A Permanent-magnet Hybrid In-wheel Motor Drive for Electric Vehicles
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1 A Permanent-magnet Hybrid In-wheel Motor Drive for Electric Vehicles Chunhua Liu 1, K. T. Chau 1, Senior Member, IEEE, and J. Z. Jiang 2 1 Department of Electrical and Electronic Engineering, The University of Hong Kong, Hong Kong, China. chualiu@eee.hku.hk and ktchau@eee.hku.hk 2 Department of Automation, Shanghai University, Shanghai, China. jzhjiang@mail.shu.edu.cn Abstract This paper proposes and implements a new outerrotor permanent-magnet (PM) hybrid in-wheel motor drive for electric vehicles. Since the proposed PM hybrid motor drive artfully integrates two excitations (PMs and DC field windings) to produce magnetic field, it achieves the ability of a wide rang of flux control, which can offer a very high starting torque for electric vehicles cranking and extend the speed range with constant-power operation, as well as keep high efficiency at a wide speed range. Moreover, its outerrotor topology makes it naturally connect with the wheel tire, hence makes the whole in-wheel drive system compact and seamless. The circuit-field-torque time-stepping finite element method (CFT-TS-FEM) is developed to analyze the steady-state and transient performances of the proposed inwheel motor drive. An outer-rotor PM hybrid brushless prototype is designed for verification, which is particularly suitable for battery-powered electric motorcycles. to analyze the steady-state and transient performances of the proposed in-wheel motor drive. Also, a 36/24-pole 2- kw prototype will be constructed for verification, which is particularly suitable for a battery-powered electric motorcycle. Section II will describe the in-wheel motor drive system and its configuration. In Section III, the proposed PMHB machine design and analysis will be introduced. Section IV will give the simulation performance of the in-wheel motor drive. The implementation and the experimental results will be given in Section V. Finally, a conclusion will be drawn in Section VI. Keywords Electric vehicle, outer-rotor, hybrid machine, permanent-magnet machine, in-wheel motor drive. I. INTRODUCTION In-wheel motor drives are very attractive for electric vehicles (EVs), since they can provide electronic differential action [1]-[5]. The outer-rotor motor topologies are particularly smart, since they can totally eliminate the mechanical gear transmission between the electric motor and the wheel [6]-[8]. However, as the wheel usually works in the low speed under 1000 rpm, the conventional outer-rotor motors suffer from the drawbacks of increased weight and bulky size, as well as no ability of offering a wide-speed range with constantpower operation and high efficiency. In this paper, a new outer-rotor PM hybrid brushless (PMHB) machine is proposed and implemented as the inwheel motor drive for electric vehicles, especially for electric motorcycles. Different from the conventional planetary-geared in-wheel types, the proposed in-wheel motor drive replaces the planetary gear with its outer-rotor nature integrating with the wheel tire. Moreover, the proposed PM hybrid in-wheel motor drive is artfully integrates two excitations, namely PMs and DC field windings, in the inner-layer stator of the machine to produce magnetic field so that the overall size and weight are significantly reduced. Hence, this motor drive not only can provide a very high starting torque for EVs cranking, but also can extend a wide-speed operating range with high efficiency. The circuit-field-torque time-stepping finite element method (CFT-TS-FEM) [9]-[11] is applied Fig. 1. Cross-sectional views of the in-wheel motor drives. Existing planetary-geared topology. Proposed topology /08/$25.00 C 2008 IEEE
2 When the EV works in braking situation or runs down-hill, the motor drive system will enter the charging mode. Hence, the outside energy can be reused and feedback to the energy storage by the proposed PMHB machine. In this mode, the machine will act as a generator. And the H-bridge driver will real-time control the bidirectional field current for this machine. Hence, the machine can maintain a constant output voltage for the energy storage charging. This PM hybrid in-wheel motor drive system achieves several advantages. Firstly, the space of the in-wheel motor drive is fully utilized to accommodate the materials, hence offering precious room for the EV other purpose. Secondly, the PM hybrid machine integrates naturally with the wheel tire, which makes the whole drive system seamless and compact, thus suitable for working smoothly. Thirdly, the PM hybrid machine is suitable for working in motoring and generation situation with flux control, thus it playing a fitting role for the in-wheel EV drive. Fourthly, the control strategies for the proposed in-wheel motor drive are matured and simple, hence easily realizing in real-road working condition. Fig. 2. Motor drive configuration. II. SYSTEM CONFIGURATION Fig. 1 shows the schematic topologies of the existing planetary gear format and the proposed outer-rotor PM hybrid in-wheel motor drive. It can be seen that the tire rim in the proposed topology is directly mounted onto the outer-rotor of the proposed machine. Hence, this topology can mostly reduce the size and weight, hence fully utilizing the room and material of the motor drive. The motor drive configuration is given in Fig. 2, which mainly includes three parts, namely the PMHB machine, the three-phase full bridge driver for the armature windings, and the H-bridge driver for the DC field windings. When installing this motor drive system in an EV as shown in Fig. 3, it offers three modes of operation, namely the starting, the cruising, and the charging. When the EV needs a high torque for starting or accelerating, the H-bridge driver will offer the positive DC field current to the field windings, hence leading to a high starting torque for the proposed PMHB motor drive. Thus, this motor drive system will provide the enough propelled torque for the EV to overcome the starting resistance and the friction force on the road. When the EV runs in the stable speed or in the cruising mode, the motor drive will operate in the constant-power region. And the energy storage module works in the smooth and stable situation of low power output. Hence, the whole EV system operates in the efficient working condition. In this mode, the H-bridge driver can flexibly regulate its output current to the field windings of the motor so that the motor can keep on a suitable magnetic field situation for operating. Fig. 3. Structure of an in-wheel motor drive equipped vehicle. III. MACHINE DESIGN AND ANALYSIS The proposed PMHB machine possesses an outer-rotor double-layer stator topology as shown in Fig. 2 [12]. The outer rotor is very simple and robust, since it has neither windings nor PMs. Hence, it can directly mount on the wheel tire rim. The novelty of the double-layer stator is to fully utilize the room and material of excitations and windings. Namely, the outer-layer stator has 36 salient poles with three-phase AC armature windings, which the inner layer-stator accommodates both PMs and DC field windings to produce magnetic field. Moreover, the airbridges are created to shunt with the three pair of PMs to amplify the effect of flux weakening. Therefore, this PM hybrid in-wheel motor has a unique ability of flexible airgap flux control, including flux strengthening and weakening. Hence, it can not only offer a very high torque for the EVs requirement of starting by flux strengthening, but also maintain a wide-speed operating range with high efficiency by flux control. The fundamental principle of this PMHB machine is very similar to that of the PM brushless machine [1], except that the airgap flux is controllable. When the airgap flux linkage decreases with the rotor position angle, the negative armature current can be applied, hence resulting
3 in a positive torque. When the airgap flux linkage increases, the positive armature current is applied, thus also leading to a positive torque. The conducted angle can be obtained by the feedback signals of hall sensors. Hence, the switching signals can be sent to the IGBTs for controlling their states. Based on the three operation modes of the EV, the bidirectional DC field current is draw from the H-bridge driver. So, this PMHB machine can work effectively for propulsion the EV. Fig. 5. Airgap flux density distributions with various field currents. Fig. 4. Magnetic field distributions under various DC field currents. F DC= 350A-turns. F DC=0A-turns. F DC=+1000A-turns. IV. SIMULATION PERFORMANCES The steady-state and transient performances of this inwheel motor drive are simulated by the CFT-TS-FEM. These calculated results can be used to verify the proposed PM hybrid in-wheel motor drive. First, by using the CFT-TS-FEM, Fig. 4 shows the magnetic field distributions of the proposed in-wheel motor under flux weakening (F DC = 350A-turns), no flux control (F DC =0), and flux strengthening (F DC =1000Aturns), respectively. It proves that the proposed machine has a good ability of flux control by tuning the bidirectional DC field current. The corresponding airgap flux distributions are also shown in Fig. 5. It can be seen that airgap flux regulation range can be up to 9 times. Second, the torque characteristics of the motor drive are assessed and analyzed. Fig. 6 shows the torque-angle relationships with various field excitations. It illustrates that the torque can be effectively adjusted by flux control, hence proving this motor drive can realize a wide-speed range of constant-power operation with high efficiency, as well as offering a high torque for the EV starting. Third, when this in-wheel motor drive serves in the starting mode, the transient performances with the flux strengthening under the load of 35Nm are shown in Fig. 7. It can be seen that the proposed machine can offer a very high torque for the EV starting. Furthermore, the speed response shows that the proposed motor drive can provide the vehicle with an enough high speed for running, which is much challenged. Also, the starting current can be limited only about two times of the rated armature current. Forth, when the EV runs in the cruising mode, the motor drive needs a wide constant-power range (300rpm~1000rpm). Fig. 8 shows the basic torque-speed feature of the proposed in-wheel motor drive without and with flux control. It can be found that the speed range of the constant-power operation can be significantly extended by flux control. Moreover, the wide range of airgap flux regulation is up to 9 times, which makes this motor drive can fully cover the required speed range (300rpm~1000rpm) for constant-power operation. Fifth, when the motor drive enters in the charging mode, the simulated no-load EMF waveforms without and with flux control are shown in Fig. 9. It can be seen that the output voltage amplitude can be kept constant with flux strengthening at 250 rpm and flux weakening at 1000rpm. Also, the constant-voltage output characteristics entirely cover the EV working speed range of 300rpm~1000rpm, hence proving the validity of flux control.
4 Fig. 6. Torque-angle relationship with various field currents. Fig. 8. Torque-speed characteristics without and with flux control. Fig. 9. No-load EMF waveforms at various speeds without flux control. With flux control. Fig. 7. Transient responses with flux strengthening. Torque. Speed. Current. V. EXPERIMENTAL RESULTS The proposed PM hybrid in-wheel motor drive is purposely designed for verification. The machine key data is listed in Table I. Meanwhile, in order to verify the idea of the in-wheel motor drive system, the test-bed is also specially set up for experimentation, which is shown in Fig. 10. The dynameter is used to emulate the EV s load condition and the propulsion source for the PM hybrid machine feedback the energy to the battery. Firstly, Fig. 11 shows the no-load starting performance of the motor drive with flux control, which can be used to illustrate the proposed PM hybrid in-wheel motor drive
5 capability for running in the starting mode. It can be found that the no-load starting current can be limited within the rated armature current. Hence, it verifies that this motor drive system has the ability of working with the low current for the EV starting. Secondly, the measured three-phase no-load EMF waveforms at various speeds when the proposed machine drive works in the charging mode without and with flux control are shown in Fig. 12 and Fig. 13, respectively. It can be found that without flux control, the output voltage amplitude increases with the rotor speed. However, with flux control, the amplitudes of their waveforms are kept unchanged, and well agree with their simulated ones of Fig. 9. Hence, it verifies the design idea that the motor drive system can directly charge the energy storage when using flux control. TABLE I PROPOSED MACHINE KEY DESIGN DATA Rated power 2 kw Rated current 5.25 A Number of phases 3 Number of stator poles 36 Number of rotor poles 24 Number of DC winding poles 6 Number of PM poles 6 Shaft diameter 40 mm Inner-layer stator diameter mm Outer-layer stator diameter mm Rotor inside diameter mm Rotor outside diameter mm Air gap length 0.6 mm Air bridge length 1.0 mm Stack length 80 mm PM material Nd-Fe-B Stator material Steel Rotor material Steel Shaft material Silicon steel Fig. 12. Measured three-phase no-load EMF waveforms at various speeds without flux control. 250rpm (10V/div, 2.0ms/div). 500rpm (20V/div, 1.0ms/div). 1000rpm (50V/div, 0.5ms/div). Fig. 10. Experimental set-up. Fig. 13. Measured three-phase no-load EMF waveforms at various speeds with flux control. 250rpm (20V/div, 2.0ms/div). 500rpm (20V/div, 1.0ms/div). 1000rpm (20V/div, 0.5ms/div). Fig. 11. No-load starting current with flux control (2A/div, 10ms/div). VI. CONCLUSION In this paper, a new outer-rotor PM hybrid in-wheel motor drive is present for electric vehicles. The proposed machine drive possesses a unique outer-rotor double-layer stator structure which can offer effective flux control. Hence, this in-wheel motor drive can provide an enough torque for the EV starting with flux strengthening; its wide range of flux controllable ability makes the EV suitable to run in a wide-speed range for constant-power operation; moreover, the machine can also act as the generator for the EV energy storage charging. Both simulation and experimental results are given to verify the validity of the proposed PM hybrid in-wheel motor drive.
6 ACKNOWLEDGMENT This work was supported and funded by a grant (HKU7114/06E) from the Research Grants Council, Hong Kong Special Administrative Region, China. REFERENCES [1] C.C. Chan and K.T. Chau, Modern Electric Vehicle Technology. Oxford University Press, [2] Y.-P. Yang, J.-J. Liu, T.-J. Wang, K.-C. Kuo and P.-E. Hsu, An Electric Gearshift With Ultracapacitors for the Power Train of an Electric Vehicle With a Directly Driven Wheel Motor, IEEE Transactions on Vehicular Technology, Vol. 56, No. 5, Sep. 2007, pp [3] K.M. Rahman, N.R. Patel, T.G. Ward, J.M. Nagashima, F. Caricchi, and F. Crescimbini, Application of direct-drive wheel motor for fuel cell electric and hybrid electric vehicle propulsion system, IEEE Transactions on Industrial Applications, Vol. 42, No. 5, Sep./Oct. 2006, pp [4] A. Goodarzi and E. Esmailzadeh, Design of a VDC system for all-wheel independent drive vehicles, IEEE Transactions on Mechatronics, Vol. 12, No. 6, Dec. 2007, pp [5] S. Wu, L. Song, and Shumei Cui, Study on improving the performance of permanent magnet wheel motor for the electric vehicle application, IEEE Transactions on Magnetics, Vol. 43, No. 1, Jan. 2007, pp [6] K.T. Chau and C.C. Chan, Emerging energy-efficient technologies for hybrid electric vehicles, IEEE Proceedings, Vol. 45, No. 4, April 2007, pp [7] K.T. Chau, D. Zhang, J.Z. Jiang, C. Liu and Y. Zhang, Design of a magnetic-geared outer-rotor permanent-magnet brushless motor for electric vehicles, IEEE Transactions on Magnetics, Vol. 43, No. 6, June 2007, pp [8] K.T. Chau, C.C. Chan, and C. Liu, Overview of permanentmagnet brushless drives for electric and hybrid electric vehicles, IEEE Transactions on Industrial Electronics, Vol. 55, No. 6, June 2008, pp [9] Y. Wang, K.T. Chau, C.C. Chan, and J.Z. Jiang, Transient analysis of a new outer-rotor permanent-magnet brushless dc drive using circuit-field-torque time-stepping finite element method, IEEE Transactions on Magnetics, Vol. 38, No. 2, March 2002, pp [10] S.J. Salon, Finite Element Analysis of electrical Machines, Kluwer Academic Publishers, [11] A.B.J. Reece and T.W. Preston, Finite Element Methods in Electrical Power Engineering, Oxford University Press, [12] C. Liu, K.T. Chau, J.Z. Jiang, and L. Jian, Design of a new outerrotor permanent magnet hybrid machine for wind power generation, IEEE Transactions on Magnetics, Vol. 44, No. 6, June 2008, pp
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