A Study of Hybrid Excitation Axial Flux Motor

Topology for Traction Electric Vehicle.

Pelizari, A.
LMAG Laboratrio de Eletromagnetismo Aplicado
EPUSP Escola Politcnica da USP
So Paulo, Brasil
ademir.pelizari@usp.br
Chabu, I.E.
LMAG Laboratrio de Eletromagnetismo Aplicado
EPUSP Escola Politcnica da USP
So Paulo, Brasil
ichabu@pea.usp.br



AbstractSuch paper presents a study of a non-conventional
topology of axial flux machine for electric vehicle application
using a hybrid excitation brushless system. In this type of motor
both a high power and also a high torque densities are required,
due the fact that the space is reduced in the vehicle as well in
order to provide an excellent torque response. Hence the
behavior of both mechanical and electromagnetics amounts of
the machine were investigated.
Keywords- electric traction motor; electric vehicle application;
simulation of electric motors; axial flux machine; traction in-
wheel motors.
I. INTRODUCTION

One of the main advantages of conventional dc motors is
due the fact that it has the possibility of operating in the flux
weakening region. Nevertheless, an expensive and also an
exhaustive electromechanical maintenance are required to
keep them working perfectly. In order to solve such
problems, in the 60s, the permanent magnet brushless dc
machines were developed. The drawback of these machines
is due the complexity to controlling the speed especially
when the field weakening region operation is required.
Thereby the main purpose of this paper is the study of a non-
conventional topology of Hybrid Excitation Axial Flux
Machine (HEAFM) [1] in order to make its operation at the
constant power region possible and also to make sure the
requisites of vehicles electric traction is achieved. The
research was focused on magnetic and mechanical aspects of
the prototype based on analytical method.
II. INFLUENCE OF LOAD CONDITIONS ON THE SIZING OF
THE MOTOR.

Before the sizing of the electric machine, the calculation
of load conditions of the road was performed, i.e., load
power, load torque and load force were calculated according
to pre-established vehicles characteristics as well as the road
conditions [3]. The total resistance force produced by the
vehicles movement is:
(1)

In (1),
ad
F is the aerodynamic drag force,
rr
F is the
friction force between the tires and the ground,
grade
F is
climbing force due the road grade as well as
acel
F which is
the force due the acceleration of the vehicle. Recall that the
aerodynamic drag force can be calculated as follow in (2):


(2)

0.2
0.22
0.24
0.26
0.28
0.3
0.32
1
1.05
1.1
1.15
1.2
70
80
90
100
110
120
130
Drag Coefficient
Behavior of Fad = f ( Air Density [kg/m
3
], Cd )
Air Density [kg/m
3
]
D
r
a
g

A
e
r
o
d
y
n
a
m
i
c

F
o
r
c
e

[
N
]


Figure 1 Behavior of Fad = f (
3
kg/m
ar d
[ ], C ).

In (2),
ar
is the air density in [kg/m
3
], A
f
the frontal area
of the vehicle, C
d
the drag coefficient, V
X
and V
WIND
are the
speed of the vehicle and speed of the wind in [m/s]
respectively. The figure 1 depicts the relationship of
ad
F as
function of the drag coefficient and the air density. The drag
coefficients ranging from 0.2 to 0.32 and the air densities
from 1 to 1.2. The second term in (2) is
rr
F , i.e., the friction
force produced by the tires can be calculated as in (3)

(3)

The constant
rr
in (3) is the dynamic friction coefficient
and the grade angle in [degrees]. The correlation between
the friction force and friction coefficient (varying from 0 to
1) as well as the grade angle (ranging from 0 to 5) can be
seen on the figure 3.

CNPQ - Conselho Nacional de Desenvolvimento Cientfico e Tecnolgico
R ad rr grade acel
F F F F F = + + +
2
ad ar f d X WIND
F . A . C . (V V ) =
( ) rr
rr v
F M . g . . cos =
0
1
2
3
4
5
0
0.02
0.04
0.06
0.08
0.1
0
500
1000
1500
Beta Angle [ ]
Behavior of Frr = f (urr, Beta angle)
Friction Coefficient
F
r
i
c
t
i
o
n

R
e
s
i
s
t
a
n
t

F
o
r
c
e

[
N
]


Figure 2 Behavior of F
rr
= f ( rr, [ ]

).
The resistance force due the road grade depends upon the
total mass of the vehicle, the acceleration of gravity and the
angle of the road as follow in (4) and their relationship, since
the angle of the road is ranging from 0 to 5 and the total
mass of the vehicle is ranging from 1200 to 1400 [kg] can be
seen in the figure 3.

(4)

0
1
2
3
4
5
1200
1250
1300
1350
1400
0
200
400
600
800
1000
1200
Beta Angle [ ]
Behavior of Grade Force = f (Mv [kg], Beta Angle[])
Mass of the vehicle [kg]
G
r
a
d
e

R
e
s
i
s
t
a
n
t

F
o
r
c
e

[
N
]

Figure 3 Behavior of FIncl = f ( V , M ] [kg] [

).

Finally , the last term F
acel
is the force required to overlap
the requisites of the load traction during the period of
acceleration, with both pre-established final speed and period
of acceleration becomes


(5)


III. GENERAL FEATURES OF THE DESIGN

In this part, in order to predict the torque performance of
the electric machine, the influence of dimensions and
magnetic variables were investigated. The developed torque
equation of the double side axial flux motor can be calculated
as follow [11]:



(6)

In (6) R
OUT
is the external radius of the disc in [m], the
constant A is the rms magnetic loading, i.e., Am / 2 in
[A.turns/m], B
1AVG
the fundamental air gap average flux
density in [T], the factor K
d
is the R
INT
/ R
OUT
ratio of the
disc. The constant Am is the peak magnetic loading and it
can be calculated as:


(7)


In (7) m
1
is the number of phases of the stator, N
1
the
number of turns of the winding stator and I
A
the phase
current of the stator winding. The air gap average flux
density in (6) can be obtained in terms of the air gap
maximum flux density ( g B ), as follows in (8)




(8)


In (8) the term is the relationship between the coil
pitch and the pole pitch. Therefore, once the average flux
density already has been defined, the developed torque can
be calculated as function of both the ranging of the magnetic
loadings and the average flux densities. The figure 4 depicts
such situation:












Figure 4 Developed Torque as Function of Magnetic Loading
and Air Gap Average Flux Density.

Using still (7), the developed torque was obtained
through the variation of external radius of the disc, using the
same magnetic loadings. Obviously the developed torque
increases proportionally to the radius. The figure 5 presents
the developed torque as function of magnetic loading and
external radius of the disc ( 1AVG B = constant ).












Figure 5 Developed Torque as Function of the External Radius
of the Disc ( 1AVG B constant = ).

IV. ARMATURE DESIGN.

In this step, the sizing of armature was based on its main
dimensions obtained from the chapter II and from its rated
data was made [4,9,12]. The general data as well the rated
grade v
F M . g . sin =
( ) ( ) t t acel v X
d
F M . V
dt
=
1 A
OUT IN
IN
1 m . 2 . N . I
Am
R R
. (R + ( )
2
=

OUT
3 3
d 1AVG d d T 2 . . B . A . [ K - K ] . (R ) =
1AVG g
2
B 2 . B . sin .
2
| |
=
|

\
0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6
0
50
100
150
200
250
Average Flux Density [T]
D
e
v
e
lo
p
e
d
T
o
r
q
u
e
[N
.m
]
Developed Torque [Nm] as function of Airgap Average Flux Density


A = 40000
A = 30000
A = 20000
0.1 0.11 0.12 0.13 0.14 0.15 0.16
0
20
40
60
80
100
120
140
160
External Radius (Rout) [m]
D
e
v
e
lo
p
e
d
T
o
rq
u
e
[N
.m
]
Developed Torque [N.m] = f [Rout, Am]


A= 20000
A= 30000
A= 40000
AVG MAX
p
1 1
0
1
p
B B . sin (p ) d 0, 413 [T]

= =

PLO AVG
Rout
1 p
Rin
B . ds =

characteristics of the Hybrid Excitation Axial Flux Machine
are

Power Rated (P
R
): 10 [kW]
Input Voltage Supply (V
1
): 440 [V]
Speed (N
S
): 600 [rpm]
Frequency (f): 120 [Hz]
Efficiency (): 0,9
Input Voltage / Airgap Voltage Ratio ( ): 0,9.
Coil pitch / Pole pitch Ratio ( ): 0,637.
Peak Magnetic Loading (A
M
): 40.000
Max. Air gap Flux Density (B
1MAX
) [9]: 0,65 [T]

According to the rated characteristics, more specifically
the frequency and the synchronous speed, the number of
poles can be calculated as:

(11)


In (11) f is the rated frequency in [Hz], Ns the
synchronous speed in [rpm]. After the number of poles
calculation, the next step was the calculation of average flux
density B
1AVG
as function of peak air gap flux density.
Hence, the fundamental flux density per pole can be
calculated as follow in (12):



(12)


The magnetic flux per pole is determined in (13), based
on average flux density per pole:


(13)



In (13), ds
p
is the differential area per pole, calculated as:


(14)


Thus, replacing (14) in (13) results


(15)


Since K
d
is a dimension factor it can be determined as



(16)


Substituting K
d
factor in (16), after some mathematical
treatment results we obtain


(17)
0
2
4
6
8
10 0.1
0.2
0.3
0.4
0.5
0
0.2
0.4
0.6
0.8
1
External Diameter [m]
Flux per Pole = f (pp, Dout)
Pair of Poles
F
l
u
x

p
e
r

P
o
l
e

[
m
W
b
]


Figure 6 Relationship among POLE , DOUT and pair of poles.

The figure 6 illustrates the dependence of the flux per
pole as function of D
OUT
and pair of poles. Since K
D
is the
dimension factor as function of K
d
it can be calculated as

(18)


In this manner, the external diameter of the disc of axial
flux motor can be determined as follows [4]



(19)



0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
1
2
3
4
5
6
7
x 10
4
0.1
0.2
0.3
0.4
0.5
MaximumFlux Density [T]
External Diameter of the Disc = f (Bmax [T], Am[A.turns/m])
Magnetic Loading [A.turns/m]
E
x
te
r
n
a
l D
ia
m
e
te
r
o
f th
e
D
is
c
[m
]


Figure 7 Behavior of = out D f (B1MAX [T], AM [A.turns/m]).

The relationship between D
OUT
, B
1
and A
M
can be seen in
figure (7). Substituting the rated values in (20) results







And the internal diameter consequently is

(21)


Therefore, from (18) the flux per pole becomes




S
2 . f . 60 2 . 120 . 60
p 24 [poles]
N 600
= = =
2
D d d D
1
K [1 K ].[1-K ] K 0,131
8
= + =
p
2 . . R . dr
ds
p

=
IN IN
d
OUT OUT
(R ) (D ) 1
K
(R ) (D ) 3
= = =

OUT
IN IN
D
D D 0,181 [m]
3
= =
OUT
OUT
3
2

0, 9. 10000
D
. 0,131. 0,96. 10. 0,65 . 40000 . 0,9 . 1
D 0, 313 [m]
=

=

PLO
PLO
2 2
0, 637 . 0,65 . . (0,313) . [1 (0,5773) ]
8.6
1, 778 m[Wb]

=
=

POLE MAX OUT
2 2
1 d . B . . D (1 K )
8 . pp

=
OUT
MAX
N
3
2
D 1 s 1 M
. P
D
. K . K . n . B . A . .cos

=


POLE MAX OUT IN
2 2
1 . B (D ) - (D )
8.pp

(
=


AVG OUT
3 3
d 1 . T = 2 . . B A. [ Kd - Kd ] . (R )
d T = 154,26 [Nm]
Hence the number of turns of the stator winding was
calculated according to (22)

(22)



Since the prototype is a double side stator machine, the
both sides of windings stator were connected in series wye
(Y) and that way the electric current of the armature can be
calculated by (23)

(23)


Therefore the three-phase developed torque depends upon
the electromagnetic force and the relationship between R
IN

and R
OUT
, i.e.,

(24)



The torque obtained from eq. (24) is approximately the
same that obtained graphically on the figures (4) and (5).


V. HYBRID EXCITATION DESIGN.

The main aspect in a excitation system design is to avoid
that high levels of saturation occurs in the ferromagnetic
material of the machine, for instance, teeth, yokes or even in
the cover, since that not only one, but two stators provide
magnetic flux through the rotor. Therefore a maximum
airgap flux density with value of 0,65 [T] was considered,
with both the excitation systems operating (electric and
permanent magnet excitations), according to the same
method which was used in the calculation of the armature.





a) b)






c)
Figure 8 Details of the rotor.
a) Top and bottom lengths. b) Pitch and pole arcs.
c) Pathway on the top and on the bottom of the rotor.
Referring to the figure 8.b, the airgap form factor K
F
can
be calculated as:
F
32,05
K = 0,82
39,08
= (25)
Consequently the average flux density B
1AVG
becomes

1AVG B 0, 82. 0, 65 0,533 [T] = = (26)

From the average flux density the in eq. (26) the flux per
pole can be determined which S
P
is the area of the pole

POLE 1AVG P POLE B S 0, 68 [mWb] = = i (27)

Flux Density in the Rotor (minimum area)
Since the flux per pole is produced by two stators, the
flux density at the bottom of the pole as function of a
minimum area (see figure 9) in order to avoid high level of
flux density becomes:
PLO LEAK
P_INF
P _ MIN
2 . . K
B
S

= (28)
-3

P_INF P_INF
2 . 0,68.10 . 1,15
B B 1,94 [T]
0, 0298 . 0,027
= =









Figura 9 View of the minimum area of the pole.
a) Cut view. b) Pathway flux.


Flux Density in the Rotor (Bottom Yoke).
The flux per pole at the bottom yoke of the rotor can be
determined by
BOTT_YOKE POLE_PARTIAL LEAK
2.p
. K .
2
= (29)

BOTT_YOKE
24
0,00067. 1,15 . 9,3 [mWb]
2
= =

Hence the flux density at the bottom yoke of the rotor
becomes

BOTT_YOKE
BOTT_YOKE
BOTT_YOKE STACK
B
S . K

= (30)
1
1
1 PLO
. V
N 250 [esp]
. 2 . f . K .

= =


N
A
L COS
P
I 14,5 [A]
m1 . 2 . (V / 3) . .
= =

BOTT_YOKE
2 2
0,0093
B = = 0,405 [T]
. (0,216 -0,132 )

4


Flux Density in the Rotor (Top Yoke).
The flux density at the top yoke is
TOP_YOKE
TOP_YOKE
2 2
TOP_YOKE STACK
0,0093
B = =
S . K . (0,396 -0,137 )

4
(31)
TOP_YOKE B = 0,27 [T]
Flux Density in the Armature (Teeth).
A induo nos dentes do estator podem ser calculadas
atravs da eq. (5.13)

POLE
TEETH
SLOTS
TEETH F EMP

B =
N
S . K . . K
p
(32)
( )

TEETH

0,00067
B = = 0,98 [T]
0,015+0,0038 . 0,067
36
. 0,8 . . 0,9
2 24
| |
|
|
\

In eq. (32), the term S
TEETH
represents the area of the
teeth, K
STACK
is the stacking factor.

Flux Density in the Armature (Yoke).
A induo na coroa, calculada conforme eq. (5.14), se
torna
POLE


YOKE
YOKE STACK
0, 00067
2
B
S . K (0, 01.0, 067). 0, 9

= = (3)
YOKE B 0, 56 [T] =

VI. TESTS PROTOTYPE.
The figure 9 depicts the frontal view of the assembled
machine. The figure 9.b shows the electric diagram of
connection of the converters, sensors and the prototype itself.










Figure 9 prototype side view and arrangement test.
The figure 10 illustrates the final prototype in exploded
view with wheel of the vehicle respectively

Figure 10 Final prototype.














Figure 11 Arrangement test.

The figure (11) shows the arrangement test ongoing that
will be possible to determine not only the electric amounts of
the machine but the angular speed, the force and torque
behaviors of the prototype as well. a dc-ac inverter supplies
switching voltage straight to the winding of the armature.
The switching time is controlled by feedback signals came
from 3 Hall sensors installed in one of the two stators.






HALL EFFECT
SENSORS
ARMATURE
WATER INPUT
WATER OUTPUT
D.C. BUS
GRID
EXCITATION
VGRID = 220 [V]
VBUS = 300 [V]
V1 = 440 [V]
The torque calculated from the analytical calculation and
the load resistance are presented in figure 10 respectively.

0 10 20 30 40 50 60 70 80 90 100
0
50
100
150
200
250
300
350
400
Speed [km/h]
T
o
r
q
u
e

[
N
m
]
Constant Torque Region and Constant Power Region




Figure 10 Analytical Torque and Load Resistance Torque.


VII. CONCLUSION.

The figure (11) shows the arrangement test was possible to
determine not only the electric amounts of the machine
butthe angular speed, the force and torque behaviors of the




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