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E
SAE TECHNICAL 2017-36-0285
PAPER SERIES E

MODELING OF AN ELECTRIC AXIAL FLUX MOTOR APPLIED TO

ELECTRIC VEHICLES
GABRIEL DALMOLIN
EULER CASSIO TAVARES DE MACEDO
NADY ROCHA
MARCELO GEISLER DE BRITO LIRA
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Modeling of an Electric Axial Flux Motor Applied to Electric
Vehicles
Gabriel Dalmolin, Euler Cássio Tavares de Macedo, Marcelo Geisler de Brito Lira, Nady Rocha
Copyright © 2017 SAE International
ABSTRACT
This paper presents the simulation of an electrical traction
system using an Axial Flux Permanent Magnet (AFPM)
motor using the MATLAB R computational environment. It
was developed the analytical model of the entire traction
system which consists of a voltage inverter, a AFPM mo-
tor, a Field Oriented Control (FOC) control system with
a torque reference and the dynamic system of the vehi-
cle. For the simulation, it was considered two distinct
scenarios,i.e. a horizontal plane with no inclination and
an inclined plane in a way to allow the complete system
dynamic comparison. The variables of interest are the
electromagnetic torque, the currents in the machine’s ter-
minals and the final vehicle speed, which proved the esti-
mated dynamics.
INTRODUCTION
Actually the most part of vehicles are based on fossil fu-
els. The heat emitted during the combustion is converted
into mechanical energy, while the combustion residues
are released into the atmosphere causing pollution. How-
ever, the automotive industry has been reformulated over
the years, looking for alternatives to promote the emis-
sions reduction [1]. The electric vehicles are becoming
the main actor in this new scenario, because electric en-
gines present some advantages over the internal combus-
tion engines, such as high efficiency, absence of emis-
sions and noiseless operation[2].
The electric engines dedicated to the automobile traction
should have high power density; elevated torque in low
speeds; long range of speed that includes a constant
power and torque region, and robustness under many op-
erational conditions. Hence, among the structures, one
that most fits the requirements is the Axial Flux Perma-
1
2017-36-0285
Universidade Federal da Paraíba, João Pessoa
nent Magnet (AFPM) which presents a diameter/length re-
lation superior than the other engines, and is capable of
being projected to have higher power density with smaller
amount of magnetic material (nucleus) [3].
Considering that the torque and speed controls are cru-
cial when it comes to electric vehicles, the improvement
of these techniques during the years motivated the prepa-
ration of this paper, which proposes the simulation of the
traction system analytic model in the MATLAB R compu-
tational environment for an electric vehicle, composed by
a voltage inverter, a AFPM engine and the mechanical
model of the electric vehicles that allow the visualization
of the dynamic behaviour of the system essential parame-
ters.
FIELD-ORIENTED TECHNIQUE FOR AFPM ENGINE5
The Field-Oriented technique was proposed by [4] in
1972, with the objective of control the electromagnetic
torque in a similar way compared to a DC machine with
external excitation. The FOC allows to control flux, as well
as torque from decoupling, in other words, to control the
AFPM machine it is necessary to maintain the stator flux
in a quadrature with the electromagnetic torque, which is
only possible if Id∗ = 0. In Figure 1 is presented the block
diagram of the field-oriented control adopted in this paper.
In traditional applications, the control variable is motor
speed. However, for electric vehicles traction a torque
control is more suitable. Therefore, the speed loop is elim-
inated and it’s used a torque reference obtained from ve-
hicle’s accelerator pedal [6].
The field orientation is performed by using the Park Trans-
formation in the dq referential, where is held the control
algorithm of the machine. To control the engine, as ob-
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dλ2
V2 = Rs I2 + (2)
dt

dλ3
V3 = Rs I3 + (3)
dt

Where, Rs is the shield winding and Ik , λk , Vk (with

k=1,2,3) are respectively the currents, the fluxes and the
voltages in a reference that is permanent to the stator (sta-
tionary). For synchronous machines, such as AFPM, is
Figure 1: FOC basic scheme[5]. convenient to transform or refer the static stator variables
to a reference structure which is permanent to the rotor. In
this transformation, the stator stationary windings are re-
served in the Figure 1 it is used two Proportional-Integral
placed for fictitious windings which run with the rotor [3].
(PI) controllers.
The variables transformation is defined by the operation:
The main advantages in the field-oriented control strategy
are listed bellow [7].
<dq0 = [Tdq0 ][<123 ] (4)
• PWM Modulation;
• Low output voltage in the unipolar inverter; And its inverse:

• Low switching losses;

<123 = [Tdq0 ]−1 [<dq0 ] (5)
• Low sampling frequency;
• Decoupled torque and flux control. It is established that Tdq0 is the Park Transformation Ma-
trix which should be regular and its inverse should exist,
being defined in the Eq.(6) and <123 is the variable to be
The main disadvantages are:
transformed and <dq0 is the new variable.

• Sensibility to the rotor parameters;

cos(θ − 2π cos(θ + 2π
 
• More complex control nets. cos(θ) 3 ) 3 )
2
Tdq0 = −sen(θ) −sen(θ − 2π 2π 
3 ) −sen(θ + 3 )
3 1 1 1
2 2 2
AFPM MACHINE ANALYTIC MODEL (6)

In this section, basic equations of the AFPM engine will be In the Eq.(6) the θ is the rotor electric angle, defined by
deduced, allowing therefore, to obtain the simulation mo- θ = ωe t, where ωe is the rotor electric frequency.
tor model. As a way to simplify the deduction, the AFPM
machine studied in this paper follows the considerations For a balanced three-phase machine is necessary to de-
bellow [3]: duce the equations in relation to the direct and quadra-
ture axis, because the zero-sequence component doesn’t
affect the machine dynamic. [8].
• There are no losses in the magnetic nucleus;
• The Magnetic circuit is linear, which means there is Applying the Park Transformation to the magnetic fluxes,
no saturation in the magnetic circuit; currents, and voltages to the synchronous reference, it is
obtained:
• There is no cross magnetizing or mutual coupling be-
tween the circuit axis d and q;
dλd
• There is no stator slot effect (flat stator nucleus). Vd = + Rs Id − ωe λq (7)
dt

The AFPM engine voltage phase equations in relation to dλq

the machine stator are written in the Eqs. (1), (2), (3). Vq = + Rs Iq + ωe λd (8)
dt

dλ1 Considering that dq spins in a synchronous way with the

V1 = Rs I1 + (1) rotor and the inicial rotor and axis d angles are equal, it
dt

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is possible to orient the permanent magnet flux λP M over expression in function of the pair poles and the fluxes and
the axis d [8]. currents of the direct and in quadrature axis.

It is possible to write the flux equations in function of the

currents and inductances in the direct and quadrature axis. 3
Te = p(λd Iq − λq Id ) (18)
2
λd = Ld Id + λP M (9)
In the Figure 2 is presented the forces that are opposed
λq = Lq Iq (10) to the machine rotation and by the D’Alembert principle,
it’s possible to verify that the sum of moments through a
Performing the differentiation of Eqs.(9) and (10) and re- rotation axis will be zero [9].
placing in the Eqs.(7) and (8) it is obtained the referential
dq voltages equations in function of the currents:

dId
Vd = Ld + Rs Id − ωe Lq Iq (11)
dt

dIq
Vq = Lq + Rs Iq + ωe Ld Id + ωe λP M (12)
dt Figure 2: Mechanic Load in an electromechanical system.

The next step is to find the electromagnetic torque Te ex- Assuming that the machine developed torque direction Te
pression from the machine terminals electric power. is positive, it is obtained:
P = V1 I1 + V2 I2 + V3 I3 (13) dωm
Te − Tl − Bωm − J =0 (19)
dt
Replacing the Eqs. (1), (2) and (3) in Eq.(13) and applying
Park Transformation, it is obtained:
dωm Te − Tl − Bωm
= (20)
dt J
3
P = (Vd Id + Vq Iq ) (14)
2 Where, B is the friction coefficient, J is the moment of iner-
tia, Tl is the load torque calculated in the next session, ωm
Replacing the Eqs.(11) and (12) in Eq.(14) it is possible to is the mechanical speed in the motor axis, and Te is the
obtain an expression with three distinct terms where the electromagnetic torque developed by the AFPM machine.
first involves the conductors losses by Joule effect, the
second term is related to the magnetic energy variation GENERAL DESCRIPTION OF THE VEHICLES MO-
stored in the windings, and the third term results in the MENT
conversion from electric energy to mechanical energy, as
shown in Eq.(15). In this section, it is analyzed the vehicle dynamic. The
purpose of this analysis is to obtain a group of equations
which describe the vehicle dynamic and allows to add
3
Pele = ωe (Ld Id Iq − Lq Iq Id + λP M Iq ) (15) them to the AFPM machine model. The forces that act
2 over a vehicle in a inclined plane are shown in the Figure
3. The main forces that are opposed to the movement are
By definition: the tires rolling resistance Fr , aerodynamic resistance Fa
and the resistance due the vehicle inclination Fpx [10].
Pele
Te = p (16) Based on Figure 4, it is possible to express the torque Tr
ωe
in function of the traction force given by vehicle powertrain
Ft and the tire ratios r, Eq.(21).
Where, p represents the amount of pole pairs of the ma-
chine, given by the ratio of the rotor electric speed with Tr = Ft r (21)
the mechanical speed ωm in the axis.
Therefore, the torque in the machine axis Tl is given in
ωe function of the torque Tr and gear relation G of the system
p= (17) that connects the motor to the tire axis.
ωm

Replacing the Eq.(15) in Eq.(16) and developing the oper- Tr

ations, it is possible to obtain an electromagnetic torque Tl = (22)
G

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between the frontal area and the back area of the vehi-
cle, the structural form of the vehicle, the air passages
and aerofoils, and many other factors. The most simple
way to quantify the aerodynamic resistance is through the
Eq.(26) [10].

1
Fa = ρACf V 2 (26)
2

Where, Cf is the aerodynamic resistance coefficient

shown in Table 2, ρ is the air density that in the standard
conditions of temperature and pressure, the dry air has
a density of 1.2754 kg/m3 , A is the frontal area of the
Figure 3: Forces that act over the vehicle.
vehicle and V is the speed the vehicle is covering.

Table 2: Aerodynamic resistance coefficient for diverse ve-

hicles.
Vehicle Type Cf
Convertible 0,5-0,7
Mini-van 0,5-0,7
Optimized Design 0,15-0,20
Trucks 0,8-1,5
Figure 4: Traction relation in the vehicle. Buses 0,6-0,7
Motorcycles 0,6-0,7

The relation between the tire angular speed ωr and the

The vehicle weight over an inclined plane generate two
linear speed V of the vehicle is presented in (23).
components that oppose to the vehicle movement. The
Fpy component presented in Figure 3 is the force that acts
V = ωr r (23) directly to the tire rolling resistance, addressed in the pre-
vious sections. The component Fpx corresponds to the
perpendicular force to the plane with an angle α and it is
The tire rolling resistance is based on the friction of the
expressed as:
vehicles tires in the road. Hardly depends on the speed
and is directly proportional to the vehicle weight, that can
be modelled by the Eq.(24) below.
Fpx = mgsen(α) (27)
Fr = µr mgcos(α) (24)
Adding the forces in the x axis of the Figure 3 it is possible
to obtain the Eq.(28).
Where, µr is the tire rolling resistance coefficient show in
Table 1, mg is the total vehicle weight and α is the inclina-
Ft = Fpx + Fa + Fr (28)
tion angle given in function of the road height H in vertical
over the distance D as it is presented in the Eq.(25) [11].
Replacing the Eqs.(24),(26) and (27) in the Eq.(28) it is
H obtained the Eq.(29).
α = tan−1 ( ) (25)
D
1
Ft = mgsen(α) + ρACf V 2 + µr mgcos(α) (29)
Table 1: Tire Rolling Resistance Coefficient for diverse 2
conditions.
Conditions µr
To determine the load torque it was just replaced the Eqs.
Car tire on concrete or asphalt 0,013 (21) and (29) in Eq.(22) and it is obtained the torque en-
Car tire in gravel 0,02 forced by the vehicle axis in the machine as presented in
Unpaved road 0,05 Eq.(30):
Countryside 0,1-0,35

The aerodynamic resistance is caused by the friction of [mgsen(α) + 12 ρACf V 2 + µr mgcos(α)]r

the vehicle body moving through the air. Is the relation Tl = (30)
G

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VOLTAGE INVERTER MODEL

E
V30 = (2q3 − 1) (37)
The voltage inverter model is studied and presented in 2
Figure 5.
Considering a balanced system, it can be verified that the
voltage between the neutral terminal of the machine and
the central point of the DC-link is:

1
V0 = (V10 + V20 + V30 ) (38)
3

At last, it is possible to write the output voltage of the in-

Figure 5: Voltage Inverter connected to the machine. verter as a function of the reference pole and the V0 volt-
age, as presented above:

The main objective of this topology is to supply the

machine with three-phase AC voltages variables. The V1 = V10 − V0 (39)
switched voltage introduces harmonics in the current and V2 = V20 − V0 (40)
consequently, inverter losses. Therefore, the losses de-
V3 = V30 − V0 (41)
pend on the modulation method used [12].

The FOC control output forces symmetric and balanced FIELD-ORIENTED CONTROL PROJECT
reference voltages, which can generate pole voltage refer-
ence and an auxiliary voltage. The project of the controllers in this section are based on
[13] and the adopted considerations are:
The model of the inverter presented on Figure 5 is de-
scribed in sequence [12]:
• It was considered the operation point close to the
steady state for the reference input and the load be
∗
V10 = V1∗ + Vh (31) smaller as possible, allowing to consider the system
∗ as linear and the basic concepts of classical controls
V20 = V2∗ + Vh (32)
can be applied;
∗
V30 = V3∗ + Vh (33)
• After projected, the controller can be submitted to
simulation tests in order to validate its performance,
Where, V1∗ , V2∗ e V3∗ are the reference voltages, V10
∗ ∗
, V20 allowing the adjustments for this tuning.
∗
and V30 are the inverter reference pole voltages, and Vh is
the auxiliary voltage presented on [12]:
Once the considerations above were adopted, it becomes
possible to introduce the plant, expressed in the Laplace
domain by the following equations:
1
Vh = E( −u)−(1−u)max(V1∗ , V2∗ , V3∗ )−(u)min(V1∗ , V2∗ , V3∗ )
2
(34)
Vd (s) = (sLd + Rs )Id (s) − ωe Lq Iq (s) (42)
Being u a freewheeling distribution factor that varies be-
tween 0 and 1. Vq (s) = (sLq + Rs )Iq (s) + ωe (Ld Id (s) + λP M ) (43)

The Pulse Width Modulation (PWM) sinusoidal strategy In the latter equations of the motor voltage, the second
∗ ∗ ∗
consists on comparing V10 , V20 and V30 voltages with tri- term of each one is the counter-electromotive force term.
angular carrier in a way of controlling the signal of q1 , q2 Due to this term, the control circuits of the dq currents are
and q3 switches, obtaining the pole voltage of the inverter not independent. Therefore, a decoupling term is added
as a function of the conduction state of the switches. to the control system as shown in Figure 6 to the Iq current
case.
E
V10 = (2q1 − 1) (35) This term is introduced after the PI control with the same
2
value of the counter-electromotive force included in the
motor model, but with a opposite sign. Thus, the system
E can be simplified as a second-order system, as shown in
V20 = (2q2 − 1) (36) Figure 7, where Id and Iq are controlled independently.
2

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Ldq
Kp = (48)
4ζ 2 T

Rs
Ki = Kp (49)
Ldq
Figure 6: Iq control plant with external disturbance and PI
control.
Being ζ the damping ratio factor given as a function of the
desired percentage value:

1
ln( OS )
ζ=q (50)
1 2
ln( OS ) + π2

Figure 7: Iq simplified lace control.

The final equations adopted to simulate the AFPM ma-
chine on the computational environment MATLAB R are
It is noticed that the control circuit of the currents for both Eqs. (11), (12), (18), (20), (30), (39), (40), (41), (48), (49)
axis are identical, so it is use the same scheme presented and (50).
in Figure 7 for Iq to the control of the current Id . Also a
first order time delay is added to model the digital signal SIMULATION RESULTS
processing.
The main objective of this section is to present the vali-
The open loop transfer function is presented in Eq.(44), dation of the analytical model of the traction system, de-
where Kp the proportional gain and Ki is the integral gain. veloped on the previous chapter. To perform this simula-
tion, a routine was developed on the computational envi-
Ki ronment MATLAB R version 9.1.0.441655. In Table 3 The
(s + ) used parameters in this simulation are presented.
Kp Kp 1 1
G(s) = 1 (44)
T Ldq s (s + T ) (s + LRdqs ) The diagram of the simulation was implemented following
the control scheme of Figure 1, where two different sce-
Cancelling the controller zero with a plant pole is possible narios were programmed to validate the model behaviour.
to reduce the system to a second-order system, as shown The first scenario is presented in Figure 8, where the ve-
in Eq.(45). hicle runs on a horizontal plane until it reaches 30 km/h,
keeping its speed constant for 3 seconds and decelerating
to 15 km/h, where it maintains decelerating for 3 second
Kp 1 more until it stops.
G(s) = 1 (45)
T Ldq s(s + T )

It is possible to obtain the close loop model from the open

loop equation as presented in Eq.(46).

Figure 8: First simulation scenario.

Kp
G(s) T Ldq
Gs (s) = = Kp
(46) In Figure 9 it is possible to observe the dynamic of the
1 + G(s) s2 + 1
s+
T T Ldq
electromagnetic reference torque imposed by the driver
from the acceleration pedal.
Which can be compared to the general second-order
equation: 22
20
18
16

ωn2 14
Torque(Nm)

Hs (s) = 2 (47) 12
s + 2ζωn s + ωn2 10
8
6

The values of Kp and Ki to the PI controller with the pole 4

2
cancellation and the current loop delay can be calculated 0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
according to the Eqs. (48) and (49) respectively. These Tempo(s)

equations are valid both to the Id and Iq current loop. Figure 9: Reference torque for the first scenario.

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the machine.
Table 3: Parameters applied in the simulation
Machine Data 22
Torque de Referência
20
Parameters Value 18
Torque da Máquina

Nominal power(P ) 50 kW 16
14
Nominal Current(In ) 160 A

Torque(Nm)
12
Nominal Torque(Tn ) 80 Nm 10

Winding Resistance(Rs ) 0,0079 Ω 8

6
Inductance (Ld ) 0,23 mH 4

Inductance (Lq ) 0,56 mH 2

0
Machine Friction Coefficient(B) 0,0000179 N.Kg.m3 -2
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
Rotor Inertia(J) 0,00586 Kg.m2 Tempo(s)

Magnetic Flux(λP M ) 0,104 Wb Figure 11: Electromagnetic torque in the machine and ref-
Pair of Poles(P ) 4 erence torque in first scenario.
Inverter Data
Parameters Value In Figure 12 it is presented the imposed load torque by
DC-Link(E) 300 V the vehicle mechanical model, that opposes to the ma-
Switching Frequency(fs ) 10 KHz chine developed torque. It is possible to observe that for
Distribution Factor(u) 0,5 a higher speed, the load torque increases and this occurs
Controller Data
due to the aerodynamic force influence in the vehicle that
Parameters Value
varies with speed.
Proportional Gain(Kp _Id ) 6,30
Integral Gain(Ki _Id ) 216,57 15

Proportional Gain(Kp _Iq ) 15,35

Integral Gain(Ki _Iq ) 216,57
Torque de Carga(Nm)
Inverter Delay Time(Ta ) 15.10−6 s 14.5

Vehicle Data
Parameters Value
14
Weight(m) 400 Kg
Gravitational Acceleration(g) 9,82 m/s2
Front Area(Af ) 0,8 m2 13.5
Air Density(ρ) 1,2754 Kg/m3 0 0,5 1 1,5 2 2,5 3 3,5
Tempo(s)
4 4,5 5 5,5 6 6,5 7

Plane Inclination(α)
Transmission Relation(G)
Tire Radius(r)
Tire Rolling Coefficient(µr )
Aerodynamic Coefficient (Cf )
By performing the simulation, the obtained result for the
motor terminals current is presented in Figure 10. As can
be observed, the current in the machine start was around
64 A until it reached the 30 Km/h, after that instant the
0 rad Figure 12: Load torque imposed by the vehicle mechani-
4 cal model in first scenario.
0,1651 m
0,013 So, for the imposed torque reference of approximately
0,20 14,7 Nm, it is possible to visualize in Figure 13 that the
speed is kept for 3 seconds in 30 Km/h, that after a brief
deceleration with a torque of 14,2 Nm, and it was fixed its
speed in 15 Km/h for more 3 seconds, reaching standby
after the end of the reference imposed by the vehicle.
35

current drops to 49 A which keeps the constant amount 30

following the torque scenario until the speed is reduced to 25

Velocidade(Km/h)

15 Km/h, and the current value was updated to a value 20

around 44 A, and it was verified that in any moment the
15
machine current was superior than 160 A, that is its nomi-
10
nal limit.
5
80
Corrente I1 0
Corrente I2 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
60
Corrente I3 Tempo(s)
40 Figure 13: Vehicle speed in first scenario.
20
Corrente(A)

-20

-40

-60
The currents in the dq referential are presented in Figure
-80
14. The currents Id and Iq dynamics is explained based
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
Tempo(s) in the FOC control diagram, where the axis current in
Figure 10: Terminals machine currents in first scenario quadrature is directly linked to the machine torque vari-
ation, the direct axis is totally decoupled with a null refer-
In Figure 11 it is observed the reference torque imposed ence value to be possible working with a maximum torque
by the accelerator pedal and the real torque developed by in the vehicle start.

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70 150
Corrente Id Corrente I1
Corrente Iq Corrente I2
60 Corrente I3
100

50
50
Corrente(A)

Corrente(A)
40
0
30

-50
20

10 -100

0
-150
0 1 2 3 4 5 6 7 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
Tempo (s) Tempo(s)

Figure 14: dq referential currents in first scenario. Figure 17: Machine terminals currents in second sce-
nario.
The second scenario for simulation contemplates an in-
clined plane in the path, as presented in Figure 15. Equiv-
alently to the first, the vehicle is accelerated until 30Km/h 50
for 3 seconds, being that in half of this time the angle is Torque da Máquina
Torque de Referência

increased in order to simulate the vehicle going up a ramp 40

with a 6 degrees inclination in relation to the first scenario,

Torque(Nm)
30
by the end of the 3 seconds the speed is decreased to
15Km/h and kept for more 3 seconds, until it decelerates 20

completely. The plane inclination angle was chosen be-

10
cause is the maximum angle that a modelled vehicle is
able to run, which is explained by the vehicle being a high- 0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
performance Formula SAE vehicle type. Tempo(s)

Figure 18: Machine electromagnetic torque and reference

torque in second scenario.

The load torque delivered by the powertrain is shown in

Figure 15: Second simulation scenario. Figure 19. Compared to first scenario, the load torque in
the start of the second scenario until 30 Km/h is exactly
After the simulation is possible to visualize in Figure 16 the same, but at the time it begins the inclination in 1,4
the torque dynamic to complete the proposed path. seconds a significant increment in load torque is verified,
that is caused by the weight force, that is no more equal to
40
zero, reaching to 37 Nm, that drops to 35 Nm in 15 Km/h
35

30
caused by the vehicle aerodynamic force reduction.
25
Torque(Nm)

20
40
15

10
35
Torque de Carga(Nm)

5
30
0
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
Tempo(s)
25
Figure 16: Reference Torque for second scenario.
20

The second scenario was simulated and the obtained re- 15

sult for the currents in the motor terminals is presented in 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7
Tempo(s)
Figure 17. As it is possible to observe, the start current
Figure 19: Load torque in second scenario.
was exactly the same of the previous scenario, of approx-
imately 64 A until it reaches 30 Km/h, after that instant
the current drops to 49 A, that keeps the constant value
until the inclination start, which happens in 1.4 seconds. With the dynamics imposed by the reference torque it was
At that instant is observed a maximum current amount of possible to maintain the proposed speed to the vehicle.
118 A, that follows the torque scenario until it drops to 15 There was a drop in speed exactly at the moment the in-
Km/h, and the resulting current was around the 115 A. As clination began at 1,4 seconds, but it was rapidly compen-
the previous situation, in any moment the machine current sated in order to keep 30Km/h as it can be seen in Figure
exceeded its nominal value of 160 A. 20.

In Figure 18 is presented the reference torque imposed In Figure 21 it is possible to see the machine current Iq
by the accelerator pedal and the real torque developed by followed the dynamics imposed by the reference and Id is
the machine. equal to zero, regardless the torque change.

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35
30
25
Velocidade(Km/h)
20
15
10
5
0
0 0,5 1 1,5 2 2,5
Figure 20: Vehicle speed in second scenario.
140
120
100
Corrente(A)
80
60
40
20
0
0 0,5 1 1,5 2 2,5
Figure 21: Referential dq currents in second scenario.
CONCLUSION
This paper was developed through a research about the
use of electrical engines in electric vehicles, control types
and systems mechanic configurations. After an analysis
in each topology, it was defined that the electric traction
system would be the AFPM machine, a FOC control with
a reference torque and a mechanical system with current
transmission.
Having in mind that the objective of this paper is to model
and simulate a traction system for electric vehicles con-
templating a AFPM machine, it is possible to conclude,
based on the obtained results, for example, Figures 11
and 18, that field-oriented control presents a good per-
formance in torque response for both applied scenarios,
seen that the developed value of the machine is very close
to the reference traction system with a AFPM machine.
In agreement with Figures 14 and 21, it is also possible to
conclude that AFPM motor works in a constant power re-
gion, because Id was kept with a zero value and therefore
not working in a field weakening region, ensuring that the
magnets will not suffer demagnetization.
For both scenarios, it was verified that the final vehicle
speed reaches the torque dynamic imposed by the control
reference, as it can be seen in Figures 13 and 20, indiffer-
ent of the plane inclination that the vehicle is submitted.
Considering that the motivation of this paper is to con-
tribute for the further development of researches in the
electric vehicles area, the aimed objectives by this paper
were achieved, and the simulations result, considering
the proposed scenarios validated the proposed analytic
model.
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NOMENCLATURE J, B Inertia of the machine damping factor, respectively.

AFPM Axial Flux Permanent Magnet P Active power of the machine.

FOC Field Oriented Control E Dc-link Voltage of the main converter.

Vk Stator voltage, k = 1, 2, 3. p Number of Pole Pairs.

Ik Stator currents, k = 1, 2, 3. F t Tractive Force.

λk Stator Flux, k = 1, 2, 3. F a Aerodynamic Resistance.

Rs Resistances of the stator. F r Resistance to Tire Turning.

Vd Stator voltages in synchronous frame. F px Resistance to Weight.

Vq Stator voltages in synchronous frame. V Linear Velocity.

Id Stator current in synchronous frame. Vh Homopolar Voltage.

Iq Stator current in synchronous frame. Kp Proportional Gain.

Te ,Tm Electrical and mechanical torques, respectively. Ki Integral Gain.

ωe , ωm Electrical and mechanical rotor speed. ζ Damping Factor.

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