IET Electric Power Applications

Research Article

Health monitoring and prognosis of electric ISSN 1751-8660

Received on 16th October 2018

vehicle motor using intelligent-digital twin

Revised 15th May 2019
Accepted on 20th May 2019
E-First on 13th June 2019
doi: 10.1049/iet-epa.2018.5732
www.ietdl.org

Suchitra Venkatesan1, Krishnan Manickavasagam2 , Nikita Tengenkai2, Nagendran Vijayalakshmi3

1M.S.Ramaiah University of Applied Sciences, Bangalore, Karnataka, India
2Department of Electrical Engineering, M.S. Ramaiah University of Applied Sciences, Bangalore, Karnataka, India
3Department of Electrical and Electronics Engineering, Central Polytechnic College, Taramani, Chennai, Tamil Nadu, India

E-mail: manicavasagam2003@yahoo.com

Abstract: Electric mobility has become an essential part of the future of transportation. Detection, diagnosis and prognosis of
fault in electric drives are improving the reliability, of electric vehicles (EV). Permanent magnet synchronous motor (PMSM)
drives are used in a large variety of applications due to their dynamic performances, higher power density and higher efficiency.
In this study, health monitoring and prognosis of PMSM is developed by creating intelligent digital twin (i-DT) in MATLAB/
Simulink. An artificial neural network (ANN) and fuzzy logic are used for mapping inputs distance, time of travel of EV and
outputs casing temperature, winding temperature, time to refill the bearing lubricant, percentage deterioration of magnetic flux to
compute remaining useful life (RUL) of permanent magnet (PM). Health monitoring and prognosis of EV motor using i-DT is
developed with two approaches. Firstly, in-house health monitoring and prognosis is developed to monitor the performance of
the motor in-house. Secondly, Remote Health Monitoring and Prognosis Centre (RHMPC) is developed to monitor the
performance of the motor remotely using cloud communication by the service provider of the EV. The simulation results prove
that the RUL of PM and time to refill the bearing lubricant obtained by i-DT twins theoretical results.

1 Introduction switching PM machine is given in [12]. Effects of the partial

Prospective candidate of the future transportation system is electric
vehicle (EV) due to its sustainable and eco-friendly nature. Due to
properties of control and monitoring of electric motors, EVs are
often used for applications related to intelligent transportation.
Information and communication technologies to vehicles are
associated with intelligent transport [1].
EV consists of electric traction motors such as induction motor
and permanent magnet synchronous motor (PMSM) along with
energy storage system. Nowadays, PMSM is chosen for
automotive application owing to a good overall efficiency, power
factor and constant power range [2]. Prediction of life of traction
motor is very crucial in ensuring optimum reliability, maximum
safety, timely maintenance, and preventive rescue of electric
motors in both low- and high-power applications [3]. EV motors
are encountered with various abnormal operations that create
special challenges for PMSM. During the last decade, research is
growing in the field of fault detection and isolation (FDI). Fault
provoking system shut down can be avoided in electric traction
motors in EV by using FDI [4–6].
Faults in permanent magnet (PM) change the patterns of
electromechanical parameters which are isolated by multilayer
perceptron neural network [7]. Fault diagnosis and prognosis are
performed effectively using advanced technologies in sensor and
signal processing with artificial intelligence techniques [8].
Irreversible demagnetisation of PM is caused by temperature rise
during motor operation. Increase in temperature results in
degradation of magnetic flux strength and torque production [9].
The influence of the leakage flux on the SPM machine
performance due to the rotor permeable endcaps is studied along
with the electromagnetic performance characteristics, such as the
open circuit results, electromagnetic torque and torque-speed
characteristics, as well as the electromagnetic losses and efficiency
in [10]. A novel inter-turn fault diagnosis method for a PM
synchronous machine by introducing search coils on every stator
tooth to measure the tooth fluxes is discussed in [11]. Improvement
of fault tolerance or availability of an electrical drive containing a
three-phase 12 stator teeth/10 rotor poles (12/10) the flux-
demagnetisation fault are studied in [13], when the motor is under
no-load condition, to monitor the condition of the rotor magnets.
An analytical method for calculating rotor eddy current power
loss in a high-speed PM machine taking into account the effect of
the reaction of eddy current is given in [14].
The cause of demagnetisation in detail using a finite-element
method analysis is explained in [15]. Improvement induction motor
efficiency by employing a loss-model-based controller is given in
[16]. Sensor-based PM temperature estimation in PMSM is
investigated without a-priori motor parameter information for
monitoring and protection against excessive increase in
temperature [17]. The irreversible demagnetisation forces to shut
down or immediately start the critical remedial actions in PM of
PMSM during inter-turn short circuit [18].
Bearing lubrication is essential to ensure reliable operation of
PMSM. Excess oil causes greater current consumption. Spectral
analysis of stator current is used to monitor bearing lubrication
[19]. Short-time Fourier transform spectrum analysis is employed
for the detection and diagnosis of bearing lubrication in induction
motor [20]. Frequency domain spectroscopy and breakdown
voltage is used to characterise electrical properties of lubricant like
relative permittivity and conductivity [21]. In literature, health
monitoring and prognosis of PMSM is discussed. The technique is
used to predict failure thereby helping in maintaining longer life of
the PMSM. In this work, pre-estimation of service requirement of
EV motor using i-DT is proposed as a first time. An i-DT is
developed using ANN and FL in MATLAB/Simulink for
monitoring and prognosis of PMSM. Distance of travel and time of
travel of EV are considered as inputs for ANN and FL. Casing
temperature, winding temperature, time to refill the bearing
lubricant and percentage deterioration of magnetic flux to compute
remaining useful life (RUL) of permanent magnet (PM) are
considered as outputs for ANN and FL. ANN is trained and FL is
developed between the inputs and outputs for mapping health
monitoring and prognosis of EV motor using i-DT. Two
approaches are developed based on environment: IHMP and
Remote Health Monitoring and Prognosis Centre (RHMPC) to
monitor the performance of the motor In-house and remotely using

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cloud communication by the service provider of the EV. The
originality of this paper includes a development of i-DT for an EV
motor using ANN and FL for the following tasks:

• To predict the winding and casing temperature

• To predict percentage deterioration and Remaining Useful Life
(RUL) of PM
• To find time to refill the bearing lubricant.

2 Description of the system

The proposed system is modelled with EV motor, i-DT using ANN
and FL.

2.1 EV motor
Traction motors are crucial part of EVs and their health has to be
monitored. EV motors are susceptible to health degradation due to
temperature rise in stator winding of the motor. Current flows
through the EV motor continuously during movement of the
vehicle. The current drawn by the motor causes I2R loss and heat
due to resistance of the stator winding.
Fig. 1 Block diagram representation of IHMP and RHMPC
(a) Block diagram representation of in-house health monitoring and prognosis
2.2 Health monitoring and prognosis
(IHMP), (b) Block diagram representation of Remote Health Monitoring and
Health Monitoring and Prognosis is considered with two Prognosis Centre (RHMPC)
approaches, IHMP and RHMPC in this paper. Average speed and
time of run are given as inputs to IHMP which consists of EV
motor and i-DT developed with ANN/FL located inside the EV.
Remote Health Monitoring and Prognosis system consists of EV
motor, TCP/IP based communication system, RHMPC. EV motor
is selected based on type of electric vehicle system chosen for
transportation. Normally induction motors and Brushless DC
Motor (BLDC) motors are selected depending on torque
requirement. EVs are implemented with TCP/IP to enable two-way
communication from EV to cloud and cloud to health monitoring
system. The main objective is to monitor the health of EV motor
both inside the vehicle as well as remotely as shown in Figs. 1 and
2 with all the components, except the communication system used
for remote monitoring. In this paper, EV motor parameters such as
speed and time of run are considered rather than the vehicle
parameter since the main objective focuses on EV motor health
monitoring and prognosis parameters.

3 Design of artificial neural network of i-DT

Artificial neural network (ANN) is developed to monitor the health
of various critical parts of the traction motor used in EV. The input
and output vectors are carefully chosen so as to reflect the current
health of the motor.

3.1 Development of ANN from real time data

3.1.1 Determination of input and output vectors: At the end of
each run of EV, the distance travelled by the vehicle (km) and time
of run (hour) are sent to RHMPC through cloud. Ratio of these two
parameters will provide the average speed (km/h) of the vehicle for
that run. The vehicle average speed and time of run are used as
input vectors to train the ANN. Time of run is an important
parameter for prognosis of EV motor since health parameters
deteriorate gradually over a period of usage. During idle run of the
vehicle, the motor is continuously running by drawing current
which leads to I2R loss and temperature rise without covering any
distance. Thus time of run must be considered as an input to
estimate the current health of the motor at all times. The motor
casing temperature, stator winding temperature, time to replace the
bearing lubricant and the health of PM rotor are the important
output vectors that twin the health of the motor.
Fig. 2 Flowchart representation of development and application of i-DT
are combined with real-time measuring units for better
understanding in Fig. 4.
3.1.3 Collection of real time output vectors: An LM35
temperature sensor is placed on the casing of the PMSM as given
in Appendix, Fig. 3d, to collect the motor casing temperature at
different speeds. The scheme for real-time input data collection and
mapping with output is indicated in Fig. 4.
3.2 Mathematical model of i-DT components

3.1.2 Collection of real time input vectors: A tachometer is used The measured temperature of casing is used to calculate winding
to measure the speed of the EV motor and stop watch is used to temperature, time to replace the bearing lubricant and the health of
observe the time of run of EV motor. The details of EV considered PM using mathematical model as shown in Fig. 5.
for observing the reading is given in Appendix, Fig. 3. ANN blocks

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 Fig. 4 Collection of input–output vectors for training ANN

Fig. 5 Obtaining the input–output parameters using mathematical model

Table 1 Correction factor for motor casing temperature

Casing temperature range, °C Correction factor, Ft
<65.6 1
65.6 to 79.4 0.5
79.4 to 93.3 0.2
>93.3 0.1
<65.6 1
65.6 to 79.4 0.5

Table 2 Range of input and output vector for i-DT

Parameter Minimum value Maximum value
Fig. 3 EV and the motor considered for the study average speed of motor 10 km/h 70 km/h
(a) EV considered for study, (b) Motor mounted on EV, (c) Measurement of casing
time of run of motor 10 min 3 h
temperature of motor, (d) Speed measurement of vehicle, (e) EV motor serial number
casing temperature 30°C 70°C
3.2.1 Determination of winding temperature: Resistive loss winding temperature 157°C 176°C
occurs due to current flow through the stator coil windings of EV time until next lubrication 100 h 10,000 h
motor. Let Iavg and R be the average current in ampere and stator PM health 10% 100%
winding resistance in Ω. Resistive loss Pcu
2
Pcu = Iavg R (1) Lubtime = Ft ×
14, 000, 000
− 4×d (3)
ω× d
The winding temperature can be estimated as [22]
where Ft is the correction factor that depends on the motor casing
T w = T c + (Rc − a × Pcu) + T amb (2) temperature as shown in Table 1.

where Tc is the motor casing temperature, Tamb is the ambient
temperature and Rc−a represents the thermal resistance from the
casing to the ambient (°C/W), specific for a given motor. In this
work, Rc−a is considered to be 1.02°C/W. Casing temperature is
measured and winding temperature is calculated using (2) due to
the limitation of measuring winding temperature.
3.2.2 Determination of time to replace lubricant: The casing
temperature is used to compute the time to replace lubricant,
Lubtime of the motor bearing [23]. This is done by considering a
horizontal bore with inner diameter (d) of 40 mm.
3.2.3 Estimation of RUL: The temperature of the stator winding
radiates the heat to PM rotor made up of neodynium. Temperatures
beyond 100°C result in 0.15% decrease of magnetic flux density of
the PM which is used to estimate RUL of the PM rotor [21, 24].
The relationship of the different output parameters derived from
casing temperature using (2) and (3) is shown in Fig. 5. Based on
the mathematical computations, the maximum and minimum range
for the input–output vectors is given in Table 2.
3.2.4 Training of ANN for i-DT: Two ANNs are trained in
MATLAB/Simulink using feedforward algorithm with data given

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Fig. 6 Comparison of theoretical, ANN and Fuzzy values for motor health
parameters
(a) Winding temperature of i-DT and theoretical computation, (b) Casing temperature
of i-DT and theoretical computation, (c) Lubricant refill time of i-DT and theoretical
computation, (d) PM health deterioration of i-DT and theoretical computation

in Table 2. The first ANN is trained between average speed, time of

run and casing temperature, winding temperature and time to refill
bearing lubricant. The first ANN consists of 2 input vectors, one
hidden layer with five nodes and three output vectors. The second
ANN is trained between average speed, time of run and health of
the PM. The second ANN consists of two input vectors, one hidden
layer with three nodes and one output vector. Since the values of Fig. 7 Fuzzy membership functions of input and output parameters for
PM health are comparatively lower than the other output PMSM health monitoring
parameters, two separate ANNs are trained. For both ANNs, (a) Triangular membership functions of input variable ‘Time’, (b) Triangular
convergence is achieved in six iterations. Training and testing of membership functions of input variable ‘Average Speed’, (c) Triangular membership
ANN is performed and validated against theoretical and fuzzy functions of output variable ‘Tw’, (d) Triangular membership functions of output
approaches in Section 7.1, Figs. 6a–d. variable ‘Tc’, (e) Triangular membership functions of output variable ‘LubTime’, (f)
Triangular membership functions of output variable ‘PMHealth’
4 Design of fuzzy logic controller of i-DT
with same input and output vector lengths used in ANN. Five
4.1 Input and output membership function triangular membership functions are chosen to represent the input
The vehicle average speed and time of run are considered as inputs vectors and output vectors as shown in Figs. 7a–f.
to FL. The motor casing temperature, stator winding temperature,
time to replace the bearing lubricant and the health of PM rotor are
considered as outputs of FLC. An Mamdani-type FL is developed

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Table 3 Representation of rule base
Speed Time of run Casing temperature Winding temp Time to refill lubricant PM HEALTH
S1 t1 Tc1 tw1 Lub1 Det1
t2 Tc1 tw1 Lub4 Det2
t3 Tc2 tw2 Lub4 Det2
t4 Tc3 tw3 Lub4 Det4
t5 Tc1 tw1 Lub1 Det1
S2 t1 Tc1 tw1 Lub4 Det2
t2 Tc2 tw2 Lub2 Det2
t3 Tc2 tw2 Lub4 Det3
t4 Tc3 tw3 Lub4 Det4
t5 Tc4 tw3 Lub1 Det5
S3 t1 Tc2 tw3 Lub4 Det2
t2 Tc2 tw2 Lub4 Det2
t3 Tc3 tw3 Lub3 Det3
t4 Tc4 tw3 Lub1 Det4
t5 Tc5 tw4 Lub1 Det5
S4 t1 Tc3 tw3 Lub4 Det2
t2 Tc2 tw3 Lub4 Det2
t3 Tc3 tw4 Lub3 Det3
t4 Tc4 tw4 Lub4 Det4
t5 Tc5 tw4 Lub1 Det5
S5 t1 Tc3 tw4 Lub4 Det2
t2 Tc3 tw5 Lub4 Det2
t3 Tc4 tw4 Lub3 Det3
t4 Tc5 tw5 Lub1 Det5
t5 Tc5 tw5 Lub5 Det5

Fig. 8 Communication between EV and RHMPC through cloud

4.2 Rule base
Average speed of EV and time of run have five membership
functions each. A fuzzy rule base is represented by a set of
linguistic statements as follows:
IF speed is s1 and time of run is t1, THEN winding temperature
is tw1, casing temperature is Tc1, time to refill lubricant is Lub1,
PM health is Det1.
Similarly, by considering other conditions, 5 × 5 = 25 rules are
framed. The rule base is represented in Table 3.
4.3 Defuzzification
The centre of gravity method is used for the defuzzification. The
fuzzy output is converted into crisp output (u) using [25]:
N deterioration are derived necessity of vehicle model is not required.
∑i = 1 f i μi
u= N (4)
∑i = 1 μi
5 Cloud communication between EV to RHMPC
EV motor parameters are monitored in two ways, using IHMP and
RHMPC. IHMP will be useful for users having knowledge and
understanding in vehicle technology. The decision will be taken by
the user by observing data. RHMPC will be useful for anyone,
autonomous electric vehicle and intelligent transportation, where
data is used for decision making. For both approaches, the average
speed and time of run of EV are the input parameters. The distance
travelled by EV can be obtained directly through speedometer. The
time of run of EV can be captured by triggering an on-board timer
like TDC7200 [26, 27]. The service provider of the cloud
authenticates access to the user. The two inputs are stored in cloud
and can be retrieved by RHMPC as shown in Fig. 8.
In RHMPC, the distance travelled is divided by the time of run
to estimate the average speed of the EV. It subtracts the present
data from the previous data obtained through cloud. The time of
run and average speed of EV are provided as inputs to i-DT that
computes the four health parameters of the motor. Since, i-DT
developed is depending on casing temperature of motor, from
which winding temperature, lubricant refill time, PM health
This is the advantage of proposed method.
6 Simulation of digital twin
The simulation model consists of the PMSM used in EV, IGBT
converter and a 48 V battery as shown in Fig. 9. In simulation, the
speed of motor observed is in rad/s. The radius of the EV wheel is
0.2159 m. The ratio of motor speed and radius of the wheel gives
average speed of EV in m/s which is converted to km/h. This

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Fig. 9 Block diagram for development of an i-DT
Fig. 10 Drive cycle of EV
Fig. 11 Three-phase EV motor current
model serves as equivalent real-time EV motor. Average speed of
EV of motor and time of run are given as inputs to i-DT
component, namely ANN and FL. In turn, i-DT will give winding
temperature, casing temperature, time to refill bearing lubricant
and PM health as outputs. The FL is developed with the same
vector lengths of inputs and outputs of ANN. Only ANN i-DT is
shown in Fig. 9 for the convenience.
7 Results analysis and discussion
The EV motor and i-DT are modelled in MATLAB/Simulink. The
results are classified into EV motor simulation, Health monitoring
and RUL of EV motor.
7.1 EV motor simulation results
The EV movement is unpredictable and continuously accelerates
and decelerates according to driving environment. The vector
controller block in Simulink ensures actual speed of EV motor
reaches the desired speed. A sample drive cycle indicating required
and actual drive cycle from origin to destination is shown in
Fig. 10. Since speed is varying continuously in actual and desired
drive cycle, average speed is taken into account in this paper.
Fig. 11 is given to indicate initial transient current drawn by the
motor. Every time when motor starts, it draws a transient current
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which leads to temperature rise of the motor. Current drawn by the
motor given in Fig. 11 is not related to duty cycle. Since current
drawn by the motor is instantaneous value, it cannot be used for
predicting the health of the motor. Initial transients of motor occur
since PM rotor has to pick the synchronous speed with the
controller action. In this case, motor takes 2 s to settle with
synchronous speed as shown in Fig. 11. The casing temperature of
the motor depends on time of run and speed of the EV motor.
Temperature of EV motor increases with long run and more speed.
PMSM is designed so that the ratio of the load inertia-to-motor
inertia is close to unity and the ratio should not exceed 5 [28].To
satisfy this ratio, the PMSM should draw maximum current under
worst conditions such as maximum load and upslope. In this work,
EV motor is allowed to run for 15 min continuously with rated
current. The assumption made here is that the rated current
includes variation in inertia from minimum to maximum. The
casing temperature is measured in EV motor and winding
temperature is calculated from the casing temperature using (2) for
developing i-DT. In the proposed method, if the average current
drawn by the motor is known, winding temperature can be
calculated from the measured casing temperature, irrespective of
the motor type and power electronics drivers used.
Simulation run time of one second is assumed equivalent to one
minute of EV run time in this work for study purpose. The distance
travelled by EV is captured based on average speed and time of
run.
7.2 Health monitoring of EV motor
ANN-based i-DT is fed with average speed and time of run input to
monitor the health of EV motor. The increase in winding
temperature and casing temperature continuously may lead to
degradation of winding insulation and create short circuit between
windings. Winding temperature and casing temperature for the
average speed and time of run are shown in Figs. 12a and b,
respectively. Around 16% of winding insulation failure occurs due
to rise in temperature [20]. Fig. 12c shows remaining time to refill
lubricant for the same average speed and time of run inputs.
Generally, 51% of motor failures are due to improper lubrication of
the bearing [20, 29]. Fig. 12d shows percentage deterioration of
PM health for the same average speed and time of run inputs.
Fuzzy-logic-based i-DT is fed with average speed and time of run
input to monitor the health of EV motor. The winding temperature,
casing temperature, time to refill lubricant and percentage
deterioration of PM health are shown in Figs. 13a–d. Figs. 6a–d
represents the comparison between theoretical and i-DT of EV
motor health monitoring components. From Fig. 6d, it can be
observed that the percentage deterioration of PM health increases
with time of run. The present value of PM health is deducted from
the previous value to predict RUL. Similarly, the present value of
lubricant refill time is also determined. A graph is plotted between
sample run of EV, percentage RUL and lubrication refill time and
shown in Fig. 14. The car service providers are able to fix a
threshold limit to schedule the next service of EV using RHMPC
and IMPC. Fig. 14 will provide RUL of rotor and bearing to the car
service provider as well as EV user. The proposed method provides
1333
Fig. 12 Plot of motor health parameters vs time of run and average speed
of EV using ANN based i-DT
(a) Winding temperature vs average speed and time of run of EV, (b) Casing
temperature vs average speed and time of run of EV, (c) Lubricant refill time vs
average speed and time of run of EV, (d). PM health deterioration vs average speed
and time of run of EV
an opportunity to incorporate pre-emptive maintenance of EV
motor and helping in smart asset management in future.
Excess lubrication causes the EV motor to draw excess current
leads to rise in temperature, thereby deteriorating EV motor life.
The temperature rise inside the EV motor causes 5% of motor
failure [20].
7.3 Discussions
An i-DT developed using ANN and fuzzy logic can be compared
with theoretical approach in this work. Theoretically, average
speed is calculated as distance travelled divided by time taken to
complete the distance. Health monitoring and prognosis require
1334
Fig. 13 Plot of motor health parameters vs time of run and average speed
of EV using Fuzzy based i-DT
(a) Winding temperature vs average speed and time of run of EV, (b) Casing
temperature vs average speed and time of run of EV, (c) Lubricant refill time vs
average speed and time of run of EV, (d) PM health deterioration vs avg.speed and
time of run of EV
stored data of previous time of run. The accumulation of previous
data is used to determine the health of PMSM. The results obtained
using mathematical (1)–(3) predict temperature of the winding and
lubrication refill time at any instant of time. The time of run is not
possible to be integrated in the above equations, which is very
much important to monitor the health and provide prognosis.
Hence, ANN and fuzzy logic are implemented with time of run for
developing i-DT. For validation purpose, theoretical computations
are compared with i-DT. Average percentage deviation of
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Fig. 14 RUL estimation of PM rotor and bearing lubricant
Table 4 Comparison of theoretical and i-DT
Parameter Average Average
percentage percentage
deviation – ANN deviation – fuzzy
logic
winding temperature 0.557% 0.911%
casing temperature 0.903% 0.554%
time until next 6.396% 2.315%
lubrication
PM health 3.814% 1.782%
theoretical computations, ANN and FL are compared and given in
Table 4. From Table 4, it can be observed that average percentage
deviation of FL i-DT is better than ANN.
8 Conclusion
Health monitoring and prognosis of PMSM is used to extend the
lifetime of PMSM by employing i-DT. An i-DT is created by
training ANN between inputs of average speed, time of run of EV
and outputs of winding temperature, casing temperature, time to
refill bearing lubricant, PM health. A FL i-DT is also developed
with the same inputs and outputs. The developed i-DT is used to
monitor the health and provide prognosis of EV motor to schedule
time to service EV motor. Individual EV users and car servicing
companies can implement this approach by IHMP and RHMPC,
respectively. The simulation results indicate i-DT can be used
effectively by the EV user and automotive industries to predict the
health and RUL. The developed i-DT twins the present health of
EV motor remotely and in-house and can be implemented in EVs
and autonomous vehicles.
9 Acknowledgment
The authors would like to express their profound gratitude to Dr.
Govind R Kadambi, Pro-Vice Chancellor, Dr. M. Arulantham,
Dean, Faculty of Engineering and Technology, Dr. K.M. Sharath
Kumar, Deputy Director, Directorate of sponsor research, M.S.
Ramaiah University of Applied Sciences for their continuous
encouragement and kind support for providing the facility to carry
out the research.
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11 Appendix
EV and Motor considered for analysis is given in Fig. 3a.The
mounting of motor in vehicle is given in Fig. 3b. The measurement
of casing temperature of motor is given in Fig. 3c. Speed
measurement of vehicle is shown in Fig. 3d. The specification of
EV motor: make-Rock star, 48 V, 3 kW, 3000 rpm. Sl. No
G1604022350 is indicated in Fig. 3e.
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