XIX International Conference on Electrical Machines - ICEM 2010, Rome

Parameter Determination of the BLDC Motor considering the Dynamic Equation of Vehicle
Young-kyoun Kim, Se-Hyun Rhyu, and In-Soung Jung
F Abstract -- Brushless Permanent Magnet DC (BLDC) motor is frequently used in the drive-train component of the electric vehicles because it has the advantages of high power density and high efficiency. The BLDC motor, owing to their restrictive field weakening range, is not easy to design for vehicle application. Therefore, this paper proposes the procedure of the parameter determination of BLDC motor for electric vehicle.

A.

Electric Vehicle Propulsion The first step in the performance modeling of the EV is to produce an equation for the tractive effort. The force propelling the electric vehicle has to overcome the following forces [1], [5]: Rolling resistance force: Frr = mrr mg Aerodynamic drag force: Fad = 0.5 r ACd v 2 Linear acceleration force: Fla = ma Angular acceleration force: Fwa = I

Index Terms-- BLDC motor, traction motor, parametric design, electric vehicle.

I.

INTRODUCTION

ECENTLY, due to the concern of environmental issues and conservation of resources, electric and hybrid vehicles have received the significant interest around the world. Hybrid electric vehicles are more interesting than electric vehicles powered only by batteries because they have a limit at cost and size as present technology [1]-[4]. Despite this, the electric vehicle (EV) has employed in the urban areas as small electric passenger car. It is because of the advantages of high power density reducing the weight of the car, and high efficiency of longer ranges for a given battery size. This is possible by using the Brushless Permanent Magnet DC motor (BLDC motor) in the drive-train component of the EV [5]. This motor is the square-wave motor with the surface mounted permanent magnet [6]. This paper deals with a parameter determination and verification of BLDC motor for the propulsion applications of the electric vehicle. Since the BLDC motor has a restrictive field weakening range, the parameter determination of BLDC motor is applied in the designing procedure to ensure the required specifications, which are instant rated power and continuous rated power of the propulsion of the electric vehicle. The proposed procedure of the parameter determination is accomplished by coupling the dynamic equation of the EV and the voltage equation of the BLDC motor. II. MODELING OF ELECTRIC VEHICLE PROPULSION

G2 a hg r 2

where m rr is the rolling resistance coefficient, g is the acceleration of gravity, r is the air mass density 1.205 kg / m3 , A is the frontal area of the EV, Cd is aerodynamic drag coefficient, v is the EV speed, m is the EV mass, a is the acceleration of the EV, G is the gear ratio, h g is the efficiency of the gear system, r is the tire radius of the EV, and I is the moment of the inertia of the rotor of the motor. . The total tractive effort required to reach the acceleration a is as follows;

Ft = Frr + Fad + Fla + Fwa

(1)

B. Electric Vehicle Acceleration The second step in the performance modeling of the EV is to produce an equation for the acceleration. The acceleration performance of the EV is usually evaluated with the time, which is used to accelerate the EV from zero speed to defined high speed with its full load. The traction power required by acceleration can be estimated by [1], [3]-[5].

In the electrical vehicles, the traction motor is the key component that delivers propulsion to driven wheels. Therefore, in order to design the traction motor, the prediction of the vehicle propulsion in accordance with its power characteristic is the key component and it is accomplished by the mathematical modeling because the speed-torque characteristic of the traction motor completely determines the vehicle performance.

Pacc =m r mgv + 0.625 ACd v 3+ 1.05mv

dv dt

(2)

C. Traction Motor The acceleration performance of the EV is usually evaluated by the speed-torque characteristic of the traction motor. In the case of the traction motor, at low speeds, the maximum torque is a constant, until the motor speed reaches a corner speed wc after which the torque falls. In most cases of BLDC motor, it is generally supposed that the torque falls linearly with increasing speed, in order to evaluate conveniently the acceleration performance [5]. In BLDC motor, however, the speed-torque characteristic

F Y. K. Kim, is with Korea Electronics Technology Institute, YatapDong, Bundang-Gu, Seongnam-Si, Korea (ensigma@hitel.net). Se-hyun Rhyu is with Korea Electronics Technology Institute, YatapDong, Bundang-Gu, Seongnam-Si, Korea In-Soung Jung is with Korea Electronics Technology Institute, YatapDong, Bundang-Gu, Seongnam-Si, Korea

978-1-4244-4175-4/10/$25.00 2010 IEEE

can be obtained by the voltage equation as follows [6]-[7];

Vabc = iabc R + L
T=

8000 7000 model 1 model 2 model 3

Current-Torque

550 500 450 400 350 300 250 200 150

Speed-Torque

Speed (rpm)

(4)

wm

4000 3000 2000 1000 0 0 25 50 75 100 125 150 175

From the above equation, it proves that the characteristics of BLDC motor totally depend on its parameters, such as BEMF (Back Electromotive Force), inductance, and resistance. Especially, at the high speed, the torque does not fall linearly because of the effect of the phase-inductance [6][7]. D. Specification of the Electric Vehicle Propulsion Specifications of the EV, which is small electric passenger car, are obtained from a vehicle manufacturer and summarized as follows; - When fun driving, EV top speed in 15sec: 65 kph Instant rated power of the traction motor: 25 kW - When normal driving, EV top speed in 30sec: 65 kph Continuous rated power of the traction motor: 10 kW - EV mass included passengers: 900 kg - Frontal area of EV: 1.2 m 2 - Tire radius of EV: 0.27 m - Rolling resistance coefficient: 0.013 - Aerodynamic drag coefficient: 0.75 - Gear ratio: 12 at the fun driving, 8 at the normal driving - Efficiency of the Gear: 97% III. PROCEDURE OF THE PARAMETER DETERMINATION The speed-torque characteristic of the BLDC motor varies in nonlinearity in accordance with the motor parameters. Examples of the parameter combination are listed in Table I. In this case, phase resistances are handled with enough big constant, which is 0.01 ohm, because the effect of the speedtorque characteristic in accordance with the resistance variation is normally small in application of the traction motor. Fig. 1 shows speed-torque characteristics under the models of BEMF variations, and Fig. 2 shows the analysis results of the acceleration performance of models of BEMF variations. Fig. 3 shows speed-torque characteristics under the models of phase-inductance variations, and Fig. 4 shows the analysis results of the acceleration performance of models of phase-inductance variations. In this case, the acceleration performances of the model 2 and the model 5 are sufficient, and performances of the other models are insufficient or excessive.
TABLE I COMBINATIONS OF THE MOTOR PARAMETERS Parameters of BLDC motor Combination BEMF Inductance Resistance number (V@1krpm) (mH) (W) Model 1 22 0.6 0.01 Model 2 Model 3 Model 4 Model 5 Model 6 19 16 20 20 20 0.6 0.6 0.9 0.5 0.1 0.01 0.01 0.01 0.01 0.01

100 50 0 200

Torque (Nm) Fig. 1. Speed-torque characteristics on condition of BEMF variations

80 70 60

Vehicle Speed (km/h)

50 40 30 20 10 0 0 10 20 30 40 50 model 1 model 2 model 3

Time (sec) Fig. 2. Speed-torque characteristics on condition of

8000 7000 6000

BEMF variations
550 500 450 400 350 300 250 200 150 100 50

Model 4 model 5 model 6

Speed (rpm)

4000 3000 2000 1000 0 0 25 50 75 100 125 150 175

0 200

Torque (Nm) Fig. 3. Speed-torque characteristics on condition of phase-inductance variations

80 70 60

Vehicle Speed (km/h)

50 40 30 20 10 0 0 10 20 30 40 50 model 4 model 5 model 6

Time (sec) Fig. 4. Acceleration performance on condition of phase-inductance variations

In order to design the BLDC motor as the application of the EV, it is very important to decide the suitable scope of the BLDC motor parameters, which is corresponding to the given specifications of the EV propulsion, and is accomplished by computing the dynamic acceleration (2) coupled with the electrical equation (3) and (4) [1]-[7]. Therefore, the proposed procedure of the parameter determination is consists of two steps and the concept of this process which is shown in Fig. 5.

Current (A)

5000

Current (A)

diabc di - M abc + Eabc dt dt i a E a + ib E b + i c E c

(3)

6000 5000

25

Maximum velocity of EV (km/h)

Induced voltage (V@1krpm)

24 23 22 21 20 19 18 17 16 15 0.05

Ta rg e

95

Unfeasible area

tA re a

90 85

ea cr In
0.2

g sin
0.4

re di

io ct

80 75 70 65

0.6

0.8

Inductance (mH) Fig. 9. Velocity map in 30 sec. at continuous rated power

25

Induced voltage (V@1krpm)

24 23 22 21 20 19 18 17 16 15 0.05

Ta rg e

Unfeasible area
75

tA re a

70

Current (A)

65 60 55 50

Inc s re a e ct dir ing ion

Fig. 5. Proposed procedure of the parameter determination

25

0.2

0.4

0.6

0.8

Maximum velocity of EV (km/h)

Induced voltage (V@1krpm)

24 23 22 21 20 19 18 17 16 15 0.05

Ta rg e

95

85

Induced voltage (V@1krpm)

Under 65 km/h tA re a

Inductance (mH) Fig. 10. Armature current map at continuous rated power
25 24 23 22 21 20 19 18 17 16 15 0.05 0.2 0.4 0.6 0.8 1 3500 4000 5500

90

Base speed of BLDC motor (rpm)

Ta rg e

Unfeasible area
5000

ea cr In
0.2

g sin
0.4

c re di

tio

80 75 70

tA re a

4500

0.6

0.8

65

Inductance (mH) Fig. 6. Velocity map in 15 sec. at instant rated power

25 24

Increasing di re ction

3000

Induced voltage (V@1krpm)

23 22 21

Ta rg e

Unfeasible area

160 150 140

tA re a

Inductance (mH) Fig. 11. Corner speed map at continuous rated power

20 19 18 17 16

130 120 110 100 0.4 0.6 0.8 1

15 0.05

0.2

Inductance (mH) Fig. 7. Armature current map at instant rated power

25

Induced voltage (V@1krpm)

24 23 22 21 20 19 18 17 16 15 0.05

Ta rg e

Unfeasible area
tA re a

6500 6000 5500 5000 4500 4000 3500

Increasing di re ct

ion
0.6 0.8 1

3000 2500

Inductance (mH) Fig. 8. Corner speed map at instant rated power

0.2

0.4

2000

From the analysis results of the parameter determination process, overall maps of the acceleration performance of the EV on condition of the change of the BEMF and the phaseinductance are illustrated from Fig. 6 to Fig. 11. On the condition of instant rated power, the map of the EV velocity in 15 second is shown in Fig. 6, the map of the armature current is illustrated like in Fig. 7, and the map of the corner speed of the motor is shown in Fig. 8. On the condition of continuous rated power, the map of the EV velocity in 30 second is shown in Fig. 9, the map of the armature current is shown in Fig. 10, and the map of the corner speed of the motor is shown in Fig. 11. The proper decision of the motor parameter is accomplish by the superposition of the maps. At the Fig. 6, the area under 65 km/h, which is the required condition of the instant rated power, is unfeasible area of the parameter map. From Fig. 6 to Fig. 11, the proper range of the parameter determination is the target area, which is decided by considering the current limitation of the motor and is satisfied with the given condition of the EV velocity. In the case, the current density under the continuous rated power operation is the top priority condition to decide the target area. The target area is bounded by two conditions. First

Current (A)

Inc s re a e ct dir ing ion

Base speed of BLDC motor (rpm)

Motor Torque & Running Resistance (Nm)

condition is the current density below 5A/mm2, and second condition is the required acceleration performance of the vehicle. IV. VERIFICATION OF PARAMETER DETERMINATION From results of the parameter determination, a BLDC motor was designed with parameters, shown in Table II. At the condition of instant rated power, Fig. 12 and Fig. 13 show analysis results of the acceleration performance of the EV.
TABLE II PARAMETER SPECIFICATION Parameters Phase Inductance Phase Resistance Rated Speed Back-EMF @ 1000 rpm Poles / Slots Continuous rated current @ 27Nm, 10kW Instant rated current @ 53Nm, 25kW
80 70 60

40 35 30 25 20 15
Motor power Motor torque

30 25 20 15 10 5 0 5 10 15 20 25 30 35 40 45 50 55 60 65
Running resistance of electric vehicle

10 5 0 0

Velocity (km/h) Fig. 15. Performance of motor and electric vehicle at continuous rated power

Values 0.235 0.002 3600 21.5 8 / 12 58 120

Unit mH (W) rpm V A A

At the condition of instant rated power, Fig. 14 and Fig. 15 show analysis results of the acceleration performance of the EV. From the simulation results, the top speed of the EV is over 65 km/h, on level ground. V. CONCLUSION

Vehicle Speed (km/h)

50 40 30 20 10 0 0 10 20 30 40 50

This paper deals with the method and procedure of the parameter determination of BLDC motor for an EV propulsion applications. The proposed parameter determination is accomplished by coupling the dynamic equation of EV and the voltage equation of BLDC motor. The method provides the effective way to choose the design parameters for the BLDC motor, which is employed for the EV. REFERENCES
[1] [2] [3] Mehrdad Ehsani, Yimin Gao, Sebastien E. Gay and Ali Emadi, Modern Electric, Hybrid Electric, and Fuel Cell Vehicles, CRC Press, 2005. Yee-Pien Yang and Down Su Chuang, Optimal Design and Control of a Wheel Motor for Electic Passenger Cars, IEEE Trans. On Magnetics, Vol. 43, No. 1, 2007, pp. 51 61. P. Joshi and A. P. Deshmukh, Vector Control: A New Control Technique for Latest Automotive Applications (EV),'' ICETET '08. Conference on, 2008, pp. 911-916. Y. Gao and M. Ehsani, Parametric design of the traction motor and energy storage for series hybrid off-road and military vehicles, IEEE Trans. On Power Electronics, Vol. 21, Issue 3, 2006, pp. 749 755. J. Larminie and J. lowry, ELECTRIC VEHICLE TECHNOLOGY EXPLAINED, John Wiley & Sons, Ltd., 2003. J. R. Hendershot Jr and T. Miller, DESIGN OF BRUSHLESS PERMANENT-MAGNET MOTOR, OXFOD MAGNA PHYSIS, 1994. Cheee Mun Ong, Dynamic Simulation of Electric Machinery using Matlab / Simulink, Prentice Hall, 1997.

Time (sec) Fig. 12. Acceleration of EV at instant rated power

Motor Torque & Running Resistance (Nm)
70 60 50
Motor torque

30 25 20 15

40 30 20 10 0 0 10 20 30 40 50 60
Running resistance of electric vehicle Motor power

Motor Power (kW)

[4] [5] [6] [7]

10 5 0 70

Velocity (km/h) Fig. 13. Performance of motor and electric vehicle at instant rated power
80 70 60

VI. BIOGRAPHIES
Young-Kyoun Kim was born in Korea in 1971. He received the B.S., M.S., and Ph.D. degrees from Changwon National University, Changwon, Korea. He was a Senior Research Engineer with Samsung Electronics Company, Ltd., and he is currently a leader of Motor & Actuator team, Intelligence and Mechatronics Research Center, Korea Electronics Technology Institute, Korea. Se-hyun Rhyu was born in Korea in 1970. He received the B.S., M.S., and Ph.D. degrees from Hanyang University, Seoul, Korea, and he is currently a managerial researcher, Intelligence and Mechatronics Research Center, Korea Electronics Technology Institute, Korea. In-Soung Jung was born in Korea in 1970. He received the B.S., M.S., and Ph.D. degrees from Hanyang University, Seoul, Korea, and he is currently a director of Intelligence and Mechatronics Research Center, Korea Electronics Technology Institute, Korea.

Vehicle Speed (km/h)

50 40 30 20 10 0 0 10 20 30 40 50

Time (sec) Fig. 14. Acceleration of EV at continuous rated power

Motor Power (kW)