Electr Eng

DOI 10.1007/s00202-017-0541-3

ORIGINAL PAPER

Design, analysis, and control of in-wheel switched reluctance

motor for electric vehicles
Z. Omaç1 · M. Polat2 · E. Öksüztepe3 · M. Yıldırım4 · O. Yakut2 · H. Eren3 ·
M. Kaya5 · H. Kürüm4

Received: 20 August 2015 / Accepted: 29 April 2017

© Springer-Verlag Berlin Heidelberg 2017

Abstract Estimation of dimension parameters for an elec- torque control of IW-SRM is carried out. The motor tests
tric machine has great importance before assembling on including both standstill and running test are performed by
production line. As a matter of fact, researchers should find using the experimental setup. Initial size parameters are intu-
optimum solution once they decide to perform analytical itively provided as motor analysis is conducted by software
design of an electric machine. In this study, we have tried to package. Then, numerous trials are examined to get optimum
find dimensional and electrical parameters via derived math- results. In fact, this motor is employed by an electric vehicle
ematical equations for in-wheel switched reluctance motor whose design is ongoing. Therefore, optimum motor param-
(IW-SRM), and the motor has been manufactured. More- eters for required base speed and torque have been estimated
over, an experimental setup is designed, and the speed and by solving generated equations for IW-SRM with 18/12 poles
via MATLAB. Considering parameters estimated, analysis of
This work is supported by TUBITAK (The Scientific and
IW-SRM has been performed by Ansoft Maxwell 15.0 Soft-
Technological Research Council of Turkey) with the Project, ware Package based on 3D finite element method (3D-FEM).
113M090. Consequently, the estimated parameters have been validated
by the results of Maxwell 3D FEM. Experimental results of
B H. Eren
the motor manufactured are obtained via the motor driver
he.edu.tr@gmail.com
designed; also have been validated by Maxwell 3D.
Z. Omaç
zomac@munzur.edu.tr
Keywords Designing in-wheel SRM · Electric vehicle ·
M. Polat
Optimum parameters estimation · Switched reluctance
mpolat@firat.edu.tr
motor · Finite element method
E. Öksüztepe
eoksuztepe@firat.edu.tr
M. Yıldırım 1 Introduction
merveyildirim@firat.edu.tr
O. Yakut 1.1 Motivation
oyakut@firat.edu.tr
M. Kaya Switched reluctance motors (SRMs) are simple electric
mkaya@firat.edu.tr machines, whose stators and rotors are salient pole and their
H. Kürüm rotors have not coil. SRMs convert electrical energy into
hkurum@firat.edu.tr mechanical energy through the reluctance force.
1 Department of Electrical and Electronics Engineering,
Munzur University, Tunceli, Turkey 4 Department of Electrical and Electronics Engineering,
2 Department of Mechatronics Engineering, Fırat University, Fırat University, Elazığ, Turkey
Elazığ, Turkey
5 Department of Digital Forensics Engineering,
3 School of Aviation, Fırat University, Elazığ, Turkey Fırat University, Elazığ, Turkey

123

SRMs have gained much prominence since they can gen-
erate high power density. Hence, they are employed by a lot of
applications such as wind energy, starter/generator systems
in gas turbine engines, high performance aerospace appli-
cations, and electric vehicles (EVs) [1]. Major advantages
of SRMs for EV can be exemplified as simple control, a
wide constant power region at high speed, fault tolerance,
effective torque–speed characteristics, low cost, robust con-
struction, and high reliability [1–6]. In this study, we have
investigated IW-SRM being outer rotor structure unlike con-
ventional SRMs.
1.2 Problem statement
In the present study, IW-SRM design is realized such that the
IW-SRM transmits the power directly to tires without reduc-
tor or any drive train. Therefore, power transmission losses
for EV are reduced, and it causes the range to increase. Spec-
ified restrictions exist in designing IW-SRM, which are outer
diameter and package length. As a matter of fact, IW-SRM
design should be performed by considering aforementioned
restrictions.
Initial motor sizes should be given into dedicated soft-
ware while motor analysis is realized by existing software
packages such as Maxwell, Magnetics. Traditionally, the
sizes are provided intuitively while designing a motor. If
a motor design would be performed in different speed and
torque rates, optimum sizes could be reached by numer-
ous trials. It is really painful job to get optimum results
using traditional methods. Furthermore, trial and error-based
optimization process of IW-SRM by 3D-FEM takes longer
time than analytical calculations of conventional methods.
Dedicated software, which magnetic circuit equations are
involved in, should be developed so that the solutions hav-
ing close accuracy to 3D-FEM results can be obtained. The
equations should provide electrical parameters such as induc-
tances, torque, efficiency, and resistance of IW-SRM using
motor dimensions. As varying motor dimensions, optimum
electrical parameters should be obtained by the equations
previously derived.
1.3 Proposed approach
We design a direct drive electric motor for EV. As design-
ing IW-SRM, required torque is estimated by the parameters
influencing the car such as acceleration, aerodynamic, and
road slope. Rim size is determined to provide required torque,
which refers to motor outer diameter. Therefore, as an initial
step the rotor outer diameter and package length are speci-
fied by 21 in. limiting the EV wheel rim size. Here, we can
mention about some of situations that the EV needs high
torque such as instant torque when car accelerates from 0 to
100 km/h, continuous torque on sloped roads, and the torque
123
Electr Eng
causing of aerodynamic force. In this endeavor, the contin-
uous torque at the roads with specified grade plays vital
importance for initial motor design considerations. There-
fore, base speed of the motor is estimated considering rim
diameter and specified constant speed at continuous torque
of the car for sloped roads.
For IW-SRM at aligned and unaligned positions, electrical
parameters are estimated using magnetic equivalent circuits
in which motor dimensions are formed. Until getting values
of optimum motor parameters, the software developed via
MATLAB solves derived equations. In the software to be
developed, we consider some of parameters that are torque
(Tave ), number of remaining turns (NRT), torque per unit
volume (Tvol ), copper losses, and efficiency (η) as obtaining
optimum IW-SRM size.
In order to validate our approach, Maxwell 15.0 FEM
Software Package performs 3D analysis of IW-SRM. The
software obtains torque and inductance curves, and field dis-
tributions of IW-SRM. Torque and inductance rates at aligned
and unaligned positions estimated by Maxwell Software are
compared with the values calculated by MATLAB. Con-
sequently, it is observed that the Maxwell results are very
close to existing approach. Associated experimental results
are provided in the proceeding sections.
1.4 Related work
Generating high torque plays an important role as designing
a motor for direct traction EVs. Hence, package length and
diameter of the motor are determined to satisfy the required
torque and to fit them into specified wheel rim. Relation
between torque and dimensions, diameter and length of SRM,
is explained in detail [7–10].
SRMs have a lot of advantages such as not having brush,
collector, and magnets. Their less maintenance requirement
reduces production cost as well as increasing reliability
[3,11]. Besides, SRMs have low weight, fault tolerance
operation [12], and high efficiency being over 95% that is
obviously equivalent to induction motor (IM) [13]. Due to
not having magnet, the motor can be operated at high speed.
Rotor copper losses do not exist owing to lack of rotor wind-
ing. Therefore, rotor temperature is lower than that of other
motor types, and motor cooling can be easily achieved. Low
inertia plays a significant role in variable reference speed
applications to get fast response. The rotor of SRM has also
lower inertia than that of the other motors, because of the
lightweight structure of rotor. The phases do not take effect
each other; that is, once one of the phases fails, the motor
continues to operate [14]. Some of electric vehicles need
drive train to operate in constant power. However, this is not
a crucial problem as revising motor design, and the constant
power region can be extended [15]. Potential applications of
SRMs in EV and hybrid electric vehicle (HEV) propulsion
Electr Eng
have been investigated in [16,17]. On account of all features,
it can be concluded that SRM is an appropriate motor type
for EV applications [18].
In researches on designing SRM [19,20], theoretical cal-
culations of SRM and numerical analysis by two-dimensional
(2D) FEM were performed. Also, dynamic behavior of a 12/8
SRM and the effect of motor characteristics were investi-
gated. In [21], analysis and static optimization of four phases
8/14 SRM were implemented by combination of MATLAB
and 2D FEM Ansoft Maxwell. In [22], modeling and design
optimization of SRM by boundary element analysis and its
simulation were presented. A comprehensive study on mod-
eling, design, simulation, and analysis of SRM was realized
in [23]. Authors in [24] designed electric drive train includ-
ing SRM for a small EV instead of permanent magnet motors
because of its good field weakening capability and less cost.
Another paper explained design of SRM competitive to 60-
kW interior permanent magnet synchronous motor (IPMSM)
in third-generation HEV [25]. In [26], high efficient SRM for
EV was designed by 2D and 3D FEMs. Then, the designed
SRM was tested by experimental results. Increasing num-
ber of stator and rotor poles, a new design was realized to
decrease the radial forces caused acoustic noise [27].
Benefits and advantages of a novel IW-SRM designed in
a special stator–rotor–stator structure were elaborated in a
research, which are less iron losses and less weight for a given
power output, and not being net radial force on the rotor [28].
In [29], the driving of the power module of IW-SRM for EV
was achieved by digital signal processing (DSP). Then, the
performance of the EV driving system was verified by the
experimental results. The researchers in [30] designed IW-
SRM driven system, its associated circuit, and the controller
with DSP TMS320F2812. Here, the mutual control of two
motors was performed by electronic differential system via
Ackerman–Jeantand model. In [31], inductance of an IW-
SRM was estimated by the MEGA software. With the aim
of calculating the inductance of the IW-SRM, magnetic field
strength along the stator pole was exploited. The estimated
results were compared with the experimental ones. A dif-
ferent simulation approach was used in [32] to analyze the
performance of the IW-SRM. In this study, passive loading
scheme was assigned to simulate IW-SRM drive for an EV
with two separate models of SRM system and vehicle system.
In a research on designing IW-SRM, a direct drive IW-
SRM for EV was handled [33]. A 3D solid model was
built; also strength analysis and electromagnetic finite ele-
ment analysis (FEA) were carried out. The electromagnetic
analysis results were validated by embedding into a hybrid
simulation model. Researchers of another paper dealt with an
IW-SRM design for EV [34]. They realized design optimiza-
tion, magnetic analysis of the motor by Ansoft Maxwell 2D
software, and simulated drives. Here, torque values and ripple
ratios were compared by simulating different driving scenar-
ios of the vehicle. Authors in [35] designed IW-SRM for EV
with multi-objectives using three factors that are maximum
average torque, maximum average torque per copper loss,
and maximum average torque per motor lamination volume.
Optimizing variables that are stator and rotor pole arc angles
were utilized in the design. In [36], the design and analysis of
IW-SRM were carried out. This approach was resided in short
flux path configuration. It exposed additional important fea-
tures compared to previous SRM designs. Authors reported
a substantial increase in efficiency. A comparison on torque
ripple between the designed motor and a traditional SRM
was made. FEA results showed that designed SRM had less
torque ripple. In [37], 12/10-pole IW-SRM was designed for
EV drive applications. For the designed motor, maximum
torque and power over the target value were produced.
As examining the handled literature, it could be resulted
that SRM designs by FEA have been commonly performed.
However, optimization of the motor design takes long time
while motor parameters using FEM are obtained by trial
and error. Therefore, in the present study, IW-SRM has been
designed unlike SRM with the aim of discarding the losses
caused by the transmission system. Optimum parameters
have been obtained for desired speed and torque via MAT-
LAB. The accuracy of these parameters has been proved by
Maxwell 3D analysis software.
1.5 Contribution
In our study IW-SRM has been designed, and it has been put
into practice. Therefore, our design has provided researchers
to get a chance in comparison with the existing IW-SRMs.
Values of inductance at aligned and unaligned positions (La
and Lu , respectively) have been estimated by employing mag-
netic circuit equations derived from geometric shapes of
IW-SRM, which are close to experimental results. IW-SRM
has been manufactured by optimum sizes obtained from the
developed software.
The previous paper [10] was obviously a simulation study
based on the given theory. Therefore, experimental results
were not included in the previous paper. However, the present
work refers to design, analysis, and control of IW-SRM. For
that reason, the motor designed was actually manufactured.
Experimental results including standstill test and running
test were both added to the existing study. In [10], motor
speed was not considered in MATLAB analytical solution. In
fact, motor speed plays important role in determining motor
dimensions. In this study, motor speed was also considered,
which provides optimum solution space to be changed.
The proposed method is highly practical, which is also
holistic approach. Therefore, it is appropriate for complex
solutions applying for EV, which has been proved by experi-
mental results. In this research, NRT is also utilized. Designer
using traditional slot fill factor method should give percent-
123
 Electr Eng

age interval, whereas NRT is determined using the present Tave Tvol NRT
approach.
Considering criterions detected by designer, a solution
space has been obtained by developed software, which can
Design
include in a few optimum motor sizes. The designer prefers Optimization Design
Equations
of s r {s} Constraints
one of them with regard to his priority. This method is flexi- (Eq. 3-43)
ble, practical, and its estimation cost is low. Optimum motor
sizes for EV have been estimated in a few minutes. Eliminating
Infeasable Solution
Tave {},

2 Design of 18/12 IW-SRM

Design Optimization
Performance analysis of IW-SRM is realized considering Design
Equations
of s r {s} Constraints
sizes of rotor and stator, coil parameters, and number of poles. (Eq. 3-43)
Dimensions of IW-SRM at specified tolerance are obtained
from output power equations that are well known by machine Eliminating
designers [38]. In this section, 18/12 IW-SRM design with Infeasable Solution
NRT {}, Tvol {}
three-phase is described.
The output power (Phb ), speed (n), and peak current (ip )
are all required for IW-SRM design, which are determined by Design Optimization Design
the desired load and application area for the motor. Since the Equations of s r {s} Constraints
EV is directly driven by four IW-SRMs, each motor should (Eq. 3-43)
directly produce the required torque without gearbox. The
required torque depends on vehicle weight, wheel diame-
Solution
ter, vehicle cross-sectional area, aerodynamic coefficient, and Space
rolling coefficient. In this study, the required torque is taken
as 500 Nm. To meet the required torque, wheel size is selected Fig. 1 Design steps
as 21 in. Considering the mechanical restrictions of the pro-
posed wheel size, an outer diameter (D0 = 450 mm) and the
1. Since number of rotor pole is less than number of stator
package size (L = 100 mm), are selected. The shaft diame-
pole, βr is selected to be equal or greater than βs (βr ≥ βs ).
ter (Dsh = 60 mm) is determined by motor torque. Air gap
2. In order to get required torque from IW-SRM, βs should
is selected as g = 0.5 mm.
be equal or greater than step angle (ε), (βs ≥ ε). If it is
selected as (βs < ε), none of the phase windings may have
2.1 Selection of stator and rotor pole arcs
a rising inductance slope. Step angle can be given as
Torque ripple varies by number of phases and poles. Decreas-
ε = 2π/(Nr · Ps ) (1)
ing torque ripple by increasing number of the phases causes
both complexity and cost of driver circuit to increase. Increas-
where Nr , Ps refer to number of rotor pole and number of
ing number of poles instead of number of phases is preferred
phase of IW-SRM, respectively.
to decrease torque ripple. Moreover, in order to get required
3. Rotor pole angle should be greater than sum of stator and
torque using a battery with 400 V and 75 A, three-phase 18/12
rotor pole arc angles, which can be implied by
pole IW-SRM to fit into 21 in. rim has been selected. Design
steps are given in a system diagram in Fig. 1. As shown in 2π
Fig. 1, optimum stator and rotor pole arc angles (βs and βr ) > βs + βr (2)
Nr
are determined by considering criteria such as Tave , Tvol , η,
and NRT. Firstly, both of these criteria which are Tave and Given the specified range of βs and βr , we intuitively
η are examined to decrease the solution space. Then, the assign βs and βr values to get optimum torque rate, torque
solution is repeated by considering Tvol and NRT. Inappro- density, copper loss, and efficiency.
priate solutions are eliminated and the last solution space is
obtained. All the numerical combinations in between βr and βs are
To eliminate infeasible ones from solution space, some successively put into a loop by a small increment. Adding
constraints for the range of βr and βs have been considered some of restrictions to the subroutine, we eliminate the values
as that are not satisfied with designated conditions. Therefore,

123
Electr Eng

motor sizes are calculated by selecting the most proper βr The flux density of stator pole (Bs ) is assumed as equal to
and βs values satisfying all these conditions. Bmax .
An analytical model is needed for estimating of Tave , Tvol , In this study, inspiring reference [7], flux path equations
η, and NRT. The model depends on the geometry of the IW- using B–H characteristics have been derived for calculation
SRM. The model is formed by well-known Ampere law, and of inductance in the proposed IW-SRM, and they are obtained
it is expanded in the next section. As βr and βs are varied, the by the flux tubes approach. Two flux tubes are selected for
results of the model (Tave , Tvol , η, and NRT) are obtained. calculation of inductance at aligned position (L a ) as shown
in Fig. 3.
2.2 Estimation of Tave As shown in Fig. 4, Tube 1 and Tube 7 flux paths are
utilized, which are given for calculation of L a . Ampere turn of
Calculations for energy at aligned and unaligned position, Tube 1 is estimated by Eq. (6). It is assumed that the magnetic
average torque of pole pair, and average torque are all con- induction density of the stator is Bmax , and the magnetic field
secutively listed as strength in each section of the motor are estimated via B–H
curve model. After the estimated total ampere turn or MMF
1 is obtained, the number of coil turn can be found. Using
· La ip , θ · i2p
 
Wa = (3)
2 the MMF obtained from Tube 1, leakage inductance in Tube
1 7 is estimated by Eq. (7). Bsmin is obtained from iteration
Wu = · Lu ip , θ · i2p
 
(4)
2 processes, which is validated by Eq. (7):
((Wa − Wu ) · Ns · Nr )
Tave = Ntpp · 0.5 · (5)
Ntpp · π
 
Ag
TAT1 = 2 · (Hs · ls + Hr · lr ) + Bg ·
Pa
The average torque can be estimated by obtaining La (ip , θ ) +(Hry · lry + Hsy · lsy ) (6)
and Lu (ip , θ ).
Bs · Asf
TAT7 = Hs · ls + + Hsy · lsy (7)
Pf
2.2.1 Estimation of aligned inductance
The inductance at aligned position is calculated by
Equations 3 and 4 are nonlinear equations varied by B–H
 
characteristic of the motor sheet. B–H characteristic of sili- Bs · As Bsmin · Asf
con sheet plays a significant role in motor design, which is Laphase = Ntpp · 0.5 · TAT1 · 2
+ 4 · TAT7 ·
ip i2p
given in Fig. 2. In IW-SRM design, magnetic induction den-
(8)
sity should not be higher than the value at knee point under
nominal operating conditions. For this reason, the following
conditions should be considered: where Ntpp refers to number of teeth per phase.

a. If βr > βs , then maximum value of the knee point can be

c
taken as magnetic induction density.
b. If βs > βr , then value of magnetic induction density g βr
should be taken lower than that of knee point by consid-
ering pole fields ratio to not be extreme saturation. βs
Rotor
Cin
D

Under these circumstances, the knee point of B–H char-

acteristic is taken as Bmax . D0
Stator

2.5 Tube 7
2
Tube 1
B (T)

1.5

0.5

0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
5
H (A/m) x 10
Fig. 3 Flux paths for calculation of inductance at aligned position (L a )
Fig. 2 B–H Characteristic of M530-50A silicon sheet

123

2.2.2 Estimation of unaligned inductance
Seven flux paths are selected for calculation of inductance
(L u ) at unaligned position as shown in Fig. 4.
The flux paths sketched by Fig. 4 are used to estimate
L u for a single pole pair. Total ampere turn and inductance
of each flux tubes are calculated as previously mentioned.
Eventually, unaligned inductance for a single phase can be
estimated by
Lu_phase = Ntpp · 0.5 · [(Lu1 + 2 · (Lu2 + Lu3
+ Lu4 + Lu5 ) + 4 · (Lu6 + Lu7 )]
2.3 Estimation of Tvol
To calculate Tvol , iron volume of the motor should be esti-
mated according to the geometry of the motor.
Iron volume is given by

Dvol = ((As · hs · Ns ) + (Ar · hr · Nr )) + π · L
·((0.5 · D − g − hs )2 + (0.5 · D0 )2
−(0.5 · D0 − C)2 ) − 9 · π · L · r2
where r refers to radius of cylinder in cooling holes.
Thus, torque/volume rate is
Tvol = Tave /Dvol
Tube 1
23
45
Tube 6
Tube 7
Fig. 4 Flux paths for calculation of inductance at unaligned position
(L u )
123
Electr Eng
2.4 Estimation of η
To calculate the motor efficiency, the losses can be esti-
mated. The motor losses consist of iron losses, copper losses,
windage, and friction losses. Iron losses depend on frequency
and magnetic induction density. The iron losses are nearly
equal for each of motor solutions, and same situation is
applicable for windage and friction losses. Therefore, they
can be neglected in an optimization problem. However, cop-
per losses play an important role in motor efficiency. The
resistance of windage including copper conductors with the
certain diameter can be estimated from the dimensions of the
(9)
designed motor. Length of the coil in pole pair can be given
by
   
(0.5 · D − g − 0.5 · hs ) · 2 · π
lpp = 4 · L + · Tph
18
(12)
Resistance of a phase and phase resistance are namely given
by
(10)
 
Rs = Ntpp · 0.5 · 0.0177 · Ipp /CA (13)
Copper loss is
Pcl = (Ip )2 · Rs (14)
(11)
Calculation of efficiency using input power (Pi ) is
η (%) = ((Pi − Pcl ) /Pi ) · 100 (15)
2.5 Estimation of NRT
In this study, NRT instead of slot fill factor is utilized, which
is the number of turn to fit the remaining space in the slot after
the coil is mounted. NRT gives information about weather
the coils fit into slot, as well as the influence rate of mutual
inductance. It is inverse-correlated with mutual inductance.
As is well known, mutual inductance of the coils in reluctance
motors is deserved to be small as much as possible. It is
estimated such that surrounded number of turns is subtracted
from maximum number of turns. In this situation, positive
number of turns suggests that coils can be easily fitted into the
space, while negative number of turns refers to overlapping
coils. As NRT is estimated, considering geometry is as shown
in Fig. 5. Here, the slot is taken as trapezoid and its cross-
sectional area can be calculated. In this way, it is found how
many coil turn can be fitted in to this area.
Electr Eng

10 4

Torque density (Nm/m3)

4.5

3.5

3
14
Stat 13 15
or p 12 14
ole 13
arc 11 12
ang 11 egree)
le (D 10 10 ngle (D
egre o le arc a
e) Rotor p
Fig. 5 Representing NRT parameters
Fig. 7 Torque density versus rotor and stator pole arc angle

3 Implementation of the method

90

Initially, βr and βs values are gradually changed in between

Efficiency (%)
85

10◦ –14.9◦ and 10.1◦ –15◦ provided that βr > βs . In order 80

the coil to fit its own slot, NRT should be greater than 0. 75
The solution space is narrowed such that both NRT will be
70
positive, and the required torque values will be greater than 14
13 15
450 Nm. In this case, 996 possibilities occur as shown in Stat 14
or p 12 13
ole a 11 12
rc an
Fig. 6 which torque versus rotor and stator pole arc angle is gle ( 11 egree)
angle (D
10 10
Deg
ree) ole arc
plotted. Rotor p
Torque density and efficiency plots for these possibilities
Fig. 8 Efficiency versus rotor and stator pole arc angle
are shown in Figs. 7 and 8, respectively. The minimum and
maximum values of βr and βs are obtained by considering
10 4
Torque density (Nm/m3)

two predetermined rates that are torque tolerance and lower 3.6
limit of efficiency. The maximum value of difference between
βr and βs , max (βr − βs ), is determined by considering sig-
3.5
nificant drop in torque density. Using new βr and βs values,
the solution space is narrowed as shown in Figs. 9 and 10.
3.4
Considering the minimum values of torque density and 14
13 15
NRT, once more the solution space is narrowed. This solution Stato
r pole 12 14
14.5
13.5
space is shown in Fig. 11. According to the base speed which arc a 13 egree)
ngle
(Deg
11 12.5 angle (D
ole arc
is 120 rpm, remaining combinations are given in Table 1. ree) Rotor p

Here, it is observed that the most appropriate combination

Fig. 9 Torque density versus rotor and stator pole arc angle
for the motor design is eleventh option as given in Table 1.
Hence, βr and βs are selected 14.3◦ and 12.7◦ , respectively.
In Table 1, the efficiency rate is the lowest one at the line 30

which highest torque is produced by the present motor. At

the same time, it is the efficiency that copper losses are at 20
NRT

10
650
Torque (Nm)

600 0
15 11
14 12
550 13 13
Rotor pole ar 12 14 e)
c angle (Deg
le arc an gle (Degre
500 ree) Stator po
450
14 Fig. 10 NRT versus rotor and stator pole arc angle
13 15
Stat 12 14
or p 13
ole a 11 12
rc a e)
le (Degre
11
ngle 10
arc ang
10
(Deg ole
ree) Rotor p high rate. The motor operates at higher efficiency for high
speeds. When the winding current value comes down 50%
Fig. 6 Torque versus rotor and stator pole arc angle of its nominal rate, the efficiency becomes 96.2%.

123
 Electr Eng

540

530
Torque (Nm)

520

510

500
3.6
3.5 86.5
86
10 4 Torq 3.4 85.5
ue d 85
ensit )
y (N 3.3 84.5 ncy (%
m/m 3 Efficie
)

Fig. 11 Torque versus efficiency and torque density

4 The analysis of motor using Maxwell 3D

Software Package
Fig. 12 Field distribution of 18/12 IW-SRM
To validate estimated IW-SRM parameters, Maxwell 3D 15.0
Software Package is employed. Using Maxwell 3D Software,
field distribution, inductance, and torque curves are drawn in 30
27.5
Figs. 12, 13, and 14, respectively. The results calculated by

Inductance (mH)
25
MATLAB analytical solution are compared with Maxwell 22.5
3D results in Table 2, and the analysis with a certain error 20
rate is validated. 17.5
15
As reviewing Table 2, L u and torque errors can be
12.5
expressed as follows: as estimating inductance at unaligned 10
position, total flux is assumed passing through seven flux 0 3 6 9 12 15 18 21 24 27 30
Rotor angle (Degree)
paths. The errors aroused by the assumption and incorrect
modeling of B–H curve cause the value of L u to be estimated Fig. 13 Inductance curve of 18/12 IW-SRM
in a specified error. Therefore, an estimation error occurs in
torque rate.
5.1 Standstill test

5 Experimental results and discussion Locked rotor experiment has been realized with the aim of
comparing the torque of the motor modeled by Maxwell 3D
Employing the motor sizes estimated by proposed approach, and the torque of the motor manufactured. In this experiment,
IW-SRM has been manufactured. The motor at manufactur- by locking rotor of the IW-SRM for the specified positions,
ing stage is presented in Fig. 15. torque rate has been measured as flowing the current (75 A)

Table 1 Remaining combinations

βr βs Torque (Nm) Torque density (Nm/m3 ) NRT Copper loss (W) Efficiency (%)

1 13.3 11.9 522.21 36,661 17.63 4170 86.09

2 13.5 12 520.28 36,431 16.96 4163 86.12
3 13.6 12 518.07 36,255 16.96 4099 86.33
4 13.6 12.1 520.73 36,390 15.28 4123 86.25
5 13.7 12.1 518.18 36,190 15.78 4110 86.29
6 13.9 12.3 527.56 36,669 13.42 4132 86.22
7 13.9 12.4 530.27 36,837 11.75 4157 86.14
8 14 12.5 532.37 36,909 10.57 4169 86.10
9 14.1 12.6 535.12 37,027 9.39 4181 86.06
10 14.2 12.6 529.44 36,612 9.89 4167 86.10
11 14.3 12.7 533.88 36,847 8.22 4127 86.24

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Electr Eng

600
between the experimental and Maxwell 3D results is calcu-
500
lated as 2.85%. Therefore, experimental results have been
Torque (N.m)

400 validated by Maxwell 3D results.

300 In this study, a solution space including a set of optimum
200 rates for IW-SRM is obtained rather considering an opti-
100 mized motor that matches requirements of an EV. Therefore,
0 designer may select a motor from the solution space and get
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
start manufacturing process considering its dimensions.
Rotor angle (Degree)
A motor design matching requirements in accurate way
Fig. 14 Torque curve of 18/12 IW-SRM could be developed using evolution methods that optimize
simultaneously more parameters. In this paper, IW-SRM
Table 2 Comparison of MATLAB analytical solution and Maxwell 3D design has been realized considering some of constraints
results such as package length, outer diameter for deserved tire,
MATLAB analytical Maxwell 3D Error % which also matches required performance including effi-
solution ciency, start, and continuous torques. As overviewing exist-
Torque (Nm) 533.88 507.6471 4.9136 ing researches, one of the positive aspects of the present
L a (mH) 26.4 26.896 1.8441 work can be considered as design simplicity.
L u (mH) 10.2 11.004 7.3064
5.2 Running test

Primarily, it must be known that vehicles with gearbox need

high speed while vehicles with direct propulsion need low
speed. Because the longitudinal speed of vehicle depends on
speed of motor and wheel diameter. For instance, while the
speed of the motor is at 336 rpm, speed of a vehicle having
21 in. wheel turns out to be 50 km/h.

5.2.1 Control of IW-SRM

The control block diagram is given in Fig. 17. Asymmetric

Fig. 15 Stator windings of IW-SRM at manufacturing stage
through the coils. The torque values obtained by the experi-
ment and Maxwell 3D are shown in Fig. 16. For the angles
at aforementioned positions, average rate of relative errors
half bridge converter is used to feed IW-SRM. A capacitor is
connected between the battery and converter, and it is charged
and discharged during switching of IGBT. Trigger angles of
each phase winding are estimated for different speeds and
reference current. The trigger angles vary with speed, battery
voltage, reference current, and rotor position.
Control of IW-SRM is explained in Fig. 18. Torque of
motor depends on inductance slope and square of current. If
the motor is wanted to generate positive torque, the wind-
ing having positive slope of its inductance must be excited.
Battery

600 Capasitor
Experimental Results
500
Torque (N.m)

Maxwell 3D Estimation of
PI PI trigger angles and Converter
400
PWMs
300

200
current
100 sensors

0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 IW-SRM
position
Rotor angle (Degree) sensor

Fig. 16 Comparison of Maxwell 3D and experimental results Fig. 17 Control block diagram of IW-SRM

123
 Electr Eng

current are shown in Fig. 21a–d, respectively. The efficiency

of the motor is calculated by

PWMs
Angle
Fig. 18 Control of IW-SRM
Required torque is provided by phase currents adjusted by
PWM. The phase windings of motor are consecutively trig-
gered to generate a continuous torque. Until base speed,
motor can be controlled by PWM. The motor can be con-
trolled by the triggering angles, θon and θoff , from the base
speed to higher speeds.
T̄ave · ω̄
η= (16)
V̄bat. · ı̄bat.
where T̄ave , ω̄, V̄bat. , and ı̄bat. are mean values of motor
torque, speed, battery voltage, and battery current, respec-
tively.
As shown in Fig. 21, while winding back electromotive
force exceeds the battery voltage, the current through the
battery turns to negative.
After the mean values of measured variables in Fig. 21 is
calculated as T̄ave = 367.12 Nm, ω̄ = 10.52 rad/s V̄bat. =

5.2.2 Experimental setup and results

%84.09
Test bed of IW-SRM is given in Fig. 19. IW-SRM is loaded
with an induction motor controlled by the direct torque con- %92.32
trol driver. Torque of IW-SRM is measured by the torque
%83.56
sensor. Torque sensor has very short construction, broad input
voltage range, current and output voltage, measurement accu-
racy is less than 0.5% of full scale, and measurement ranges
are from 5 to 500 Nm. Dspace DS1103 is employed to run
control algorithm. Motor phase currents and battery current Fig. 20 Estimated torque–speed and efficiency speed curves, and
are measured by the hall effect current sensors, while battery experimental results including 3 efficiency values versus speed for 18/12
voltage is measured by a hall effect voltage sensor. IW-SRM
Estimated torque–speed and efficiency speed are provided
Speed(Rpm)

and also experimental results are indicated by ⊗ in Fig. 20. 110

According to the base speed, which is taken as 120 rpm, the 100

efficiency is calculated as 89.9%. For validation purpose, 90

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
efficiency difference between analytical and Maxwell result (a)
i , i , i (A)

is obtained as 4.2%. 100

c

50
In the study, the experiments were carried out for 100,
a b

0
250, and 700 rpm. The efficiency of the motor for each exper- 0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
imental result is placed in Fig. 20. The experimental results (b)
Torque (Nm)

for 100 rpm are given in Fig. 21. Speed of IW-SRM, phase 400

currents, filtered motor torque, battery voltage, and battery 350

300
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
(c)
100
(A)

50
bat.

0
i

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
(d)
430
(V)

420
bat.
V

410
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
Time (s)
(e)
Fig. 19 Test bed of IW-SRM Fig. 21 Experimental results for 100 rpm

123
Electr Eng
417.91 V, and ı̄bat. = 10.99 A, the efficiency of IW-SRM is
calculated as η = 84.09 %.
6 Conclusion
In this study, dimensional and electrical parameters of 18/12
IW-SRM for EV have been calculated by analytical solu-
tion via MATLAB. Using the parameters obtained, a motor
design can be performed by analysis via anonymous FEM-
based software packages. In the present paper, mathematical
equations derived by geometry of IW-SRM have been solved.
Then, electrical and dimensional parameters of IW-SRM
have been obtained from analytical solution that is real-
ized by dedicated software via MATLAB. To accomplish
the manufactured motor’s test, the motor driver and test bed
are designed. Standstill and running tests are conducted by
using DS1103 controller board. Furthermore, in IW-SRM
design similar solutions aimed by different applications can
be enhanced owing to generalized equations in this soft-
ware. Developed software enables a customized motor design
with different pole numbers for various application areas. If
an analytical solution such as the proposed approach was
not realized prior to software package, the required motor
sizes would be obtained by numerous trials as designing
a motor with desired speed and torque values. It causes
to increase workload before manufacturing. Therefore, the
proposed approach plays an important role in calculation of
parameters prior to running existing software packages. Con-
sequently, we can obviously suggest that this approach could
be dedicated to design of a standard type IW-SRM.
Acknowledgements The authors gratefully acknowledge the support
of the Scientific and Technological Research Council of Turkey (No:
113M090).
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