Design of a 50kW Switched Reluctance Machine

for HEV Propulsion System

Zhan Qionghua, Wang Shuanghong , Ma Zhiyuan , Guo Wei, Qiu Yihui

College of Electrical & Electronic Engineering
Huazhong University of Science and Technology
Wuhan, China
qhzhan@[Link]

Abstract—High reliability, wide speed range capability, as well as

competitive weight and efficiency combine to make the Switched II. SWITCHED RELUCTANCE MACHINE DESIGN
Reluctance Machine (SRM) a strong candidate for electric
vehicle (EV) and hybrid electric vehicle (HEV) propulsion A. Design Methodology
systems. A rated output power 50kW, peak power 100kW Electric-Magnetic Design of the SRM can be broken up
switched reluctance machine drive has been developed for a HEV into following two steps:
passenger bus propulsion system. An improved 2-D finite element
method (IFEM), in which the fringe flux at the ends of the core • Initial sizing trade-off study is performed using a
will be counted, is introduced. In this paper the design of the simplified and improved approach of Rapid Non-linear
SRM is described in detail. Specifications, IFEM analysis, Method (RNM), RNM was presented by T.J.E. Miller
simulation as well as experimental results are also presented. [6]. In this improved RNM, the nonlinear
magnetization curve of the aligned position is
Keywords-switched reluctance motor; electric vehicle; finite calculated analytically by piecewise magnetic circuit
element methods method. The magnetization curve of the unaligned
position is calculated with reference [7] or FEA. In this
step, although the rated torque TN is the basis for
I. INTRODUCTION
determining the dimensions of the machine, the
Rugged and simple construction, fault toleration and wide operation point of upper limit of the speed for constant
constant power operation are major advantages of SRM which power operation is also checked.
is gaining more and more interest as a candidate to electric
vehicle (EV) and hybrid electric vehicle (HEV) propulsion • Design and performance refinements are evaluated
system. Acoustic noise and its inherent torque ripple are two using more exact method named Improved Finite
main issues related to this electrical machine. Many references Element Method (IFEM ), which is the combination of
[1-5] have made some progresses in mitigating these problems. 2-D Finite Element Method (FEM ) and the
However, improvements to acoustic noise and output torque factor Kθ .The factor Kθ is used to count the fringe
ripple should also be researched and considered since these
flux at the ends of the core of the machine. Details of
characteristics directly affect vehicle quietness and drivability.
Improved Finite Element Method (IFEM), the
Since 1995, we have developed three types of SRM drive characteristics of flux linkage vs. winding currents and
systems, all of them have been tested on skid bed and the static characterization will be given in the
assembled on the testing operation vehicles. The first SRM following section.
drive system is a 5-phase 10/8, 20kW SRM propulsion system
These steps are repeated for designed SRM in an attempt to
used on a car. The second SRM drive system is a 3-phase 6/4,
determine the appropriate SRM geometry for meeting assigned
rated power 20kW, peak power 50kW, less 3600r/min constant
specification.
torque range, 3600-9000 r/min constant power range for repack
AX car. The third SRM drive system is a 4-phase 8/6, rating The whole design process including steady state and
power 50 kW, peak power 100kW for a HEV passenger bus. dynamic performance simulation is carried out with SRDCAD
and SRDFEA commerce software package, which was
This paper addresses the SRM design problem by providing
published by authors.
detailed design methods, optimization techniques, simulations
and test results. A fully digital controller is designed and
optimizes the machine operation for maximum overload B. The specification
capacity and low torque ripple. The controller design and the The goal of this SRM project is for HEV passenger bus
control approach will be presented in another paper. applications. Therefore, performance requirements of SRM are:

0-7803-7954-3/03/$17.00 ©2003 IEEE. 3207

 DC Bus Voltage 336V
In motor mode
Rated output power 50kW (continuous 30 minutes)
Rated torque 238.7 Nm
Rated speed 2000r/min
Constant torque range 100~2000r/min
Constant power range 2000~4500r/min
Peak output power 100kW (60 seconds)
Peak torque 477.5 Nm
Efficiency >93% (@ rated speed) Figure 2. The manufactured stator and rotor of SR machine
In generator mode
Output power 50kW TABLE I. SR MACHINE CHARACTERISTICS
Efficiency >93% SR machine Characteristic Value
Power/weight ratio >0.6kW/kg Core length 280mm
Stator outer diameter 290mm
Cooling Type: natural wind cooling for casing surface Air gap 0. 65mm
Active weight for iron and
108kg
copper
Specified peak power to
C. Machine design and realization 1kW/kg
active weight
To obtain low acoustic noise, high start-up torque at Specified rated torque to
standstill and to choose appropriate IGBT for cost of the SRM 2.21Nm/kg
active weight
drive system, a 4-phase 8/6 SRM is adopted. Fig.1 shows the
cross section of the 4-phase 8/6 SR machine. Fig.2 illustrates
the manufactured stator and rotor of the machine. D. Improved 2-D Finite Element Method (IFEM)
In order to improve machine torque density and high Due to the fringe flux at the ends of core of the machine not
efficiency, attention is given during the machine design to has been considered in 2-D finite element method. And the
compromise high torque density with machine efficiency. mathematical treatment of the fringe flux at the ends of the core
Therefore, DW310-0.35 silicone steel lamination type has been is extremely complicated and would require a 3-D numerical
selected. Electrical loading of the machine is increased by field solution for a rigorous treatment.
special slot type to improving the slot fill factor (to see Fig.1).
The winding and slot liner insulation are Class H type for In the SRDFEA software, the fringe flux at the ends of the
meeting machine temperature rise limit. Some designed SR core of the machine can be treated by improved 2-D finite
machine characteristics are listed in TABLE . element method (IFEM).The principle of the IFEM is given
below.
The obtained flux linkage data from 2-D FEM are corrected
by multiplying a factor of Kθ which is a function of two
empirically factors K max , K min and rotor position θ . K max
is the correcting factor at the aligned position and K min the
correcting factor at the unaligned position. These two factors
are obtained by experiments or 3-D FEM calculation. Usually
it has enough precision that Kθ is treated as a linear function
of θ,
Kθ = K max + K (θ max − θ ) (1)
K = ( K min − K max ) /(θ max − θ min ) (2)
Figure 1. The cross section of the 4-phase 8/6 machine.

0-7803-7954-3/03/$17.00 ©2003 IEEE. 3208

 Where, θ max is the aligned position, θ min is unaligned
position. 800

500A

In designed 50 kW SRM, K max = 1.14 , K min = 1.26 . 600

400A

Torque( Nm )
300A

III. STATIC PARAMETERS CALCULATION AND TEST

400

RESULTS 200A

200

The 50kW SRM from the above design has been built. The 100A

calculation and test results are presented to evaluate the 0

performance of the designed SRM in this section 30 45 60

Rotor position(deg)

A. Flux linkage-Current curves (ψ-i) (a) Calculated static torque curves

SRM operation is extremely non-linear and this non- 500A
linearity depends on both current and rotor position. No circuit 800

model exists for SRM. The essential and static 400A

characterizations of SRM are determined by flux linkage –

Torque ( Nm )
600

current curves. In most cases, flux linkage-current curves are 300A

used to study the SRM performance. Flux linkage-current 400

curves are obtained using either FEA or experiments after the 200A

SRM has been built. Fig.3 shows calculated flux linkage curves 200

by FEA. 100A

0
30 40 50 60

0.6 Rotor position (deg)

0.5 (b) Calculated synthesis static torque curves

Flux linkage ( Wb )

0.4

0.3
800
Torque ( Nm )

0.2
600
0.1
400
0.0
0 100 200 300 400 500 600 200
Winding current ( A )
0
0 1 2 3 4 5 6
Figure 3. Flux linkage curves by IFEA
Rotor position

(c) Measured static torque (I =400 A)

B. Static Characterization Figure 4. Static performance
Static torque is calculated using the following equations.

∂W '(i,θ ) IV. THE STEADY STATE PERFORMANCE SIMULATION AND

T (i,θ ) = (3) TEST RESULTS OF THE SRM DRIVE SYSTEM
∂θ i = const The static flux linkage and torque data obtained from the
i
improved finite element analysis for designed SRM are used to
W '(i, θ ) = ∫ ψ di (4)
investigate the drive performance at steady state operation.
0
Where T is the torque, θ is the rotor position, i is the
winding current, W ' is the co-energy. The one phase static A. In motor Mode
torque data as a function of rotor position is shown in Fig.4 (a), The simulated steady state performance of the machine is
the synthesis static torque curves are shown in Fig.4 (b). shown in Fig.5.
These static data can be used to analyze the start-up Fig.6 shows the test results for the torque, output power vs.
capacity, torque ripple and to develop of the optimal controller speed profile. Good match between the simulation and the test
for the machine. results was observed. The results in these figures are
normalized with the following rules.
Fig.4 (c) shows test result of the static torque. The static
torque test is made by lock the rotor at five various locations.
At each location a certain phase is excited by 400A.

0-7803-7954-3/03/$17.00 ©2003 IEEE. 3209

 2.5 η=0.9

η=0.86
2.0 P2 m a x
T* , P2* ,η

1.5
η=0.92 Tmax

1.0
0.95>η>0.92
η at Tmax
0.5

0.0

0 1000 2000 3000 4000 5000

n (r/min)

Figure 5. The simulated torque, output power vs speed profile and the
efficiency (only motor) (Top is the position signal)
Figure 7. The current waveform at rated operating point (200A/div)

P2*
Basic speed： nb = n N = 2000r / min , n = n
*
2.0
;
nb
T*
Basic current： I b = 105 A , I = I
1.5 *
Ib
P2*,T*,η

1.0 η
The calculated efficiency of the motor is also shown in
Fig.5, while the measured drive efficiency is shown in Fig.6.
0.5 The SRM shows excellent efficiency especially at higher speed
operation of the machine as we can see in the figures.
0.0
At rated load operating point, the measured data is
1.0 1.2 1.4 1.6 1.8 2.0 presented in TABLE Ⅱ and the phase winding current
n* (Vdc=336V ) waveform at rated operating point is shown in Fig.7.
(a) Vdc = 336 V
TABLE II. MEASURED DATA AT RATED LOAD
1.6 T*

1.4
Vdc Idc Torqe Speed Pout Pin Drive efficiency
P2*
1.2 V A Nm r/min kW kW %
η
P2*,T*,η

1.0
336. 163 232.0 2051 50.1 56.9 88.05
0.8

0.6
TABLE Ⅲ shows measured data at peak power operating
0.4
point
0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2
n* ( Vdc=260V )

TABLE III. PEAK POWER OPERATING DATA

(b) Vdc = 260 V
Figure 6. The measured steady state characterizations Vdc Idc Torque Speed Pout Pin Drive efficiency

* P2 V A Nm r/min kW kW %
Basic power： Pb = P2 N = 50kW , P2 = ;
P2 N 336 360 377.3 2556 101.0 121.1 83.4

* T
Basic torque： Tb = TN = 238 Nm , T = The acoustic noise test for no-load, Vdc=336V,
Tb
n=2000r/min case has been made. The measured data is
presented as following TABLE Ⅳ

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 TABLE IV. THE MEASURED ACOUSTIC NOISE DATA (DB) n*
Measured Average
1 2 3 4 5 1 .5
point value
P 2*
Data 69.7 72.5 71.3 70.5 72.1 71.3 η

P2*,T*,n*,η
1 .0

B. In generator mode 0 .5
T*
The Designed machine has good performances for
generating operation, which are shown as following Fig.8,
0 .0 0 .2 0 .4 0 .6 0 .8 1 .0 1 .2
Fig.9 and TABLE Ⅴ. I*

(a) Medium speed

TABLE V. PERFORMANCE DATA IN GENERATING MODE

System 1.1 n*
Torque Speed Pin Vdc Idc Pout
efficiency
1.0 η
Nm r/min kW V A kW %
0.9
213．0 2858 63．8 341.2 166.8 56．9 89．2 0.8 T*

P2*,T*,n*,η
0.7

0.6 P2*

0.5

0.4

0.3
0.4 0.6 0.8 1.0 1.2
I*

(b) High speed

Figure 9. P*2、T*、n*、η vs I* Curves at generating operation

REFERENCES
Figure 8. The phase winding current in generating operation（ [1] D. E. Cameron, J. H. Lang, and S. D. Umans, “The origin and reduction
of acoustic noise in a doubly salient variable-reluctance machine”, IEEE
20A/div）
Trans. Industry Applications, vol. 28,pp.1250-1255, Nov/Dec.1992.
[2] B. Fahimi, G. Suresh, K. M. Rahman, M. Ehsani, “ Mitigation of
acoustic noise and vibration in switched reluctance motor drive using
V. CONCLUSIONS neural network based current profiling,” Industry Applications
The specifications for a HEV passenger bus application are Conference, [Link]-Third IAS Annual Meeting. THE 1998 IEEE
achieved in the design. The developed SRM propulsion system Vol.1, 1998,pp. 715-722.
shows good overall efficiency at all speed, especially at high [3] C. Pollock, Chi-Yao Wu, “Acoustic noise cancellation technique for
Switched Reluctance Drives”, Industry Applications, IEEE Transactions
speed and excellent generating performance. However, the load on, Vol.332, March-April 1997, pp.477-484.
tests show that the winding cooling needs to improve using [4] Chiaki Umemura, “Development of Switched Reluctance Motor for EV
liquid cooling or forced wind cooling under long continuous Traction System”, EV’18, 2001-01-0957
working condition. [5] Zhan Qionghua, “Switched Reluctance Motor” HUST Press Wuhan,
1992 (in Chinese)
The good agreement between test and simulated results
[6] T.J.E. Miller, “Nonlinear theory of the switched reluctance Motor for
indicates that SRDCAD and SRDFEA software packages are rapid computer-aided design”, IEE Proc., Pt. B, vol.137, no.6, 1990,
good tools and IFEM is an effective method for analyzing the pp.337-347
fringe flux at the ends of the core in SRM. [7] J. Corda and J. M. Stephenson, “Analytical estimation of the minimum
and maximum inductance of a double-salient motor”, Proc. Of Inter.
Conf. On Stepping Motor and Systems, 1979,pp.50-59

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