Proceeding of International Conference on Electrical Machines and Systems 2007, Oct.
8~11, Seoul, Korea
Design Optimization of Brushless Permanent
Magnet Hub Motor Drive Using FEA
S. Ekram, D. Mahajan, M. Fazil, V. Patwardhan, and N. Ravi
CG Global R&D Center, Crompton Greaves Ltd., Kanjurmarg (E), Mumbai-400042, India
Abstract— Brushless permanent magnet drive is a key
technology for electric powered two wheelers. This paper
presents a design of a high efficient and high-power-density
external rotor, 3-phase brushless permanent magnet dc
motor for use in electrically powered two wheelers. Cogging
torque reduction methods are applied to optimize the design
with the decrease of cogging torque and increase of the
developed torque as objective. The air gap length, teeth
width, teeth shape and winding configuration are also
selected for the design variables respectively. Parasitic effect
like unbalanced radial force, easy manufacturability and low
process time is also taken into consideration. Static and
dynamic characteristics of the motor are obtained using 2D
FEA (finite element analysis). With the simulation results,
sample motors are fabricated and tested on a electric scooter
the experimental results are shown to confirm the validity of
the optimization results.
Index Terms—Brush-less DC motor, FEM, Electric
Vehicle, L/D Ratio, Cogging torque, Controller.
I. INTRODUCTION
The gloomy answers to the oil crises compel to strive
for sustainable road transportation. One such effort in this
regard is reported in this paper. India possesses sufficient
conditions for developing electric scooters, with the
highest scooter per capita density [14]. It is also the major
producer of motor scooters around the world. Many
configurations that are suitable for the electric vehicles
(EV) exist and as a consequence, the required
characteristics for the electric machine vary significantly.
Vehicles have typical power requirements ranging from a
few kW's to several tens of kW and the speed varies from
a few thousand rev/min to several tens of thousand
rev/min. the EV targeted under this project is a mid range
two wheeler. The permanent magnet motor does not carry
current in rotor, results elimination of copper loss. Again
the permanent magnet motor can operate at nearly unity
power factor. Hence the permanent magnet motor has
high efficiency as compared to the conventional motor.
The presence of the commutators and brush-gear gives
rise to sparking and brush wear problems, requiring
frequent maintenance. The use of speed-reduction gears
also lowers the drive efficiency and increases the weight
of the drive train. To overcome these problems, a
brushless dc (BLDC) motor drive may be employed
Brushless motors provide less maintenance, long life, low
EMI, and quiet operation. They produce more output
power per frame size than shunt wound motors and gear
motors. Low rotor inertia improves acceleration and
deceleration times while shortening operating cycles and
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their linear speed/torque characteristics produce
predictable speed regulation. Low voltage models are
ideal for battery operation and making it ideal for electric
scooter.
A comprehensive CAD procedure involving the
derivation of the output equation and two self-corrective
loops; one for the efficiency and the other for the airgap
flux density for the surface-mounted radial-flux PM
BLDC motor is discussed. in [1] – [3]. The performance
analysis and torque ripple reduction of BLDC motor is a
core research area. The torque ripple problem as a design
aspect has been considered in [4] – [9] for BLDC motor
design. The drive and control technique used for BLDC
motor control has been taken care in [10] – [11] for
torque ripple reduction. The cogging torque and its effects
are discussed in [12] – [14] for small air-gap and stronger
magnets motor. In this paper, optimized design and
construction of a direct-drive, brushless dc motor for an
electric scooter application is described. Certain design
features pertinent to the specific application are
highlighted. Experimental results obtained to demonstrate
the feasibility of the proposed motor design.
II. MOTOR DRIVE REQUIREMENTS
The electric motor drive for an electric scooter should be
small in size, light in weight, and should have a high
efficiency. Due to space limitations, the motor must have
a short axial length. The motor must provide sufficient
torque to overcome the road load which consists of the
aerodynamic drag, the rolling resistance, the tractive force
against the gravitational pull when climbing up a slope,
and the tractive force for acceleration. Rolling friction
depends on both tyre and road surface characteristics,
namely the interaction between these two. However, since
the tires in focus of this material are conventional types, it
can be said that it depends on the road type. Many
constraints have to be considered, such as the size of the
motor maximum driving current and maximum output
power. The diameter and the stack length are limited by
the tire size of the prototype vehicle. Scooter parameters
are given in table I. using these values together with
appropriate wheel dimensions, necessary torque and
power at wheel is calculated as a function of road surface
conditions and vehicle speed. In order to study the
feasibility of the motor design, a prototype motor was
designed and constructed. The required technical
specifications are given in table II.
 TABLE I cogging amplitude, a good strategy is to select a high
SCOOTER PARAMETERS
LCM. For 16 poles LCM is highest (i.e. 336) for 21 slots,
Sr. Parameter Value Unit as compared to 24 slots, 48 slots and 15 slots
No combination. Though from figure 1(b) and 1(c) the 21
1 Total mass of vehicle, people, 200 kg. slots – 16 poles without bifurcated tooth and 15 slots – 16
and cargo (m) poles without bifurcated tooth shows competitive
2 Maximum acceleration from IDC 0.65 m/s2 reduction in cogging torque in comparison with
3 Coefficient of normal tyre rolling 0.013 equivalent 48 slots – 16 pole skewd stator topology. The
resistance (Crr) electromagnetic torque developed in the 15 slots – 16
4 Density of air, approximately air 1.23 kg/m3 poles is observed to be unbalanced, due to unbalanced
approximately (ρa) magnetic field distribution in the air gap. Results of two
5 Drag coefficient (Cd) 0.6 short listed topologies are shown in Fig.2 (a) and Fig.2
6 Frontal area (Af) 0.8 m2 (b). There exist some flux paths not obeying the
7 Angle of slope (θ) 12 degre conventional. Leakage is one of the factors which degrade
e the efficiency of the motor. It can be diminished, but
never can totally be snuffed out.
For selecting the better topology in terms of higher torque
TABLE II per ampere, back emf of selected topologies is computed
MOTOR DESIGN SPECIFICATIONS
using the FEA solver and torque to ampere ratio is
Sl Item Description calculated. 21 slots – 16 poles without bifurcated tooth
No topology, gives higher back emf per rad/sec in
1 Volts 48 V, DC comparison with other topologies. The respective results
are shown in Fig. 3. Experimentally obtained back emf for
2 RPM 530 RPM
the finalized topology (21 slots -16 pole without
4 Output power 580 watt
bifurcation) is shown in Fig. 4. During Magneto static FE
5 Current (amps – 14 amps
analysis of the motor, magnets are assigned a
max)
demagnetization characteristics according to the peak
6 Efficiency >85% magnetizing field to which it is supposed to get exposed.
12 Body type & Encapsulated mild steel The demagnetization characteristics were derived by
material interpolation between the curves obtained from datasheet.
14 Mounting Hub mounted Hence the assumption of fully saturated magnet
19 Rated full load 10.5 Nm demonstrated a reduction in peak flux linkage which
torque resulted into flat topped back emf in the dynamic
simulation. In practice the magnets which are used were
III. OPTIMAL DESIGN USING FEA not fully saturated, as a result the experimental back emf
The classical design gives the basic dimensions of the waveform is almost sinusoidal.
product. To get optimal design the analytical tools The developed prototype is tested and the test results
requires. Maxwell equations and the virtual work method are shown in Table III. The table shows that the predicted
are the theory behind this. 2D finite element method is performance and actual performance is similar.
used to analyze the electromagnetic field distribution in
the machines. Infolytica’s Magnet 2D® is used as the IV. FABRICATION OF THE PROTOTYPE
FEA software tool in this simulation. A prototype scooter containing fabricated motor and
One of the goals of the simulation is to compare the controller are developed. Details of each are as follows.
computed cogging torque waveforms for the various
models and analyze the causes of the dip on the torque A. Stator and Rotor
ripple. Techniques such as selection of slots to pole Stator consists of a laminated core, which is made up of
number, bifurcation in stator tooth, fractional pitch thin Cold Rolled Non Grain Oriented (CRNO) steel
winding and effect of air gap length are analyzed. Skew in plates. The total length of the 45 mm core is constructed
the stator slots is the cause of concern towards increased out of stacking 0.5 mm stampings each. Stator and rotor
process time; hence this design is made without providing stampings are carved in CRNO M-45 steel plate by 0.25
skew in the stator slots and results are compared with the mm wire-cut. Since, the stator is non skewed type and the
equivalent motor with skew in the stator slots. stator slot height is considerable enough; the riveting
holes for holding the laminations are made on the Pitched
Topologies such as 48 slots -16 poles with skew in the Circle Diameter (PCD) of 90 mm. To reduce the material
stator slots, 24 slots - 16 poles with bifurcated tooth, 21 content a spider type construction is suggested..
slots – 16 poles with bifurcated tooth and without
B. Drive and Controller
bifurcated tooth, 15 slots – 16 poles without bifurcated
tooth has been simulated for cogging torque analysis and Fig. 5 shows the developed controller compatible for
results are presented in Fig. 1. The number of cogging the present 580W BLDC motor for electric scooter
periods per rotor revolution is given by the least common application. The required features such as soft start,
multiple (LCM) of the pole and slot numbers [12]. Since dynamic braking, under voltage, over voltage protection,
speed limit has been considered to make the system user
higher cogging frequency most certainly means lower
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friendly. The present development is compatible to carry 1.50

load of 200Kg (80Kg scooter weight and 120 kg of 48 Slots 16 pole with skew
payload). The developed proto is also compatible to 1.00

support load at 12o slope maintaining the required

15 slots 16 pole without bifurcation
acceleration. The required heat-sink is calculated and 0.50

C o g g in g T o r q u e in N m
accordingly the heat-sink cum cover box is developed.
The top side of the box contains the three wires as red, 0.00
yellow and blue for motor supply. The bottom side of the 0.00 2.00 4.00 6.00 8.00 10.00 12.00

box contains the DC supply wires, brake wires, hall- -0.50

sensor wires and the speed controlled pot wires. An
electronic brake is provided in the present developed -1.00
controller. The electronic brakes will cutoff the motor
supply, when mechanical brakes are applied by the user.
-1.50
To improve the system reliability the normal resistive pot Pos ition in de gre e s

is replaced by the linear hall-sensor.

Fig. 1(c). Cogging torque experienced by various models.

15.00
48 Slots 16 pole with s ke w

10.00 24 s lots 16 pole without

Bifurcation

24 s lots 16 pole with Bifurcation

5.00
C o g g in g T o r q u e ( N m )

0.00
0.00 2.00 4.00 6.00 8.00 10.00 12.00

-5.00

-10.00

-15.00
Pos ition in de gre e s

Fig. 1(a). Cogging torque experienced by various models.

4.00
48 Slots 16 pole with skew
Fig. 2 (a). Flux path in the 21 slots 16 pole geometry.
3.00 21 slots 16 pole without bifurcation with 0.85
mm airgap
21 slots 16 pole with bifurcation
2.00

21 slots 16 pole without bifurcation 0.6 mm

1.00 airgap
C o g g in g T o r q u e in N m

0.00
0.00 2.00 4.00 6.00 8.00 10.00 12.00
-1.00

-2.00

-3.00

-4.00

-5.00
Pos ition in de gre e s

Fig. 1(b). Cogging torque experienced by various models.

Fig. 2 (b). Flux path in the 15 slots 16 pole geometry.

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 100.0000
15 slot 16 pole
will be the reduced ripple in the developed torque. It has
80.0000
21 Slots 16 pole without bifurcation
been observed that at rated load condition designed motor
with 0.85 mm air gap
60.0000 21 slots 16 pole without bifurcation gives required performance at less current than it has been
with 0.6 mm air gap

40.0000
predicted; Hence efficiency of the drive is enhanced. A
torque of 10.5 N-m is developed at a speed of 530 RPM.
20.0000
Fig. 8 and Fig. 9 show the respective torque and power
Emf in Vo lts

0.0000
0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00 80.00 90.00 100.00 capability of the prototype motor. The present application
-20.0000
requirement requires open loop control. The torque speed
-40.0000 characteristic as shown in Fig. 8 indicates the better speed
-60.0000 regulation of the present system. The efficiency at
-80.0000 different load is shown in Fig. 9. Developed motor drive
-100.0000
has been rigorously tested up to double the rated load
Po sition in de gre e s
condition and it has been observed that the motor
Fig. 3. Computed back emf using the FEM solver. efficiency remains almost constant.

Fig. 5. The developed controller.

Fig. 4. Experimental back emf.

TABLE III
DESIGN AND EXPERIMENTAL PERFORMANCE COMPARISON

Sr. Parameter Specific Obtained

No ations Value
1 Full Load Output 580 580
2 Torque (Nm) 10.50 10.72
3 Full Load Speed (RPM) 530 521
4 Full Load DC Link 14.0 13.9
Average Current (Amp)
5 Full Load System 85 87.36
Efficiency (%)

V. RESULTS AND DISCUSSION Fig. 6. Current waveform during starting condition.

The entire work presented in this part is carried out on
a 48V, 580W, 520 RPM, 3-phase BLDC motor
competitive to vehicle application. Fig. 6 shows the 40.00

current characteristics of the PM brushless dc motor 30.00

during starting condition. During start duty cycle is kept at 20.00

Current (Amp)

maximum so that the required starting torque shall get 10.00

exerted. Because of higher air gap flux density, current 0.00

required to be pushed even at starting condition has been 48.00 58.00 68.00 78.00 88.00 98.00 108.00
-10.00

reduced. Fig. 7(a) shows the simulated current envelop at -20.00

the rated load and Fig. 7(b) shows the experimental -30.00
current envelop at the rated load. It can be seen in the -40.00
Fig. 7(b) that the current envelope is quasi square; Time (ms)

because of smooth back emf profile as compared to the

one obtained from FE simulation. Its immediate effect Fig. 7(a). Simulated current waveform during full load condition.
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 and the motor drive runs in high efficiency region
throughout the permitted speed and load range. Together
with the electronic converter circuit it has demonstrated
the economical and performance feasibility of the
suggested design for proposed electric scooter
application.

ACKNOWLEDGMENT
We are thankful to the Council Members of Crompton
Greaves Ltd. Mumbai, for giving us an opportunity to
work on this project in AMDTC Lab, CG Global R&D
Centre, Crompton Greaves Ltd, Kanjurmarg (East),
Mumbai-400042, India.

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VI. CONCLUSION 13. The Society of Automotive Engineers (SAE), http://www.sae.org/
An optimized PM brushless DC hub motor has been 14. The Automotive Research Association of India,
http://www.araiindia.com/
designed, built, tested, and implemented for an
electrically powered two wheeler. By the unique
arrangement of the stator slots and rotor magnets
concentrated fractional pitch winding, the motor is able to
achieve a high power density, high efficiency, and no
cogging torque. Non-skewed stator topology has reduced
manufacturing time. Motor is low cost and can be easily
fabricated due to its simplicity. The proposed motor is
able to match different scooter load and speed conditions
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