENA
The motor losses can be transferred to the cooling medium be
Powertrain* weight *Includes Motor, gearbox, motor control unit
conduction, convection and radiation. These mechanisms are
and connecting components (if mentioned)
explained in detail in literature [55]. The heat transfer
Fig. 2 Comparison of electric vehicle traction motor cooling concepts coefficient of the convective phenomenon (natural and forced
convection) can be calculated by the Nusselt number, which is
The data show that there are limits for the use of cooling
described by different dimensionless parameters:
concepts with only cooling jackets, air-cooled rotors and rotor
TABLE I
OVERVIEW OF ELECTRIC TRACTION MOTORS AND RESEARCH PROJECTS WITH DIFFERENT COOLING SYSTEM DESIGNS
Max. Motor Speed
Vehicle/Motor Motor type Cooling methods PM,peak [kW] Reference(s)
[rpm]
2015 BMW 225xe Active
PMSM Air cooled rotor by integrated fan cooling 65 14000 [10, 11]
Tourer
Induction
2018 Audi e-tron Water cooled rotor shaft and motor housing cooling jacket 135/165 15000 [12, 13]
motors
Cooling jacket with water-glycol and direct cooled rotor and stator channels with
2018 Equipmake APM 200 PMSM 220 10000 [4, 14–16]
Paratherm™ LR
2018 Honda i-MMD hybrid Rotor shaft, direct cooled rotor, rotor spray cooling and stator dripping cooling with 135 (full
PMSM 13000 [17]
powertrain ATF powertrain)
2018 Rimac C_two PMSMs integrated oil cooling for rotor and stator with water/glycol-oil heat exchanger 654/638 10600 [18]
ATF rotor shaft cooling with radial winding spray cooling and stator yoke cooling
2018 Tesla Model 3 PMSM 192 17900 [19–22]
channels
2019 GAC Aion S PMSM water cooled housing and ATF rotor shaft and rotor spray cooling 150 14000 [23, 24]
Induction
2019 Mercedes EQC water cooled motor housing and rotor shaft 150 ~13000 [25, 26]
motors
2019 Porsche Taycan PMSMs motor cooling jacket and direct liquid cooled motor 190/335 16000 [27–29]
Induction
2020 Audi e-tron S Water cooled rotor shaft and motor housing cooling jacket 157/2x138 15000 [30, 31]
Motors
Induction
2021 VW ID CROZZ Water cooling jacket and rotor and end winding oil spray cooling 75 13500 [32]
motor
DOE-Project „U.S. DRIVE
WMSM Rotor and stator spray cooling with ATF ~80 12000 [33, 34]
2020“
e-MoSys project Air cooled rotor and winding heads 30 10000 [35]
FEV electric rear axle water cooling jacket and integrated oil cooling system with centrifugal pump 230 10800 [36, 37]
Fraunhofer polymer-based
Direct water-cooled rotor shaft and stator slot windings 50 10000 [38–40]
motor
Different cooling systems tested (stator spray cooling, cooling jacket and slot cooling)
Freedom CAR 2020 55 14000 [41]
combined with rotor cooling
goal: 18000;
Ricardo UK Ltd. PMSM ATF cooled rotor shaft and radial ATF spray cooling of the winding heads 25 [42–44]
experiment: 14000
>TTE-Reg-2020-12-1260.R2 < 3
ℎ ∙ 𝐿𝐿 𝑁𝑁𝑁𝑁 ∙ 𝜆𝜆𝑓𝑓𝑓𝑓 ℎ𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 𝐷𝐷ℎ

𝑁𝑁𝑁𝑁 = 𝑓𝑓(𝑅𝑅𝑅𝑅, 𝑃𝑃r, Gr, … ) = ↔ ℎ𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = (1) 𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = (5)
𝜆𝜆𝑓𝑓𝑓𝑓 𝐿𝐿 𝜆𝜆𝐴𝐴
Further parameters that influence the convective heat transfer For describing the heat transfer in an electric motor air gap the
behavior are described in the respective sections. All the relevant parameter is the critical Taylor number, where the
abbreviations required for understanding the following sections Taylor vortices begin to build up [58]:
are summarized in Table 2. 𝑇𝑇𝑇𝑇𝐺𝐺𝐺𝐺𝐺𝐺,𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 = 1708 ≅ 1700 (6)
This review collects the widely studied empirical and numerical The second critical Taylor number, which describes the
calculations formulas from literature to give an overview of all beginning of the turbulent flow is slightly higher:
these calculation approaches for different electric machine 𝑇𝑇𝑇𝑇
types (Fig. 3). If the authors do not specify a range of validity ≈ 1300 (7)
𝑇𝑇𝑇𝑇𝐺𝐺𝐺𝐺𝐺𝐺,𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
for the correlations, the necessary information on the motors The different flow regimes of Taylor-Couette flow in between
used by the authors is provided. these two regime boundaries are quite complex. For further
A. Rotor↔stator air gap information the review of Fénot et al [58] is recommended.
Depending on the traction motor design the air gap can have an Some authors modified the Taylor number with the geometrical
axial through flow or not. While most electric vehicle traction factor FG to describe the geometrical variation of the hydraulic
motors are enclosed motors, only air gap models without axial diameter [56, 57]:
through flow are reviewed here. Many studies have been done 𝑇𝑇𝑇𝑇
𝑇𝑇𝑇𝑇𝑚𝑚 = (8)
in the past and present to evaluate the heat transfer between the 𝐹𝐹𝐺𝐺
𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
rotor and the stator [56–60]. The influence of surface roughness
𝑅𝑅𝑜𝑜,𝑅𝑅
have been studied, too [61, 62]. The fluid behavior in the air gap 𝐹𝐹𝐺𝐺 = 0.05766 ∙ �1 + � ∙
without axial flow is referred to as the Taylor-Couette flow. For 2
calculating the Reynolds number, the hydraulic diameter needs −1
to be adopted for the air gap which ca be described with the 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 (9)
0.057 ∙ �1 − 0.652 ∙ �
geometry of a concentric annulus [58]: ⎛ 𝑅𝑅𝑜𝑜,𝑅𝑅 ⎞
2
𝜋𝜋 ∙ �𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆 2
− 𝐷𝐷𝑜𝑜,𝑅𝑅 � ⎜ 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
−1 ⎟
4 ∙ 𝐴𝐴 4 ∙ 4 (2) +0.00056 ∙ �1 − 0.652 ∙ �
𝐷𝐷ℎ = = = 𝐷𝐷𝑖𝑖,𝑆𝑆 − 𝐷𝐷𝑜𝑜,𝑅𝑅 = 2 ∙ 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 𝑅𝑅𝑜𝑜,𝑅𝑅
𝑃𝑃 𝜋𝜋 ∙ �𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆 − 𝐷𝐷𝑜𝑜,𝑅𝑅 � ⎝ ⎠
The Reynolds number in an air gap with Taylor-Couette flow Different formulas for describing the heat transfer in the air gap
can be described by: can be found in Table 3. The air gap friction losses can be
𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 ∙ 𝐷𝐷ℎ 𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 ∙ 2 ∙ 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 calculated by:
𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 = = (3) 𝑃𝑃𝐺𝐺𝐺𝐺𝐺𝐺 = 𝐶𝐶𝑓𝑓 ∙ 𝜌𝜌𝐴𝐴 ∙ 𝜔𝜔𝑅𝑅3 ∙ 𝑙𝑙𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅
4
(10)
𝜈𝜈𝐴𝐴 𝜈𝜈𝐴𝐴
The Taylor number is described as: Calculation formulas for the friction coefficient Cf can be found
𝐷𝐷ℎ 3 in Table 4. Sugimoto and Kori have adopted the formula (10)
2
𝑤𝑤 𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 ∙ � � for oil by using the angle of the oil level [63]:
2
𝑇𝑇𝑇𝑇 = 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙
𝐺𝐺𝐺𝐺𝐺𝐺
= 2 (4)
𝑅𝑅𝑜𝑜,𝑅𝑅 2
𝜈𝜈𝐴𝐴 2 ∙ 𝜃𝜃𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜
𝑃𝑃𝐺𝐺𝐺𝐺𝐺𝐺,𝑂𝑂𝑂𝑂𝑂𝑂 = 𝜇𝜇𝑂𝑂𝑂𝑂𝑂𝑂 ∙ 𝜔𝜔𝑅𝑅2 ∙ 2 ∙ 𝜋𝜋 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅
2
∙ 𝑙𝑙𝑅𝑅 ∙ � � (11)
Some authors used a different description of the Taylor number. 2 ∙ 𝜋𝜋
If this was the case, the Nusselt number correlations in Table 3 Where θOillevel describes the angle between the motor dividing
were adapted to equation (4). The following Nusselt number is vertical line and the rotor-sided height of the oil level in the
used to describe the air gap heat transfer: rotor stator gap.
𝒉𝑬𝑾𝑨 𝒉𝑻𝑪𝑹−𝑺𝒕𝑯
𝒉𝑯𝑨 𝒉𝑮𝒂𝒑 𝑸̇𝑮𝒂𝒑

𝒉𝑩𝑯
𝒉𝑹𝑨 𝑸̇𝑹,𝑨𝑭
𝒉𝑩𝑺𝒉
𝒉𝑩 𝒉𝑺𝒉𝑨 𝑸̇𝑹𝒉,𝑨𝑭
𝒉𝑹𝒉𝑨
𝒉𝑺𝒕𝑨
Fig. 3 Overview of the reviewed, typical heat transfer phenomena in electric traction motors
>TTE-Reg-2020-12-1260.R2 < 4
TABLE II
EXPLANATION OF THE USED SUBSCRIPTS
Subscript Explanation Subscript Explanation Subscript Explanation Subscript Explanation
0 Start value DLCR Direct liquid cooled rotor IBR Inner bearing ring RJIC Rotor jet impingement cooling
0,1,2,… Indexes DLCS Direct liquid cooled stator JI Jet impingement rot rotating
A Air EC Elliptical channel Lu Lubricant rRSpC radial rotor spray cooling
ACR Air-cooled rotor eff effective m mean RSC Rotor shaft cooling
AF Air friction EW End winding m modified Sh Shaft
av average F Fluid film M Material SJIC Stator jet impingement cooling
ax axial fl fluid n-rot non-rotating SOF Stator oil flushing
B Bearing Gap Air gap between o outer SSpC Stator spray cooling
BB Bearing ball H Housing OBR Outer bearing ring St Stator
C Channel h hydraulic r radial t tangential
CJ Cooling jacket HP Hairpin wire R Rotor TCR thermal contact resistance
Cond Conduction HWCC Hollow winding cooling channels Rer Rotor end ring
crit critical i inner Rh Rotor holes / Vent holes
TABLE III
AIR GAP HEAT TRANSFER CORRELATIONS
Author(s) Boundary conditions 𝜂𝜂 = Correlation
𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆
Aoki et al.
5000 < 𝑇𝑇𝑇𝑇𝑚𝑚 < 2 ∙ 105 0.882 − 0.948 𝑁𝑁𝑁𝑁 = 0.44 ∙ 𝑇𝑇𝑇𝑇𝑚𝑚 0.25 ∙ 𝑃𝑃𝑃𝑃 0.3
[56]
2 𝑇𝑇𝑇𝑇𝑚𝑚 < 1700
Becker und
𝑇𝑇𝑇𝑇 < 3.3 ∙ 105 0.807 𝑁𝑁𝑁𝑁 = �0.128 ∙ 𝑇𝑇𝑇𝑇𝑚𝑚 0.367 1700 < 𝑇𝑇𝑇𝑇𝑚𝑚 < 104
Kaye [57]
0.409 ∙ 𝑇𝑇𝑇𝑇𝑚𝑚 0.241 104 < 𝑇𝑇𝑇𝑇𝑚𝑚 < 107
Bouafia et al. 0.132 ∙ 𝑇𝑇𝑇𝑇𝑚𝑚 0.3 6000 < 𝑇𝑇𝑇𝑇𝑚𝑚 < 1.4 ∙ 106
Slotted stator 0.956 − 0.965 𝑁𝑁𝑁𝑁 = �
[61] 0.029 ∙ 𝑇𝑇𝑇𝑇𝑚𝑚 0.4 1.4 ∙ 106 < 𝑇𝑇𝑇𝑇𝑚𝑚 < 2 ∙ 107
Bouafia et al. 2 1−𝜂𝜂
3000 < 𝑇𝑇𝑇𝑇𝑉𝑉1 < 4 ∙ 10 5
0.727 − 0.965 𝑁𝑁𝑁𝑁 = 0.115 ∙ 𝑇𝑇𝑇𝑇0.32 3000 < 𝑇𝑇𝑇𝑇 < 4 ∙ 105 with: 𝑇𝑇𝑇𝑇 = 2 ∙ 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 1+𝜂𝜂
[62]
Cuiping et al. 𝜆𝜆𝐴𝐴 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 < 𝑅𝑅𝑅𝑅𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 ∙𝑅𝑅𝑜𝑜,𝑅𝑅 ∙𝜔𝜔𝑅𝑅 𝑅𝑅
Used for induction motor 𝜂𝜂 ≈ 0.99 𝜆𝜆𝑒𝑒𝑒𝑒𝑒𝑒,𝐺𝐺𝐺𝐺𝐺𝐺 = � −2.9084 0.4614∙ln(3.33361∙𝜂𝜂) with: 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 = ; 𝑅𝑅𝑅𝑅𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 = 41.2 ∙ �𝑤𝑤 𝑖𝑖,𝑆𝑆𝑆𝑆
[64] 0.069 ∙ 𝜂𝜂 ∙ 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 > 𝑅𝑅𝑅𝑅𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝜈𝜈𝐴𝐴 𝐺𝐺𝐺𝐺𝐺𝐺
2∙𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
⎧ 𝑅𝑅𝑜𝑜,𝑅𝑅 𝑇𝑇𝑇𝑇
≤ 𝑇𝑇𝑇𝑇1
𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
⎪ ln�1+
� 𝐹𝐹𝐺𝐺
⎪
𝑇𝑇𝑇𝑇 0.315 𝑇𝑇𝑇𝑇
⎪ 0.212 ∙ � � ∙ 𝑃𝑃𝑃𝑃 0.27
𝑇𝑇𝑇𝑇1 ≤ ≤ 104 2 3
Fasquel from 𝐹𝐹𝐺𝐺 𝐹𝐹𝐺𝐺 𝜔𝜔𝑅𝑅 ∙𝑅𝑅𝑚𝑚 ∙𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
smooth air gap surfaces 𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = with: 𝑇𝑇𝑇𝑇 = ; 𝑅𝑅𝑚𝑚 =
[65] ⎨ 𝑇𝑇𝑇𝑇 0.25 𝑇𝑇𝑇𝑇 2
𝜈𝜈𝐴𝐴 𝑅𝑅
ln� 𝑖𝑖,𝑆𝑆𝑆𝑆 �
0.386 ∙ � � ∙ 𝑃𝑃𝑃𝑃 0.27 104 ≤ ≤ 𝑇𝑇𝑇𝑇3 𝑅𝑅𝑜𝑜,𝑅𝑅
𝐹𝐹𝐺𝐺 𝐹𝐹𝐺𝐺
⎪ 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
⎪ 𝑅𝑅𝑜𝑜,𝑅𝑅 𝑇𝑇𝑇𝑇 0.25 𝑇𝑇𝑇𝑇
⎪0.669 ∙ 𝑤𝑤𝐺𝐺𝐺𝐺𝑝𝑝 −2
∙ �𝐹𝐹 � ∙ 𝑃𝑃𝑃𝑃 0.27 𝑇𝑇𝑇𝑇3 ≤ 𝐹𝐹
1−�1+ � 𝐺𝐺 𝐺𝐺
⎩ 𝑅𝑅𝑜𝑜,𝑅𝑅
0.7 < 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 < 100

From Li and 𝑙𝑙𝑅𝑅
> 60 0.8
𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = 0.0225 ∙ 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.3
Shin [66] 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
105 > 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺
Kaviany from 1
4 ∙ 104 < 𝑅𝑅𝑅𝑅𝑔𝑔𝑔𝑔𝑔𝑔 < 4 ∙ 105 0.805
𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = 0.027 ∙ 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 𝑃𝑃𝑃𝑃𝐴𝐴3
[67]
1 1
2
0.886 ∙ 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 𝑃𝑃𝑃𝑃𝐴𝐴2
Kumar et al. 5
𝑁𝑁𝑁𝑁 = 1
𝑅𝑅𝑅𝑅𝑔𝑔𝑔𝑔𝑔𝑔 < 1 ∙ 10 0.95 2 4
[68] 𝑃𝑃𝑟𝑟𝐴𝐴 3
�1 + �0.0207 � �
1
−
2
⎧⎡ ⎤ ⎫
⎪⎢ ⎛ ⎞ ⎥ ⎪
⎪⎢1.028 ∙ ⎜ 0.67 ⎟ ∙ 𝑅𝑅𝑎𝑎14 ⎥ ⎪
⎪⎢ ⎜ 4⎟
⎪
⎜ 9 9⎟ ⎥
⎪⎢ 0.5 16 ⎥ 𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 −2 ⎪
⎪ �1 + �𝑃𝑃𝑃𝑃 � � ⎪
Meksi et al.
𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 ≪ 𝐿𝐿𝑅𝑅 2 ∙ 𝜋𝜋 ⎢ ⎝ 𝐴𝐴 ⎠ ⎥ 1 𝑅𝑅𝑜𝑜,𝑅𝑅
[69] 𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = + ⎢ ⎥ + �720 ∙ 𝜋𝜋 4 ∙ ∙ 𝑅𝑅𝑅𝑅�
𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 ⎨ 3
5 𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 ⎬
ln � 𝑅𝑅 � ⎢ 4
⎥ 1 + 𝑅𝑅
𝑜𝑜,𝑅𝑅 ⎪ 𝑅𝑅 5 𝑜𝑜,𝑅𝑅 ⎪
�1 + �𝑅𝑅𝑜𝑜,𝑅𝑅 � �
⎪⎢ 𝑖𝑖,𝑆𝑆𝑆𝑆
⎥ ⎪
⎪⎢ ⎥ ⎪
⎪⎢ ⎥ ⎪
⎪⎢ ⎥ ⎪
⎩⎣ ⎦ ⎭
Adapted from [56] and [57] 2 𝑇𝑇𝑇𝑇 < 1714
Nachouance et
for very narrow gaps 0.9946 𝑁𝑁𝑁𝑁 = � 0.0476 ∙ 𝑇𝑇𝑇𝑇0,502 1714 < 𝑇𝑇𝑇𝑇 < 5778
al. [59]
(𝜂𝜂 ≈ 0.995) 0.2234 ∙ 𝑇𝑇𝑇𝑇0,3235 5778 < 𝑇𝑇𝑇𝑇 < 3 ∙ 104
Nouri- 𝑡𝑡
Slotted Stator with groves 𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = 10.14 + 0.0207 ∙ 10−5 + 1.816 ∙ 𝑋𝑋 − 0.391 ∙ 𝑋𝑋 2 + 0.00587 ∙ 10−5 ∙ 𝑇𝑇𝑇𝑇 ∙ 𝑋𝑋 with: 𝑋𝑋 = 𝑙𝑙 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺
Borujerdi and 0.928
𝜔𝜔𝑅𝑅 ≤ 1740𝑚𝑚𝑚𝑚𝑚𝑚−1 𝑟𝑟,𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺
Nakhchi [70]
Staton und Tested with different electric machines with 2 𝑇𝑇𝑇𝑇 < 41 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
Cavagnino different air gap sizes, no explicit geometries 𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = �0.202 ∙ 𝑇𝑇𝑇𝑇0.63 ∙ 𝑃𝑃𝑃𝑃 0.27 41 < 𝑇𝑇𝑇𝑇 < 100 with: 𝑇𝑇𝑇𝑇 = 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙ � 𝑅𝑅
𝑜𝑜,𝑅𝑅
[71] mentioned 0.386 ∙ 𝑇𝑇𝑇𝑇0.5 ∙ 𝑃𝑃𝑃𝑃 0.27 100 < 𝑇𝑇𝑇𝑇
Tachibana et
al. [60] from 0 < 𝑇𝑇𝑇𝑇 < 108 0.75 − 0.938 𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = 0.42 ∙ (𝑇𝑇𝑇𝑇 ∙ 𝑃𝑃𝑃𝑃𝐴𝐴 )0.25
[58]
1
−2 −
2
⎡⎡ ⎤ −2
⎤
⎢⎢ ⎥ 𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 ⎥
0.25
2 ∙ 𝜋𝜋 ⎢⎢1.028 ∙ 𝐹𝐹𝑃𝑃𝑃𝑃 ∙ 𝑅𝑅𝑎𝑎𝐺𝐺𝐺𝐺𝐺𝐺 ⎥ 1 𝑅𝑅𝑜𝑜,𝑅𝑅 ⎥
𝑁𝑁𝑁𝑁𝐺𝐺𝐺𝐺𝐺𝐺 = ∙ +� ∙ ∙ 𝑅𝑅𝑎𝑎𝐺𝐺𝐺𝐺𝐺𝐺 � ⎥
𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 ⎢⎢ 3 4
5 ⎥
720 ∙ 𝜋𝜋 4 𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆
Teertstra et al. Usable for wide ln � 𝑅𝑅 � ⎢⎢ ⎥ 1 + 𝑅𝑅 ⎥
𝜔𝜔𝑅𝑅 = 0𝑚𝑚𝑚𝑚𝑚𝑚−1 𝑜𝑜,𝑅𝑅 𝑅𝑅 5 𝑜𝑜,𝑅𝑅
[72] range of 𝜂𝜂 ⎢⎢ �1 + � 𝑜𝑜,𝑅𝑅 � � ⎥ ⎥
⎣⎣ 𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 ⎦ ⎦
3
0.67 𝑔𝑔∙𝛽𝛽𝐴𝐴 ∙�𝑇𝑇𝑜𝑜,𝑅𝑅 −𝑇𝑇𝐴𝐴,𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 �∙𝑃𝑃𝑜𝑜,𝑅𝑅 1
with: 𝐹𝐹𝑃𝑃𝑃𝑃 = 4 ; 𝑅𝑅𝑎𝑎𝐺𝐺𝐺𝐺𝐺𝐺 = ∙ �1 + 𝑅𝑅𝑜𝑜,𝑅𝑅 �
9 9 𝜈𝜈𝐴𝐴 ∙𝛼𝛼𝐴𝐴
0.5 𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆
�1+� 𝑃𝑃𝑃𝑃 �16 �
>TTE-Reg-2020-12-1260.R2 < 5
TABLE IV
AIR GAP FRICTION COEFFICIENTS
Author(s) Boundary conditions 𝜂𝜂 = Correlation
𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆
2.468
⎧ 𝑇𝑇𝑇𝑇 < 1714
𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺
⎪ 𝑇𝑇𝑇𝑇 0.91 ℎ
0,5
−0.0195 𝐺𝐺𝐺𝐺𝐺𝐺
Nachouance et al. [73] 𝜔𝜔𝑅𝑅 < 5 ∙ 105 𝑚𝑚𝑚𝑚𝑚𝑚−1 0.9804 − 0.9973 𝐶𝐶𝑓𝑓 = 𝐶𝐶 ∙ � 𝑇𝑇𝑇𝑇 � ∙ 10
0.18�1−�
1714
� �
1714 < 𝑇𝑇𝑇𝑇 < 1.6 ∙ 105 with: 𝐶𝐶𝑓𝑓,0 = 2.468 ∙ � 𝑅𝑅𝑜𝑜,𝑅𝑅 � ∙ 41.4
⎨ 𝑓𝑓,0 1714
⎪ 0.0293 5
⎩ 𝑇𝑇𝑇𝑇 > 1.6 ∙ 10
𝑇𝑇𝑇𝑇 0.13
0.0152
Fan et al. [74] 800 < 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 < 6 ∙ 104 0.9885 −0.9809 𝐶𝐶𝑓𝑓 =
𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 0.24
𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 2
�1+ �
⎧ −1 𝑅𝑅𝑜𝑜,𝑅𝑅
2 ∙ 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 0.5∙𝑤𝑤 𝑇𝑇𝑇𝑇 ≤ 𝑇𝑇𝑇𝑇1
⎪ 1+
𝐺𝐺𝐺𝐺𝐺𝐺
⎪ 𝑅𝑅𝑜𝑜,𝑅𝑅
𝑇𝑇𝑇𝑇1 ≈ 1708 ⎪0.0865 ∙ 𝑅𝑅𝑅𝑅 −1 ∙ 𝑇𝑇𝑇𝑇0.44 𝑇𝑇𝑇𝑇1 ≤ 𝑇𝑇𝑇𝑇 ≤ 𝑇𝑇𝑇𝑇2 2 3
𝐺𝐺𝐺𝐺𝐺𝐺 𝜔𝜔𝑅𝑅 ∙𝑅𝑅𝑚𝑚 ∙𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 𝑤𝑤 𝜔𝜔𝑅𝑅 ∙𝑅𝑅𝑜𝑜,𝑅𝑅 ∙𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺
Vasilescu from [75] 𝑇𝑇𝑇𝑇2 ≈ 3970 0.91 −0.99 𝐶𝐶𝑓𝑓 = −1 0.25 with: 𝑇𝑇𝑇𝑇 = ; 𝑅𝑅𝑚𝑚 = 𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ; 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 =
⎨ 0.476 ∙ 𝑅𝑅𝑅𝑅𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 𝑇𝑇𝑇𝑇 𝑇𝑇𝑇𝑇2 ≤ 𝑇𝑇𝑇𝑇 ≤ 𝑇𝑇𝑇𝑇3 2
𝜈𝜈𝐴𝐴 ln� 𝑖𝑖,𝑆𝑆𝑆𝑆 � 𝜈𝜈𝐴𝐴
𝑇𝑇𝑇𝑇3 ≈ 2.25 ∙ 106 𝑅𝑅 𝑜𝑜,𝑅𝑅
⎪ �
𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 0.5
� ∙𝑇𝑇𝑇𝑇 −0.239
⎪ 𝑅𝑅𝑜𝑜,𝑅𝑅
⎪ 0.76 ∙ 𝑤𝑤𝐺𝐺𝐺𝐺𝐺𝐺 −2
𝑇𝑇𝑇𝑇 ≤ 𝑇𝑇𝑇𝑇3
1−�1+ �
⎩ 𝑅𝑅𝑜𝑜,𝑅𝑅
TABLE V
B. End winding↔Air END WINDING HEAT TRANSFER CORRELATIONS
The heat transfer of the end windings depends strongly on the Author(s)
Boundary conditions/
Correlation
Motor geometry
air velocity inside the housing [76, 77]. In electric motors
𝜆𝜆𝐴𝐴
without axial air gap flow the air velocity in the winding area Cuiping et al. Used for induction motor with ℎ𝐸𝐸𝐸𝐸→𝐴𝐴 =
�𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 + 𝑅𝑅𝑜𝑜,𝑆𝑆𝑆𝑆 �
0.6
∙ 0.456 ∙ 𝑅𝑅𝑒𝑒𝐸𝐸𝐸𝐸
can be approximated by: [64] 𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 50𝑚𝑚𝑚𝑚
with: 𝑅𝑅𝑅𝑅𝐸𝐸𝐸𝐸 =
�𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 +𝑅𝑅𝑜𝑜,𝑆𝑆𝑆𝑆 �∙𝑅𝑅𝑜𝑜,𝑅𝑅 ∙𝜔𝜔𝑅𝑅
𝑣𝑣𝐴𝐴 = 𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 (12) No further information for

𝑣𝑣𝐴𝐴
Holtmann et al. [78] used to recommend the following equation Fan et al. [74] Reynolds number and used 𝑁𝑁𝑁𝑁𝐸𝐸𝐸𝐸 = 0.103 ∙ �𝑅𝑅𝑅𝑅 2 3
characteristic length are given

for the air velocity: ℎ𝐸𝐸𝐸𝐸→𝐴𝐴 = 𝐴𝐴 + 𝐵𝐵 ∙ 𝑣𝑣𝐴𝐴𝐶𝐶
Boundary conditions / A
Author(s) B[(s/m)*(W/m²K)] C
Motor geometry [W/m²K]
3
0.886 ∙ 𝜋𝜋 ∙ 𝑅𝑅 ∙ 𝜔𝜔𝑅𝑅 ⎞
4∙⎛
Boglietti and Formula combines natural
41.4 6.22 1
𝜔𝜔 ∙ 𝑅𝑅2
Cavagnino [77] and forced convection
� 𝑅𝑅 (13) Used for PMSM with
⎝ 𝜈𝜈𝐴𝐴 ⎠ Chen et al. [80] 𝜔𝜔𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = 650𝑚𝑚𝑚𝑚𝑚𝑚−1 & 22.22 0.89 1
𝑣𝑣𝐴𝐴 = 𝑅𝑅𝑜𝑜,𝑅𝑅 = 171.5𝑚𝑚𝑚𝑚
𝜋𝜋 ∙ �𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆 + 𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆 � ∙ 𝑑𝑑𝐸𝐸𝐸𝐸→𝐻𝐻 Lee et al. [81]
Used for PMSM with:
0 21 0.67
𝜔𝜔 = 2400 − 8200𝑚𝑚𝑚𝑚𝑚𝑚−1
𝑚𝑚
For the air velocity in the area next to the housing the middle From [82] 𝜔𝜔 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 17 𝑠𝑠 or
15 6.750.65 0.65
referring to [83] 𝜔𝜔𝑚𝑚𝑚𝑚𝑚𝑚 = 12000𝑚𝑚𝑚𝑚𝑚𝑚−1
housing radius and in area near the rotor the outer rotor radius Used for PMSM with
is used. Depending on the rotor design (with or without rotor Luo et al. [84] 𝜔𝜔𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = 600𝑚𝑚𝑚𝑚𝑚𝑚−1 and 22.22 5.55 1
𝑅𝑅𝑜𝑜,𝑅𝑅 = 157𝑚𝑚𝑚𝑚
ventilation fan) different formulas can be used to approximate Mellor et al. Used for totally enclosed
15.5 15.5 ∙ 0.29 1
the heat transfer coefficient: [85] fan cooled motor
Used for totally enclosed
ℎ𝐸𝐸𝐸𝐸→𝐴𝐴 = 𝐴𝐴 + 𝐵𝐵 ∙ 𝑣𝑣𝐴𝐴𝐶𝐶 (14) Schubert from
[76]
fan cooled motor with 15 6 0.9
𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 150𝑚𝑚𝑚𝑚
Other authors use Nusselt number correlations to calculate the For internal rotors;
heat transfer in end winding area: measurements up to 13.29 1.693 1
Tovar-Barrano 1080 min-1
ℎ𝐸𝐸𝐸𝐸 ∙ 𝐿𝐿 et al. [86] For external rotors;
𝑁𝑁𝑁𝑁𝐸𝐸𝐸𝐸 = (15) measurements up to 7.968 7.234 0.5795
𝜆𝜆𝐴𝐴 1080 min-1
An overview for calculations formulas from different authors is

given in Table 5. If no further information about the used C. Stator yoke↔Air
characteristic length L or the calculation of the Reynolds In electrical machines without external or internal axial air flow
number is given, the rotational Reynolds number Rer and the the axial sides of stator yoke were only cooled by indirect
distance dEW→H will be used in the thermal model. Kholgi et al convective flow. The most frequently used way to describe the
[79] have developed a Nusselt number formula from a CFD heat transfer is by empirical formulas (Table 6). For easy
simulation to describe the stator end winding heat transfer based calculation of the heat transfer coefficient the formulas use the
on the end winding geometry. The formula is adapted for the radial air velocity vA, too.
thermal model: TABLE VI
STATOR-AIR HEAT TRANSFER CORRELATIONS
ℎ𝐸𝐸𝐸𝐸→𝐴𝐴 =
Boundary conditions/
2 Author(s) Correlation
2 ∙ 𝑤𝑤𝐻𝐻𝐻𝐻 ∙ ℎ𝐻𝐻𝐻𝐻 Motor geometry
� �
𝑤𝑤𝐻𝐻𝐻𝐻 + ℎ𝐻𝐻𝐻𝐻
No further information for
𝜆𝜆𝑓𝑓𝑓𝑓 ∙ ⎛0.026 + 1.91(1 − 𝜙𝜙) � � ⎞ Fan et al. [74] Reynolds number and used 𝑁𝑁𝑁𝑁𝑆𝑆𝑆𝑆→𝐴𝐴 = 0.1033 ∙ �𝑅𝑅𝑅𝑅 2
ℎ𝐻𝐻𝐻𝐻 characteristic length are given
ℎ𝑆𝑆𝑆𝑆→𝐴𝐴 = 𝐴𝐴 + 𝐵𝐵 ∙ 𝑣𝑣𝐴𝐴𝐶𝐶
⎝ ⎠ Boundary conditions / A
0.716 (16) Author(s)
Motor geometry [W/m²K]
B[(s/m)*(W/m²K)] C
2
𝜔𝜔 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 Used for PMSM with
∙� �
𝜈𝜈𝐴𝐴 Chen et al. [80] 𝜔𝜔𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = 650𝑚𝑚𝑚𝑚𝑚𝑚−1 and
𝑅𝑅𝑜𝑜,𝑅𝑅 = 171.5𝑚𝑚𝑚𝑚
22.22 0.89 1
2 ∙ 𝑤𝑤𝐻𝐻𝐻𝐻 ∙ ℎ𝐻𝐻𝐻𝐻 Cuiping et al. Used for induction motor

� � [64] with 𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 50𝑚𝑚𝑚𝑚
15.5 6.5 0.7
𝑤𝑤𝐻𝐻𝐻𝐻 + ℎ𝐻𝐻𝐻𝐻 Used for PMSM with
with: ϕ=Porosity of the end winding Luo et al. [84] 𝜔𝜔𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = 600𝑚𝑚𝑚𝑚𝑚𝑚−1 and 22.22 5.55 1
𝑅𝑅𝑜𝑜,𝑅𝑅 = 157𝑚𝑚𝑚𝑚
>TTE-Reg-2020-12-1260.R2 < 6
D. Rotor↔Air The friction losses of the rotor can be calculated by [87]:

5
The rotor air heat transfer is mainly dominated by the air 𝑃𝑃𝑓𝑓,𝑅𝑅 = 0.5 ∙ 𝐶𝐶𝑓𝑓 ∙ 𝜌𝜌𝑓𝑓 ∙ 𝜔𝜔𝑅𝑅3 ∙ �𝑅𝑅𝑜𝑜,𝑅𝑅
5
− 𝑅𝑅𝑖𝑖,𝑅𝑅 � (19)
convection. The heat transfer can be calculated by: The calculation of the friction coefficient Cf and an oil sump
𝑁𝑁𝑁𝑁𝑅𝑅𝑅𝑅 ∙ 𝜆𝜆𝐴𝐴 friction loss calculation approach from Sugimoto and Kori [63]
ℎ𝑅𝑅→𝐴𝐴 = (17)
𝑅𝑅𝑅𝑅 can be found in Table 8.
TABLE VIII
With the following Reynolds number: ROTOR-AIR FRICTION COEFFICIENTS
2
𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅
𝑅𝑅𝑅𝑅𝑅𝑅 = (18) Boundary
𝜈𝜈𝐴𝐴 Author(s) conditions/
Motor geometry
Correlation
Some authors calculate the heat transfer coefficient directly by 64

⎧ 𝑅𝑅𝑅𝑅𝑅𝑅 < 30
⎪ 3 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅
the rotor geometry and the rotational speed. Different Huang et al.
Assumed that the ⎪ 3.87
rotor rotates in free 𝐶𝐶𝑓𝑓 = 30 < 𝑅𝑅𝑅𝑅𝑅𝑅 < 3 ∙ 105
calculation formulas for the Nusselt number and the heat [87]
space in air
0.5
⎨ 𝑅𝑅𝑒𝑒𝑅𝑅
transfer coefficient are listed in Table 7. ⎪ 0.146
⎪
𝑅𝑅𝑅𝑅𝑅𝑅 > 3 ∙ 105
⎩ 𝑅𝑅𝑒𝑒𝑅𝑅0.2
TABLE VII 𝑃𝑃𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂,𝑅𝑅
ROTOR-AIR HEAT TRANSFER 2 ∙ 𝜃𝜃𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜
� �
Boundary = 𝑃𝑃𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ∙ � 2 ∙ 𝜋𝜋 �
Author(s)
conditions/
Correlation
fluid: oil −2 ∙ �𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 − ℎ𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 � ∙ sin 𝜃𝜃𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜
Sugimoto used for induction
Motor 𝑃𝑃𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 =
and Kori
geometry motor with 𝜔𝜔 ≤ 5 ∙ (5.69 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅−5.2 )
𝑑𝑑𝑅𝑅→𝐻𝐻 [63] � � ∙ 𝛾𝛾 ∙ 2 ∙ 𝜋𝜋 ∙ 𝜔𝜔𝑅𝑅3 ∙ �𝑅𝑅𝑖𝑖,𝑆𝑆𝑆𝑆 5 5
− 𝑅𝑅𝑜𝑜,𝑅𝑅 �
𝐺𝐺 = ��𝑅𝑅→𝐴𝐴
𝑁𝑁𝑁𝑁 5000𝑚𝑚𝑚𝑚𝑚𝑚−1 4 ∙ 𝜋𝜋
7.46 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.32 𝑅𝑅𝑅𝑅𝑅𝑅 ≤ 1,76 ∙ 105
5 ∙ 𝑔𝑔
𝐺𝐺 = 0,01 � 𝜔𝜔𝑅𝑅 ∙𝑅𝑅𝑜𝑜,𝑅𝑅 2
Boutarfa 0.044 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.75 𝑅𝑅𝑅𝑅𝑅𝑅 ≥ 3,52 ∙ 105 with: 𝑅𝑅𝑅𝑅𝑅𝑅 = ; γ = specific gravity
𝜈𝜈𝑂𝑂𝑂𝑂𝑂𝑂
and 𝜔𝜔𝑅𝑅 = 100 0.5(1 + 5.47 ∙ 10−4 ∙ 𝑒𝑒 112𝐺𝐺 ) ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.5 𝑅𝑅𝑅𝑅𝑅𝑅 ≤ 1,76 ∙ 105
0,02 ≤ 𝐺𝐺
Harmand −2400𝑚𝑚𝑚𝑚𝑚𝑚−1 � 3 12
[88]
≤ 0,06
0.033(12.57𝑒𝑒 −33.18𝐺𝐺 ) ∙ 𝑅𝑅𝑅𝑅𝑅𝑅
� +25∙𝐺𝐺 7 �
5
𝑅𝑅𝑅𝑅𝑅𝑅 ≥ 3,52 ∙ 105 For calculating the heat transfer and pressure drop losses in
−13𝐺𝐺
𝐺𝐺 ≥ 0,06 �
0.55 �1 + 0.462𝑒𝑒 � 3
�
� ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.5 𝑅𝑅𝑅𝑅𝑅𝑅 ≤ 1,76 ∙ 105 rotor vent holes the calculating approaches for direct liquid
0.0208(1 + 0.298𝑒𝑒 −9,27𝐺𝐺 ) ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.8 𝑅𝑅𝑅𝑅𝑅𝑅 ≥ 3,52 ∙ 105 cooled rotors can be used (Table 15 and Table 16)
Only for rotor
Cuiping et
al. [64]
end rings
ℎ𝑅𝑅𝑅𝑅𝑅𝑅→𝐴𝐴 = 𝑡𝑡
𝜆𝜆𝐴𝐴
𝑅𝑅𝑅𝑅𝑅𝑅
0.6
∙ (0.456 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 ) with: 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 =
𝑡𝑡𝑅𝑅𝑅𝑅𝑅𝑅 ∙𝑅𝑅𝑜𝑜,𝑅𝑅 ∙𝜔𝜔𝑅𝑅
𝜈𝜈𝐴𝐴
E. Rotor vent holes↔Air
≤ 50𝑚𝑚𝑚𝑚
Used for 3.87
Calculating the heat transfer in rotor vent holes is based on the
∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.5 ∙ 𝑃𝑃𝑃𝑃 𝑅𝑅𝑅𝑅𝑅𝑅 < 3 ∙ 105
PMSM with: 2𝜋𝜋
𝑁𝑁𝑁𝑁𝑅𝑅→𝐴𝐴 = �0.146 with: heat transfer behavior in axially parallel rotating ducts. The
Fan et al. 𝜔𝜔𝑅𝑅,𝑚𝑚𝑚𝑚𝑚𝑚 = ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.8 ∙ 𝑃𝑃𝑃𝑃 3 ∙ 105 < 𝑅𝑅𝑅𝑅𝑅𝑅
[74] 4800𝑚𝑚𝑚𝑚𝑚𝑚−1
2𝜋𝜋
𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 2 same formulas are used for the direct liquid cooling rotor
𝑅𝑅𝑜𝑜,𝑅𝑅 𝑅𝑅𝑅𝑅𝑅𝑅 =
≤ 90𝑚𝑚𝑚𝑚 𝜈𝜈𝐴𝐴 channel and can be found in the later subsection IV.C).
Rotor 𝑁𝑁𝑁𝑁𝑅𝑅→𝐴𝐴 = 𝐴𝐴 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅𝐵𝐵 with
Howey et (=rotating
0.33 − 0.36 𝑅𝑅𝑅𝑅𝑅𝑅 < 1 ∙ 105 0.5 𝑅𝑅𝑅𝑅𝑅𝑅 < 1 ∙ 105 F. Shaft↔Air
al. [89] free disk) heat 𝐴𝐴 = � ; 𝐵𝐵 = �
0.0151 𝑅𝑅𝑅𝑅𝑅𝑅 > 2.8 ∙ 105 0.8 𝑅𝑅𝑅𝑅𝑅𝑅 > 2.8 ∙ 105
transfer The heat transfer from a rotating shaft to the surrounding air
Used for
PMSM with: inside the motor housing can be approximated by a rotating
Huang et 𝜔𝜔𝑅𝑅,𝑚𝑚𝑚𝑚𝑚𝑚 = 1
al. [87] 32000𝑚𝑚𝑚𝑚𝑚𝑚−1 𝑁𝑁𝑁𝑁𝑅𝑅→𝐴𝐴 = 0.021 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.8 ∙ 𝑃𝑃𝑃𝑃𝐴𝐴3 cylinder. The Reynolds number for the shaft is adapted to:
2
𝑅𝑅𝑜𝑜,𝑅𝑅 ≤
𝐷𝐷𝑜𝑜,𝑆𝑆ℎ ∙ 𝜔𝜔𝑆𝑆ℎ
41.5𝑚𝑚𝑚𝑚
𝑅𝑅𝑅𝑅𝑜𝑜,𝑆𝑆ℎ = (20)
Used for
generators
𝜈𝜈𝐴𝐴
Jiang et
with: 2 ∙ (1.67 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.385 ) ∙ 𝜆𝜆𝐴𝐴 The heat dissipation of dripping oil on a rotating cylinder is
𝜔𝜔𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = ℎ𝑅𝑅→𝐴𝐴 =
al. [90]
500𝑚𝑚𝑚𝑚𝑚𝑚−1 𝐷𝐷𝑜𝑜,𝑅𝑅 neglected at this point because the free length of the shaft is
𝑅𝑅𝑜𝑜,𝑅𝑅 ≤
149𝑚𝑚𝑚𝑚
very small. Possible oil friction losses on the shaft are also
For rotor
sides and 2
1 neglected. The formulas for calculating the rotor shaft heat
0.585 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅/𝑅𝑅𝑅𝑅𝑅𝑅
Kaviany rotor end 𝑁𝑁𝑁𝑁𝑅𝑅𝑅𝑅/𝑅𝑅𝑅𝑅𝑅𝑅→𝐴𝐴 =
0.6 0.95
transfer can be found in Table 9.
𝑃𝑃𝑃𝑃𝐴𝐴 +
from [67] rings
𝑅𝑅𝑅𝑅𝑅𝑅 <
1 TABLE IX
𝑃𝑃𝑃𝑃𝐴𝐴3
2.4 ∙ 105 SHAFT-AIR HEAT TRANSFER
1 2
16 6
𝜔𝜔𝑅𝑅 = 0 ⎧ 9 −9⎤ ⎫ Boundary conditions/
⎪ ⎡ ⎪ Author(s) Correlation
vertical non- 0.492 16 Motor geometry
VDI [55] 𝑁𝑁𝑁𝑁𝑅𝑅→𝐴𝐴 ⎢
= 0.825 + 0.387 ∙ 𝑅𝑅𝑅𝑅 ∙ �1 + � � � ⎥
rotating disc ⎨ ⎢ 𝑃𝑃𝑃𝑃 ⎥ ⎬
in air ⎪ ⎣ ⎦ ⎪
Used for PMSM ℎ𝑆𝑆ℎ→𝐴𝐴 = 28 ∙ �1 + �0.45 ∙ 𝜔𝜔𝑅𝑅 �
⎩ ⎭ Huang et al. with: 𝜔𝜔𝑅𝑅,𝑚𝑚𝑚𝑚𝑚𝑚 =
2 1
Used for 𝜔𝜔𝑅𝑅 0,5 [87] 32000𝑚𝑚𝑚𝑚𝑚𝑚−1 3
0.35 ∙ 𝜆𝜆𝐴𝐴 ∙ � 𝑣𝑣 � Re𝑟𝑟,2 < 250000 𝑁𝑁𝑁𝑁𝑆𝑆ℎ→𝐴𝐴 = 0.133 ∙ 𝑅𝑅𝑅𝑅𝑜𝑜,𝑆𝑆ℎ ∙ 𝑃𝑃𝑃𝑃𝐴𝐴3
PMSM with: ℎ𝑅𝑅→𝐴𝐴 = �
𝐴𝐴
with: 𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 41.5𝑚𝑚𝑚𝑚
0,8
Zhang et 𝜔𝜔 = 2400 𝜆𝜆 𝜔𝜔𝑅𝑅 ∙𝑟𝑟𝑜𝑜,𝑅𝑅 2 Kaviany 4 ∙ 103 < 𝑅𝑅𝑅𝑅𝑜𝑜,𝑆𝑆ℎ 1
0.0195 ∙ 𝑅𝑅 𝐴𝐴 ∙ � � Re𝑟𝑟,2 > 250000
al. [91] −8200𝑚𝑚𝑚𝑚𝑚𝑚−1 𝑜𝑜,𝑅𝑅 𝑣𝑣𝐴𝐴
from [67] < 4 ∙ 104
0.618
𝑁𝑁𝑁𝑁𝑆𝑆ℎ→𝐴𝐴 = 0193 ∙ 𝑅𝑅𝑅𝑅𝑜𝑜,𝑆𝑆ℎ ∙ 𝑃𝑃𝑃𝑃𝐴𝐴3
2
𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 ℎ𝑆𝑆ℎ𝐴𝐴 ∙ 𝜋𝜋 ∙ 𝑅𝑅𝑆𝑆ℎ
𝑅𝑅𝑅𝑅𝑟𝑟,2 = 𝑁𝑁𝑁𝑁𝑆𝑆ℎ→𝐴𝐴 = =
75𝑚𝑚𝑚𝑚 2 ∙ 𝜈𝜈𝐴𝐴 𝜆𝜆𝐴𝐴𝐴𝐴𝐴𝐴
ℎ𝑅𝑅→𝐴𝐴 = 𝐴𝐴 + 𝐵𝐵 ∙ 𝑣𝑣𝐴𝐴𝐶𝐶 1 2
16 6
Boundary conditions / ⎧ 9 −9⎤ ⎫
Author(s) A [W/m²K] B[(s/m)*(W/m²K)] C 0 < 𝑃𝑃𝑃𝑃 < ∞ ⎪ ⎡ ⎪
Motor geometry VDI [55] 0.559 16
𝜔𝜔𝑆𝑆ℎ = 0 ⎢
0.752 + 0.387 ∙ 𝑅𝑅𝑅𝑅 ∙ �1 + � � � ⎥
Chen et Used for PMSM with 𝜔𝜔𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = ⎨ ⎢ 𝑃𝑃𝑃𝑃 ⎥ ⎬
28 0.450.5 0.5 ⎪
al. [80] −1
650𝑚𝑚𝑚𝑚𝑚𝑚 and 𝑅𝑅𝑜𝑜,𝑅𝑅 = 171.5𝑚𝑚𝑚𝑚 ⎣ ⎦ ⎪
⎩ ⎭
Lee et al. Used for PMSM with 𝑔𝑔∙𝛽𝛽𝐴𝐴 ∙(𝜋𝜋∙𝑅𝑅𝑆𝑆ℎ )3 ∙�𝑇𝑇𝑆𝑆ℎ −𝑇𝑇∞,𝐴𝐴 �∙𝑃𝑃𝑃𝑃𝐴𝐴
[81]
0 21 0.67
𝜔𝜔 = 2400 − 8200𝑚𝑚𝑚𝑚𝑚𝑚−1 with: 𝑅𝑅𝑅𝑅 = 𝜈𝜈 𝐴𝐴
From [82] 𝑚𝑚
𝜔𝜔 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 17 𝑠𝑠 or
referring 0 16.50.65 0.65
to [83] 𝜔𝜔𝑚𝑚𝑚𝑚𝑚𝑚 = 12000𝑚𝑚𝑚𝑚𝑚𝑚−1
Yabuki et
8 8 ∙ 1.3 0.5
al. [92]
>TTE-Reg-2020-12-1260.R2 < 7
G. Housing↔Air efficiency of the cooling system is quite important. The

The inside motor housing is cooled by the convection of the air commonly used cooling jacket technology integrated into the
inside the housing. Boutarfa and Harmand [88] described the motor housing can have a very effective cooling design, but the
heat transfer between a rotating and non-rotating disk efficiency of the cooling system can be significantly reduced if
depending on the distance of the two discs. Other authors the contact between the stator and the housing is
disadvantageous. This is one reason why the thermal contact
reduced the calculation of the heat transfer on the dependency
resistance between the stator and motor housing has been
on rotational rotor velocity vA. Various correlations for
widely studied in the past [97–99]. In the following Table 12
calculating the housing heat transfer are summarized in Table
the latest calculation formulas for the TCR are summarized and
10. explained. Simpson et al [99] give a calculation formula for the
TABLE X
HOUSING-AIR HEAT TRANSFER stator-housing TCR of common used electric motor materials
Boundary (aluminum alloy and stamped electrical steel sheets).
conditions/
Author(s)
Motor
Correlation 2) Inner/Outer bearing ring contact to shaft and housing
geometry Another important TCR is the contact from the shaft to the inner
𝐺𝐺 =
𝑑𝑑𝑅𝑅→𝐻𝐻 ��𝐻𝐻→𝐴𝐴
𝑁𝑁𝑁𝑁 bearing ring and from the outer bearing ring to the motor
𝐺𝐺 = 7.46 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.32 𝑅𝑅𝑅𝑅𝑅𝑅 ≤ 1,76 ∙ 105
housing. Especially in high-speed electric traction motors with
Boutarfa �
and 𝜔𝜔𝑅𝑅 = 100
0,01 0.044 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.75 𝑅𝑅𝑅𝑅𝑅𝑅 ≥ 3,52 ∙ 105 higher power losses in the rotor, heat conduction from the rotor
0,02 0.5(1 + 5.47 ∙ 10−4 ∙ 𝑒𝑒 112𝐺𝐺 ) ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.5 𝑅𝑅𝑅𝑅𝑅𝑅 ≤ 1,76 ∙ 105
Harmand −2400𝑚𝑚𝑚𝑚𝑚𝑚−1 ≤ 𝐺𝐺 � 3 12
via the bearings into the housing plays an increasingly
� +25∙𝐺𝐺 7 �
[88] 5
≤ 0,06 0.033(12.57𝑒𝑒 −33.18𝐺𝐺 ) ∙ 𝑅𝑅𝑅𝑅𝑅𝑅 𝑅𝑅𝑅𝑅𝑅𝑅 ≥ 3,52 ∙ 105
−13𝐺𝐺 important role if there is no direct cooling of the rotor
𝐺𝐺 ≥ 0.55 �1 + 0.462𝑒𝑒 � 3 � � ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.5 𝑅𝑅𝑅𝑅𝑅𝑅 ≤ 1,76 ∙ 105
� components. Therefore, the most exact possible modeling of the
0,06
0.0208(1 + 0.298𝑒𝑒 −9,27𝐺𝐺 ) ∙ 𝑅𝑅𝑅𝑅𝑅𝑅0.8 𝑅𝑅𝑅𝑅𝑅𝑅 ≥ 3,52 ∙ 105
Used for heat conduction paths is required here. New research results in
PMSM with 3 𝑇𝑇𝑜𝑜,𝐻𝐻𝐻𝐻 [°𝐶𝐶]
𝜔𝜔𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 = ℎ𝐻𝐻→𝐴𝐴 = 14 ∙ �1 + 0.5 ∙ �𝑣𝑣𝐴𝐴 � ∙ � high-speed spindles showed that neglecting the contact heat
Chen et 25
al. [80] 650𝑚𝑚𝑚𝑚𝑚𝑚−1 resistance can lead to a temperature deviation of T=±10K in the
with: 𝑇𝑇𝑜𝑜,𝐻𝐻𝐻𝐻 is the air temperature of the outside wall of motor
and 𝑅𝑅𝑜𝑜,𝑅𝑅 =
171.5𝑚𝑚𝑚𝑚
housing thermal model [100]. The bearing TCR is also calculated
rotating free
disk (=rotor) 𝑁𝑁𝑁𝑁𝐻𝐻→𝐴𝐴 = 𝐴𝐴 ∙ 𝑅𝑅𝑅𝑅𝑅𝑅𝐵𝐵 with: according to the equations in Table 12.
Howey et
to fixed disk 0.33 − 0.36 𝑅𝑅𝑅𝑅𝑅𝑅 < 1 ∙ 105 0.5 𝑅𝑅𝑅𝑅𝑅𝑅 < 1 ∙ 105 TABLE XI
al. [89] 𝐴𝐴 = � ; 𝐵𝐵 = �
(=housing) 0.0151 𝑅𝑅𝑅𝑅𝑅𝑅 > 2.8 ∙ 105 0.8 𝑅𝑅𝑅𝑅𝑅𝑅 > 2.8 ∙ 105 BEARING HEAT TRANSFER
heat transfer
Used for Boundary
PMSM with: Author(s) conditions/ Correlation
Zhang et 0,59(𝐺𝐺𝐺𝐺∙𝑃𝑃𝑃𝑃𝐴𝐴 )0,25 ∙𝜆𝜆𝐴𝐴 𝑔𝑔(𝑇𝑇𝐴𝐴 −𝑇𝑇𝐻𝐻 )∙𝑅𝑅𝑜𝑜,𝑆𝑆𝑆𝑆 3 Motor geometry
𝜔𝜔 = 2400 − ℎ𝐻𝐻→𝐴𝐴 = with: 𝐺𝐺𝐺𝐺 = 2
al. [91] 𝑅𝑅𝑜𝑜,𝑆𝑆𝑆𝑆 𝑇𝑇𝐴𝐴 ∙𝑣𝑣𝐴𝐴
8200𝑚𝑚𝑚𝑚𝑚𝑚−1 0.5 0,4 𝜆𝜆𝐿𝐿𝐿𝐿
Used for high- ℎ𝐵𝐵𝐵𝐵→𝐿𝐿𝐿𝐿 = 0.33 ∙ 𝑅𝑅𝑅𝑅𝐵𝐵𝐵𝐵 ∙ 𝑃𝑃𝑃𝑃𝐿𝐿𝐿𝐿 ∙
𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 75𝑚𝑚𝑚𝑚 speed train 𝐷𝐷𝐵𝐵𝐵𝐵
ℎ𝐻𝐻→𝐴𝐴 = 𝐴𝐴 + 𝐵𝐵 ∙ 𝑣𝑣𝐴𝐴𝐶𝐶 𝜆𝜆𝐿𝐿𝐿𝐿
Wang et
bearings with: ℎ𝐼𝐼𝐼𝐼𝐼𝐼→𝐿𝐿𝐿𝐿⁄𝑂𝑂𝑂𝑂𝑂𝑂→𝐿𝐿𝐿𝐿 = 0.19 ∙ �𝑅𝑅𝑅𝑅𝑖𝑖2⁄𝑜𝑜 + 𝐺𝐺𝐺𝐺𝑖𝑖⁄𝑜𝑜 � ∙
Boundary conditions / 𝑑𝑑𝐵𝐵𝐵𝐵 = 𝐷𝐷𝑖𝑖,𝐼𝐼𝐼𝐼𝐼𝐼⁄𝑜𝑜,𝑂𝑂𝑂𝑂𝑂𝑂
Author(s) A[W/m²K] B[(s/m)*(W/m²K)] C al. [95] 2
Motor geometry 11.25 𝑚𝑚𝑚𝑚; 2
𝜔𝜔𝐵𝐵𝐵𝐵 ∙𝐷𝐷𝐵𝐵𝐵𝐵 𝜔𝜔𝑖𝑖,𝐼𝐼𝐼𝐼𝐼𝐼⁄𝑜𝑜,𝑂𝑂𝑂𝑂𝑂𝑂 ∙𝐷𝐷𝑖𝑖,𝐼𝐼𝐼𝐼𝐼𝐼 ⁄𝑜𝑜,𝑂𝑂𝑂𝑂𝑂𝑂
with: 𝑅𝑅𝑅𝑅𝐵𝐵𝐵𝐵 = ; 𝑅𝑅𝑅𝑅 𝑖𝑖 ⁄𝑜𝑜 = ;
Lee et al. Used for PMSM with 𝑑𝑑𝑂𝑂𝑂𝑂𝑂𝑂 = 125𝑚𝑚𝑚𝑚; 𝜈𝜈𝐿𝐿𝐿𝐿 𝜈𝜈𝐿𝐿𝐿𝐿
0 21 0.67 𝛽𝛽𝐿𝐿𝐿𝐿 ∙𝑔𝑔∙�𝑇𝑇𝐼𝐼𝐼𝐼𝐼𝐼⁄𝑂𝑂𝑂𝑂𝑂𝑂 −𝑇𝑇𝐿𝐿𝐿𝐿,∞ �∙𝐷𝐷𝑖𝑖,𝐼𝐼𝐼𝐼𝐼𝐼⁄𝑜𝑜,𝑂𝑂𝑂𝑂𝑂𝑂
[81] 𝜔𝜔 = 2400 − 8200𝑚𝑚𝑚𝑚𝑚𝑚−1 𝑑𝑑𝐼𝐼𝐼𝐼𝐼𝐼 = 80𝑚𝑚𝑚𝑚 𝐺𝐺𝐺𝐺𝑖𝑖⁄𝑜𝑜 = 𝜈𝜈𝐿𝐿𝐿𝐿
From
[82] 𝜔𝜔 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 17 𝑠𝑠 or
𝑚𝑚 𝜆𝜆𝐵𝐵
15 16.750.65 0.65 𝐷𝐷𝐵𝐵𝐵𝐵 [𝑚𝑚] ∙ 4
referring 𝜔𝜔𝑚𝑚𝑚𝑚𝑚𝑚 = 12000𝑚𝑚𝑚𝑚𝑚𝑚−1 ⎧𝑘𝑘𝐵𝐵 ∙ 𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵
to [83] ⎪ �𝐷𝐷𝑜𝑜,𝑂𝑂𝑂𝑂𝑂𝑂 [𝑚𝑚]2 − 𝐷𝐷𝑖𝑖,𝐼𝐼𝐼𝐼𝐼𝐼 [𝑚𝑚]2 � ∙ 𝜋𝜋
Used for totally enclosed = 𝐷𝐷𝑖𝑖,𝑂𝑂𝑂𝑂𝑂𝑂 [𝑚𝑚]
Schubert ⎨ 𝑘𝑘𝐵𝐵 ∙ ln � �
from [76]
20 8.7 0.7 Fan cooled motor with
⎪ 𝐷𝐷𝑜𝑜,𝐼𝐼𝐼𝐼𝐼𝐼 [𝑚𝑚]
𝑅𝑅𝑜𝑜,𝑅𝑅 ≤ 150𝑚𝑚𝑚𝑚 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵
Weider- 𝑑𝑑𝐵𝐵𝐵𝐵 = 3 − ⎩ 2 ∙ 𝜋𝜋 ∙ 𝑤𝑤𝐵𝐵 [𝑚𝑚]
𝑊𝑊
mann 50 𝑚𝑚𝑚𝑚; 𝜔𝜔 ∙ with: Π𝐵𝐵 � � = 𝑛𝑛𝐵𝐵𝐵𝐵 ∙
𝑚𝑚 𝐾𝐾
H. Heat transfer through bearings [96] 𝐷𝐷𝑎𝑎𝑎𝑎.𝐵𝐵 ≤ 103
𝑠𝑠 1 𝑚𝑚
� �14 + 2 ∙ ln �𝑣𝑣𝐵𝐵𝐵𝐵 � �� − 2 ∙ ln(𝐷𝐷𝐵𝐵𝐵𝐵 [𝑚𝑚𝑚𝑚]) ∙
2400 𝑠𝑠
The heat transfer in the bearings is depending on the bearing
𝐷𝐷𝐵𝐵𝐵𝐵 [𝑚𝑚𝑚𝑚]2 �;
behavior while rotating. For approximating the heat transfer in
𝑚𝑚 �𝐷𝐷𝑖𝑖,𝐵𝐵 [𝑚𝑚𝑚𝑚] + 𝐷𝐷𝐵𝐵𝐵𝐵 [𝑚𝑚𝑚𝑚]� ∙ 𝑛𝑛[𝑚𝑚𝑚𝑚𝑚𝑚−1 ]
the bearings different empirical methods can be found in 𝑣𝑣𝐵𝐵𝐵𝐵 � � =
𝑠𝑠 19099
literature (Table 11). For calculating the bearing losses bearing 46 < 𝐷𝐷𝑎𝑎𝑎𝑎.𝐵𝐵 < 𝑅𝑅𝐵𝐵
77.5𝑚𝑚𝑚𝑚; 𝜔𝜔 ∙ 𝐾𝐾 1 𝑠𝑠
From [83] 0.45 𝑊𝑊 ∙ �0.12 − 1 𝑚𝑚 ∙ 𝐷𝐷𝑎𝑎𝑎𝑎.𝐵𝐵 � �33 − 1 𝑚𝑚 ∙ 𝜔𝜔𝑅𝑅 ∙ 𝐷𝐷𝑎𝑎𝑎𝑎.𝐵𝐵 �
manufacturer give detailed information [93, 94]. 𝑚𝑚
𝐷𝐷𝑎𝑎𝑎𝑎.𝐵𝐵 ≤ 14.5 𝑠𝑠 =
4
𝑁𝑁𝑁𝑁𝐵𝐵𝐵𝐵 =
3.5 < 𝑅𝑅𝑅𝑅𝐵𝐵𝐵𝐵 <
I. Thermal contact resistance 76000; 0.7 < 1 2
𝜇𝜇𝐿𝐿𝐿𝐿 4
1
2 3 0.4
From [66] 𝑃𝑃𝑃𝑃𝐿𝐿𝐿𝐿 < 380; 1 < 2 + �0.4 ∙ 𝑅𝑅𝑅𝑅𝐵𝐵𝐵𝐵 + 0.06 ∙ 𝑅𝑅𝑅𝑅𝐵𝐵𝐵𝐵 � ∙ 𝑃𝑃𝑃𝑃𝐿𝐿𝐿𝐿 ∙� �
The contact between two different solid surfaces in technical μLu
𝜇𝜇𝐿𝐿𝐿𝐿,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤
< 3.2 2
𝜔𝜔𝐵𝐵𝐵𝐵 ∙𝐷𝐷𝐵𝐵𝐵𝐵
μ
Lu,wall with: 𝑅𝑅𝑅𝑅𝐵𝐵𝐵𝐵 =
applications is never perfect. The real surface contact depends 𝜈𝜈𝐿𝐿𝐿𝐿
on the contact pressure, the surface conditions (surface

roughness, surface waviness), the interface material or fluid
(f.e. air) and surface contaminations. Therefore, the real heat
transfer between two surfaces is usually significantly lower in
use than in theoretical models. This section presents calculation
models for real contact heat transfer.
1) Stator-housing
The thermal contact resistance (TCR) of the stator-housing
interface cannot be neglected, especially when a housing
cooling jacket is used. With increasing power density the
>TTE-Reg-2020-12-1260.R2 < 8
TABLE XII pressure drop losses, nanofluid-based cooling systems and

HEAT TRANSFER IN THERMAL CONTACT SURFACES
increasing the heat transfer on the convection surfaces [105–
Boundary
Author(s) conditions/ Correlation 107].
Motor geometry
Shen et al.
𝑅𝑅𝑇𝑇𝑇𝑇𝑇𝑇 =
2 ∙ ℎ𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅ℎ𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑜𝑜𝑜𝑜 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 B. Rotor shaft cooling
from [101] (0.152 ∙ 𝜆𝜆𝑀𝑀1 + 0.152 ∙ 𝜆𝜆𝑀𝑀2 + 0.696 ∙ 𝜆𝜆𝐴𝐴 ) ∙ 𝐴𝐴𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐
⎧ 1.54 ∙ � 𝑃𝑃𝐶𝐶 �
0.94
The rotor shaft cooling (Fig. 1d, f & j) is approximated as an
0 < 𝜀𝜀𝐶𝐶∗ < 5
⎪ 𝐻𝐻𝑒𝑒𝑒𝑒 axially flooded rotating hollow cylinder. For the case of a non-
⎪ 𝑏𝑏2
ℎ𝑇𝑇𝑇𝑇𝑇𝑇 𝜎𝜎 𝑃𝑃
∙ = 1.245 ∙ 𝑏𝑏1 ∙ � 𝐶𝐶 �
𝜆𝜆̅ 𝑚𝑚 ⎨
5 < 𝜀𝜀𝐶𝐶∗ < 100 rotating shaft, for example in simulating a drive cycle with
𝐻𝐻𝑒𝑒𝑒𝑒
⎪ 0.95 motor still standing phases, the formulas for round cooling
Sridhar and ⎪ 1.25 ∙ � 𝑃𝑃𝐶𝐶 � 400 < 𝜀𝜀𝐶𝐶∗ < ∞
Yovanovich; ⎩ 𝐻𝐻𝑒𝑒𝑒𝑒 jacket channels can be used. The heat transfer in a rotating shaft
1300 < 𝐻𝐻𝐵𝐵 𝑚𝑚∙𝐸𝐸
Lambert and
< 7600 𝑀𝑀𝑀𝑀𝑀𝑀
with: 𝜀𝜀𝐶𝐶∗ = 1.67 ∙ �
𝑆𝑆𝑓𝑓
�; is dominated by the fluid behavior in axial and radial direction,
Fletcher 1
from [102] 2∙𝜆𝜆 ∙𝜆𝜆 𝑃𝑃 0.9272∙𝑃𝑃𝐶𝐶
1+0.0071∙𝑐𝑐2 the geometry of the shaft and respectively the fluid properties
𝜆𝜆̅ = 𝜆𝜆 𝑀𝑀1+𝜆𝜆 𝑀𝑀2; 𝐻𝐻 𝐶𝐶 = � � ;
𝑀𝑀1 𝑀𝑀2 𝑒𝑒𝑒𝑒 𝑐𝑐1 ∙�
𝑚𝑚
𝑐𝑐
1.43∙𝜎𝜎∙10−6 2
� [108–110]:
𝑐𝑐1 𝐵𝐵
= �4 − 5.77 ∙ �3178
𝐻𝐻 𝐵𝐵
� + 4 ∙ �3178 𝐵𝐵
� − 0.61 ∙ �3178
𝐻𝐻
� �;
2 𝐻𝐻 3
𝑙𝑙𝑆𝑆ℎ
3178
𝑁𝑁𝑁𝑁 = 𝑓𝑓 �𝑅𝑅𝑅𝑅𝑟𝑟 , 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 , , Pr𝑓𝑓𝑓𝑓 � (21)
𝐷𝐷𝑖𝑖,𝑆𝑆ℎ
𝐻𝐻
𝑐𝑐2 = −0.37 + 0.442 ∙ � 𝐶𝐶𝐵𝐵 �; σ = effective RMS roughness, m
1
= effective absolute mean asperity slope,
� 0 𝑃𝑃 Other authors use the ratio of radial to axial flow behavior, in
1 < 𝑃𝑃𝐶𝐶 𝜆𝜆̅ 𝑃𝑃𝐶𝐶 𝑃𝑃
Ustinov et < 230 𝑀𝑀𝑀𝑀𝑀𝑀

ℎ𝑇𝑇𝑇𝑇𝑇𝑇 = 8 ∙ 10−3 ∙ ∙ � ∙ 𝑈𝑈�
𝜎𝜎� 𝐻𝐻𝐵𝐵
each case described by the associated Reynolds numbers [111,
𝑅𝑅
al. [103, 2 < 𝑅𝑅𝑍𝑍 < 40 µ𝑚𝑚 𝜆𝜆𝑀𝑀1 +𝜆𝜆𝑀𝑀2
𝑅𝑅𝑍𝑍,1 + 𝑍𝑍,2 𝑅𝑅𝑍𝑍,2 ≪ 𝑅𝑅𝑍𝑍,1 112]:
80 < 𝐻𝐻𝐵𝐵 with: 𝜆𝜆̅ = ; 𝜎𝜎� = � 2
; 2
𝜔𝜔𝑆𝑆ℎ ∙ 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ
104] 2 𝑅𝑅𝑍𝑍,1 +𝑅𝑅𝑍𝑍,2
𝑅𝑅𝑍𝑍,2 ≅ 𝑅𝑅𝑍𝑍,1
< 400 𝑀𝑀𝑀𝑀𝑀𝑀 2
0.0021∙𝐻𝐻𝐵𝐵 [𝑀𝑀𝑀𝑀𝑀𝑀]
𝑃𝑃0 = 1𝑀𝑀𝑀𝑀𝑀𝑀; 𝑈𝑈 = 𝑓𝑓(𝐻𝐻𝐵𝐵 ) = 0.5325 ∙ 𝑒𝑒
𝑅𝑅𝑅𝑅𝑟𝑟 𝜈𝜈𝑓𝑓𝑓𝑓 𝜔𝜔𝑆𝑆ℎ ∙ 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ
contact surface
𝑁𝑁 = = = (22)
between
aluminum alloy 𝑊𝑊 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 𝑣𝑣𝑓𝑓𝑓𝑓,𝑎𝑎𝑎𝑎 ∙ 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ 𝑣𝑣𝑓𝑓𝑓𝑓,𝑎𝑎𝑎𝑎
ℎ𝑇𝑇𝑇𝑇𝑇𝑇,𝑆𝑆𝑆𝑆→𝐻𝐻 �
�=
Simpson et
al. [99]
and stamped 𝑚𝑚2 ∙ 𝐾𝐾 𝜈𝜈𝑓𝑓𝑓𝑓
electrical steel 3.5296 ∙ 10 ∙ (𝑃𝑃𝐶𝐶 [𝑀𝑀𝑀𝑀𝑀𝑀])0.4737 + 3.3194 ∙ 102
2
sheets Based on literature for rotating hollow cylinders and high-speed

𝑃𝑃𝐶𝐶 ≤ 20 𝑀𝑀𝑀𝑀𝑀𝑀
rotating shafts different heat transfer (Table 13) and pressure
drop (Table 14) calculation models can be found in literature.
IV. TECHNICAL REVIEW OF COOLING TECHNOLOGIES Latest research on oil cooled shafts of traction motors showed
The following subsections review heat-transfer models and that the destabilizing effect of the high rotational speed
further specific parameters of different cooling concepts with increases the heat transfer and therefore the rotor shaft cooling
the focus to find an analytical or numerical description for easy is a quite effective cooling method for traction motors [108,
implementation in a simplified LPTN model. 109].
A. Cooling jackets C. Direct cooled rotor with axially parallel rotating ducts
Most common cooling jackets (CJ) use round, elliptical or The direct rotor cooling can be archived by air-cooled rotor
rectangular channel geometries (Fig. 1a, b & c). Correlations ducts or different designs of axially parallel cooling ducts or
for calculating the heat transfer in channels in cooling jackets cooling channels (Fig. 1e, f, k, l & o). The effect of air-cooled
are widely studied and can be found in literature [3, 64, 71] The rotor ducts is widely studied [113–116]. According to current
pressure drop can be calculated by well-established literature knowledge, the research investigations on direct cooled axially
formulas, too [55].The latest motor housing and cooling jacket parallel rotor ducts with liquids are less extensive [4, 16].
research focuses on reducing the thermal, contact resistance,
new material with improved thermal performance and
optimized channel geometries and design for reducing the
TABLE XIII
HEAT TRANSFER CORRELATIONS FOR AXIALLY FLOODED ROTOR SHAFTS
Author(s) Boundary conditions Correlations
1 1
��
𝑁𝑁𝑁𝑁 𝐷𝐷 1
3
Alekseev et al. [112] laminar
��
= (1 + 0.25 ∙ 𝑁𝑁)0.33 ; 𝑁𝑁𝑁𝑁0 = 1.39 ∙ � 𝐿𝐿𝑖𝑖,𝑆𝑆ℎ � ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
3
∙ 𝑃𝑃𝑃𝑃 3
𝑁𝑁𝑁𝑁 0 𝑆𝑆ℎ
1.87 ∙ 104 < 𝑅𝑅𝑅𝑅𝑟𝑟 < 7.5 ∙ 104 ; 200 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 2000; 7 < 𝑁𝑁 < 500; ��
𝑁𝑁𝑁𝑁 𝜔𝜔𝑆𝑆ℎ ∙ 𝑅𝑅𝑖𝑖,𝑆𝑆ℎ 0.18
𝐷𝐷𝑖𝑖,𝑆𝑆ℎ = 0.0317 𝑚𝑚 = 1.75 ∙ 𝑁𝑁 0.33 ∙ � �
𝐿𝐿𝑆𝑆ℎ ��0
𝑁𝑁𝑁𝑁 𝑔𝑔
Borisenko et al. [112] = 20,2; 0𝑠𝑠 −1 < 𝜔𝜔𝑆𝑆ℎ < 104.7𝑠𝑠 −1 ;
𝐷𝐷𝑖𝑖,𝑆𝑆ℎ
0.1 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 0.25
5 ∙ 105 < 𝐺𝐺𝐺𝐺 < 5 ∙ 107 �� 0.33
𝑁𝑁𝑁𝑁0,𝑓𝑓 = 0,15 ∙ 𝑅𝑅𝑒𝑒𝑎𝑎𝑎𝑎 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.33 ∙ �𝐺𝐺𝐺𝐺 ∙ Pr𝑓𝑓𝑓𝑓 � ∙ � � ∙ 𝜀𝜀𝑙𝑙
𝜀𝜀𝑙𝑙 =correction factor; for ��
𝑁𝑁𝑁𝑁0,𝑓𝑓 (here 𝜀𝜀𝑙𝑙 = 1 is assumed) 𝑃𝑃𝑃𝑃𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤
Bousbai et al. [111] 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 = 5500; 0 < 𝑁𝑁 < 14; Pr = 7; fluid: water 𝑁𝑁𝑁𝑁 = 38.5 ∙ 𝑁𝑁 0.25
Gai et al. [108] 0 < 𝑅𝑅𝑅𝑅𝑟𝑟 < 16890; 3521 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 10563; Pr = 7; fluid: water 𝑁𝑁𝑁𝑁 = 7.438 ∙ 10−3 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
0.09683
∙ 𝑃𝑃𝑃𝑃 0.4 + 9.183 ∙ 10−5 ∙ 𝑅𝑅𝑅𝑅𝑟𝑟1,358 ∙ 𝑃𝑃𝑃𝑃 0.4
1.69 ∙ 106 < 𝑅𝑅𝑅𝑅𝑟𝑟 ∙ 𝑃𝑃𝑃𝑃 −0.641
1
Gai et al. [109] < 2.54 ∙ 107 ; 30 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 80; 145 < 𝑃𝑃𝑃𝑃 < 712; fluid: Shell Tellus 𝑁𝑁𝑁𝑁 = 3.811 ∙ 10−3 ∙ � �
S2 M22 𝑅𝑅𝑅𝑅𝑟𝑟 ∙ 𝑃𝑃𝑃𝑃
1 1
𝐿𝐿𝑆𝑆ℎ
> 100; turbulent 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ 3 1 + 0.25 ∙ 𝑁𝑁 + 3
Gertsenshtein et al. [112] 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ �� = 1.39 ∙ �𝑃𝑃𝑃𝑃 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙
𝑁𝑁𝑁𝑁 � ∙ �(0.005 0.75 �
𝐿𝐿𝑆𝑆ℎ ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 − 0.0002 ∙ 𝑅𝑅𝑅𝑅𝑟𝑟 ∙ 𝑁𝑁 − 1)
𝑁𝑁𝑁𝑁 −4 1.272 0.33
Reich et al. [112] 500 < 𝑅𝑅𝑅𝑅𝑟𝑟 < 4000; 200 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 2000; 0.25 < 𝑁𝑁 < 20 = (1 + 6.05 ∙ 10 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙ 𝑁𝑁) ; 𝑁𝑁𝑁𝑁0 = 4.36
𝑁𝑁𝑁𝑁0
1.6 ∙ 103 < 𝑅𝑅𝑅𝑅𝑟𝑟 < 2.77 ∙ 105 𝑁𝑁𝑁𝑁1
; 0 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 104 ; 𝑃𝑃𝑃𝑃 = 0.71; 0.9285
Seghir-Ouali et al. [110] 𝑅𝑅𝑅𝑅𝑟𝑟 > 2.77 ∙ 105 𝑁𝑁𝑁𝑁2 𝑁𝑁𝑁𝑁1 = 0.01963 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 + 8,5101 ∙ 10−6 ∙ 𝑅𝑅𝑅𝑅𝑟𝑟1.4513 ; 𝑁𝑁𝑁𝑁2 = 2.85 ∙ 10−4 ∙ 𝑅𝑅𝑅𝑅𝑟𝑟1.19
fluid = air
4.36 𝑄𝑄̇ = 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐.
VDI [55] 𝑁𝑁 > 20; fully laminar boundary layer 𝑁𝑁𝑁𝑁 = �
3.657 𝑇𝑇𝑤𝑤 = 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐.
>TTE-Reg-2020-12-1260.R2 < 9
TABLE XIV
FRICTION COEFFICIENT CORRELATIONS FOR AXIALLY FLOODED ROTOR SHAFTS
Author(s) Boundary conditions Correlations
𝐿𝐿𝑆𝑆ℎ 𝑚𝑚 𝑚𝑚
300 < 𝑅𝑅𝑅𝑅𝑟𝑟 < 2300; 2.5 < 𝑁𝑁 < 17.5; 𝐷𝐷 = 68; 0 < 𝜔𝜔𝑆𝑆ℎ ∙ 𝑅𝑅𝑖𝑖,𝑆𝑆ℎ < 5,23 𝑠𝑠 ; 𝐶𝐶𝑓𝑓 64
Borisenko et al. and Alekseev et 𝑖𝑖,𝑆𝑆ℎ 𝑠𝑠 𝐶𝐶�𝑓𝑓 = 0.65 ∙ 𝑁𝑁 0.54 or 𝐶𝐶�𝑓𝑓 = 1 + 0.25 ∙ 𝑁𝑁 with: 𝐶𝐶�𝑓𝑓 = 𝐶𝐶 and 𝐶𝐶𝑓𝑓,0 = 𝑅𝑅𝑅𝑅
al. [112] 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ = 0,0254 𝑚𝑚𝑚𝑚; fluid: oil; 𝑓𝑓,0 𝑎𝑎𝑎𝑎
𝐿𝐿𝑆𝑆ℎ 𝐶𝐶�𝑓𝑓 = 200 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎

−0.75 [1
∙ + 0.25 ∙ 𝑁𝑁 + (0.005 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎0.75 − 0.0002 ∙ 𝑅𝑅𝑅𝑅𝑟𝑟 ∙ 𝑁𝑁 − 1)]
Gertsenshtein et al. [112] ≥ 100; turbulent flow 𝐶𝐶𝑓𝑓
𝐷𝐷𝑖𝑖,𝑆𝑆ℎ with: 𝐶𝐶�𝑓𝑓 = −0.25
and 𝐶𝐶𝑓𝑓,0 = 0.316 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 𝐶𝐶𝑓𝑓,0
1 𝑁𝑁 < 0.35 𝐶𝐶𝑓𝑓
0 < 𝑁𝑁 < 1.2; 𝐷𝐷
𝐿𝐿𝑆𝑆ℎ
≥ 100; turbulent flow 𝐶𝐶�𝑓𝑓 = �0.579 ∙ 𝑁𝑁 −0.52
0.35 ≤ 𝑁𝑁 ≤ 0.8 with: 𝐶𝐶�𝑓𝑓 = 𝐶𝐶 and 𝐶𝐶𝑓𝑓,0 = 0.316 ∙
Murakami and Kikuyama [112] 𝑓𝑓,0
𝑖𝑖,𝑆𝑆ℎ 0.47 ∙ 𝑁𝑁 −1.420.8 ≤ 𝑁𝑁 ≤ 1.2
−0.25
𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
1 𝑁𝑁 < 0.125
𝐶𝐶𝑓𝑓
𝐿𝐿
0 < 𝑁𝑁 < 1.2; 𝐷𝐷 𝑆𝑆ℎ ≥ 100; turbulent flow 𝐶𝐶�𝑓𝑓 = � 0.89 ∙ (2𝑁𝑁)−0.086 0.125 ≤ 𝑁𝑁 ≤ 0.475 with: 𝐶𝐶�𝑓𝑓 = 𝐶𝐶 and 𝐶𝐶𝑓𝑓,0 =
Shchukin [112] −0.535 𝑓𝑓,0
𝑖𝑖,𝑆𝑆ℎ 0.865 ∙ (2𝑁𝑁) 0.8 ≤ 𝑁𝑁 ≤ 1.2
−0.25
0.316 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
𝐿𝐿
600 < 𝑅𝑅𝑅𝑅𝑟𝑟 < 2000; 600 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 1000; 0.6 < 𝑁𝑁 < 3.3; 200 < 𝐷𝐷 𝑆𝑆ℎ < 388; 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ =
31 𝐶𝐶𝑓𝑓 64
𝐶𝐶�𝑓𝑓 = 64 ∙ 𝑅𝑅𝑅𝑅𝑟𝑟0.16 with: 𝐶𝐶�𝑓𝑓 = 𝐶𝐶 and 𝐶𝐶𝑓𝑓,0 = 𝑅𝑅𝑅𝑅
𝑖𝑖,𝑆𝑆ℎ
Yamada and Imao [112] 5 − 20𝑚𝑚𝑚𝑚; fluid: water 𝑓𝑓,0 𝑎𝑎𝑎𝑎
TABLE XV
The rotation of the duct forces centrifugal forces onto the fluid. HEAT TRANSFER IN ROTATING DUCTS AROUND PARALLEL AXIS
For describing this effect some authors use the dimensionless
Boundary conditions
Rossby number [113, 117, 118]: Author(s)
/Geometry
Correlation
𝜔𝜔𝑅𝑅 ∙ 𝐷𝐷ℎ,𝑅𝑅ℎ 0,7

𝑅𝑅𝑅𝑅 = (23) Colburn 𝑅𝑅𝑅𝑅𝑟𝑟 = 0; 2 < 𝐷𝐷 𝐶𝐶 < 20
𝑙𝑙 ��∞ ∙ �1 + � 𝑙𝑙𝑅𝑅ℎ � � with:
�� = 𝑁𝑁𝑁𝑁
𝑁𝑁𝑁𝑁
𝑣𝑣𝑓𝑓𝑓𝑓,𝑎𝑎𝑎𝑎
𝐷𝐷𝑅𝑅ℎ
from [113] 𝑅𝑅ℎ
��
𝑁𝑁𝑁𝑁∞ = 0.023 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.5 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
0.8
5000 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 20000;

The Reynolds number Rayleigh number gets adopted for Humphreys et
280 < 𝜔𝜔𝑅𝑅 < 2200𝑚𝑚𝑚𝑚𝑚𝑚−1 ; �� = 0.19 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
𝑁𝑁𝑁𝑁 0.56
∙ 𝑅𝑅𝑅𝑅𝑟𝑟0.1 with:
al. �� 0.79
rotation, too [118]: 𝑙𝑙𝑅𝑅ℎ 𝑑𝑑
= 19.3; 𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 = 25.19 𝑁𝑁𝑁𝑁0 = 0.031 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
from [117] 𝐷𝐷 𝐷𝐷
𝑅𝑅ℎ 𝐶𝐶
3
𝜔𝜔𝑅𝑅2 ∙ 𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 ∙ 𝐷𝐷ℎ,𝑅𝑅ℎ ∙ 𝛽𝛽𝑓𝑓𝑓𝑓 ∙ (𝑇𝑇𝑓𝑓𝑓𝑓 − 𝑇𝑇𝑓𝑓𝑓𝑓,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 ) 5000 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 20000;
𝑅𝑅𝑅𝑅 = (24) Morris or 0 < 𝜔𝜔𝑅𝑅 < 1000𝑚𝑚𝑚𝑚𝑚𝑚−1 ; 𝑚𝑚
2 ∙ 𝜆𝜆𝑓𝑓𝑓𝑓 ∙ 𝑣𝑣𝑓𝑓𝑓𝑓 Shevchuk und 𝑙𝑙𝑅𝑅ℎ
𝐷𝐷
𝑅𝑅ℎ
𝑙𝑙
= 36.65; 𝐷𝐷𝑅𝑅ℎ = 69.03;
𝑅𝑅ℎ
�� = 0.015 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
𝑁𝑁𝑁𝑁 0.78 𝑅𝑅𝑅𝑅
∙ � 8𝑟𝑟 � with:
Khalatov 𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑚𝑚 = 0.25 or 𝑚𝑚 = 0.2
2
𝜔𝜔𝑅𝑅 ∙ 𝐷𝐷ℎ,𝑅𝑅ℎ from [117] 𝐷𝐷𝐶𝐶
= 25.19; 𝐷𝐷𝐶𝐶
=
𝑅𝑅𝑅𝑅𝑟𝑟 = (25) 48.03
𝜈𝜈𝑓𝑓𝑙𝑙 3000 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 25000; 0 <
𝑙𝑙
��
𝑁𝑁𝑁𝑁
��0
𝑁𝑁𝑁𝑁
= 1 + 0.046 ∙ �
𝑅𝑅𝑅𝑅∙𝑑𝑑𝑅𝑅ℎ→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 1,24
𝐷𝐷𝑅𝑅ℎ
� with:
Baudoin 𝜔𝜔𝑅𝑅 < 30000𝑚𝑚𝑚𝑚𝑚𝑚−1 ; 𝐷𝐷𝑅𝑅ℎ =
The heat transfer correlations for axially flowed channels from [113, 117] 𝑅𝑅ℎ 𝐷𝐷𝑅𝑅ℎ 0.7
𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 ��0 = 0.023 ∙
𝑁𝑁𝑁𝑁 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.5 ∙ 0.8
𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙ �1 + � � �
11.6; =3 𝑙𝑙𝑅𝑅ℎ
𝐷𝐷𝐶𝐶
rotating around a parallel axis can be found in Table 15, the 𝑅𝑅𝑅𝑅 ≤ 0,07;
𝑅𝑅𝑅𝑅∙𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴
< 1,6;
𝐷𝐷𝐶𝐶 𝑁𝑁𝑁𝑁
associated friction coefficient calculations formulas in Table 3000 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 25000; 0 < 0.8
2 ∙ 𝑑𝑑𝑅𝑅ℎ→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴
Borisenko et al. 𝑚𝑚 = 0.018 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙ �1 − �
16. from [117]
𝜔𝜔 ∙ 𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 < 30 ; 0 <
𝑠𝑠
𝑙𝑙𝑅𝑅ℎ
𝑑𝑑 𝑅𝑅𝑅𝑅 ∙ 𝑑𝑑𝑅𝑅ℎ→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴
𝜔𝜔𝑅𝑅 < 1100𝑚𝑚𝑚𝑚𝑚𝑚−1 ; 𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 = ∙ �1 + 0.6 ∙ �
D. Jet impingement on rotating disks and non-rotating
𝐷𝐷𝐶𝐶
𝐷𝐷𝑅𝑅ℎ
23.3
disks/walls Woods und
4 ∙ 103 < 𝑅𝑅𝑒𝑒𝑎𝑎𝑎𝑎 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 ∙ 𝑅𝑅𝑅𝑅 <
108 ; 3 ∙ 10−3 < 𝑅𝑅𝑒𝑒𝑎𝑎 < 𝑁𝑁𝑁𝑁 0.173
Morris 104 ; 0,7 < 𝑃𝑃𝑃𝑃 < 104 ; = 0.262 ∙ �𝑅𝑅𝑅𝑅 ∙ 𝑅𝑅𝑒𝑒𝑎𝑎𝑎𝑎 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 �
The possibilities of cooling electric traction motor components from [113] 𝑙𝑙𝑅𝑅ℎ 𝑑𝑑
𝑁𝑁𝑢𝑢𝑜𝑜
> 64; 𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 = 48
using oil jets have been investigated more intensively in the 𝐷𝐷 𝑅𝑅ℎ 𝐷𝐷 𝐶𝐶
��
𝑁𝑁𝑁𝑁
recent past [33, 123, 124]. The heat transfer of jet impingement 0.88 0.023
0.0071 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 𝐽𝐽 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟
Stephenson =�
𝐽𝐽 > 4000 0.56 0.11
0.19 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 𝐽𝐽 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟
depends on the fluid jet and the geometric arrangement in the from [119] 2
𝜔𝜔𝑅𝑅 ∙𝐷𝐷ℎ,𝑅𝑅ℎ
with: 𝐽𝐽 =
motor (Fig. 1h, i & l).The heat transfer behavior for jet 𝜈𝜈𝑓𝑓𝑓𝑓
1
𝑅𝑅𝑎𝑎 0.75
impingement on a rotating disc can be described by [125–128]: Sakamoto und
𝑁𝑁𝑢𝑢𝑅𝑅
= �1 + 0,03 � 𝐺𝐺𝑧𝑧 −1 �� with:
3
0 < 𝑅𝑅𝑅𝑅 < 2 ∙ 107 ; 162 < 𝑁𝑁𝑢𝑢𝑜𝑜
𝑁𝑁𝑁𝑁𝐽𝐽𝐽𝐽,𝑟𝑟𝑟𝑟𝑟𝑟 = 𝑓𝑓�𝑅𝑅𝑅𝑅𝑟𝑟 , 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 , 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 , 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺� (26) Fukui

from [119]
𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 2700 𝐺𝐺𝐺𝐺 = 4∙𝑅𝑅𝑒𝑒
𝜋𝜋∙𝐷𝐷ℎ,𝑅𝑅ℎ
𝑥𝑥𝑥𝑥 ∙𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 ∙𝑙𝑙𝑅𝑅ℎ
0.8
; 𝑁𝑁𝑢𝑢0 = 0.023 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙
𝑣𝑣𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ∙ 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.4

𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 = (27) fluid = air
𝜈𝜈𝑓𝑓𝑓𝑓 5000 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 20000;
𝑙𝑙
15 < 𝐽𝐽 < 150; �𝐷𝐷 𝐶𝐶 � = 0.78
∙ 𝑅𝑅𝑅𝑅𝑟𝑟0.25
𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 Morris/ 𝑅𝑅ℎ 1 �� = �0.016 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
𝑁𝑁𝑁𝑁
𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺 1
𝑅𝑅𝑅𝑅𝑟𝑟 =
0.78
Morris und
34.65; �𝐷𝐷 � = 69.03;
𝑙𝑙𝐶𝐶 0.013 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙ 𝑅𝑅𝑅𝑅𝑟𝑟0.25 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺 2
(28)
𝜈𝜈𝑓𝑓𝑓𝑓
2
Woods 𝑅𝑅ℎ 2 𝜔𝜔𝑅𝑅 ∙𝐷𝐷ℎ,𝑅𝑅ℎ
from [120, 121] 𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 with: 𝐽𝐽 = 8∙𝜈𝜈𝑓𝑓𝑓𝑓
� � = 24;
𝐷𝐷𝐶𝐶 1
The heat transfer behavior for jet impingement on a non- �
𝑑𝑑𝐶𝐶→𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴
� = 48
𝐷𝐷𝐶𝐶
rotating disc is described by [123, 124, 128, 129]: 2
𝑁𝑁𝑁𝑁 0.0144 1
= 1.428 ∙ �1 + � ∙ 𝑋𝑋 30 with:
𝑁𝑁𝑁𝑁𝐽𝐽𝐽𝐽,𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟 = 𝑓𝑓�𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 , 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 , 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺�
1
Nakayama 𝑁𝑁𝑁𝑁0
(29) from [119]
useable for liquids
𝑅𝑅𝑅𝑅𝑡𝑡2.308
𝑋𝑋 6
𝑋𝑋 = 3.231 ∙𝑃𝑃𝑃𝑃 0.923

0.8
; 𝑁𝑁𝑁𝑁0 = 0.023 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.4
The heat transfer in jet impingement on a rotating disc can be 𝑡𝑡𝐸𝐸𝐸𝐸
𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
𝑁𝑁𝑁𝑁
Mahadevappa elliptical pipe ; 0,1 < < =
seen in Table 17 and jet impingement on non-rotating surfaces 𝑤𝑤𝐸𝐸𝐸𝐸 𝑁𝑁𝑁𝑁0
et al. from 1; 0,7 < 𝑃𝑃𝑃𝑃 < 6 ; 103 < 𝑡𝑡𝐸𝐸𝐸𝐸 −0.108 0.175
can be seen in Table 18. [122] 𝑅𝑅𝑅𝑅 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎 < 106 0.27 ∙ �
𝑤𝑤𝐸𝐸𝐸𝐸
� ∙ �𝑅𝑅𝑅𝑅 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 �
E. Spray nozzle liquid cooling of spray cooling with LPTN only single-phase heat transfer is
Recent research for increasing the power density and cooling reviewed here. The Weber number describes the inertial forces
performance of electric traction motors has investigated the in relation to the surface forces of a fluid and it can be used as
potentials of spray cooling concepts (Fig. 1g & j) [107, 124, a measure for the atomization of fluids [132]:
2
130, 131]. The heat transfer by spray nozzle cooling is more 𝑉𝑉�
𝜌𝜌𝑓𝑓𝑓𝑓 ∙ � � ∙ 𝑑𝑑32
complex [132] than other cooling concepts and CFD-based 𝐴𝐴 (30)
𝑊𝑊𝑒𝑒𝑑𝑑32 =
simulation are very time-consuming [133]. For the calculation 𝜎𝜎𝑓𝑓𝑓𝑓
>TTE-Reg-2020-12-1260.R2 < 10
For radial spray cooling the Weber number is adapted by G. Direct winding cooling techniques
Rezayat et al [134]: Two more intensively researched cooling techniques are the
2
𝜌𝜌𝐴𝐴𝐴𝐴𝐴𝐴 ∙ 𝑑𝑑0 ∙ �𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 � direct cooled stator windings by micro cooling channels
𝑊𝑊𝑊𝑊𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 = (31)
integrated into the winding conductors or in between the stator
𝜎𝜎𝑓𝑓𝑓𝑓
For the rotor spray cooling concept a rotating plain-orifice windings in the stator slot (Fig. 1n). Different geometries of
atomizer is approximated. The radial mass flow rate outflow of hollow winding cooling channels (HWCC) are used here, most
this cooling topology can be calculated by adapting the formula common are round and rectangular channel designs [144–153].
from [132, 135]: Otherwise directly integrated heat exchangers can also be used
for cooling the windings. An example for cooling the windings
𝑚𝑚̇𝑟𝑟𝑟𝑟𝑟𝑟 = 𝐶𝐶𝐷𝐷 ∙ 𝐴𝐴𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ∙ 𝑁𝑁𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ∙
by a ceramic direct winding heat exchangers with water/glycol
(32)
�2 ∙ 𝜌𝜌𝑓𝑓𝑓𝑓 ∙ (𝑃𝑃𝑆𝑆ℎ − 𝑃𝑃𝐴𝐴 ) mixture is given by Sixel et al [154].
TABLE XVII
JET IMPINGEMENT ON ROTATING DISC
4
𝑑𝑑
𝜌𝜌𝑓𝑓𝑓𝑓 ∙ �1 − � 0 � � Boundary conditions
𝑚𝑚̇𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑉𝑉̇ � 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
(33) Author(s)
/Geometry
Correlation
𝐶𝐶𝐷𝐷 = = ∙ ��
𝑚𝑚̇𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖𝑖 𝐴𝐴𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 2 ∙ ∆𝑃𝑃
0.459
𝑁𝑁𝑁𝑁𝐽𝐽𝐽𝐽,𝑟𝑟𝑟𝑟𝑟𝑟 = 0.097 ∙ 𝑅𝑅𝑒𝑒𝑟𝑟0.384 ∙ 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.448 (The jet
1,6 ∙ 104 < 𝑅𝑅𝑒𝑒𝜔𝜔 impingement stagnation zone hits the middle of the
Carper et
The discharge coefficient of a fluid, which sprays radial from a al. < 5,45 ∙ 105 rotating disc.)
��𝐽𝐽𝐽𝐽,𝑟𝑟𝑟𝑟𝑟𝑟 = 0.57 ∙ 𝑅𝑅𝑒𝑒𝑟𝑟0.272 ∙ 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
0.442
𝑁𝑁𝑁𝑁 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.381
from 180 < 𝑅𝑅𝑒𝑒𝑓𝑓𝑓𝑓 < 1300
pain-orifice in a shaft, can be approximated by different [128] 87 < 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 < 400 2∙𝑅𝑅𝐽𝐽𝐽𝐽𝐽𝐽
0.255
∙ �1 − � (The jet impingement stagnation zone
calculations approaches from literature (Table 20). The heat 𝐷𝐷𝑜𝑜,𝑅𝑅
hits the rotating disc decentral.)
transfer for different arrangements of spray cooling concepts fluid=water
��𝐽𝐽𝐽𝐽,𝑟𝑟𝑟𝑟𝑟𝑟 = 1.94282 ∙ 𝛽𝛽 0.1 ∙ 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
0.75
360 < 𝑅𝑅𝑒𝑒𝑓𝑓𝑓𝑓 < 900 𝑁𝑁𝑁𝑁 ∙ 𝐸𝐸𝑘𝑘 −0.1 ∙ 𝜀𝜀 −0.7 ∙
can be calculated by the formulas found in Table 19. Lallave 1.06 ∙ 10−4 < 𝐸𝐸𝐸𝐸 < 𝑅𝑅
−0.05
� 𝑅𝑅𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 � with:
und 4.25 ∙ 10−4 𝑜𝑜,𝑅𝑅
𝜆𝜆𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 𝑑𝑑𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃→𝑅𝑅 𝜈𝜈𝑓𝑓𝑓𝑓
F. Direct stator liquid cooling Rahman 0.25 < 𝛽𝛽 < 1 𝜀𝜀 = 𝜆𝜆𝑓𝑓𝑓𝑓
; 𝛽𝛽 = 𝐷𝐷 ; 𝐸𝐸𝐸𝐸 = 2
�4∙𝜔𝜔𝑅𝑅 ∙𝑅𝑅𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤
;
�
[125] 𝑅𝑅𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 𝐽𝐽𝐽𝐽𝐽𝐽,𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
0,2 < < 0,75 Rwall = Radius of the wall, where the pipe inlet is
There are different ways for cooling the stator yoke and stator 𝑅𝑅𝑜𝑜,𝑅𝑅 placed. For example the radius of the motor housing.
227.6 < 𝜀𝜀 < 627.6
back iron directly by liquid cooling. The stator yoke could be fluid=water
��
𝑁𝑁𝑁𝑁𝐽𝐽𝐽𝐽,𝑟𝑟𝑟𝑟𝑟𝑟 =
cooled by direct integrated cooling channels (DLCS). This 0 < 𝜔𝜔𝑅𝑅 < 500
Ozar et al. 𝑚𝑚3 0.79
𝑅𝑅𝑒𝑒𝑟𝑟 0.3
cooling concept design is identical to a cooling design with 5 ∙ 10−5 ̇
< 𝑉𝑉𝑓𝑓𝑓𝑓 1.595 ∙ 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.33 + 2.692 � � ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.33
[127] 𝑠𝑠 𝑅𝑅𝑅𝑅
𝑉𝑉𝑓𝑓𝑓𝑓
cooling channels in a motor housing (subsection A). The −5
𝑚𝑚3 with: 𝑅𝑅𝑅𝑅 = 𝜔𝜔 ∙𝐷𝐷
< 25 ∙ 10 𝑅𝑅 𝑜𝑜,𝑅𝑅
𝑠𝑠
calculation of the heat transfer for the oil emerging axially from Metzger
fluid=air 𝑅𝑅
0.6
et al. ��𝐽𝐽𝐽𝐽,𝑟𝑟𝑟𝑟𝑟𝑟 = 0.0257 ∙ 𝑅𝑅𝑒𝑒𝑟𝑟0.8 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.6 ∙ � 𝐽𝐽𝐽𝐽𝐽𝐽 �
𝑁𝑁𝑁𝑁
the stator cooling channels can be found in Table 21. Some [126]
0 < 𝜔𝜔𝑅𝑅 < 10000 𝑅𝑅𝑜𝑜,𝑅𝑅
authors investigated the direct cooling of the axial stator yoke TABLE XX
and windings head by flooding the corresponding motor region DISCHARGE COEFFICIENT FOR ORIFICES
with an oil sleeve [139–141]. Another possible cooling Author(s)
Boundary conditions
Correlation
/Geometry
arrangement is the direct cooling of the stator back iron by oil Numerical simulation for
flushing (SOF) (m & n). For calculating the heat transfer (Table different fluid
0.54
Cordes et al. properties:
21) of a directly cooled stator back iron surface with a falling 𝐶𝐶𝐷𝐷 = 0.179 ∙ 𝑙𝑙𝑙𝑙 � + 0.83�
[138] 𝑘𝑘𝑘𝑘 𝜔𝜔 ∙ 𝑅𝑅
1.25 ≤ 𝜌𝜌𝑓𝑓𝑓𝑓 ≤ 1250 ∙ 3 �2 ∙𝑅𝑅𝜋𝜋 ∙ 𝑣𝑣𝑜𝑜,𝑆𝑆ℎ �
fluid film the Reynolds number and Nusselt number need to be 𝑚𝑚 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟
−1
𝑛𝑛𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 = 1000min
adopted [142]: 1 20 𝐿𝐿𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
𝐶𝐶𝐷𝐷 = + ∙ �1 + 2.25 ∙ �
𝑚𝑚̇𝑓𝑓𝑓𝑓 𝐿𝐿𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 𝐶𝐶𝐷𝐷,𝑚𝑚𝑚𝑚𝑚𝑚 𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
𝑅𝑅𝑅𝑅𝐹𝐹 = (34)
Lichtarowicz
2<
𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
< 10 with:
𝜋𝜋 ∙ 𝜇𝜇𝑓𝑓𝑓𝑓 ∙ 𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆 et al.
from [135] 10 ≤ 𝑅𝑅𝑒𝑒𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ≤ 20000
𝐿𝐿
𝐶𝐶𝐷𝐷,𝑚𝑚𝑚𝑚𝑚𝑚 = 0.827 − 0.0085 ∙ 𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ; 𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 =
𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
1 𝜔𝜔𝑆𝑆ℎ ∙𝑅𝑅𝑖𝑖,𝑆𝑆ℎ ∙𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
; 𝐿𝐿𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 = 𝑅𝑅𝑜𝑜,𝑆𝑆ℎ − 𝑅𝑅𝑖𝑖,𝑆𝑆ℎ
2 3
ℎ𝐹𝐹 𝜈𝜈𝑓𝑓𝑓𝑓 (35)
5
𝑁𝑁𝑁𝑁𝐹𝐹 = ∙� � 𝐿𝐿𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
1.5 < < 17
6
𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
𝜆𝜆𝑓𝑓𝑓𝑓 𝑔𝑔 Nakayama
from [135]
𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 𝐶𝐶𝐷𝐷 =
𝐿𝐿𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 0.8
550 ≤ 𝑅𝑅𝑒𝑒𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ≤ 7000 17.11 ∙ 𝐷𝐷 + 1.65 ∙ 𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
𝐿𝐿𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 𝐿𝐿𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 −1
2< <5 ⎡ 58 ∙ �𝐷𝐷 �⎤
Ashimin et al. 𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
from [135] 100 ≤ 𝑅𝑅𝑒𝑒𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 𝐶𝐶𝐷𝐷 = ⎢1.23 + ⎥
⎢ 𝑅𝑅𝑅𝑅𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜 ⎥
≤ 1.5 ∙ 105 ⎣ ⎦
TABLE XVI
FRICTION COEFFICIENT CORRELATIONS FOR AXIALLY FLOODED ROTOR SHAFTS
Boundary conditions &
Author(s) Non-rotating conditions Rotating conditions
Channel geometry
𝑏𝑏
𝐶𝐶𝑓𝑓 = 𝑎𝑎 ∙ 𝑅𝑅𝑒𝑒𝑎𝑎𝑎𝑎 ∙ 𝑅𝑅𝑒𝑒𝜔𝜔𝑐𝑐
Boundary conditions Parameters
𝑅𝑅𝑒𝑒𝜔𝜔𝑋𝑋 𝑙𝑙𝑅𝑅ℎ a b c
Johnson and Morris 𝑅𝑅𝑒𝑒𝑎𝑎𝑎𝑎 𝐷𝐷𝑅𝑅ℎ
round
from [115, 118] 𝑅𝑅𝑒𝑒𝜔𝜔0.25 10.6 3.98 0.16 -0.63
4 57 ∙ 10−4 < < 6 ∙ 10−3
𝑅𝑅𝑒𝑒𝑎𝑎𝑎𝑎
𝑅𝑅𝑒𝑒𝜔𝜔0.34 31.8 2.3 0.21 -0.62
1.12 ∙ 10−3 < < 1 2 ∙ 10−2
𝑅𝑅𝑒𝑒𝑎𝑎𝑎𝑎
Nakayama 1 𝐶𝐶𝑓𝑓 0.0157 1 𝑅𝑅𝑎𝑎𝑡𝑡2.308
round −
𝐶𝐶𝑓𝑓,0 = 0.184 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎5 = 1.434 ∙ �1 + 1 � 𝑋𝑋 30 with: 𝜒𝜒 = 3.231 ∙𝑃𝑃𝑃𝑃 0.923 �
from [114] 𝐶𝐶𝑓𝑓,0 �𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 𝑓𝑓𝑓𝑓
𝑋𝑋 6
0.25
𝐶𝐶𝑓𝑓 0.503 ∙ 𝐽𝐽0.16 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
−0.03
900 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 9800
Chong et al. [115, 116, 118] round, Fluid = air 𝐶𝐶𝑓𝑓,0 = 0.316 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 =�
𝐶𝐶𝑓𝑓,0 0.842 ∙ 𝐽𝐽0.023 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎
0.002
𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 > 9800
>TTE-Reg-2020-12-1260.R2 < 11
TABLE XVIII TABLE XXI

JET IMPINGEMENT ON NON-ROTATING DISC/WALL HEAT TRANSFER CALCULATION FOR DIFFERENT DIRECT LIQUID COOLED
STATOR CONCEPTS
Author(s) Correlation
Cooling concept,
𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆 −𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆
�
2
� Author(s) boundary conditions Correlation
𝐿𝐿∙� �
��
𝑁𝑁𝑁𝑁𝐽𝐽𝐽𝐽,𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟 1 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 & geometry
= 𝑃𝑃 �𝐾𝐾 ∙ 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 � 1 1
𝑁𝑁𝑢𝑢0 𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆 − 𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆
� � 𝑁𝑁𝑁𝑁1 = 0.664 ∙ 𝑅𝑅𝑅𝑅𝐶𝐶2 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3
2
1 + 𝐴𝐴 ∙ � � 1 1 4
𝐷𝐷 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 5 5
0.62 ∙ 𝑅𝑅𝑅𝑅𝐶𝐶2 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3 𝑅𝑅𝑅𝑅𝐶𝐶 8
End windings cooled 𝑁𝑁𝑁𝑁2 = 0.3 + 1 ∙ �1 + � � �
𝑚𝑚
1
2 3 28200
Zheng with: 𝑁𝑁𝑢𝑢0 = 𝐶𝐶 ∙ 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3 From
by fluid
0.4 3
emerging from �1 + �𝑃𝑃𝑃𝑃 � �
from [123] C M A P K L [6, 7] 𝑓𝑓𝑓𝑓
Pipe 1.27 0.495 0.168 1.65 0.00137 0.0538 stator cooling
channels Nu1= laminar fluid flow over flat surface, assumed that
outflow every part of fluid emerging from stator cooling channels
Cover 0.967 0.51 0,.709 2 0.0018 0.053 flows over a flat surface
outflow Nu2= external flow on a cylinder ( end winding
Boundary conditions: approximated as cylinder)
�
2
� 𝑁𝑁𝑁𝑁𝐹𝐹 =
183 < 𝑅𝑅𝑒𝑒𝑑𝑑 < 2600; 82 < 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 < 337; 𝑅𝑅𝑜𝑜,𝑆𝑆 < 15 ∙ 𝑑𝑑𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ; −10 < < 10 2 1
𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
𝐶𝐶
falling film on ⎧ 0.0586 ∙ 𝑅𝑅𝑅𝑅𝐹𝐹0.472 ∙ 𝐴𝐴𝐴𝐴 9 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3 0° < 𝜃𝜃 < 40°
𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
horizontal cylinder ⎪ 1
𝐴𝐴
𝑁𝑁𝑁𝑁𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟 = 𝐶𝐶 ∙ 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓𝐵𝐵 ∙ � � with: Louahlia- 2
Gualous et
(equals a directly 0.0586 ∙ 𝑅𝑅𝑅𝑅𝐹𝐹−0.172 ∙ 𝐴𝐴𝐴𝐴 9 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3 40° < 𝜃𝜃 < 140°
�
2
�
flooded stator back ⎨
1
C A B C al. [142]
surface); 1000 < ⎪ −0.195
2
⎩0.0586 ∙ 𝑅𝑅𝑅𝑅𝐹𝐹 ∙ 𝐴𝐴𝐴𝐴 9 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3 140° < 𝜃𝜃 < 180°
Chow Jet outflow in air 1.333 0.67 0.35 0.41 𝑅𝑅𝑅𝑅𝐹𝐹 < 2400 3
𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆 ∙𝑔𝑔
from [123] Jet outflow in fluid 0.598 0.6 0.42 0.13 with: 𝐴𝐴𝐴𝐴 = 2
Boundary conditions:
𝑁𝑁𝑁𝑁𝐹𝐹 =
5.1 ∙ 10−4 < 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 < 8.4 ∙ 10−4 𝑚𝑚; 90 < 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 < 400; 160 < 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 < 2000 falling film on 0.1 1 3
𝑚𝑚3
2.5 ∙ 10−4 < 𝑉𝑉̇𝑂𝑂𝑂𝑂𝑂𝑂 < 5.1 ∙ 10−4 ; 𝑅𝑅𝑜𝑜,𝑆𝑆 = 6 ∙ 10−3 𝑚𝑚
horizontal cylinder; ⎧ 2.2 ∙ �𝑑𝑑𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼→𝑆𝑆𝑆𝑆 � −
∙ 𝑅𝑅𝑅𝑅𝐹𝐹 3
−
𝑅𝑅𝑅𝑅𝐹𝐹 < 1.68 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 2
Owens 𝑚𝑚̇ ⎪ 𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆
𝐷𝐷𝑆𝑆𝑆𝑆 = (4 − 350) ∗
𝑠𝑠
𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆 −𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆 −0.774 from [143] 𝜋𝜋∙
2 0.1 3
��
� = 𝑁𝑁𝑁𝑁𝐽𝐽𝐽𝐽,𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟 = 2.74 ∙ 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
−0.652
�
2
�
𝑘𝑘𝑘𝑘 ⎨ 𝑑𝑑𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼→𝑆𝑆𝑆𝑆 −
𝑆𝑆𝑆𝑆 ∙ 𝑃𝑃𝑃𝑃 −0.513 ∙ � � ∙ 103 𝑠𝑠∙𝑚𝑚 ⎪0.185 ∙ � � ∙ 𝑃𝑃𝑃𝑃 𝑅𝑅𝑅𝑅𝐹𝐹 > 1.68 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 2
Metzger et 𝑅𝑅𝑒𝑒 ∙𝑃𝑃𝑃𝑃
𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑓𝑓𝑓𝑓 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
⎩ 𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆
al. [129] 𝜇𝜇𝑓𝑓𝑓𝑓,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤
−0.37 2
𝑉𝑉𝑓𝑓𝑓𝑓
�𝜇𝜇 � with: 𝑇𝑇𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤(𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎) = 𝑇𝑇𝑓𝑓𝑓𝑓 + 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.6 ∙ 2∙𝑐𝑐 ;
𝑓𝑓𝑓𝑓,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤(𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎) 𝑝𝑝
𝑁𝑁𝑁𝑁𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟 = 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.4 �0.516 ∙ 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃

0.5
∙
𝐿𝐿
∙ 𝐴𝐴 + 0.334 ∙ 𝑅𝑅𝑒𝑒𝐿𝐿0.579
∗
𝐿𝐿
∙ ∗ ∙ (1 − 𝐴𝐴𝑟𝑟 )�
H. Cooling techniques with evaporation/ phase change
𝐷𝐷 𝑟𝑟 𝐿𝐿
Womac et 2
𝜋𝜋∙𝑁𝑁𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ∙𝑑𝑑𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂ä𝑐𝑐ℎ𝑒𝑒
𝐿𝐿
��√2∙ 𝑅𝑅𝑅𝑅
2
𝐿𝐿
�−1.9∙𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 +�� 𝑅𝑅𝑅𝑅 �−1.9∙𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ��
2 𝑉𝑉𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 ∙𝐿𝐿∗
Various cooling concepts, based on the phase-change of a
with:𝐴𝐴𝑟𝑟 = ; 𝐿𝐿∗ = ; 𝑅𝑅𝑅𝑅𝐿𝐿∗ = ;
al. [129] 4∙𝐿𝐿2
fluids: water, FC-77; 0.513 < 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 < 1.02 𝑚𝑚𝑚𝑚; 500 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 < 20000; 0,2 < 𝑉𝑉̇ <
2 𝜈𝜈 material or cooling fluid, were researched in the latest literature:
𝑙𝑙
5 𝑚𝑚𝑚𝑚𝑚𝑚; LRF = Length of the Surface Area where the pipe inlet is placed • Electric traction motor cooling jackets with refrigerant or
Jili and
��𝐽𝐽𝐽𝐽,𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟
𝑁𝑁𝑁𝑁
1 = 3.84 ∙ �0.008 ∙ 𝐷𝐷
𝐿𝐿 0,5
∙ 𝑁𝑁𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 + 1� ∙ 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 for:
evaporation cooling [155, 156]
𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
Dagan 3
𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 • Winding cooling by fluid pool boiling [157, 158]
[129] fluids: water, FC-77; 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 = 0.5 𝑜𝑜𝑜𝑜 1 𝑚𝑚𝑚𝑚
Lienhard 1 1
• Hollow winding conductors with integrated phase-change
from [124] 𝑁𝑁𝑁𝑁𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟 = 0.745 ∙ 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
2
∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3 for 𝑃𝑃𝑃𝑃 > 3; 300 − 400 < 𝑅𝑅𝑒𝑒𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 material [159]
TABLE XIX • Rotor/stator cooling by heat pipes or pulsating heat pipes
SPRAY NOZZLE HEAT TRANSFER [160–165]
Boundary conditions • Rotor/shaft cooling by thermosiphons [151, 152]
/Geometry
2 0.36
The heat transfer phenomena and design in evaporative cooling
𝜌𝜌𝑓𝑓𝑓𝑓 ∙ 𝑣𝑣̅𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 ∙ 𝑑𝑑32
Hsieh and fluid = R-134a; 𝑁𝑁𝑁𝑁 = 933 ∙ �
𝜎𝜎
� concepts are not part of this research. The referenced sources
Tien 70 < 𝑊𝑊𝑒𝑒𝑑𝑑32 < 85;
from [132] 28 < 𝑑𝑑32 < 50µ𝑚𝑚 𝑑𝑑32 0.25
𝑇𝑇𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐,𝑓𝑓𝑓𝑓 − 𝑇𝑇𝑓𝑓𝑓𝑓 0.027 are given for further information.
∙� � ∙� �
𝑑𝑑0 𝑇𝑇𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤
Tao et al.
fluid = water; I. Increasing thermal conductivities in materials used in
𝑚𝑚𝑚𝑚 0.77
𝑁𝑁𝑁𝑁 = 0.6751 ∙ 𝑅𝑅𝑒𝑒𝑑𝑑32 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.84
from [132] 2.22 < 𝑉𝑉̇ < 6.67 electric traction motors
𝑠𝑠
Jiang and Dhir 1.76 < Prfl < 6.7 ; 0,7
1
from [132] 1000 < 𝑅𝑅𝑒𝑒𝑑𝑑32 < 2000 𝑁𝑁𝑁𝑁 = 9.75 ∙ 𝑅𝑅𝑒𝑒𝑑𝑑32 ∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓3 Another possibility to reduce the temperature in the winding,
fluid = water; being one of the temperature hotspot region, is to increase the
Karwa et al. 65 < 𝑅𝑅𝑒𝑒𝑑𝑑32 < 285; 0.659
𝑁𝑁𝑁𝑁 = 20.344 ∙ 𝑅𝑅𝑒𝑒𝑑𝑑32
from [132] 𝑚𝑚̇
2.6 < < 9.9
𝑘𝑘𝑘𝑘 thermal conductivity of the surrounding materials. Potting of
𝐴𝐴 𝑠𝑠 ∙ 𝑚𝑚2
Spray nozzles on winding head ℎ𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁,𝐴𝐴 = 9930 ∙ 𝑉𝑉̈ 0.652 ∙ 𝑝𝑝𝑖𝑖𝑖𝑖,𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁
0.192
or
electric motors is a frequently used approach for increasing the
Liu et al. full-cone pressure-swirl nozzles ℎ𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁,𝐵𝐵 = 562 ∙ 𝑉𝑉̈ 0.432 ∙ 𝑝𝑝𝑖𝑖𝑖𝑖,𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁
0.31 heat transfer from the windings directly to the motor housing
[131, 136] (Nozzle A: 𝜃𝜃𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 60°, 𝑉𝑉̇𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒
with: 𝑉𝑉̈ = 𝐴𝐴 and/or the cooling jackets. Current research is investigating the
nozzle B: 𝜃𝜃𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = 75°) 𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼
Rotating nozzle sprays on non- potential for increasing the thermal conductivity of potting
rotating cylindrical wall; ��
𝑁𝑁𝑁𝑁𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 =
fluid = ATF; 0 ≤ 𝜔𝜔 ≤ 0.9071
0.02527 ∙ 𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 − 0.0003576 ∙ 𝜔𝜔𝑅𝑅1.358 materials and the combination of potting with e.g. heat pipe
Lu et al. [124]
𝑣𝑣𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ∙𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
1
4000 𝑚𝑚𝑚𝑚𝑚𝑚; with: 𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 = 𝜈𝜈𝑓𝑓𝑓𝑓
cooling concepts [166, 167]. In addition, some works are
1314 ≤ 𝑅𝑅𝑅𝑅𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜 ≤ 7375 focusing on options for increasing the thermal conductivity in
��𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 =
𝑁𝑁𝑁𝑁
Rotating nozzle sprays on non- 8.778 + 9.249 ∙ 10−3 ∙ 𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 + 44.59 ∙ the conductor insulation materials. This can be done by using
rotating cylindrical wall; 10−3 𝑅𝑅𝑒𝑒𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 with:
0 ≤ 𝜔𝜔 ≤ 4000 ;
1
𝑣𝑣𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 ∙𝐷𝐷𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂
diamond, boron nitride or other crystalline materials [168–171].
Lu et al. [137] 𝑚𝑚𝑚𝑚𝑚𝑚 𝑅𝑅𝑅𝑅𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂𝑂 = ;
3.97 < Prfl < 67.45; 𝜈𝜈𝑓𝑓𝑓𝑓
2
For calculating the equivalent winding insulation thermal
1314 ≤ 𝑅𝑅𝑅𝑅𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜𝑜 ≤ 7375 𝜌𝜌𝑓𝑓𝑓𝑓 ∙ 𝜔𝜔𝑅𝑅 ∙ 𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆
𝑅𝑅𝑅𝑅𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 =
4 ∙ 𝜇𝜇𝑓𝑓𝑓𝑓
conductivity (Fig. 4) in the thermal model different empirical
Oliphant et al. fluid = water; 0.51
𝑁𝑁𝑁𝑁 = 32.5 ∙ 𝑅𝑅𝑒𝑒𝑑𝑑32
formulas can be used. Most formulas depend on the chosen
from [132] 100 < 𝑅𝑅𝑒𝑒𝑑𝑑32 < 1000
1.04
𝑁𝑁𝑁𝑁 = 0.036 ∙ 𝑅𝑅𝑒𝑒𝑑𝑑32 ∙ 𝑊𝑊𝑒𝑒𝑑𝑑320.28
∙ 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.51
insulation material properties and slot filling factor (Table 22).
Cheng et al. 1.53
2.1 < Prfl < 6.8 𝑇𝑇𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 − 𝑇𝑇𝑓𝑓𝑓𝑓
from [132] ∙ �3.02 + � � �
𝑇𝑇𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐,𝑓𝑓𝑓𝑓
0.8526
12600 < 𝑅𝑅𝑒𝑒𝑑𝑑32 < 20250 ; 𝑇𝑇𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤
Xie et al. 𝑁𝑁𝑁𝑁 = 8.705 ∙ 𝑅𝑅𝑒𝑒00.323 ∙ � �
𝐻𝐻𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁↔𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑇𝑇𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐,𝑓𝑓𝑓𝑓 − 𝑇𝑇𝑓𝑓𝑓𝑓
from [132] 0.2 < <1 𝐻𝐻𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁↔𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆
𝑑𝑑𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 −0.4268∙
𝑑𝑑𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆
∙ 𝑒𝑒
>TTE-Reg-2020-12-1260.R2 < 12
J. Evaluation of the reviewed cooling concepts

Based on the reviewed literature the different cooling concepts
where rated by cooling potential of rotor components and stator
windings, complexity and costs of the cooling concepts and the
power density increase potential. The results can be found in
Table 23. The discussion of the evaluation is carried out in the
next section, taking into account the simulation results.
V. SIMULATION OF DIFFERENT COOLING SYSTEMS

Stator Equivalent
Insulation To prove and validate the comprehensive review and model-
collection of the earlier sections, a non-existing electric traction
Winding in Slot motor with following characteristics was simulated, compared
and enhanced by different cooling methods. The geometries and
characteristics of the motor have been were derived from the
Fig. 4 Schematic representation of an equivalent winding insulation characteristics of existing motors (Table 24).
TABLE XXIV
TABLE XXII MOTOR DESIGN SPECIFICATIONS
EMPIRICAL FORMULAS FOR CALCULATING THE EQUAL THERMAL
2015 e-Golf 2020 MEB rear Simulated motor design for cooling
CONDUCTIVITY BETWEEN WINDINGS-LAMINATION-YOKE Motor
motor motor concept comparison (Table 25)
Boundary conditions Motor type PMSM
/Geometry Peak power
100 150 175
Winding = Copper; kW]
Boglietti
et al. 1.5𝑘𝑘𝑘𝑘 < 𝜆𝜆𝑒𝑒𝑒𝑒 = 0.2749[(1 − 𝐹𝐹𝐶𝐶𝐶𝐶 ) ∙ 𝐴𝐴𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 ∙ 𝑙𝑙𝑆𝑆𝑆𝑆 ]−0.4471 Torque [Nm] 290 310 350
[172] 𝑃𝑃𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 < 1𝑀𝑀𝑀𝑀 Max. Speed
12000 16000 17500
Winding = Copper; [rpm]
𝜆𝜆𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼 = Design
Boglietti 320 320 320
𝑊𝑊 Voltage [V]
et al. 0.13 ;
𝑚𝑚∙𝐾𝐾
𝜆𝜆𝑒𝑒𝑒𝑒 = 0.2425[(1 − 𝐹𝐹𝐶𝐶𝐶𝐶 ) ∙ 𝐴𝐴𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 ∙ 𝑙𝑙𝑆𝑆𝑆𝑆 ]−0.4269
Powertrain
[173] 1.5𝑘𝑘𝑘𝑘 < 109 90 95
weight [kg]
𝑃𝑃𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 < 1𝑀𝑀𝑀𝑀 liquid cooled liquid cooled
Winding = Copper; 1 𝐴𝐴𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠(1−𝐹𝐹𝐶𝐶𝐶𝐶 ) 1 cooling jacket cooling jacket liquid cooled cooling jacket
1.5 < 𝑃𝑃𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 < 𝜆𝜆𝑒𝑒𝑒𝑒 = ∙ ∙ Cooling
𝑁𝑁𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 ∙ 𝑅𝑅𝑒𝑒𝑒𝑒 𝑙𝑙𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 𝑙𝑙𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 ∙ 𝑙𝑙𝑆𝑆𝑆𝑆 concept
with with with circumferential cooling channels
Boglietti 55𝑘𝑘𝑘𝑘; 0.1 < with: 𝑅𝑅𝑒𝑒𝑒𝑒 = 0.1256 ∙ (𝑃𝑃𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 [𝑘𝑘𝑘𝑘])−0.427 honeycomb circumferential and additional varied cooling concepts
et al. 𝜆𝜆𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼 <
[174] 𝑊𝑊
𝑙𝑙𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 = border length of the slot; 𝑅𝑅𝑒𝑒𝑒𝑒 = experimental value structure cooling channels
0.3 𝑚𝑚∙𝐾𝐾; 0.37 < for equivalent thermal resistance, here self-adapted 𝐷𝐷𝑜𝑜,𝑆𝑆𝑆𝑆 [m] 0.22
𝐹𝐹𝑐𝑐𝑐𝑐 <0.49 formula, for data from [174], used 𝐿𝐿𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 = 0.2𝑚𝑚; 𝐿𝐿𝑆𝑆𝑆𝑆 =0.16m ; 𝐷𝐷𝑖𝑖,𝑆𝑆𝑆𝑆 =
𝜆𝜆𝑒𝑒𝑒𝑒 = 0.165 ∙ �1 + 0.007 ∙ 𝑇𝑇𝑎𝑎𝑎𝑎,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 � ∙ 0.162𝑚𝑚; 𝐿𝐿𝑅𝑅 = 0.155𝑚𝑚; 𝐷𝐷𝑜𝑜,𝑅𝑅 =
Further
1 − 0.32 ∙ 𝐷𝐷𝑐𝑐𝑐𝑐,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 ∙ (1 − 9.2 ∙ 𝐹𝐹𝑊𝑊𝑊𝑊 + 5.2 ∙ 𝐹𝐹𝑊𝑊𝑊𝑊 2 ) - - 0.1608𝑚𝑚; 𝐷𝐷𝑖𝑖,𝑅𝑅 = 0.075𝑚𝑚; 𝐷𝐷𝑖𝑖,𝑆𝑆ℎ =
� � Geometries
2
+0.8 ∙ 𝐷𝐷𝑐𝑐𝑐𝑐,𝑤𝑤𝑤𝑤𝑤𝑤𝑤𝑤 0.0625𝑚𝑚; 48 slot; 8 Hairpins per slot
Guo et al. 𝜆𝜆1 1𝛽𝛽 𝜆𝜆2 0.25 (each 5.4 x 1.6mm); Double V Magnet;
1.5
from Copper wire ∙ (2.1 ∙ 𝐹𝐹𝑐𝑐𝑐𝑐 − 0.32) ∙ � � ∙� � Overall volume flow rate of all cooling
0.162 0.143
[175] with: 𝐹𝐹𝑊𝑊𝑊𝑊 = Winding impregnation coefficient; 𝜆𝜆1 = Design limits concepts is limited by motor and pump
𝑙𝑙
Impregnation thermal conductivity; design to 10 𝑚𝑚𝑚𝑚𝑚𝑚
𝜆𝜆2 = Wire insulation thermal conductivity; Dcu,wire = Reference(s) [186–188]
diameter of the copper wire
2
𝜆𝜆𝑒𝑒𝑒𝑒 = 𝐴𝐴 + 𝐵𝐵 ∙ 𝜆𝜆𝑖𝑖𝑖𝑖𝑖𝑖 + 𝐶𝐶 ∙ 𝐹𝐹𝐶𝐶𝐶𝐶 + 𝐷𝐷 ∙ 𝐹𝐹𝐶𝐶𝐶𝐶 ∙ 𝜆𝜆𝑖𝑖𝑖𝑖𝑖𝑖 + 𝐸𝐸 ∙ 𝐹𝐹𝐶𝐶𝐶𝐶
The thermal simulation of the electric traction motor is carried
with: 𝜆𝜆𝑖𝑖𝑖𝑖𝑖𝑖 = Impregnation thermal conductivity out by using an LPTN (Fig. 5).The structure and functioning of
Numerical
Zeaiter et
al. [176] Approach A B C D E LPTN have already been explained and described detailed in
Radial -
Winding
2.05 0
12.14
4.39 17.4 literature [83, 123, 189]. In this work no CFD simulation was
Angular
0.23 1.17 0.94 0.556
- used for simulating the cooling concepts.
Winding 0.57
TABLE XXIII
RATING OF THE REVIEWED COOLING CONCEPTS
Rotor cooling
cooling
Stator Winding
Wet Motor
Complexity
Costs
weight
and powertrain
Cooling system
Overall
Changes in
potential
Increase
Power density
Cooling
concept Sources
Cooling jacket ↓ → No ↓ ↓ → ↓
Rotor shaft cooling ↑ ↓ No → → → ↗ [12, 13, 27, 29, 30, 52, 109, 177–179]
Radial rotor spray cooling → ↑ Yes ↑ ↑ ↑ ↗
Stator jet impingement cooling ↓ ↑ Yes ↑ ↑ ↑ →
[31, 52, 107, 124, 130, 130, 131, 133, 136, 137, 141, 177, 178]
Stator spray cooling ↓ ↑ Yes ↑ ↑ ↑ ↗
Rotor jet impingement cooling → ↓ Yes ↑ ↑ ↑ ↘
Design
Direct liquid cooled rotor ↑ ↓ ↑ → ↑ ↑ [4, 16, 17, 44, 180–182]
depending
Stator oil flushing ↓ → Yes → ↑ ↓ → [6, 7, 63, 139, 141]
Design
Direct liquid cooled stator ↓ ↑ → → ↓ ↗ [144, 150, 153, 183]
depending
Hollow winding cooling channels ↓ ↑ No ↑ ↑ ↑ → [145–149]
Increasing thermal Conductivity of insulation ↓ ↑ No → → → → [168, 171, 184]
Evaporation/ Refrigerant cooling jacket ↓ ↑ No ↑ ↑ ↑ ↗ [155, 156]
Nanofluid cooling jacket ↓ ↑ No → ↑ → ↗ [106, 185]
Phase change material → ↑ No ↑ → → → [159]
Heat pipe cooling ↑ ↑ No ↑ ↑ → ↑ [160–165]
>TTE-Reg-2020-12-1260.R2 < 13
Fig. 5 LPTN of the electric traction motor (top), the simplified bearing (bottom, left), the stator (bottom, mid) and the rotor (bottom, right)
The other cooling concepts simulated with the same basic margin). The magnet temperature, b-sided end winding and
thermal network model, with adaptions of the convective housing are predicted quite well by the thermal model. Some
thermal resistances for each specific cooling concept structure. differences can be found in the a-sided end winding. The
Thermal resistances of cooling concepts not used in a specific simulated temperature spread of the two end winding
cooling design were set to infinity that the heat flow through temperatures is smaller than the measured one. The real thermal
this resistance is inactive. The thermal conduction resistances behavior of the motor is more complex and the measured
are calculated by material properties taken from literature and temperature spread depends on influence factors like different
internal material data bases. The material properties of the end winding overhang lengths, different distances between end
cooling fluids are taken from internal information and winding and nearest housing wall and connection to inverter
measurements as well. All solid material properties (density, unit.
thermal conductivity, young modulus, expansion coefficient, Afterwards the measured motor (CJ ≈ 8 l/min, no RSC) is
…) are taken as constant values in the simulation, the fluid compared with a simulation of a different cooling concept: RSC
properties are taken as temperature dependent variables. with 4 l/min ATF and 60°C inlet temperature and a CJ with 6
The electrical and magnetic losses are taken as an input maps, l/min, and 60°C water inlet temperature (Fig. 9).
based on motor speed and torque) for the thermal model. The As expected, the rotor magnets and bearing in the motor design
losses maps are calculated by FEM analysis. These losses are reach a significant lower stationary temperature. Because of the
assumed to be equal for all different, simulated cooling lower CJ volume flow rate in this simulated concept the housing
concepts. The following cooling concepts and combinations stayed warmer compared to the motor design with only a CJ.
will be simulated and compared (Fig. 6). The mean heat flux in the cooling jacket is reduced by around
A driving cycle simulation and measurement of the 2020 MEB 10% compared to 8L/min, while the overall removed heat from
rear motor (Fig. 7) is carried out to show the accuracy of the the electric motor is increased by around 5% when applying a
thermal network model (Fig. 8). The temperatures of the static RSC to the motor. The winding temperatures are decreasing by
motor components were measured by thermocouples and the the increased temperature gradient through the air gap, rotor
and shaft into the rotor shaft cooling fluid. All motor
rotating motor components by a rotor telemetry system. The
temperatures are uncritical because they are below the
simulation model predicted the hotspot temperature in the rotor
measured rotor magnet temperature, which is the highest and
magnets. The hotspot temperature (Tmax) of all measured
most critical temperature in this concept motor design
temperatures was found in a rotor magnet and is below the configuration.
demagnetization temperature of the magnets (including safety
>TTE-Reg-2020-12-1260.R2 < 14
Concept tree of the simulated concepts

Concept 1:
Different CJ
design
Concept 4:
SSpC
Concept 2: Concept 3:
RSC rRSpC
Concept 5:
SJIC
Concept 0:
Concept 6:
Basic CJ
SSpC
design
SJIC RJIC
Concept 9:
DLCR

rRSpC DLCR
Concept 10:
RSC
SOF Legend
Concept 12:
Basis cooling
DLCR
concept
Concept 15: Concept 14: Concept 18: Additional

cooling 1
DLCS rRSpC DLCR
RSC Additional
Concept 16: Concept 17: cooling 2
HWCC CJ
Additional
cooling 3
Fig. 6 Cooling concept design tree of the simulated concepts
Fig. 9 Measured drive cycle of the MEB rear motor and simulation of the same
motor with an alternative, theoretical cooling concept (here: RSC + CJ)
The above simulation model of the MEB rear motor is used to

simulate the different cooling concepts. All simulated motor
cooling concepts use the same materials in every motor
component in order to avoid the thermal effects of material
changes in a component and to ensure good comparability of
the results. The simulations results are summarized in Table 25.
Fig. 7 2020 MEB rear PMSM and the cooling system [186]
When comparing with simulations and experimental results
from literature the simulations results largely show similar
trends (Table 26).
With a view to the cost and complexity analysis (section IV.J),
the cooling concepts with the most promising and most
deviating results, compared to literature, should be examined
more closely:
The widely studied cooling jacket is still one of the least
complex and cheaper cooling concepts. Optimizing the cooling
jacket design can already help decreasing the motor
temperatures (C0 and C1).
The combination of cooling the rotor shaft with ATF and spray
cooling the end windings by radial rotor spray cooling (rRSpC)
Fig. 8 Measured and simulated drive cycle of the MEB rear motor can significantly increase the heat dissipation of the end
>TTE-Reg-2020-12-1260.R2 < 15
windings (C3 to C5). In terms of costs and complexity rotor They mentioned that especially the high input pressures and the
shaft cooling systems have the advantages that only few other needed pump power are still a problem in the overall
components are needed, compared with the other cooling performance of traction motors with HWCCs. They also
concepts. Disadvantageous is that at high speeds the leakage of mention that it could be possible to eliminate the cooling jacket
the rotor shaft inlet can be challenging. if the hollow winding cooling concept is designed well. In terms
SSpC and SJIC can remove the heat quite well from the of costs stamping cooling channels in the stator back is quite
windings (C6-C8). This cooling methods have been cheaper and easier to manufacture than hollow winding
experimentally investigated by different authors [130, 131, 136, conductors.
141] and the functionality of these cooling concepts could be The combination of an outer cooling system (CJ, SOF or
shown. The additional costs and complexity depend on the DLCS) with a direct cooling of the rotor parts (RSC or DLCR)
number of spray nozzles and further components needed. and an end winding cooling (rRSpC, SSpC or SJIC) shows the
SOF has the advantage of eliminating the thermal contact best cooling performance (C3-C5, C13,C14 and C18).
resistance of the stator-housing contact. The disadvantage is the It can be summarized that an end winding jet impingement or
lower heat capacity of the oil and therefore the overall volume spray cooling design might be a simple solution for end winding
flow is to small to reach the same cooling performance as a cooling if the volume flow rate in the cooling jacket can be kept
housing cooling jacket (C10). Cost wise the SOF needs more on the same level as the basic concept. If high volume flow rates
components for suspending the stator inside the housing and for spray cooling are needed to remove the dissipated heat, the
fluid transportation compared to motor housings with CJs. disadvantages of a wet motors, can decrease the overall
All wet motor cooling concepts (SOF, SSpC, SJIC, RJIC, efficiency and increase costs of these spray cooling concepts. If
rRSpC) have the added disadvantage that the cooling fluid the overall volume flow rate is limited by motor design
needs to be removed from the motor and that the fluid will specifications a split concept like RSC + rRSpC in combination
increase the rotor friction losses [63]. Especially at higher with a CJ might be more useful design for cooling the end
rotational speed (>10000rpm) and higher cooling fluid volume windings and rotor magnets sufficiently. If the reduction of the
flow rates it can be expected that this effect will increase even package size gets more important a DLCS should be used for
stronger. Excessively high volume flows can lead to the cooling increasing the cooling performance. In further research, the
fluid forming a fluid sump and thus increasing the friction pump performance required must be taken into account when
losses. If pumps are needed for removing the fluid from the evaluating overall performance of the cooling concepts.
sump the costs of these concepts will increase, too. TABLE XXVI
COMPARISON OF SIMULATION RESULTS WITH RESULTS FROM LITERATURE
DLCR can significantly increase the heat dissipation of the (EXPERIMENTS AND SIMULATIONS)
rotor magnets and rotor iron with a small volume flow rate (C9, Simulations results Comparison with literature Reference
Cooling
C12 and C13). Furthermore the direct rotor cooling can increase concept
results*
the heat dissipation of the stator and the windings by increasing rRSpC/SSpC 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 0.756 − 0.973 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≅ 0.95 − 0.968 [177]
the temperature gradient through the air gap (experimentally 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 0.807 − 0.945 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶/𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 ≅ 0.9 − 0.96 [123, 130]
SJIC 𝑋𝑋𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀
shown by Zhang et al. [180]). = 0.898 − 0.902
𝑋𝑋𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 ≅ 0.95 [123, 130]
Cooling the stator with DLCS can effectively decrease the 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 0.922 − 0.961
𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≅ 0.961 [180]
𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≅ 1.09∗∗ [182]
temperature of the stator components (concept 14, 15 and 18) DLCR
𝑋𝑋𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 ≅ 0.77 [17]
𝑋𝑋𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 = 0.74 − 0.76
and can help to reduce the motor diameter and length [183]. For 𝑋𝑋𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 ≅ 0.67∗∗ [182]
compensating the higher pressure losses, more expensive 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≅ 0.91 − 0.93 [178]
𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 0.75 − 1.01
𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≅ 1.08∗∗ [182]
pumps are required. CJ +RSC
𝑋𝑋𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 ≅ 0.93 [178]
𝑋𝑋𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 = 0.848 − 0.93
In literature the HWCCs show a better cooling performance 𝑋𝑋𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀𝑀 ≅ 0.87∗∗ [182]
DLCS 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 0.889 − 0.939 𝑋𝑋𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 ≅ 0.827∗∗ [183]
(C16). Nitsche and Naderer [146] used an experimental input SOF 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 0.93 − 1.06 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≅ 0.81 − 0.94 [140]
pressure of up to 70 bar compared with 16 bar in our simulation. HWCC 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 0.968 − 1.07 𝑋𝑋𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 ≅ 0.91 [146]
TABLE XXV
COMPARISON OF THE DIFFERENT SIMULATED COOLING CONCEPTS
Temperature of the simulated cooling concept [K]
Χ𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = [%]
Cooling Concepts Temperature of the basic concept (CJ) [K]
Concept
(If not further mentioned the cooling concepts use a typical ATF for Bearing, End End Stator Stator
number Rotor Bearing,
cooling) Magnet
left, mean
right, winding, winding, winding, back Χ�
shaft
mean left right mean iron
C0 CJ (Water-Glycol-Mixture) 1 1 1 1 1 1 1 1 1
C1 Different CJ design (Water-Glycol-Mixture) 0.964 0.964 0.958 0.959 0.956 0.959 0.96 0.958 0.96
C2 CJ + RSC (both Water-Glycol-Mixture) 0.934 0.923 0.994 0.994 1.003 1.003 1.014 1.016 0.985
C3 CJ (Water-Glycol-Mixture) + RSC + rRSpC 0.854 0.847 0.823 0.819 0.754 0.75 0.915 0.906 0.834
C4 CJ (Water-Glycol-Mixture) + RSC + rRSpC + SSpC 0.848 0.842 0.824 0.82 0.76 0.756 0.922 0.911 0.835
C5 CJ (Water-Glycol-Mixture) + RSC + rRSpC + SJIC 0.862 0.856 0.834 0.831 0.768 0.764 0.924 0.915 0.844
C6 CJ (Water-Glycol-Mixture) + SSpC 0.992 0.991 0.99 0.99 0.973 0.972 1.013 1.012 0.991
C7 CJ (Water-Glycol-Mixture) + SJIC 0.902 0.898 0.87 0.867 0.812 0.807 0.945 0.937 0.88
C8 CJ (Water-Glycol-Mixture) + SJIC + RJIC 0.902 0.899 0.874 0.871 0.824 0.819 0.949 0.941 0.885
C9 CJ (Water-Glycol-Mixture) + DLCR 0.749 0.753 0.922 0.921 0.939 0.937 0.961 0.965 0.893
C10 SOF 0.98 0.984 1.053 1.062 1.022 1.048 0.931 0.933 1.002
C11 SOF + RSC + rRSpC 0.844 0.838 0.805 0.801 0.747 0.746 0.901 0.892 0.822
C12 SOF + RSC + DLCR 0.747 0.752 0.945 0.951 0.945 0.963 0.928 0.93 0.895
C13 SOF + RSC + DLCR + rRSpC 0.743 0.746 0.855 0.852 0.829 0.828 0.917 0.913 0.835
C14 RSC + rRSpC + DLCS 0.852 0.846 0.828 0.824 0.752 0.748 0.91 0.901 0.833
C15 RSC + DLCS (both Water-Glycol-Mixture) 0.869 0.862 0.934 0.933 0.93 0.929 0.89 0.889 0.905
C16 RSC + HWCC (both Water-Glycol-Mixture) 0.954 0.944 1.067 1.071 1.064 1.071 1.025 1.053 1.031
C17 RSC + CJ (Water-Glycol-Mixture) + HWCC (Water-Glycol-Mixture) 0.953 0.95 0.984 0.985 0.981 0.984 0.968 0.976 0.972
C18 RSC + DLCR + rRSpC + DLCS 0.743 0.746 0.862 0.859 0.832 0.827 0.903 0.902 0.834
>TTE-Reg-2020-12-1260.R2 < 16
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Traction Motor Cooling Systems, A Literature Review and Comparative Study

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This article has been accepted for publication in a future issue of this journal, but has not been

Traction motor cooling systems, a literature

applications. Common cooling techniques, such as cooling

T HE shift towards sustainable mobility is driving the

Motor housing parts Bearing

g) Stator Spray l) RJIC+

b) CJ with round, e) Direct Liquid Cooled j) RSC+radial Rotor Spray o)Air-Cooled

c) CJ with rectangular, f) RSC+DLCR k) LCR+rRSpC

CJ + rotor and stator direct cooling concepts

III. HEAT TRANSFER AND FRICTION LOSS CORRELATIONS FOR

ℎ ∙ 𝐿𝐿 𝑁𝑁𝑁𝑁 ∙ 𝜆𝜆𝑓𝑓𝑓𝑓 ℎ𝐺𝐺𝐺𝐺𝐺𝐺 ∙ 𝐷𝐷ℎ

𝒉𝑯𝑨 𝒉𝑮𝒂𝒑 𝑸̇𝑮𝒂𝒑

Subscript Explanation Subscript Explanation Subscript Explanation Subscript Explanation

0.7 < 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 < 100

𝑣𝑣𝐴𝐴 = 𝜔𝜔𝑅𝑅 ∙ 𝑅𝑅𝑜𝑜,𝑅𝑅 (12) No further information for

characteristic length are given

An overview for calculations formulas from different authors is

2 ∙ 𝑤𝑤𝐻𝐻𝐻𝐻 ∙ ℎ𝐻𝐻𝐻𝐻 Cuiping et al. Used for induction motor

D. Rotor↔Air The friction losses of the rotor can be calculated by [87]:

Some authors calculate the heat transfer coefficient directly by 64

G. Housing↔Air efficiency of the cooling system is quite important. The

on the contact pressure, the surface conditions (surface

TABLE XII pressure drop losses, nanofluid-based cooling systems and

Ustinov et < 230 𝑀𝑀𝑀𝑀𝑀𝑀

sheets Based on literature for rotating hollow cylinders and high-speed

Author(s) Boundary conditions Correlations

𝐿𝐿𝑆𝑆ℎ 𝐶𝐶�𝑓𝑓 = 200 ∙ 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎

𝜔𝜔𝑅𝑅 ∙ 𝐷𝐷ℎ,𝑅𝑅ℎ 0,7

5000 < 𝑅𝑅𝑅𝑅𝑎𝑎𝑎𝑎 < 20000;

0 < 𝑅𝑅𝑅𝑅 < 2 ∙ 107 ; 162 < 𝑁𝑁𝑢𝑢𝑜𝑜

𝑁𝑁𝑁𝑁𝐽𝐽𝐽𝐽,𝑟𝑟𝑟𝑟𝑟𝑟 = 𝑓𝑓�𝑅𝑅𝑅𝑅𝑟𝑟 , 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 , 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓 , 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺� (26) Fukui

𝑣𝑣𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 ∙ 𝐷𝐷𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.4

𝑋𝑋 = 3.231 ∙𝑃𝑃𝑃𝑃 0.923

TABLE XVIII TABLE XXI

𝑁𝑁𝑁𝑁𝑛𝑛−𝑟𝑟𝑟𝑟𝑟𝑟 = 𝑃𝑃𝑃𝑃𝑓𝑓𝑓𝑓0.4 �0.516 ∙ 𝑅𝑅𝑅𝑅𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃

J. Evaluation of the reviewed cooling concepts

V. SIMULATION OF DIFFERENT COOLING SYSTEMS

Concept tree of the simulated concepts

Concept 11: Concept 13:

Concept 15: Concept 14: Concept 18: Additional

Fig. 6 Cooling concept design tree of the simulated concepts

The above simulation model of the MEB rear motor is used to

VI. CONCLUSION [3] G. Volpe, Y. C. Chong, D. A. Staton, and M. Popescu, “Thermal

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