Control strategies and electric drive design of induction and synchronous reluctance motors for e-mobility

13 May 2020 1
This project has received funding from the European Union’s Horizon 2020
research and innovation programme under grant agreement No 770143
1
13 May 2020
Rare earth free e-drives
featuring low
manufacturing cost
European Copper Institute
IFP Energies Nouvelles
University of Aquila / R13
Webinar #2: Control strategies and electric
drive design of induction and synchronous
reluctance motors for e-mobility

13 May 2020 2
ReFreeDrive Project Overview
Title: Rare earth free e-Drives featuring low cost manufacturing
Acronym: ReFreeDrive
Grant Agreement No:770143
Topic: GV-04-2017
• Goal: avoid the use of rare earth magnets through the development of a next
generation of scalable electric drivetrains
EU Project in Horizon2020
ReFreeDrive project runtime: Oct 2017 – Sep 2020*
*(…will ask for extension)

13 May 2020 3
13 partners, 6 European countries
OEM
Validation
Project
coordination
Power
electronics
Vehicle
integration &
testing
Copper
Steel
Motor Design &
Manufacturing

13 May 2020 4
Why rare earth elements free solutions?
Environment & LCA
CostSupply risk
Market uncertainties

13 May 2020 5
• The main aim of this project is to develop rare earth‐free traction
technologies
Project Objectives
INDUSTRIAL
FEASIBILITY
MASS
PRODUCTION
LOWER
COSTS
• Material selection
• Manufacturing
processes
• Design optimisation
• Scalability

13 May 2020 6
Project Technologies: we will design & manufacture
8 different e-motors for electrical powertrains
Induction machines
with copper rotor
Fabricated
Die Cast
Synchronous
reluctance machines
PMassisted
Without PM
75kW and 200kW
8
motors

13 May 2020 7
Target figures
30% INCREASE
SPECIFIC TORQUE
50% MOTOR
LOSSES REDUCTION
15% COST
REDUCTION
50% INCREASE
OF POWER DENSITY IN
POWER ELECTRONICS
Benchmark
Tesla S60

13 May 2020 8
• Proposing power architecture solution according to the
requirements
• Designing the 200kW & 75kW Power Range e-Drives
• Selecting components (power modules and technology,
sensors, capacitors, mechanical connections, etc...)
• Studying the Mechanical Integration of the e-Drives with
the motor housing
• Right now to complete manufacturing & assembly of motor
and Power Electronics prototypes
• To be tested on motor test benches and later at least two
75kW variants also in vehicle under driving cycle
conditions
E-Drive results & outlook
Test Results in Q4 – 2020 (expected – tbc)

13 May 2020 9
Please visit:
www.refreedrive.eu
and
ElectricDrivetrainInnovationCluster
in LinkedIn

13 May 2020 10
Webinar series
1. Motor design
2. Power electronics
3. Manufacturing of prototypes
4. Test bench results
5. Techno-economic analysis
6. Life Cycle Assessment

29 June 2020 1
1
29 June 2020
Rare earth free e-drives featuring
low cost manufacturing
Giuseppe Fabri, University of L’Aquila
giuseppe.fabri@univaq.it
Power Electronics featuring SiC technology

29 June 2020 2
Power Electronics based on SiC Technology
Power Electronics in EV Powertrain
Power Electronics (PE) in modern Battery Electric Vehicle is a key component
Motor control
algorithms
Signals
Power
Power electronics
Battery
BMS
Commands (Speed, torque
)
and diagnostics
Control Hardware
Electri
c
motor
Power Hardware

29 June 2020 3
Power Hardware Concept
Power Hardware
Three phase inverter
DC Capacitors: Solid state
switch PE Module
(PEM)
The PE is based on solid state switches, devices able to modulate high
voltage and currents by switching at high frequency.

29 June 2020 4
Solid State Switches
• Solid state switches are affected by conduction and commutation losses
• The switching frequency depends on the motor electric parameters and on
the maximum operating speed
• The tendency is to increase the speed of EV motors to enhance power
density (above 20krpm)
• Feeding AC voltages for 20krpm motor are in the frequency range of 1000-
2000Hz, it follows a switching frequency for the solid state switches in the range
of 15-25kHz.
• Commutation losses drastically increase, with difficulties in managing the
components temperatures within acceptable values.
• Today most used switches are based on silicon junction technology, they are
mainly IGBTs (medium power settings) or MOSFETs (low power settings)

29 June 2020 5
Wide bangap Semiconductors: SiC and GaN
New technologies are being introduced to reduce losses and increase the
commutation frequency.
Silicon Carbide (SiC) technology seems promising for applications in EV
traction

29 June 2020 6
Market Facts
• Cost is the main issue affecting the market penetration of SiC devices

29 June 2020 7
ReFreeDrive Project Requirements and Design Tips
• High Efficiency, high power density, scalable
PE;
• High frequency applications (20krpm motor);
• High currents due to reduced torque to current
ratios in Rare Earth Free Design;
• Application: Battery Electric Vehicles;
(commercial batteries are rated 400V,
some application are rated 800V);
• SiC technology seems a good candidate to
achieve the targets.
75kW and 200kW
scalability
50% INCREASE OF
POWER DENSITY IN
POWER ELECTRONICS

29 June 2020 8
ReFreeDrive Project Requirements and Design Tips
• No possibility for custom PEMs (no foundry or
PEM integrator involved), only Off-the-Shelf
components available.
• Available SIC components are rated
600V or 1200V
• Lack of 600V SIC PEMs with high current ratings
(up to about 100A, inefficient parallelization
needed (i.e. Tesla model 3 solution)
• High current 600V IGBT PEMs have similar
packages (weight and size) than 1200V SiC PEMs
• Designed motors require Up to 800Apk phase
current @200kW and large speed settings
• Lower torque and speed requirements for the
75kW power settings
400V and 800V
batteries
75kW and 200kW
Same 1200V SIC
Power Modules (PEMs)

29 June 2020 9
ReFreeDrive Power Electronics: Selected Power
Module
0
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
0 10000 20000 30000 40000 50000 60000
Lossesperdevie[W]
Frequency [Hz]
Losses per device vs Frequency @ 200 kW
IGBT
SICMitsubishi SIC Module
FMF800DX-24A (1200V, 800
A )
Copper base plate
Integrated temperature
sensor
Cost: about 1500€ (few samples)
Estimated cost in 2023: 120€ (mass production-3$/kW PE)
Battery voltage: 800V

29 June 2020 10
ReFreeDrive Power Electronics
Laminated busbars with
reduced parasitic
inductance
Other Design Characteristics:
• Laminated DC bus bar;
• Thin Film capacitors;
• Integrated cooling.
15x 22uF 21Arms
thin film capacitors

29 June 2020 11
Prototypes views
University of L’Aquila
Research Group on Power Converters,
Electrical Machines and Drives

29 June 2020 12
ReFreedrive PE design: KPI
PE KPI 75kW
baseline
Nissan Leaf 2012
(75kW baseline)*
75 kW
Design
Specific Power (kW/kg) 10 - 12 4,9 7,5
Power Density (kW/ liter) 10 - 12 5,7 9,47
Efficiency (%) 95 - 97 95 98,7
Power electronics Cost ($/kW) 5 - 7 10 6
PE KPI 200 kW
baseline
Tesla S60
(200kW baseline)*
200 kW
(Design)
Specific Power (kW/kg) 10 - 12 13,3 18-20
Power Density (kW/ liter) 10 - 12 11,7 20-22
Efficiency (%) 95 - 97 TBD 98,5
Power electronics Cost ($/kW) 5 - 7 TBD 3 - 5
* Estimated quantities

29 June 2020 13
13
29 June 2020
Thank you for your attention!

SYNCREL & INDUCTION MOTOR
CONTROL*
* project webinar 2020.06.29
ReFreeDrive project
Prof. MARCO TURSINI - marco.tursini@univaq.it
Department of Industrial and Information Engineering and Economy
<University of L'<Aquila, Italy

2
FIELD ORIENTATION FEATURES
SYNCREL
ReFreeDrive webinar: SyncRel & Induction Motors control - Marco Tursini – UnivAQ, webinar 2020.06.29
α
d
q
β
isq
θ
irq
ird
vsq
vsd
isd
ψr
ψr
ωψr
ωr
INDUCTION
d-AXIS
min reluctance (mechanical) position
α
d
q
β
vd
idvq
iq
ωr
θr
ELECTROMAGNETIC TORQUE
ROTOR FLUX LINKAGE
rotor flux (synchronous) position
absent!
SLIP SPEED
zero!

*
αv*
qi
*
di
*
βv
qi αi
βidi
SyncRel
d-axis
Pos/
Speed
Calc
rθ
−
−
SV-PWM
dq
αβ
*
qu
*
du
DecouplingSyncRel
dq
αβ
*
qu
*
du
rω
αβ
2
iB
iA
PId
PIq
rθ
rω
3
SYNCREL MOTOR: FIELD ORIENTED CURRENT CONTROL
field orientation is
provided by the absolute
mechanical sensor
(RESOLVER)

4
SYNCREL: OPTIMUM CONTROL
q
did
iq
ε
is
Conceived on the d-q currents plane according
to the voltage, current & saturation limits
qq ii ,
)(ψ qq i
)(ψ dd i
0
Limdi ,

5
SYNCREL: TORQUE/SPEED CONTROL SCHEME
*i
Field
oriented
current
control
sgn
s
SyncRel
Pos/Speed
calculation
−
ε
PIω
*ωr
ωr
θr
abs
sin
cos
sLimi
*
qi
*
di
Optimum control
strategy
Speed
mode
Torque
mode
*
eT
LUTs
voltage limits @RPM
181 Nm
Look-up-tables (maps) are used
to implement the optimum
control due to the high magnetic
non-linearity of machine

*
sαv
*
sqv*
sqi
PId
*
sdv *
sβv
sαi
sβi
IM
Speed
Calc
rθ
−
−
*
sdi
Rotor
Flux
Current
Model
αβ
2
iB
iA
Decoupling
IM
*
squ
*
sdu
mri
*
mri
dq
αβ
PIq
isq
isd
ωr
PImr
−
dq
αβ
SV-PWM
mri
mri
rψω
rψθ
rψω
rψθ
6
INDUCTION MOTOR: FIELD ORIENTED CURRENT & FLUX CONTROL
ω
θ
∫
ωsl
ωr
isq
∫
imrψr
−
isd
M
1−
rT
÷ 1−
rT×
× ÷
field orientation is
provided by the rotor
flux estimation
(algorithm)…
…by using the ROTOR FLUX CURRENT MODEL it depends on the correct
knowledge of the ROTOR TIME CONSTANT and MAGNETIZING
INDUCTANCE parameters at variable operating conditions!

7
200 KW INDUCTION MOTOR: OPTIMUM CONTROL CURVES
 PA at base speed (6000 rpm) falls on the MTPA curve
 PB at max flux-weakening speed (20000 rpm) falls on the MTPHz curve
Efficiency maps at 6000 rpm
The MTPA curve is assumed for maximum efficiency in practical extents, as long as it complies
with the voltage limit at high speed.

8
INDUCTION MOTOR: OPTIMUM CONTROL
o CONSTANT ROTOR FLUX OPERATION is desirable to improve the dynamic response at
variable load
o MINIMUM VALUE OF THE ROTOR FLUX is set to allow for safe operation
o SPORT MODE: constant flux operation is set
o CRUISE/ECO MODE: operate over the MTPA locus
(or maximum efficiency locus)
In CONSTANT TORQUE region:
 Maximum torque at point PA
(vehicle acceleration performance)
In FLUX-WEAKENING region:
 The set point of the magnetizing current is
reduced to comply with the voltage limit
 1st flux weakening zone: Pω on the current
circle
 2nd flux weakening zone: Pω on MTPHz locus
Control modes in
flux-weakening
region
Control modes in
constant torque
region

9
INDUCTION MOTOR: TORQUE/SPEED CONTROL SCHEME
Field
oriented
current
control &
rotot flux
estimation
IM
*
sqi
*
mri
PImr
θr
ωr
)ω(Pmri
)ω(Psqi *
sdi
mri
−
driving
mode
rψω
crtltrajectories
Speed
calculation
Optimum control
strategy
−
PIω
*ωr
Speed
mode
Torque
mode
*
eT
rψω
Pω

10
200 KW INDUCTION: SIMULATION RESULTS (ZERO TO 6000 RPM TEST)
d-q and rotor magnetizing currents
Max acceleration from zero to 6000 rpm/
104 Nm operation, with the following activation
of the “eco” driving mode on the MTPA curve
polar plot of the current transient

11
CONTROL IMPLEMENTATION
 MCU: Texas Instruments TMS 320F28379, 32bits, 200Mhz, floating point
 Control SW: developed and tested in Matlab/Simulink by dynamic simulations
 Interrupt based SW architecture:
 Interrupt Service Routine (control routine) activated by the ADC-end-of
conversion of the motor currents (higher priority)
 Serial (SCI) receive interrupt for host data receive (lower priority) and timed
serial send (replaced by CAN communication in the final SW)
 Idle task
Simulink model of the real time control (top level)

12
CONTROL SW ARCHITECTURE & I/O
 20 kHz PWM & control period
(50 us sampling time ADC ISR)
 Resolvers position (12 bits) is read
through the SPI interface
 Differential measures and AD
conversions (16 bits) of the motor
currents synchronized with PWM
carrier
 DC bus voltage and motor
temperature sensing by ADC
Simulink model (control ISR level)

13
SW IMPLEMENTATION
Park transformation function (example)
 The control SW is implemented by a
set of modules input-output
connected
 Each module is implemented in code
by embedded Matlab function (Matlab
language)
 C-code is built by the Embedded
Coder Support Package for Texas
Instruments C2000 Processors
C-code of the Park transformation
function (example)

14
75 KW SYNCREL: PRELIMINARY TESTS (NO-LOAD)
ZERO TO
8000 RPM
ZERO TO
4000 RPM
& BRAKING
ZERO TO
12000 RPM62 Amps (peak)
q current
speed
Speed
reference
q current
43 Amps (peak)

marco.tursini@univaq.it
Department of Industrial and Information Engineering and Economy
University of L'Aquila, Italy
15
75 KW SYNCREL: PRELIMINARY TESTS
link to the very first test video

Controls workflow – 75/200 kW PMaSynRel
June 29th , 2020

2
Introduction
 Application of IFPEN workflow to develop and validate control algorithms
for electric motors
 Objective is to ensure a seamless process, from pre-design to experimental validation
 Toolchain is based on :
 Control oriented models of motors & inverters
 Dynamic simulation of control algorithms coupled to models
 Automatic code generation of control algorithms
 Fast prototyping and data logging tools
 Acceleration of experimental characterization of prototypes

3
 Toolchain provides bridges between 4 work environments
Data analysisTest benchControls simulationPre-design
Toolchain

4
Data analysisTest bench
HF acquisition
(>10kHz)
Controls simulation
Automatic
code generation
Pre-design
Algorithm design &
precalibration
0D dynamic
modeling
Toolchain
 Toolchain provides bridges between 4 work environments

5
Data analysisTest bench
HF acquisition
(>10kHz)
Controls simulation
Automatic
code generation
Pre-design
Algorithm design &
precalibration
0D dynamic
modeling
Feedback from experiments using dedicated tools
Toolchain

6
Pre-design
 0D dynamic modeling
 Source : finite elements simulation
 Electric motor dynamic equations
 Accounting for magnetic saturation and harmonics
0D dynamic modeling
�
̇𝜙𝜙𝑑𝑑 = 𝑉𝑉𝑑𝑑 − 𝑅𝑅𝑖𝑖𝑑𝑑 + 𝜔𝜔𝑒𝑒 𝜙𝜙𝑞𝑞
̇𝜙𝜙𝑞𝑞 = 𝑉𝑉𝑞𝑞 − 𝑅𝑅𝑖𝑖𝑞𝑞 − 𝜔𝜔𝑒𝑒 𝜙𝜙𝑑𝑑

7
Pre-design
 0D dynamic modeling
 Source : finite elements simulation
 Electric motor dynamic equations
 Accounting for magnetic saturation and harmonics
 Operating points optimization for controls
 Accounting for DC voltage losses, motor resistance,
modulation index, end-winding leakages
�
̇𝜙𝜙𝑑𝑑 = 𝑉𝑉𝑑𝑑 − 𝑅𝑅𝑖𝑖𝑑𝑑 + 𝜔𝜔𝑒𝑒 𝜙𝜙𝑞𝑞
̇𝜙𝜙𝑞𝑞 = 𝑉𝑉𝑞𝑞 − 𝑅𝑅𝑖𝑖𝑞𝑞 − 𝜔𝜔𝑒𝑒 𝜙𝜙𝑑𝑑
75kW PMaSynRel 0D dynamic modeling

8
Controls simulation & code generation
 Time-based simulation environment
 Control algorithms pre-calibration & validation
 FOC pre-tuning, etc.
 Development of new algorithms
 W/wo inverter & mechanical modeling
Dynamic simulation
Models & Controls

9
Controls simulation & code generation
 Time-based simulation environment
 Control algorithms pre-calibration & validation
 FOC pre-tuning, etc.
 Development of new algorithms
 W/wo inverter & mechanical modeling
 Automatic code generation
 Generated code is identical to the one validated in
simulation
 Interfaces with in-house developed basic software

10
Experimental testing & analysis
200kW PMaSynRel 75kW PMaSynRel

11
 In-house developed HMI & data logging
 Control parameters & signals selection automated
from Matlab/Simulink™ simulation & validation
environment
 High frequency data logging from inverter
 Up to 30 signals @ 20 kHz for 75/200 kW PMaSynRel
motors with HP range inverter

12
 In-house developed HMI & data logging
 Control parameters & signals selection automated
from Matlab/Simulink™ simulation & validation
environment
 High frequency data logging from inverter
 Up to 30 signals @ 20 kHz for 75/200 kW PMaSynRel
motors with HP range inverter
 In-house developed visualization tools
 Results comparisons, data synchronization, etc.

13
Conclusion
 IFPEN controls workflow
 Starts with finite elements simulation
 Facilitates development iterations and comparison
between simulation and experimental results
 Is applied to RFD motor testing
 For both 75kW and 200kW PMaSynRel motors so far
 Allowed IFPEN to perform efficiently the needed
experimental testing in a 10 days time slot
 Could also be used for other types of motors if
needed
Data analysis
Test benchControls
simulation
Pre-design

Control strategies and electric drive design of induction and synchronous reluctance motors for e-mobility

Control strategies and electric drive design of induction and synchronous reluctance motors for e-mobility

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