A Power Presizing Methodology for Electric Vehicle Traction Motors
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1 A Power Presizing Methodology for Electric Vehicle Traction Motors Bekheira Tabbache, Sofiane Djebarri, Abdelaziz Kheloui, Mohaed Benbouzid To cite this version: Bekheira Tabbache, Sofiane Djebarri, Abdelaziz Kheloui, Mohaed Benbouzid. A Power Presizing Methodology for Electric Vehicle Traction Motors. International Review on Modelling and Siulations, 3, (), pp.9-3. HAL Id: hal Subitted on 7 Oct 3 HAL is a ulti-disciplinary open access archive for the deposit and disseination of scientific research docuents, whether they are published or not. The docuents ay coe fro teaching and research institutions in France or abroad, or fro public or private research centers. L archive ouverte pluridisciplinaire HAL, est destinée au dépôt et à la diffusion de docuents scientifiques de niveau recherche, publiés ou non, éanant des établisseents d enseigneent et de recherche français ou étrangers, des laboratoires publics ou privés.
2 A Power Presizing Methodology for Electric Vehicle Traction Motors Bekheira Tabbache,, Sofiane Djebarri, Abdelaziz Kheloui and Mohaed Benbouzid Abstract This paper proposes a ethodology for presizing the power of an electric vehicle traction otor. Based on the vehicle desired perforances, the electric otor optial power can be calculated. The final objective is to eet the design constraints with iniu power under the European urban (ECE-5) and sub-urban (EUDC) driving cycles. The power presizing ethodology is validated through extensive siulations for different induction otor-based electric vehicles. Copyright 3 Praise Worthy Prize S.r.l. - All rights reserved. Keywords: Electric vehicle, induction otor, power presizing, driving cycle. Noenclature EV = Electric Vehicle; V = Vehicle speed; V b = Vehicle base speed; V cr = Vehicle cruising speed; = Grade angle; P v = Vehicle driving power; F w = Road load; F ro = Rolling resistance force; F sf = Stokes or viscous friction force; F ad = Aerodynaic drag force; F cr = Clibing and downgrade resistance force; = Tire rolling resistance coefficient (.5 < <.3); = Vehicle ass; g = Gravitational acceleration constant; k A = Stokes coefficient; = Air density; C w = Aerodynaic drag coefficient (. < C w <.); A f = Vehicle frontal area; V = Head-wind velocity; F = Tractive force; k = Rotational inertia coefficient (.8 < k <.); a = Vehicle acceleration; J = Total inertia (rotor and load); = Electric otor echanical speed; T B = Load torque accounting for friction and windage; T L = Load torque; T = Electric otor torque; i = Transission ratio; t = Transission efficiency; R = Wheel radius; J V (J W ) = Shaft (wheel) inertia oent; J = Electric otor inertia; = Wheel slip; N P P b = Electric otor speed; = Electric otor power; = Base power. I. Introduction Recently, electric vehicles including fuel-cell and hybrid vehicles have been developed very rapidly as a solution to energy and environental probles. Fro the point of view of control engineering, EVs have uch attractive potential []. The shortcoings, which caused the EV to lose its early copetitive edge, have not yet been totally overcoe. Indeed, EVs have a low energy density and long charging tie for the present batteries. Therefore, optial energy anageent is very iportant in EVs; in addition, optiu design of the electric otor, selection of a proper drive, and optial control strategy are the other ajor factors in EVs [-8]. Selection of traction otors for the EV propulsion systes is a very iportant step that requires special attention. In fact, the autootive industry is still seeking for the ost appropriate electric propulsion syste. In this case, key features are efficiency, reliability and cost. The process of selecting the appropriate electric propulsion systes is however difficult and should be carried out at the syste level. In fact, the choice of electric propulsion systes for EVs ainly depends on three factors: driver expectation, vehicle constraint, and energy source [-3]. In this context, this paper proposes a ethodology for presizing the electric otor propulsion power of an EV. The electric otor optial power is therefore calculated regarding the EV desired perforances and given driving cycles. The ain objective behind is to find the electric otor iniu weight, volue, and cost that eet the design constraints with iniu power under the adopted driving cycles. The proposed power presizing ethodology, which does not depend on the electric
3 otor type, is illustrated for an induction otor-based EV under the European urban (ECE-5) and sub-urban (EUDC) driving cycles. II. EV Dynaic Analysis This section derives the driving power to ensure the EV operation (Fig. ) []. II.. Road Load and Tractive Force The road load consists of F F F F F () w ro sf ad cr The rolling resistance force F ro is produced by the tire flattening at the roadway contact surface. Fro g cos () The echanical equation (in the otor referential) used to describe each wheel drive is expressed by d (8) J T T T B L dt The following equation is derived due to the use of a reduction gear. and T T i (9) W heel W heel t i T The load torque in the otor referential is given by. T R LW heel F () L w i i The vehicle global inertia oent in the otor referential is given by The rolling resistance force can be iniized by keeping the tires as uch inflated as possible. F sf k V (3) A J J J W V R J V i ( ) () Aerodynaic drag, F ad, is the viscous resistance of air acting upon the vehicle. F C A V V ( ) () ad w f The clibing resistance (F cr with positive operational sign) and the downgrade force (F cr with negative operational sign) is given by Fcr g sin (5) The tractive force in an electric vehicle is supplied by the electric otor in overcoing the road load. The equation of otion is given by dv k F F () w dt where k i J J t w R The net force (F F w ), accelerates the EV (or decelerates it when F w exceeds F). III. Electric Motors for EVs Major types of electric otors adopted or under consideration for electric vehicles include the dc otor, the induction otor, the peranent agnet synchronous otor, and the switched reluctance otor (Fig. ) [7]. For EVs propulsion, the cage induction otor sees to be candidate that better fulfils their ajor requireents [7]. It has therefore been chosen to illustrate the proposed power presizing ethod. However, it should be noted that the pressing approach does not depend on the electric otor type. Figure 3 shows the induction otor drive characteristics that should be dealt with when used as the EV propulsion [7], [3-]. IV. Electric Motor Power Presizing IV.. Transission Gear Ratio The induction otor developed force on the EV driven wheels is expressed by F Moving direction II.. Electric Motor Ratings and Transission The power required to drive an EV has to copensate the road load F w. P v VF (7) w y F sf F ad F ro F C ad g F Roadway cr x g F sf Fro -g Fig.. Eleentary forces acting on a vehicle.
4 F it () t R The transission gear ratio i is designed such that the EV reaches its axiu speed at the induction otor axiu speed. (a) DC otor. (b) Induction otor. i N _ ax (3) 3V ax R A high value of this ratio has the advantage of allowing the use of high-speed otors which have a better power density, but with the disadvantage of ore volue and then higher cost. A good coproise is generally not to exceed a value of i = []. Moreover, if the induction otor has a wide constant power region, a single-gear transission would be sufficient for a high-tractive force at low speeds. (c) PM brushless otor. (d) Switched reluctance otor. Fig.. Electric otor types for EVs [7]. Pow er T orque Base speed M axi u speed Constant torque region Constant pow er region Speed (a) Electric traction. IV.. Induction Motor Power Presizing Basic vehicle perforance includes axiu cruising speed, gradeability, and acceleration. The induction otor power presizing is done for an EV whose data are given in the Appendix. In this first presizing stage, the EV operation consists of three ain segents: initial acceleration, cruising at the vehicle axiu speed and cruising at axiu gradeability. ) Initial acceleration. Pow er The characteristic values of the EV force-speed profile, as illustrated by Fig., are the base power, the base and the axiu speeds. The electric otor T orque axiu speed ust correspond to the vehicle axiu one. In the case of initial acceleration, the induction otor power presizing is based on two steps: The first one is done under siplifying assuptions (null aerodynaic force). The second Speed one takes into account all the EV resistance forces. The solution of () uses the base speed and the power found in the first step. The boundary conditions of () are: at t =, V = and at t = t f, V = V cr. F (N) Pow er F b Pow er T orque P b = FV = Constant T orque M axi u speed nt power region Speed Speed (b) Tractive effort versus speed. V (k/h) V b V cr V ax Fig. 3. EV typical characteristics. Fig.. EV force-speed profile.
5 Necessary power P b (W) Necessary power (W) Necessary force F b (N) t a Using (), the EV acceleration tie is defined by V f k dv () F k V k 3 ( ) where V f is the final speed; k, k, and k 3 are constants values: k = k ; k =.5ξC w A f ; k 3 = g(sinα + cosα). This expression can reforulated as t k k a b b b log k b b k b b b b P V k V b b cr with, k,. b b b k gv V k g 3 cr cr 3 The analytical solution of (5) is shown by Fig. 5. x t a = sec (5) V b /V cr It illustrates the necessary power-speed profile for the EV initial acceleration in order to obtain the induction otor optial power and base speed V b which can be obtained so as df b dt D ax D ax is a coproise between the induction otor power and the acceleration force. In fact, D ax is chosen in order to iniize the power without a significant increase of the acceleration force. Figure 5 shows that below V b =.V cr, it is not interesting to decrease V b because the necessary power does not greatly decrease. On the other hand, the acceleration force tends to considerably increase. This will lead to an increased propulsion otor size (the torque is an iportant diensioning paraeter in ters of size and weight). In this case, the first EV base paraeters are the base speed (V b =.V cr = 3 k/h) and the base power (P b = 8.53 kw). Using these base values, the presizing second step consist in finding () nuerical solution including all the resistance forces. In this case, the obtained initial acceleration tie is larger than that specified in the desired perforance. The correction of the base power and speed values are done using an iterative procedure cobining analytical and nuerical solutions. The new value is then: P b = 5.8 kw, as illustrated by Fig.. ) Cruising at vehicle axiu speed on ground level. To validate the base power and speed choices, it is andatory to evaluate the induction otor power and torque in different operation odes and in particular at the vehicle axiu speed (V ax ). The power requireent to cruise at the EV axiu speed is given by 8.5 x (a) P C A V V V gv () Vax w f ax ax ax x t a = sec V b /V cr (b) Fig. 5. Necessary force and power: Acceleration fro to 8 k/h in sec on ground level V b /V cr Fig.. Electric otor power: Step (green) and step (blue).
6 Necessary power (W) Necessary power (W) EV speed (k/h) At V ax, the necessary power is about.8 kw. It is lower than the previous one found for initial acceleration. However, in case if the obtained power is greater, P Vax should be considered as the electric otor power rating. 3) Gradeability checking. The power found in the previous section is able to propel the EV at a regular highway speed ( k/h) on a flat road. Using the induction otor torque and speed profiles, the necessary power on a 5% and % graded road can be evaluated. Figure 7 indicates that the otor above calculated power of 5.8 kw can propel the EV at 7.8 k/h and 99.8 k/h on a 5% and % graded road, respectively. 8 ECE EUDC V. Driving Cycles-Based Power Presizing Another iportant consideration in the electric otor power presizing is the average power when driving with soe typical stop-and-go driving patterns. The average power can be obtained by T T average w f dv P C A V g Vdt k dt T T dt (7) It is difficult to describe the road load and vehicle speed variations in all actual traffic environents accurately and quantitatively. However, soe representative driving cycles have been developed to eulate typical traffic environents. Aong the, the European Eleentary urban cycle (ECE), the sub-urban cycle (EUDC) and sub-urban cycle for low-powered vehicles (EUDCL) (Fig. 8) [5]. Figure 8 shows then the EV electric otor necessary power in the case of European driving cycles with and without regenerative braking. Copared to the needed power shown in Fig. 9 (P average = 7. kw without regenerative braking and P average =.7 kw with regenerative braking), the optial power found in the previous section is greater and can therefore eet the power requireent in these driving cycles. 5 8 Fig. 8. The European ECE + EUDC driving cycle. x 3 without regenerative braking with regenerative braking Fig. 9. Electric necessary power for the ECE + EUDC driving cycles. x 8 5% For a coparative illustration, Table show typical data for US well-know driving cycles; the FTP 75 urban and highway driving cycles []. The proposed power presizing ethodology of an EV electric otor can finally be suarized in the flowchart shown by Fig.. % Table. Typical Data of Different Driving Cycles []. 8 V (k/h) Fig. 7. The electric otor necessary power for gradeability. FTP 75 Urban FTP 75 Highway V ax (k/h) V average (k/h) full regenerative braking (kw) no regenerative braking (kw) ECE
7 Fro EV speed (k/h) 8 ECE EUDC 8 5 F Moving direction EV Dynaics y F sf F ro F C ad g F cr g F ad Roadway x F sf -g Initial acceleration (5) Power at EV axiu speed () Driving cycles Including air resistance () (7) No if t t a Yes if P Vax > P a Yes if P av av > P Vax Yes No No P opt = P b P opt = P Vax P opt = P av av If P av av > P a No P opt is the optial power; P a is the necessary power for acceleration (t a = sec); P Vax is the power at EV axiu speed; P av is the average power. Yes P opt = P av av P opt = P a Fig.. Flowchart of the proposed power presizing ethodology. VI. EV Control Tests Using a Presized Induction Motor The ai of this section is to check the induction otorbased EV perforance under road load, especially the clibing resistance, and then choose the induction otor necessary power to propel the EV in noral driving cycles. For that purpose a sliding ode approach has been adopted to carry-out control tests on three induction otors for different graded road [-8]. For that purpose, the acceleration and the corresponding tie are defined by the European driving cycles illustrated by Fig. 8. Siulations are carried-out on different induction otors with different power ratings. These siulations use the sae above defined EV, whose paraeters are given in Appendix. The ain objective here is to find the iniu otor weight, volue and cost that will eet the design constraints with iniu power under the European ECE and EUDC driving cycles. After the average power calculation, the control uses standard otors: 5 kw, 37 kw and 75kW, whose rating are given in the Appendix. In this case the control is ipleented in the extended constant power range. The axiu gradeability of each otor is obtained by an iterative procedure using the EV odel as indicated by Fig.. This Figure also shows necessary instantaneous and average powers to propel the EV. For the validation of the obtained axiu gradeability, Fig. illustrates the sliding ode control perforances of the 37 kw induction otor-based EV including the 5.% graded road. Figure a shows that very good speed tracking perforances are achieved. Moreover, as clearly shown by the EV dynaics (Fig..b), the developed torque variations are as large as are the variations of the accelerator pedal and the road profile. The sae control perforances have also been achieved with the 5 and 75 kw induction otor-based EV: The obtained results clearly validate the proposed power presizing ethodology. VII. Conclusion This paper has proposed a ethodology for presizing the electric otor propulsion power of an EV. Indeed, the electric otor optial power was calculated regarding the EV desired perforances and given driving cycles; the European urban (ECE-5) and sub-urban (EUDC) driving cycles in our case. The ain objective was to eet the design constraints with iniu power under the adopted driving cycles. The power presizing ethodology, which does not depend on the electric otor type, has been validated through extensive siulations for different induction otor-based EVs using a well-established advance control technique.
8 Necessary power (W) Necessary power (W) Electric otor torque (N) Necessary power (W) Electric otor speed (rad/sec) 7 x % (a) 5 kw induction otor. 8 (a) Reference and the induction otor speed. x 8 5.% (b) The induction otor torque x 5 (b) 37 kw induction otor. Fig.. The 37 kw induction otor-based EV control perforances. Appendix Electric Vehicle Data Data: = 5 kg, =.5, C w =.3, A f = ; R =.7, v = ; Acceleration: 8 k/h in sec on ground level; Speeds: V ax = k/h, N _ax = rp; Transission: t = 9% (single-gear + differential).5 3.7% Rated Data of the 5 kw Induction Motor.5 5 kw, 8 rp, p = R s =.7, R r =.5 L s =.58 H, L r =.58 H, M =. H J =. kg², k f =.95 Ns Rated Data of the 37 kw Induction Motor 5 8 (c) 75 kw induction otor. Fig.. Maxiu gradeability and necessary powers. 37 kw, 8 rp, p = R s =.85, R r =.58 L s =.3 H, L r =.9 H, M =.9 H, J =.37kg.², k f =.79Nsec
9 Rated Data of the 75 kw Induction Motor 37 kw, 8 rp, p = R s =.355, R r =.9 L s =.535 H, L r =.535 H, M =.5 H J =.5 kg², k f =.39 Nsec References [] C.C. Chan, A. Bouscayrol and K. Chen, Electric, hybrid, and fuelcell vehicles: Architectures and odeling, IEEE Trans. Vehicular Technology, vol. 59, n, pp , February. [] X.D. Xue, K.W.E. Cheng, J.K. Lin, Z. Zhang, K.F. Luk, T.W. Ng and N.C. Cheung, Optial control ethod of otoring operation for SRM drives in electric vehicles, IEEE Trans. Vehicular Technology, vol. 59, n 3, pp. 9-, March. [3] T.D. Batzel and K.Y. Lee, Electric propulsion with the sensorless peranent agnet synchronous otor: odel and approach, IEEE Trans. Energy Conversion, vol., n, pp , Deceber 5. [] C.T. Pan and J.H. Liaw, A robust field-weakening control strategy for surface-ounted peranent-agnet otor drives, IEEE Trans. Energy Conversion, vol., n, pp. 7-79, Deceber 5. [5] S. Barsali, M. Ceraolo and A. Possenti, Techniques to control the electricity generation in a series hybrid electrical vehicle, IEEE Trans. Energy Conversion, vol. 7, n, pp. -, June. [] B. Tabbache, A. Kheloui, M.E.H. Benbouzid, N. Henini, SDTC- EKF control of an induction otor based electric vehicle, International Review of Electrical Engineering, vol. 5, n 3, pp , June. [7] M. Zeraoulia, M.E.H. Benbouzid and D. Diallo, Electric otor drive selection issues for HEV propulsion systes: A coparative study, IEEE Trans. Vehicular Technology, vol. 55, n, pp. 75-7, Noveber. [8] B. Kou, L. Li, S. Cheng and F. Meng, Operating control of efficiently generating induction otor for driving hybrid electric vehicle, IEEE Trans. Magnetics, vol., n, Part., pp. 88-9, January 5. [9] B.M. Bauann, G. Washington, B.C. Glennand and G. Rizzoni, Mechatronic design and control of hybrid electric vehicles, IEEE/ASME Trans. Mechatronics, vol. 5, n, pp. 58-7, March. [] G. Rizzoni, L. Guzzella and B.M. Bauann, Unified odeling of hybrid electric vehicle drivetrains, IEEE/ASME Trans. Mechatronics, vol., n 3, pp. -57, Septeber 999. [] B. Tabbache, A. Kheloui and M.E.H. Benbouzid, Design and control of the induction otor propulsion of an electric vehicle, in Proceedings of the IEEE VPPC, Lille (France), pp. -, Septeber. [] T. Hofan and C.H. Dai, Energy efficiency analysis and coparison of transission technologies for an electric vehicle, in Proceedings of the IEEE VPPC, Lille (France), pp. -, Septeber. [3] T. Wang, P. Zheng, Q. Zhang and S. Cheng, Design characteristics of the induction otor used for hybrid electric vehicle, IEEE Trans. Magnetics, vol., n, Part., pp , January 5. [] M. Ehsani, Y. Gao, and A. Eadi, Modern Electric, Hybrid Electric, and Fuel Cell Vehicles: Fundaentals, Theory, and Design, CRC Press, 9. [5] A. Froberg and L. Nielsen, Efficient drive cycle siulation, IEEE Trans. Vehicular Technology, vol. 57, n 3, pp. -53, May 8. [] Y. Wang, X. Zhang, X. Yuan, and G. Liu, Position-sensorless hybrid sliding-ode control of electric vehicles with brushless DC otor, IEEE Trans. Vehicular Technology, vol., n, pp. - 3, February. [7] M.E.H. Benbouzid, D. Diallo and M. Zeraoulia, Advanced faulttolerant control of induction-otor drives for EV/HEV traction applications: Fro conventional to odern and intelligent control techniques, IEEE Trans. Vehicular Technology, vol. 5, n, pp , March 7. [8] A.B. Proca, A. Keyhani and J.M. Miller, Sensorless sliding-ode control of induction otors using operating condition dependent odels, IEEE Trans. Energy Conversion, vol. 8, n, pp. 5-, June 3. Ecole Militaire Polytechnique, UER ELT, Algiers, Algeria. University of Brest, EA 35 LBMS, Rue de Kergoat, CS 93837, 938 Brest Cedex 3, France (e-ail: Mohaed.Benbouzid@univ-brest.fr). Bekheira Tabbache was born in Chlef, Algeria in 979. He received the B.Sc. and the M.Sc. degrees in electrical engineering, fro the Polytechnic Military Acadey, Algiers, Algeria, in 3 and 7 respectively. He is currently working toward the Ph.D. degree in electric vehicle fault-tolerant control with the University of Brest, Brest, France. In, he joined the Electrical Engineering Departent of the Polytechnic Military Acadey, Algiers, Algeria as a Teaching Assistant. Sofiane Djebarri was born in Algeria in 98. He received the B.Sc and M.Sc. degrees in electrical engineering, fro the National Polytechnic School, Algiers, Algeria, and the University of Paris-Sud, France, in 9 and respectively. He is a Teaching and Research assistant at the French Naval Acadey since Septeber. He is currently pursuing Ph.D. studies on electrical achines design for renewable energy applications in collaboration with the University of Brest. Abdelaziz Kheloui received the M.Sc. degree in Electrical Engineering fro the Ecole Nationale d Ingénieurs et Techniciens of Algeria (ENITA), Algiers, Algeria in 99 and the Ph.D. degree also in electrical engineering fro the National Polytechnic Institute of Lorraine, Nancy, France in 99. Since 99 he has been an Associate than a Full Professor at the Electrical Engineering Departent of the Polytechnic Military Acadey, Algiers, Algeria. His current research interests are control of electrical drives and power electronics. Mohaed El Hachei Benbouzid (S 9 M 95 SM 98) was born in Batna, Algeria, in 98. He received the B.Sc. degree in electrical engineering fro the University of Batna, Batna, Algeria, in 99, the M.Sc. and Ph.D. degrees in electrical and coputer engineering fro the National Polytechnic Institute of Grenoble, Grenoble, France, in 99 and 99, respectively, and the Habilitation à Diriger des Recherches degree fro the University of Picardie Jules Verne, Aiens, France, in. After receiving the Ph.D. degree, he joined the Professional Institute of Aiens, University of Picardie Jules Verne, where he was an Associate Professor of electrical and coputer engineering. In Septeber, he joined the University Institute of Technology (IUT) of Brest, University of Brest, Brest, France, as a Professor of electrical engineering. His ain research interests and experience include analysis, design, and control of electric achines, variable-speed drives for traction, propulsion, and renewable energy applications, and fault diagnosis of electric achines.
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