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Integrated Axial Flux Permanent Magnet Motor and Silicon Carbide Propulsion
System

Conference Paper · October 2020

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 Calvin Corey, Daniel Drews, William Wink, Scott Ramsay
Leonardo DRS Naval Power Systems, Inc.

Integrated Axial Flux Permanent Magnet Motor and Silicon Carbide

Propulsion System

ABSTRACT
Ship Network

Conventional electric propulsion systems utilize Interface

electric propulsion motors and variable frequency VFD Controller 3Ø

drives to propel the vessel. In these arrangements the DM Filter 700 Hz

propulsion motors and variable frequency drives are 440 V, 3 Ø L1 C1

SiC AFE SiC Inverter 500 HP
Shaft Power

electrically bonded and typically co-located in the MIL-STD-1399

SiC AFE
M
SiC Inverter 3Ø
same ship compartment. The integrated propulsion Compliant
700 Hz

system that is proposed in this paper, features an Axial

Flux Permanent Magnet (AFPM) motor and silicon Integrated AFPM, SiC
carbide (SiC) based power converter housed in a single Propulsion System

mechanical enclosure. Primary benefits of the (a) Propulsion system for AC distribution
Ship Network

proposed propulsion arrangement are power density,

Interface

reduced propulsion plant complexity and simplified 3Ø

VFD Controller
Controller 700 Hz
EMI compliance. Additional benefits include,
simplified shipboard installation, redundancy and high L1 C1
SiC Inverter 500 HP
Shaft Power
efficiency relative to conventional motor and drive 800 Vdc Bus
M

systems. 3Ø
700 Hz

Axial flux permanent magnet motors are widely SiC Inverter

regarded as one of the most power-dense types of PM Integrated AFPM, SiC

Propulsion System
motors in existence [1]-[3]. This makes AFPM motors (b) Propulsion system for DC distribution
attractive for Hybrid Electric Drive (HED), Integrated
Electric Propulsion (IEP) and auxiliary shipboard Fig. 1. Integrated AFPM, SiC propulsion system single
propulsion systems, such as thrusters. Recent line diagrams
advancements in SiC MOSFETs has allowed
adaptation of SiC technology to kilowatt class power
converters, offering substantial reductions in size and This paper will evaluate the performance and power
weight while increasing power density and efficiency density of a 500 hp propulsion system with a nominal
[4], [5]. Leonardo DRS, Naval Power Systems (DRS) motor shaft speed of 3,000 RPM. Each system will
has advanced the current state of the art for electric consist of an AFPM motor with integrated SiC power
propulsion by combining these technologies into a fully electronic modules and controller. Single line diagrams
integrated Silicon Carbide Axial Flux (SCAF) electric of each proposed integrated propulsion system are
propulsion system. presented in Fig. 1.

Fig. 1a presents conventional MIL-STD-1399, Type 1

INTRODUCTION compliant distribution system suppling power to the
The integrated approach described in this research SCAF propulsion system. In this configuration the AC
provides a power dense propulsion system with power source is 3-phase, 440 VAC and is connected to
substantial reductions in size and weight, simplifying the machine via three electrical connections. Fig. 1b
the propulsion plant design. This elegant solution presents the second configuration under evaluation,
combats EMI challenges by packaging the motor to where an 800 VDC distribution system is employed to
drive cabling and EMI filtering together. Additional supply power for the SCAF propulsion system. In AC
benefits of the SCAF system include inherent and DC distribution systems, a SCAF propulsions
redundancy, ship network integration, reduction in system is supplied with an external pre-charge circuit
chilled water connections and a single electrical bus that is regulated through the integrated SCAF
connection. controller.

1
MOTOR AND SILICON CARBIDE system and is discussed more thoroughly in the
remainder of this paper.
HARDWARE
The proposed SCAF propulsion system pulls from
existing fundamental electro-mechanical building
blocks. This allowed DRS to leverage high fidelity
models of individual propulsion system components,
de-risking development and implementation. Two key
building blocks that are leveraged in the proposed
arrangement are: 1) The PA44 AFPM motor [6] and 2)
DRS’s SiC Power Electronics Module (PEM) [7].
Axial Flux Permanent Magnet Motor
DRS PA44 motor, shown below in Fig. 2, has a long
history, with more than 500 motors fielded since
inception in the early 1990’s. This long product history Fig. 3 PA44 Motor Torque-Speed, Power and
makes the PA44 attractive for propulsion applications, Current Characteristics
and is why it was selected as the starting point of the
proposed SCAF propulsion system. The PA44 is used In addition to reducing the PA44 power rating,
in applications ranging from main and auxiliary mechanical modifications of the motor structure were
propulsion of ships [10], [11] to commercial power required to achieve an integrated motor and drive
generation and oil and gas applications. arrangement. Modifications retained the
electromagnetic configuration (i.e. rotor and stator)
One unique attribute of a PA44 is its arrangement in a while integrating power electronic and filtering
Single Rotor, Dual Stator (SRDS) configuration and devices. Furthermore, the PA44 cooling system
direct liquid cooling. Shown in Fig. 3 are the baseline required enhancements to accommodate additional
PA44 performance characteristics, where it is observed thermal loads presented by the integrated SiC
that the AFPM motor is capable of producing 625 hp converters.
continuously and 800 hp intermittently, while
weighing just 395 lbs [6]. Continuous duty power to SiC Power Electronics and Filter Hardware
weight ratio of the PA44 is 1.58 hp/lb, nearly ten times
greater than typical “small” industrial motor rating of SiC MOSFETs are capable of switching faster than
0.16 hp/lb [8] and comparable to state-of-the-art high traditional silicon based IGBT's or MOSFETs [4],
specific power density machines being considered for while producing lower losses of power for the same
aerospace applications [9]. voltage and current rating. Switching converters which
use SiC MOSFETs can operate at higher frequencies
producing less power losses, and allowing use of
smaller, and lighter magnetics and
capacitors. Furthermore, SiC based converters perform
better under dynamic loading conditions due higher
switching frequencies and higher bandwidth.

Additionally, SiC MOSFETs are capable of operating

with higher junction temperatures than comparable
silicon devices. This enables SiC converters to either
operate at higher temperatures while using smaller and
lighter thermal management systems or operate at
similar junction temperatures as silicon devices but
with considerably higher reliability.
Fig. 2. 625 HP PA44 Axial Flux Permanent Magnet
Motor Similar to the propulsion motor, DRS has leveraged its
extensive history of AC/DC and DC/AC converter
While the baseline PA44 motor is capable of 625 hp applications [7] as well as DRS 4th generation PEM to
continuously at 3,000 RPM, the proposed propulsion develop the SCAF IEP system. The baseline PEM
configuration adapts its electromagnetic and cooling configuration is designed for shipboard rack mount
topology for reduced power operation of 500 hp at configurations and is shown in Fig. 4.
3,000 RPM. The reduced power rating was selected to
mitigate thermal risk on the integrated propulsion

2
 increased conduction losses, while the second option is
optimized for low conduction losses at the expense of
increased switching losses.

AC Distribution Propulsion System Arrangment

The first SCAF propulsion system is presented in Fig.
5, and represents a complete, EMI compliant 500hp
Fig. 4 SiC Power Electronics modules
solution for conventional AC shipboard distribution
While the rack mount PEM is a compact 18” x 5.2” x systems. This arrangement accommodates 3-wire, 3-
16.35” configuration [7], the form factor is not correct phase AC input, connected in the lower extents of the
SCAF propulsion system through the main power and
for integration into the SCAF system. To
EMI junction box shown in the lower portion of Fig.
accommodate integration of the SiC PEM into the 5a. Incoming AC power is routed through common and
AFPM motor, the rack-mount PEM configuration was differential mode filtering located in the main power
rearranged to retain key functionality while changing and EMI junction box and then connected to each stator
the PEM footprint and minimizing component sizes. VFD.
To continue mitigating development risk, the power The first stage of each stator VFD is an AFE converter
converters used in the proposed SCAF propulsion which is split into two sections. These sections operate
system leverage the 4th generation PEM SiC in tandem using SiC devices optimized for low
MOSFETs, gate drivers, controller and capacitors. Due switching losses. This AFE arrangement allows
to space constraints, the existing PEM magnetics were operation at relatively high switching frequencies,
reducing size and weight of the associated differential
replaced with custom DRS filtering magnetics to
inductor for the AFE. Since multiple AFE sections are
optimize volume. implemented, they are operated with interleaved
switching periods, minimizing switching currents
INTEGRATED PROPULSION ARRANGMENTS harmonics, reducing system losses and EMI filter size.
The proposed SCAF propulsion system is available in The second VFD power stage is the inverter which
two configurations: 1) AC input, supplied from supplies AC currents to each of the motor phases. In
standard shipboard 440 VAC or 2) DC input supplied contrast to the AFE, the inverters feature SiC devices
from a shipboard 800 VDC distribution system. When which have been optimized for low conduction losses,
operated with AC power, the SCAF propulsion system allowing the inverter to reach rated motor phase current
VFD requires two power stages. The first power stage while staying below device junction temperature limits.
is an Active Front End (AFE) converter. The AFE Overall dimensions of the SCAF propulsion system are
converts 440 VAC to a 800 VDC regulated bus while displayed in Fig. 6 for comparison against the baseline
ensuring the AC input current is low in harmonics and PA44 motor of Fig. 2 as well as a comparably rated
satisfies the applicable power quality and EMI NEMA induction motor [13]. The proposed SCAF
requirements. The next power stage is an inverter propulsion system and PA44 share a rated speed,
which draws power from the regulated 800 VDC bus however 3,000 RPM is not a standard NEMA induction
and creates the appropriate AC currents to operate and motor rating. To ensure an equitable comparison
control the motor. between all machines, an induction motor that produces
the same rated torque was used, leveraging identity (1),
In configurations where the SCAF propulsion system where P is power, T is torque and ω is angular velocity.
power is sourced from a DC distribution system, the Conveniently this allows for comparison against a
AFE power section is replaced with the ship DC bus. standard NEMA 1,800 RPM, 300 hp induction motor
The inverter runs directly off the ship bus and creates [13].
the appropriate variable frequency AC currents to 𝑃 = 𝑇𝜔  
operate and control the motor. Whether placed on an
AC or DC distribution system the SCAF propulsion Comparing the SCAF propulsion system of Fig. 5 and
system will control a ship supplied pre-charge that is Fig. 6 to the baseline PA44, it is evident that the
managed outside of the integrated motor/drive arrangement has been enlarged to facilitate integration
propulsion system. of the SiC VFD. In this configuration, the SCAF
propulsion system dry weight increased to 915 lbs, a
The latest 1200V SiC power modules available from 130% increase over the legacy PA44 motor weight of
Wolfspeed are utilized in the inverter and AFE 395 lbs.
switching elements. These modules are offered in two
versions in identical packages. The first version is
optimized for low switching loss at the expense of

3
 stator windings have the advantage of galvanic
isolation, allowing modulation techniques that further
reduce filter size.

Fig. 6 Envelope of SCAF IEP system for AC

shipboard distribution.

(a) Drive End View of SCAF IEP System DC Distrubition Supply

While often convenient to have a propulsion system
capable of connecting to shipboard AC distribution,
distributed DC power is sometimes available and being
evaluated for future shipboard applications [16], [17].
The second proposed configuration of the SCAF
leverages advantages of DC distribution, offering
significant reductions in size and weight relative to the
proposed AC powered solution.
Fig. 7 presents the second proposed SCAF propulsion
system, representing a 500 hp, EMI compliant
propulsion solution for shipboard applications featuring
distributed DC power grid. While similar to the AC
distribution solution in Fig. 5, the DC feed allows
removal of the AFE power stages as well as the
differential mode inductors. These reductions of
hardware allow both SCAF propulsion system VFDs to
be co-located in one enclosure while maintaining EMI
compliance.
Starting in the lower right corner of Fig. 7b, DC power
(b) Opposite Drive End View of SCAF IEP System is supplied to the SCAF propulsion system through the
Fig. 5 SCAF IEP system for AC shipboard main power junction box, where DC power leads are
distribution. landed directly on the common and differential mode
filter bus tabs. While not shown in Fig. 7, this
While dry weight of the SCAF propulsion system is configuration features gland seals which support the
more than twice that of the baseline PA44 motor, the customer supplied DC power as it passes into the main
entire package is just 53% of a comparably rated power junction box. After power is routed through
induction motor dry weight of 1,721 lbs [13]. common and differential mode filtering stages, it is
Furthermore, the presented PA44 and induction motor
coupled to a common 800 V DC link, which supplies
weights do not include the VFD, a required component
each of the 6 inverter poles. The DC link is then
when operating as propulsion motor.
inverted, supplying AC currents to each of the AFPM
The proposed propulsion configuration produces a motor’s six phases.
tightly coupled power conversion, motor package.
Results of this integration effort are reduced parasitic Similar to the SCAF propulsion system implemented
capacitances of the system, removal of shielded VFD in AC power applications, the DC power solution
cables to the motor and reduced common mode filter shown in Fig. 7 and Fig. 8 increases in size, relative to
component count. Additionally, SRDS AFPM motor the baseline PA44 motor. However, removing the AC

4
power stages as well as differential mode inductors
helped reduce the magnitude of growth, resulting dry
weight of 555 lbs. In this configuration the SCAF
propulsion system weight increased 40% over the
legacy PA44 motor, representing a combined motor
and drive power density of 0.91 hp/lb, nearly six times
greater than the typical industrial motor [8] without
VFD.

Fig. 8 Isometric view of integrated SiC, AFPM

propulsion system for DC shipboard distribution.

INTEGRATED PROPULSION PERFORMANCE

The proposed SCAF propulsion systems are targeted
for ship propulsion applications. As such, the
inherently cubic load profile required for ship
propulsion [12] will be used to evaluate performance of
the propose SCAF propulsion systems. Throughout the
remainder of this paper, performance predictions will
follow the cubic load profile presented in Fig. 9.

(a) Drive End View of SCAF IEP System

Fig. 9 Propulsion System Power Curve

Thermal Performance
Thermal performance of the integrated electric
propulsion system is critical for ensuring a long and
reliable operational life. One quantifiable method of
validating system thermal performance is to evaluate
temperature margin from insulation class and junction
temperature limits. To ensure adequate design margin,
thermal impedance based analysis techniques were
used to evaluate each proposed SCAF propulsion
system using DRS propriety design tools as well as
vendor-supplied data for sub-level components of the
integrated propulsion system.
Prior to conducting thermal analyses, DRS leveraged
its internal test stand to calibrate the thermal models.
(b) Opposite Drive End View of SCAF IEP System
Testing was limited to the PA44 motor as its thermal
Fig. 7 SCAF IEP system for DC shipboard characteristics determine overall thermal performance
distribution of the integrated propulsion system. Thermal testing of

5
the PA44 was performed in DRS’s Fitchburg, MA Fig. 11 PA44 thermal model predictions vs. test
facility in a controlled test environment. measurements
During thermal testing, motor loading was accomplish Thermal performance of the SCAF propulsion system
using a water brake dynamometer, while the motor was for AC distribution systems was first analyzed as it is
operated using a silicon IGBT based VFD. The PA44 the configuration with the highest component count and
was supplied 30ºC fresh water coolant from a regulated corresponding highest thermal load. Results of thermal
flow and temperature controlled source. The PA44 test analysis for the AC powered configuration are plotted
configuration is shown in Fig. 10, thermal measures are in Fig. 12. Thermal predictions assume chilled 30ºC
presented in Fig. 11 for comparison against thermal fresh water is supplied to the integrated electric
model predictions. propulsion system over the entire operating range, the
AFE is modulating at 40 kHz and the inverter is
modulating at 25 kHz. The junction temperature design
limit of 125ºC is also plotted in Fig. 12. This junction
temperature design limit was selected to allow 50ºC of
temperature margin from the SiC devices maximum
junction temperature of 175ºC.

Fig. 10 PA44 Motor Test Stand

Thermal stability was achieved during thermal testing

by dwelling at each load point of Fig. 11 until the PA44
attained thermal stability. Once thermal stability was Fig. 12 Integrated SiC, AFPM thermal predictions
reached, temperatures were measured using the
embedded PA44 thermal sensors. A consequence of the Reviewing Fig. 12 it is observed that at maximum
PA44’s unique SRDS AFPM configuration is that it speed [power], junction temperature of the AFE
has two, three-phase stators, each with multiple devices are within 5ºC of the junction temperature
embedded temperature sensors. For simplicity, Fig. 11 design limit. The AFE also demonstrates temperature
reports and compares average stator temperature margin of 25ºC or more when motoring speed is below
against analytical thermal predictions. 2,750RPM. AFE temperature performance indicates
Reviewing the test data, presented in Fig. 11, it is that we are approaching thermal limitations of the
observed that the presented analytical thermal model device at rated speed [power], limiting propulsion
correlates within 10ºC of measured stator temperatures, system power to 500 hp.
even while operating over a large range of motor As expected, and due to de-rating motor power, the
powers and speed. This observed correlation verified motor winding temperature never approaches the H-
the accuracy of DRS thermal model and thus it was class insulation limit of 180ºC. Comparatively, the
leveraged to conduct thermal predictions for the SCAF IEP inverter junction temperature also retains a
proposed SCAF propulsion systems. minimum of 20ºC of temperature margin, relative to
the design limit (70ºC margin to junction temperature
limit) across the entire operating spectrum, indicating
that the SCAF IEP system is thermally limited by AFE
temperatures.

6
 with the DC fed system edging out the AC supplied
system. Moving towards the left axis, we observe that
the AC fed system retains an efficiency rating of
greater than 90% until motor power is reduced below
75 hp, where-as the DC fed system is greater than 90%
efficient for all powers above 50 hp.

Electromagnetic Interference Performance

A common mode current model of the AC supplied
SCAF propulsion system was developed, following
Fig. 13 Integrated SiC, AFPM thermal predictions. standard methods of derivation and application [14] to
evaluate EMI performance of the proposed
Thermal performance was next evaluated for the DC architecture. These efforts resulted in development of
fed SCAF propulsion system. In this set of thermal the Fig. 15 mixed mode circuit representation of the
analyzes the integrated electric propulsion system was proposed SCAF propulsions system architecture.
again supplied 30ºC fresh water coolant and the
inverter was modulated at 25 kHz.
Corresponding to the removal of AFE hardware, we see
that the AFE and its associated losses have been
removed from the DC fed SCAF propulsion system.
Removal of the AFE hardware and associated filtering
components manifest themselves as a minor reduction Fig. 15 : Mixed Mode Circuit Model
in motor and inverter temperatures, due to reduction of
This mixed mode model was distilled further into an
losses introduced into the system. Similar to the
equivalent common mode circuit model which was
previous AC fed configuration, the inverter junction
temperature retains a minimum thermal margin of 20ºC analyzed using Simulink / PLECS. The proposed
equivalent circuit model is presented in Fig. 16 and was
(70ºC from junction temperature limit) and the stator
analyzed using nominal parasitic values [14], [15]. The
windings retain a thermal margin of nearly 80ºC
equivalent circuit based common mode model was then
throughout the entire operating spectrum.
exercised to explore filter architecture and evaluate
relative performance of the integrated propulsion
Overall System Performance and Efficiency
system with and without EMI filtering components,
There are many sources of loss in an integrated electric presented in Fig. 17.
propulsion plants (e.g. conduction losses, core losses,
switching losses, etc.) and while integration of SiC
devices into the propulsion system do not eliminate any
loss sources, it does reduces losses relative to
conventional silicon IGBT based converters [4].
Below, Fig. 14 present efficiency predictions for both
proposed SCAF propulsion systems. The same loss Fig. 16 : Equivalent Common Mode Circuit Model
models presented earlier were used to perform overall
system efficiency estimates. During modeling efforts, nominal parasitic values were
used in lieu of having testing data available. Modeled
parasitics represent an ideal scenario that does not
account for expected inductance and capacitance
change with frequency, as would be seen in actual
hardware. This is intended to be part of an iterative
process as more information is learned about the
system, the model can be refined and component
optimization performed.

Fig. 14 Integrated SiC, AFPM propulsion system

efficiency predictions.

Starting in the top right portion of Fig. 14, we observe

that the SCAF propulsion system exhibits a rated
efficiency of greater than 92% in each configuration,

7
 MIL-STD-461 CE102
L_CM = 10mH, C_CM = 0.1µF, VLink = 800V, AFE_Fsw = 40kHz, INV_Fsw = 25kHz
evaluated against MIL-STD-461, CE 102 conducted
140
emissions limits, exceeding allowed emissions. Next
the SCAF propulsion system common mode model was
120
modified to incorporate the proposed SCAF filter
100
approach. The updated common mode model,
representing the proposed SCAF propulsion system
then demonstrated compliance to conducted emissions
dBµV

80

limits.
60

40 REFERENCES
[1] C. Corey, J.H. Kim, B. Sarlioglu, “2-D Modeling and Experimental
20
10,000 100,000 1,000,000 10,000,000
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Electric Drive and Permanent Magnet Motor for FFX-II,” Presented
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& Hybrid Marine Technology International, Oct. 2019 pp. 55-58.
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efficiency of 93% (motor and VFD) while keeping [13] Technical Data Sheet, Toshiba General Purpose Motors, Model
B3004VLG3BMH induction Motor,” pp. 8, 2014.
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[14] A. Brovont, and S. Pekarek, “Derivation and Application of
transistors below 125ºC in all loading scenarios, and Equivalent Circuits to Model Common-Mode Current in Microgrids”
weighing just 915 lbs. IEEE JOURNAL OF EMERGING AND SELECTED TOPICS IN
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The second proposed configuration is designed to [15] A. Brovont, and A. Lemmon, “Utilization of Power Module Baseplate
connect to 800 VDC shipboard distribution system. In Capacitance for Common-Mode EMI Filter Reduction” IEEE ESTS.,
this configuration the SCAF propulsions achieves a pp. 403–408, Jul. 2017.
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Calvin Corey received his B.S. (2007) in Mechanical
Lastly, an equivalent common mode circuit model Engineering Technology from Wentworth Institute of
was developed for the proposed SCAF propulsion
Technology, Boston, MA and M.S. (2019) in Electrical
system to evaluate EMI performance. Using the
common mode model, the SiC based VFD was first Engineering from University of Wisconsin-Madison,

8
View publication stats

Madison, WI. Presently, he is principal systems principal mechanical engineer for DRS Naval Power
engineer for DRS Naval Power Systems in Fitchburg, Systems in Fitchburg, MA where he supports a wide
MA where he supports a wide variety of electric variety of electric machinery and power electronic
machinery and power electronic development development programs. His research interests include
programs. His research interests include design and design and analysis of electric machinery, insulation
analysis of electric machinery, stationary system components and testing, power electronics and
electromagnetic components, power electronics and integrated power systems.
integrated power systems.
Scott Ramsay (D.Eng. 84 - B.Sc. EE 86) received the
Daniel Drews received his B.S. (2007) in Electrical Diploma in Engineering and the B.Sc. in Electrical
Engineering Technology from the University of Engineering from the University of Prince Edward
Wisconsin-Milwaukee, Milwaukee, WI. Presently, he is Island and the University of New Brunswick, Canada
a senior electrical engineer for DRS Naval Power in 1984 and 1986 respectively. From 1986 to 1991 he
Systems in Milwaukee, WI and supports a wide variety was Project Engineer at KB Electronics, Halifax,
of power and energy programs. His focus on rugged Canada. From 1991 to 1997 he was Vice President
power electronic designs for Naval environments Engineering at Vital Power Technologies, Halifax,
includes hardware and PCB design, motor and Canada. From 1997 to 2003 he was President of
application control development, system modeling and FirstLight Technologies, Halifax, Canada. Since 2003
CodeGen controls implementation as well as EMI he has worked with DRS Technologies in Halifax,
mitigation strategies. Canada and in Bridgeport/Danbury, CT as
Engineering Manager and Technical Director.
Currently he is engaged in development of high
William Wink received his B.S. (1991) in Mechanical reliability, military grade power conversion, control,
Engineering from The University of Connecticut, and distribution systems ranging in size from 1KW to
Storrs, CT. In 1992 he started at Kaman 10MW. His research interests include high density
Electromagnetics, formerly EML Research, developing power conversion, wide band gap devices, renewable
high power axial flux permanent magnet motors. He and hybrid energy systems, and distributed micro grid
became a Principal Mechanical Engineer with Vestas systems.
Technology R&D Americas in 2008 developing high
speed permanent magnet generators. Presently, he is