FP7-GC.SST.2013-2.

Next generation electric motors

D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

ARMEVA
Advanced Reluctance Motors for Electric Vehicle
Applications

Project Number: 605195

Deliverable D2.1

Deliverable title: Definition of Variables and Fixed

Parameters
Authors: Dave Krop (Punch Powertrain), Saphir Faid (Punch Powertrain)

Due date of deliverable 28/02/2014

Actual submission date 16/07/2014
Organisation name of lead beneficiary for this deliverable Punch Powertrain
Deliverable nature1 R
Dissemination level2 RE
Start date of project 01 November 2013
Duration 30 months

1
Report (R) ¦ Prototype (P) ¦ Demonstrator (D) ¦ Other (O)
2
Public (PU) ¦ Restricted to group (RE) or programme (PP) ¦ Consortium (CO)

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

TABLE OF CONTENTS

LIST OF FIGURES ................................................................................................... 4

LIST OF TABLES ..................................................................................................... 5
1. PURPOSE AND SCOPE OF THE DOCUMENT ................................................ 8
1.1 INTRODUCTION.......................................................................................... 8
1.2 DOCUMENT OVERVIEW ................................................................................... 8
2 REQUIREMENTS............................................................................................. 10
2.1 TORQUE-SPEED CHARACTERISTIC ................................................................. 10
2.2 STALL CONDITIONS ...................................................................................... 11
2.3 CONTINUOUS POWER ................................................................................... 11
2.4 TORQUE RIPPLE ........................................................................................... 12
2.5 THERMAL ENVIRONMENT .............................................................................. 12
2.6 MAXIMUM MECHANICAL STRESS IN THE SHAFT .............................................. 13
2.7 MINIMAL AIRGAP LENGTH .............................................................................. 14
2.8 STRAIN OF THE ROTOR ON ACCOUNT OF CENTRIFUGAL FORCES ...................... 14
2.9 MAXIMUM DC-RIPPLE .................................................................................... 15
2.10 RANGE OF THE DC-BUS VOLTAGE .................................................................. 15
2.11 GEOMETRICAL DIMENSIONS .......................................................................... 16
2.12 TORQUE ACCURACY ..................................................................................... 16
3 FIXED PARAMETERS ..................................................................................... 18
3.1 STACKING FACTOR FOR LAMINATED STEEL STACKS ........................................ 18
3.2 MAGNETIC PROPERTIES OF STEEL ................................................................. 18
3.3 FILLING FACTOR OF COILS ............................................................................ 19
3.4 SLOT INSULATION ........................................................................................ 19
3.5 MASS DENSITIES OF MATERIALS .................................................................... 20
3.6 ELECTRIC CONDUCTIVITY OF MATERIALS ....................................................... 20
3.7 THERMAL PROPERTIES ................................................................................. 21
3.8 CORE LOSS COEFFICIENTS OF STEEL............................................................. 22
3.9 BATTERY MODEL PARAMETERS ..................................................................... 22
3.10 PROPERTIES OF SEMI-CONDUCTOR SWITCHES ............................................... 23
3.11 MECHANICAL MATERIAL PROPERTIES............................................................. 23
4 METHODS OF CALCULATION ....................................................................... 24
4.1 SYSTEM MODEL ........................................................................................... 24
4.2 EQUIVALENT ELECTRIC BATTERY MODEL ........................................................ 24
4.3 COST MODEL ............................................................................................... 24
4.4 IRON LOSS MODEL ........................................................................................ 25
4.5 PROXIMITY LOSS MODEL ............................................................................... 25
4.6 THERMAL MODEL ......................................................................................... 25
4.7 EXTRAPOLATION METHOD FOR MATERIAL PROPERTIES OF ELECTRIC STEELS ... 25
4.8 OPTIMIZATION METHOD ................................................................................ 26
4.9 END TURNS ................................................................................................. 26
4.10 PRACTICAL LIMITATIONS WITH RESPECT TO SENSING AND DATA ACQUISITION ... 26
5 EVALUATION CRITERIA ................................................................................ 27
5.1 EFFICIENCY MAP AND WEIGHTED EFFICIENCY ................................................. 27
5.2 MASS AND/OR VOLUME OF THE MOTOR .......................................................... 28

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

5.3 COSTS ........................................................................................................ 29

5.4 ACOUSTIC NOISE ......................................................................................... 30
5.5 OBJECTIVE AND WEIGHTING FACTORS ........................................................... 30
6 DESIGN DOCUMENTATION ........................................................................... 31
6.1 DATA WITH RESPECT TO KEY PERFORMANCE INDICATORS ............................... 31
6.2 DESIGN AND SIMULATION MODELS ................................................................ 31
6.3 TRANSFER OF INFORMATION TO SUBSEQUENT WORK PACKAGES ..................... 31
7 LIST OF FILES ................................................................................................ 32

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

LIST OF FIGURES

Figure 1: Speed-torque characteristic. .......................................................................................... 10

Figure 2 : Lifetime expectancy for different thermal classes .......................................................... 13

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

LIST OF TABLES
Table 1: Defining parameters for the speed-torque characteristic ................................................. 10
Table 2: Stall conditions ................................................................................................................ 11
Table 3: Continuous power requirement ....................................................................................... 11
Table 4: Torque ripple ................................................................................................................... 12
Table 5: Thermal environment ...................................................................................................... 13
Table 6: Maximum Stress in the shaft ........................................................................................... 14
Table 7: Airgap length ................................................................................................................... 14
Table 8: Strain of the rotor ............................................................................................................ 14
Table 9: Maximum dc-ripple .......................................................................................................... 15
Table 10: DC-bus voltage range ................................................................................................... 16
Table 11: Geometrical dimensions for inner rotor designs............................................................. 16
Table 12: Geometrical dimensions for outer rotor designs ............................................................ 16
Table 13: Torque accuracy ........................................................................................................... 17
Table 14: Stacking factors............................................................................................................. 18
Table 15: Format for the BH-curve data ........................................................................................ 18
Table 16: Filling factors of coils ..................................................................................................... 19
Table 17: Insulation thickness. ...................................................................................................... 19
Table 18: Volumetric mass densities ............................................................................................. 20
Table 19: Bulk electric conductivities............................................................................................. 20
Table 20: Thermal conductivities and heat capacitances .............................................................. 21
Table 21: Thermal resistance at material transitions as function of the cross section (A) .............. 21
Table 22: Thermal ambient and convection coefficient .................................................................. 21
Table 23: Iron loss coefficients (Steinmetz) ................................................................................... 22
Table 24: Parameters for the equivalent electric battery model ..................................................... 22
Table 25: Semi-conductor switches characteristics ....................................................................... 23
Table 26: Young moduli of applicable materials ............................................................................ 23
Table 27: Resolution of the efficiency map .................................................................................... 27
Table 28: Evaluated average efficiency over the drive cycle ......................................................... 27
Table 29: Evaluated motor mass................................................................................................... 28
Table 30: Evaluated motor volume ................................................................................................ 28
Table 31: Estimated material costs ............................................................................................... 29
Table 32: Estimated manufacturing costs ..................................................................................... 29
Table 33: Estimated costs of the drive .......................................................................................... 29

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Table 34: Estimate of investment costs ......................................................................................... 30

Table 35: Weighting factors .......................................................................................................... 30

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

GLOSSARY

ARMEVA Advanced Reluctance Motors for Electric Vehicle Applications

BEM Boundary element method
CAD Computer aided design
dc direct current
FEM Finite element method
SRM Switched reluctance motor
TEC Thermal equivalent circuit
WP Work package

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

1. PURPOSE AND SCOPE OF THE DOCUMENT

1.1 INTRODUCTION
Task 2.1 is the first task of work package 2 (WP2) in which three types of reluctance machines
(ORSRM, DCE-FSM, VRSM) are being compared. Since only one of the three motor types will
actually be built based on the results of a theoretical comparison, it is imperative to eliminate
discrepancies in the outcomes on account of different model assumptions being adopted by the
different designers in order to facilitate a fair comparison. Therefore, this document was created to
serve as a baseline for the variables and parameters that are used for the model creation of each
motor design.
It has to be noted that, apart from the requirements section, the actual values of many parameters
which are described in this document are to be defined throughout WP2, since the quantification of
these values and criteria will be the result of discussion between the consortium partners involved
in the electromagnetic design of the three motors. Furthermore, some numerical values that are
assigned to quantities and parameters are subject to change during the period of WP2 due to
alterations in insight that might be the result of intermediate findings and evaluations.
Since this document was listed as a deliverable to be submitted in the early stage of WP2, the
document is created as a generic list, and therefore the actual values of all parameters are
included in a separate list [T2.1_Data.xls] which is available for all consortium members through
the internal Jira/Confluence portal.
The purpose of D2.1 is to introduce the requirements, related parameters, calculation methods and
evaluation criteria and to serve as an overview. D2.1 should be used along with the corresponding
data list for the actual values.

1.2 DOCUMENT OVERVIEW

A breakdown is made into requirements, fixed parameters, calculation methods and evaluation
criteria. Furthermore, a last section describes the design documentation which needs to be
generated and presented for each of the concepts. To that end, this document consists of the
following parts:

• Requirements
This part provides the requirements the machine has to meet. The requirements are
predominantly determined by the work conducted by LMS Imagine as formulated in the
outcome of work package 1; more specifically in deliverables D1.1 and subsequently D1.3.

• Fixed Parameters
This part contains a list of physical and geometrical parameters that should be set equally
in all three types of motors. The assignment of actual values to the parameters depends
among others on the technical implementation and manufacturability.

• Methods of Calculation
This part covers guidelines on the way the simulation models should be created and how
certain physical aspects such as iron losses should be calculated.

• Evaluation Criteria

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

This provides an overview of the evaluation criteria that enable overall comparison between
the different machine types.

• Design documentation
This describes the data, documents and models which should be presented for each of the
analyzed concepts, in order to verify consistency with the requirements and to be able to
make the assessment.

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

2 REQUIREMENTS
The outcome of work package 1 has resulted in the requirements as given in this section.
Obviously, all final designs should meet these requirements.

2.1 TORQUE-SPEED CHARACTERISTIC

The basic speed-torque characteristic is shown in Figure 1. The numerical values that define
the shape of the torque-speed characteristic follow from work package 1 and are tabulated in
Table 1. It has to be noted that the torque values, M, given in Figure 1 are average torque
values, torque ripple is averaged out. Hence, the values for M are denoted with a bar.

Figure 1: Speed-torque characteristic.

Quantity Value Unit

M0 Nm

M ωmax Nm

ω0 Rpm

ωmax Rpm
Table 1: Defining parameters for the speed-torque characteristic

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

2.2 STALL CONDITIONS

At standstill the vehicle has to be able to overcome obstacles such as curbs. Hence a minimal
torque, known as stall torque, has to be defined. The motor should be able to minimally provide
this torque from standstill at any arbitrary relative position of the rotor with respect to the stator.
Therefore, at a worst-case position where the torque of the motor is minimal it should still be
able to deliver this stall torque. In other words, the torque of the minimal value of the torque
ripple profile for ω = 0 rpm should be greater than the stall torque. Moreover, the stall torque
should last for at least a given period of time while the rotor is at standstill. During the stall time
overheating of the motor and semiconductor switches must be avoided. The values for the stall
torque and stall time are listed in Table 2.

Quantity Value Unit

M stall Nm

tstall s
Table 2: Stall conditions

2.3 CONTINUOUS POWER

The continuous power rating is the maximum mechanical power which can be sustained by the
motor in continuous running duty. is needed to cover load cases such as top speed driving and
driving up long slopes. This type of duty differs from other load cases in the sense that the
thermal capacity of the motor is not used.The motor will reach a maximum temperature not
higher than the specified temperature limits, and stay on that temperature as long as the load
is applied.
The continuous power rating of a machine depends on its efficiency and the performance of the
cooling system.
For the development in WP2 and WP3, the initial design is based on assumptions for the
cooling system. For the initial design, the requirement of continuous power is expressed as a
simple requirement of continuous power in a part of the speed range.
In a later stage when the cooling system is more accurately defined, a thermal model of the
motor will be loaded into the vehicle model, allowing a simulation of the motor temperature
during entire drive cycles.
The speed ωcon is the minimum rotational speed from which the continuous power should be
delivered.

Quantity Value Unit

Pcon W

ωcon rpm

Table 3: Continuous power requirement

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

2.4 TORQUE RIPPLE

An upper value on the absolute peak-to-peak torque ripple has to be defined to prevent
undesired vibrations from being injected into the powertrain. On account of the filtering effect of
the inertia the torque ripple requirement could be chosen to vary with the frequency of the
torque ripple, i.e. the torque ripple requirement can be less stringent for higher speeds and/or
motors with a higher number of poles.

Frequency torque ripple

Quantity value unit
(Hz)

100 ∆M pp Nm

200 ∆M pp Nm

300 ∆M pp Nm

M ∆M pp Nm

f max ∆M pp Nm

Table 4: Torque ripple

2.5 THERMAL ENVIRONMENT

The chosen cooling technology stipulates how much heat can be removed from the motor. At
the initial stage of the electromagnetic motor-design the exact configuration and
implementation of the cooling system are not yet known. Based on an envisioned cooling
technology a conservative estimate has to be made of the equivalent convection coefficient
and the thermal environment in which the powertrain is disposed. A conservative estimate of
the convection coefficient is necessary to include a safety margin as result of a simplified
model representation of both the cooling system and thermal environment. The quantification
of the thermal convection coefficient is done in chapter 5, since it is not considered a
requirement. The thermal environment, however, is a requirement and the quantities that
determine it are tabulated in Table 5. Moreover, the thermal class of the material defines the
maximum temperature of the hotspot in the machine. Figure 2 can assist in determining the
maximum temperatures based on the thermal class and expected lifetime.

description Class quantity value unit

Maximum ambient temp. - Tamb,min K

Minimum ambient temp. - Tamb,max K

Continuous temperature of the A Tcon,A K

hotspot
(drive cycle dependent) B Tcon,B K

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

F Tcon,F K

H Tcon,H K

A Tmax,A K

B Tmax,B K
Max. allowable over temperature of
the hotspot Tmax,F
F K

H Tmax,H K

A tTmax,A s

B tTmax,B s
Max. allowable time for over
temperature tTmax,F
F s

H tTmax,H s

Table 5: Thermal environment

Figure 2 : Lifetime expectancy for different thermal classes

2.6 MAXIMUM MECHANICAL STRESS IN THE SHAFT

The radius of the solid or hollow shaft in itself is not constrained by a requirement; however, the
dimensions of the shaft have to be such that it is able to transfer the torque without
deformation. To that end, the maximum Von Mises-stress in the shaft is constrained to the
value in Table 6.

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Quantity Value unit

σ MPa
Table 6: Maximum Stress in the shaft

2.7 MINIMAL AIRGAP LENGTH

Limitations in regard to manufacturing and tolerances stipulate the minimal airgap length. The
minimal airgap length is given in Table 7.

Quantity Value unit

g mm
Table 7: Airgap length

2.8 STRAIN OF THE ROTOR ON ACCOUNT OF CENTRIFUGAL FORCES

A mechanical simulation must be conducted to verify whether the rotor is stiff enough to
prevent the centrifugal forces at maximum speed from deforming or even destroying it. The
mechanical integrity of the structure of the rotor must be guaranteed at the maximum rotational
mechanical speed. Apart from the worst-case scenario where centrifugal forces could destroy
the rotor, also the strain in combination with a small airgap can cause the rotor and stator to
graze. The evaluated strains are tabulated in Table 8.

Strain Value unit

ε rot,orsrm -

ε rot,synrm -

ε rot,fsm -

Table 8: Strain of the rotor

Note: the combination of thermal expansion and rotor strain should also be considered as a
worst case situation.

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

2.9 MAXIMUM DC-RIPPLE

A maximum current ripple is set on the dc-current to prevent degradation in performance of the
battery. The maximum current ripple is specified in Table 9. The constraint on the current ripple
amongst others determines the value of the dc-bus capacitor. It has to be noted that this
requirement may be easier to satisfy for a given motor type in combination with a drive than for
others.

Quantity Value unit

∆I dc A
Table 9: Maximum dc-ripple

2.10 RANGE OF THE DC-BUS VOLTAGE

The dc-bus voltage varies as function of the battery output voltage. The variation in battery
output voltage in turn is a function of temperature differences, state of charge and dc-current
level. Furthermore, the impedance of the connection from the battery to the terminals of the
drive/dc-bus causes an additional voltage drop of the dc-bus voltage. As a result the required
speed-torque characteristic has to be redefined by Punch for reduced battery voltage ranges.
The adjusted values that determine the shape of the speed-torque curve of figure 1 for reduced
battery voltages are listed in Table 10.

Speed-
dc-bus voltage
curve value unit
range
parameter

M0 Nm

Vdc M ωmax Nm
0.9 < ≤1
Vdc, max ω0 rpm

ωmax rpm

M0 Nm

Vdc M ωmax Nm
0.8 < ≤ 0.9
Vdc, max ω0 rpm

ωmax rpm

Vdc M0 Nm
0.7 < ≤ 0.8
Vdc, max M ωmax Nm
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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

ω0 rpm

ωmax rpm

Vdc, max N/A V

Table 10: DC-bus voltage range

2.11 GEOMETRICAL DIMENSIONS

Obviously, geometrical restrictions are imposed that define the dimensions of the machine. In
Table 11 and Table 12 the active dimension of the machine are given. It has to be noted that
by the active axial length is meant the total length of the sum of the lamination stack and two
times the axial length occupied by the end windings. A function has to be defined that relates
the axial length of the end turns to the dimensions and filling factor of the coils in the slots (see
chapter 6). Furthermore, different geometrical dimensions apply for inner and outer rotor
design

Description Quantity value unit

Active axial length zax 235 mm
Max. outer radius of the 102,5
rout mm
stack
Table 11: Geometrical dimensions for inner rotor designs

Description Quantity value unit

Axial length of the motor zax 258 mm
Max. outer radius of the 120
rout mm
motor
Table 12: Geometrical dimensions for outer rotor designs

2.12 TORQUE ACCURACY

Generally, the actual torque on the shaft is not measured for feedback control; instead only the
current through the machine is measured. Moreover, manufacturing spread plays a role.
Inherently, this leads to slight deviations between calculated and actual torque. The accuracy
with which the torque has to be estimated under all operating conditions (temperature
dependency, dc-bus voltage) is given by Table 13. For torque values higher than a certain
threshold value the torque accuracy is relative with respect to the actual value and when it is
lower it is expressed as an absolute value.

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

Description Quantity value unit

Relative accuracy for
ετ ,rel %
M ≥ M th
Relative accuracy for
ετ ,abs Nm
M < M th
Threshold value for the M th Nm
torque accuracy
Table 13: Torque accuracy

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

3 FIXED PARAMETERS
In this chapter an overview is given of parameters and coefficients that are assigned fixed
values and apply for all machine types. The list is subject to change and to be extended,
however, every change and additions should be communicated to all partners involved in the
electromagnetic design of the motors!

3.1 STACKING FACTOR FOR LAMINATED STEEL STACKS

For different choices of lamination thicknesses a fixed stacking factor is defined in Table 14.

Lamination
Stacking factor unit
thickness (mm)
0.10 -
0.20 -
0.35 -
0.50 -
Table 14: Stacking factors

3.2 MAGNETIC PROPERTIES OF STEEL

For all magnetic steels that are considered as core material for the stack the exact same table
of values that describe the BH-curve should be distributed among the partners in the format as
suggested in Table 15. This enables all partners to design with exactly the same material and
compare their results in a fair way. Changes in and additions to a BH-curve should always be
communicated. Materials can be added provided that the addition is communicated to other
partners. Furthermore, if extrapolation of the data of the BH-curve is required the extrapolation
method should be discussed. Note: prices of steel per unit mass should also be communicated
to other parties to allow cost models to be updated accordingly.

NAME OF THE STEEL

H B
0 0.0
2.36e2 0.1
M M
1e5 2.15
Table 15: Format for the BH-curve data

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

3.3 FILLING FACTOR OF COILS

For different winding technologies of the coils different filling factors are obtained. For all
winding technologies copper filling factors are defined. Hence, when the choice is made for a
given winding technology the filling factors of Table 16 should be applied. As is the case for the
magnetic properties addition and changes are allow if communicated to all parties.

Winding technology Filling factor

Wound in slot by hand
Pre-wound round wire
Pre-wound rectangular wire
Pre-wound tape wire
Litz wire
…
Table 16: Filling factors of coils

3.4 SLOT INSULATION

The thickness of the layer of insulation between coils and the lamination stack has to be
defined (Table 17).

Quantity value unit

hinsul mm
Table 17: Insulation thickness.

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

3.5 MASS DENSITIES OF MATERIALS

A list of volumetric mass densities of all (bulk!) materials is provided to ensure that the
comparison of the masses of the motor is fair. It has to be noted that stacking and/or filling
factors are not taken into account in Table 18.

Mass density value

Material unit
(ρ)
Steel name 1 kg m-3
Steel name 2 kg m-3
Shaft material kg m-3
M M
Copper (wire) kg m-3
Insulation layer kg m-3
Resin (potting) kg m-3
Table 18: Volumetric mass densities

3.6 ELECTRIC CONDUCTIVITY OF MATERIALS

A list of the bulk electric conductivity as function of temperature of current carrying materials
(coils) is provided in Table 19. For fair comparison it is imperative that the electric resistance of
coils is calculated at the proper operating temperature. Again filling factors of the coils have not
been considered.

Material Value unit

Conductivity @ T =
S m-1
Copper 298 K
Temp. coefficient K-1
Conductivity @ T =
S m-1
Aluminum 298 K
Temp. coefficient K-1
Conductivity @ T =
S m-1
M 298 K
Temp. coefficient K-1
Table 19: Bulk electric conductivities

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

3.7 THERMAL PROPERTIES

A list of the bulk thermal conductivities and heat capacities of the components the machine
consists of are listed in Table 20. It has to be noted that the bulk thermal conductivity of the
coils depends on the chosen winding topology! In case representing the coil as a single bulk
entity does not provide an accurate enough estimate of the temperature of the hotspot in the
coil, improved methods for calculating the temperature distribution have to be defined (can be
suggested by all parties). Additionally, the thermal resistances as a result of transitions
between materials are defined in Table 21. Finally, the thermal environment the machine is
placed is given by the maximum cooling fluid temperature (which is the assumed temperature
on the outer diameter of the motor) and convection coefficient in Table 22.

Description value unit

-1 -1
Conductivity Wm K
phase coil (bulk) -1 -1
Capacity J kg K
-1 -1
Conductivity Wm K
conductivity steel 1 (stack) -1 -1
Capacity J kg K
-1 -1
Conductivity Wm K
conductivity steel 2 (stack) -1 -1
Capacity J kg K
-1 -1
Conductivity Wm K
M -1 -1
Capacity J kg K
-1 -1
Conductivity Wm K
Shaft -1 -1
Capacity J kg K
-1 -1
Conductivity Wm K
Insulation -1 -1
Capacity J kg K

Table 20: Thermal conductivities and heat capacitances

Material transition quantity value unit

coil ↔ insulation A−1Rcoil2insul KW

-1

stack ↔ insulation A−1Rcore2insul KW

-1

Table 21: Thermal resistance at material transitions as function of the cross section (A)

Description quantity value unit

-1 -2
convection coef. @ heat removal surface hconv WK m

max. cooling fluid temperature Tfluid,max K

Table 22: Thermal ambient and convection coefficient

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D2.1 Definition of Variables and Fixed Parameters ARMEVA– 605195

3.8 CORE LOSS COEFFICIENTS OF STEEL

The quantification of the iron losses is determined by the calculation method applied.
Preferably, the same method for determining the iron losses is used by all three machine
designers. For this method de loss parameters for each type of electric steel are tabulated in
Table 23. It has to be noted that for the time being it is assumed that the Steinmetz method is
applied by all parties.

Material Coef. value unit

Eddy current
Steel 1 Hysteresis
Excess
Eddy current
Steel 2 Hysteresis
Excess
Table 23: Iron loss coefficients (Steinmetz)

3.9 BATTERY MODEL PARAMETERS

To discount the effect of the electrical behavior of the battery under varying load and its impact
on machine performance an electrical equivalent battery model as discussed in chapter 6 is
applied. The values of the components in the equivalent are given in Table 24.

Description quantity Value unit

Internal resistance Ri Ω

Internal voltage Vi V

M
To be extended depending on the applicable
battery model.

Table 24: Parameters for the equivalent electric battery model

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3.10 PROPERTIES OF SEMI-CONDUCTOR SWITCHES

For a full model containing the battery model, drive model and electric motor model the semi-
conductor switches have to be characterized. Characteristics of the switches are given in Table
25.

Switch quantity value unit

Forward voltage V
IGBT type 1 Reverse recovery time s
M
Forward voltage V
Diode type 1 Conducting losses W
M
Table 25: Semi-conductor switches characteristics

3.11 MECHANICAL MATERIAL PROPERTIES

For any given material the mechanical properties (Table 26) should be known to be able to
conduct mechanical stress calculations.

Material quantity value unit

Shaft material Eshaft MPa

Copper ECu MPa

Steel 1 (stack) Esteel 1 MPa

Steel 2 (stack) Esteel 2 MPa

M
Table 26: Young moduli of applicable materials

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4 METHODS OF CALCULATION
This chapter is a result of a discussion between parties after reaching consensus on calculation
methods for quantification of several physical quantities of prime interest.

4.1 SYSTEM MODEL

To investigate how the whole drive behaves electrically as a system under varying drive cycles
and different operating conditions, it is required that a system model is developed (e.g.
Simulink). The intention is not to obtain a complete vehicle model, but to consider the
mechanical output on the shaft of the motor only. It is desired that this system model is created
in a simulation tool that is available to all parties (same version / release, add-ons, toolboxes,
etc.), so that models can be exchanged. The system model should include:
• A battery model (will be prescribed);
• The power electronic drive;
• Controls strategy;
• Electric motor model.

4.2 EQUIVALENT ELECTRIC BATTERY MODEL

To estimate, among others, the overall efficiency and the dynamical electrical behavior of the
drive under varying conditions and varying state of charge of the battery a system model (e.g. a
Simulink model) has to be made. To that end, an equivalent electric network of the battery has
to be defined. Furthermore, the values of the components the equivalent electric battery
network consists of have to be fixed in advance (see 4.9).

4.3 COST MODEL

A cost model should be defined to calculate the cost of the machines and the drive as a whole.
The model has to be defined to be able to estimate the cost of the key materials and
components as function of physical quantities such as current, voltage and power levels,
volume and mass. Cost equations have to be defined for:
• The raw materials of the motors (€/kg);
• For tooling of motor parts;
• Semi-conductor devices as function of power level and voltage;
• DC-bus capacitance as function of voltage and capacity;
• Cables and connectors as function of current and voltage level;
• Estimating the investment cost for setting up series production facilities .

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4.4 IRON LOSS MODEL

For the calculation of the iron/core losses the Steinmetz method is proposed:

 1 T  σ d 2  dB (t ) α eddy  dB (t )   
α exc

PFe = ∫  ∫ 
α hys β hys
  + khys B f + kexc    dt  dV
 T 0  12  dt 
V   dt   

In case the flux density fluctuation exhibits high harmonic content a modified version of the
Steinmetz equation should be defined. Consensus should be reached on which method is to be
used for the calculation of the iron losses.

4.5 PROXIMITY LOSS MODEL

Especially in SRM proximity losses contribute significantly to the total losses on account of the
fringing flux penetrating the phase coils at unaligned positions. First, it has to be investigated to
which extent proximity losses contribute to the total losses. If their contribution to the total
losses cannot be neglected a model has to be defined on how the proximity losses are to be
calculated or estimated. This model can then be used during the optimization of the motor
topologies. For the final, optimized topologies FEM can be used.

4.6 THERMAL MODEL

Preferably, consensus is reached on the method for the thermal calculations (BEM, FEM, TEC,
etc.) to determine the heat distribution in the motor structure as a result of the operating
conditions. Although, every designer is in principle free to choose its own thermal model,
differences in thermal models might lead to unfair comparison of the thermal results. Possible
discrepancies on account of different models being used should be avoided.

4.7 EXTRAPOLATION METHOD FOR MATERIAL PROPERTIES OF ELECTRIC

STEELS

Datasheets of electric steels do not always provide sufficient information on losses, e.g. a
certain type of steel might (shortly) be used under electromagnetic conditions for which
manufactures fail to provide any information. Especially, for losses at higher, non-sinusoidal
flux density levels at high frequencies. In this case data has to be extrapolated. The manner
adopted to extrapolate the data has to be the same for all parties.

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4.8 OPTIMIZATION METHOD

It should be reported to other parties how optimal designs have been obtained. Using different
optimization methods introduce different convergence issues problems. For gradient based
optimizations the optimal topology depends on the initial starting point that was chosen (local
optimum), whereas a parameter sweep ensures a global optimum to be found at the expense
of increased computation effort. Convergence issues as a result of the applied method should
be addressed.

4.9 END TURNS

An analytical equation has to be formulated that describes the dimensions of the end windings
of the phase coils. By using the same equation for the end turn volume the active axial length is
estimated in the same way for all three motor designers. It has to be noted that for different
winding technologies different expressions can be used.

4.10 PRACTICAL LIMITATIONS WITH RESPECT TO SENSING AND DATA

ACQUISITION

Finally, the impact of sensors being non-ideal, limited bandwidths, the sampling frequency
amongst others has to be evaluated. The practical implementation has to be taken into account
in the system model, i.e. limited bandwidths of sensors must be included in the system model.

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5 EVALUATION CRITERIA
It is evident that all the requirements of the previous chapter should be met for all three
designs. However, the choice for the motor type which will be selected for prototyping is
predominantly dictated by additional distinctive characteristic and features that are evaluated
for the final designs. These evaluation criteria are provided in this chapter.

5.1 EFFICIENCY MAP AND WEIGHTED EFFICIENCY

Due to the highly dynamical load profile it is not straightforward to define a required fixed
efficiency or minimal efficiency map over the full operating range of the machine. Nor is it
practical to design for a required efficiency map in combination with the required speed-torque
curve. Therefore, the efficiency map is considered an evaluation criterion. The efficiency map
should be evaluated for a fixed set of operating points within the speed-torque characteristic.
The efficiency map allows the weighted efficiencies as result of different drive cycles to be
calculated (done by LMS). The required resolution of the map and the evaluated weighted
efficiency are given in Table 27 and Table 28, respectively.

Quantity Value unit

∆ω rpm
∆M Nm
Table 27: Resolution of the efficiency map

value to be
Quantity unit
evaluated

η orsrm %

η synrm %

η fsm %

Table 28: Evaluated average efficiency over the drive cycle

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5.2 MASS AND/OR VOLUME OF THE MOTOR

Mass is a very important aspect in automotive applications, since each reduction in mass leads
to an increased overall efficiency and, therefore, increased driving range. Furthermore, the
cylindrical volume of the motor is also an important issue with respect to the amount of
mounting space being available. The axial height of the cylinder is determined by the active
length (including end-turns of the phase coils) of the motor stack. The evaluated mass and
volume are respectively given in Table 29 and Table 30

value to be
Quantity unit
evaluated
morsrm kg

msynrm kg

mfsm kg
Table 29: Evaluated motor mass

value to be
Quantity unit
evaluated
Vorsrm m3

Vsynrm m3

Vfsm m3
Table 30: Evaluated motor volume

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5.3 COSTS

In the automotive industry a less technical criterion, but crucial nonetheless, is the cost in euros
of a specific technology. A distinction can be made between the total raw material costs based
on the material costs per unit mass (Table 31), technological expenses for (series)
manufacturing (Table 32) and costs for the drive (Table 33). Where the costs for materials and
electric components can be relatively accurately determined in advance; the manufacturing
cost, however, are much harder to predict. Still, it is desired to have a well-founded estimate of
the production cost of each motor type. By mutual agreement a calculation method for
estimating the total costs has to be defined in chapter 6. Moreover, an estimate of investment
cost should be provided to enable an assessment to determine whether a certain technology is
not only technically, but also economically viable (Table 34).

value to be
Quantity unit
evaluated
Cmat,orsrm €

Cmat,synrm €

Cmat,fsm €

Table 31: Estimated material costs

value to be
Quantity unit
evaluated
Cman,orsrm €

Cman,synrm €

Cman,fsm €

Table 32: Estimated manufacturing costs

value to be
Quantity unit
evaluated
Cdrive,orsrm €

Cdrive,synrm €

Cdrive,fsm €

Table 33: Estimated costs of the drive

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value to be
Quantity unit
evaluated
Cinv,orsrm €

Cinv,synrm €

Cinv,fsm €

Table 34: Estimate of investment costs

5.4 ACOUSTIC NOISE

Currently, Punch Powertrain applies a switched reluctance machine in their electric and hybrid
drive trains where the reduction of acoustic noise inherently poses a serious challenge. The
complexity associated with calculating the acoustic noise emitted by a motor and the
subjectivity with respect to the perception of noise by the human ear make the quantification of
‘how much noise is being emitted by the motor’ troublesome. Still, a comparison between the
three topologies has to be conducted and quantified. For the final designs an elaborate
acoustic analysis is conducted by LMS in work package 3. A reduced model – coarse model –
should be provided by LMS that the machine designers can use during their optimization, in
order to enable the machine designers to roughly quantify the acoustic noise levels. Details
regarding this model are to be defined.

5.5 OBJECTIVE AND WEIGHTING FACTORS

Certain requirements might be easier met for a given motor topology than for another.
Therefore, it is not evident to set the weighting factors of the objective to be optimized to equal
numerical values. Instead the weighing factors are applied during the evaluation stage to
compare the different machine types. Values for the weighting factors should be recorded in
Table 35.

Weighting factor Value

Efficiency
Mass
Volume
System costs
Investment costs
Acoustic noise

Table 35: Weighting factors

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6 DESIGN DOCUMENTATION
To facilitate a quantitative comparison between machine types and a decent transfer of
information some specific technical deliverables are to be provided by each of the partners

6.1 DATA WITH RESPECT TO KEY PERFORMANCE INDICATORS

The findings and conclusions of the evaluation stage have to be reported. The report must
contain the findings in regard to all evaluation criteria mentioned in chapter 3, except for the
evaluation criterion with respect to acoustic noise. The three individual reports will be merged
into one report by Punch that afterwards will be distributed to all parties. Based on the contents
of this report one of the three machine type will be selected for prototyping.

6.2 DESIGN AND SIMULATION MODELS

The following models that were used during the design of each motor type must be made
available to all parties for verification purposes:

• The system model as discussed in section 4.1

• Final electromagnetic FEM model of all three optimized topologies
• The thermal model of each topology
• Cost information
• A list of electrical and mechanical key components

6.3 TRANSFER OF INFORMATION TO SUBSEQUENT WORK PACKAGES

To ensure a smooth exchange of essential data and information from one work package to the
next, it is imperative that all relevant information obtained in a work package is neatly archived
and being made available to the partners in charge of the work to be conducted in the next
work package(s). The contents of the archive are to be determined on a mutual agreement
between the parties delivering the data and the parties receiving it. For work package 2
specifically the following information is to be transferred to subsequent work packages:

• Requirements for power electronics (input for WP4)

o Results of work in WP2;
o What is the preferred form ProDrive needs to receive the information in.
• 3D CAD Model
• Specific requirements for mechanical integration (input for WP3)

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7 LIST OF FILES
• T2.1_Data.xls

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