260 IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 31, NO.

1, MARCH 2016

Investigation of Integrated Charging and Discharging

Incorporating Interior Permanent Magnet Machine
With Damper Bars for Electric Vehicles
Xiaomin Lu, Member, IEEE, K. Lakshmi Varaha Iyer, Student Member, IEEE,
Kaushik Mukherjee, Senior Member, IEEE, and Narayan C. Kar, Senior Member, IEEE

Abstract—Integrated charging technology in electric vehicles is

expected to reduce the overall cost as well as the weight of the
vehicle, while leading to fast charging capability in the vehicle. Un-
derstanding the above, this paper puts an effort to exclusively inves-
tigate interior permanent magnet synchronous machine (IPMSM)
drive incorporating damper bars in rotor for integrated charging
application in electric vehicles. First, motivation for the employ-
ment of IPMSM with damper bars for integrated charging is pro-
vided and justified. Thereafter, a novel parameter determination
method based on dq-axis theory to determine the parameters of
a laboratory IPMSM with dampers is proposed and experimen-
tally validated. The determined parameters are then employed to
design, control, and compare the performance of an integrated
charging system incorporating an IPMSM drive with and without
damper bars. The developed system is then experimentally tested
under both vehicle-to-grid and grid-to-vehicle modes, and results
elicited from the investigations are discussed.
Index Terms—Bidirectional, dampers, dq axis, electric vehi-
cle (EV), integrated charging, interior permanent magnet syn-
chronous machine (IPMSM).

I. INTRODUCTION
ESIGNS of electric vehicles (EVs) have changed over the Fig. 1. Block diagram of a three-phase battery charger topology and traction

D last century, but no specific design has been able to serve

as a solution that is affordable and performance-wise similar
to existing gasoline vehicle equivalent. Extended driving range
and overall cost of the vehicle still remain major bottlenecks in
motivating consumers to rapidly shift to EVs.
Supported by government incentives, with currently avail-
able battery technology, the market for electrified vehicles can
rise if the vehicles are facilitated with fast charging capability
which will create a trend of charging the EVs just like filling
up gasoline in the existing gas stations for gasoline vehicles.
A field study presented in [1] clearly shows that fast charging
is a key instrument in the successful roll-out of EVs. It was
shown that without fast charging capability, range anxiety plays
an important role in demotivating consumers to use EVs.
Manuscript received March 16, 2015; revised July 2, 2015; accepted July 25,
2015. Date of publication September 10, 2015; date of current version February
17, 2016. This work was supported by the Natural Sciences and Engineering
Research Council of Canada. Paper no. TEC-00199-2015.
X. Lu, K. L. V. Iyer, and N. Kar are with the Department of Electrical and
Computer Engineering, University of Windsor, Windsor, ON N9B3P4, Canada
(e-mail: lu117@uwindsor.ca; iyerl@uwindsor.ca; nkar@uwindsor.ca).
K. Mukherjee is with the Department of Electrical Engineering, Indian In-
stitute of Engineering Science and Technology, Howrah 711103, India (e-mail:
kmukherjee@ee.becs.ac.in).
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TEC.2015.2467970
0885-8969 © 2015 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See http://www.ieee.org/publications standards/publications/rights/index.html for more information.
Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
motor drive existing in commercially available EVs. (a) Three-phase charging
system (Ib a tte ry > 0: V2G, Ib a tte ry < 0: G2V). (b) Three-phase motor drive
system (Ib a tte ry > 0: regenerating, Ib a tte ry < 0: motoring).
As a traction machine, interior permanent magnet syn-
chronous machines (IPMSMs) have been predominantly used in
most of the existing electrified vehicles, and it is predicted that
these machine will occupy 95% of market volumes of electric
traction motors over the next five years [2].
Understanding the state-of-the-art technologies employed in
commercially available EVs, and research advancements in per-
manent magnet machine drives and charging technologies, this
paper exclusively investigates IPMSM with damper bars for in-
tegrated charging application in an effort to address the existing
challenges and reduce the overall cost and weight of the vehi-
cle while enabling inherent fast charging capability in using the
existing drivetrain components in the vehicle.
A. Background Literature Survey
Fig. 1(a) illustrates the schematic block diagram of a three-
phase level 3 fast charging system [3], which consists of power
electronic converters, line inductors, and the EV battery pack.
High-performance three-phase battery chargers at higher power
levels employ a two-stage power converter system consisting
of a grid-side two-level insulated-gate bipolar-transistor-based
 LU et al.: INVESTIGATION OF INTEGRATED CHARGING AND DISCHARGING INCORPORATING INTERIOR PERMANENT MAGNET MACHINE
voltage-source converter (VSC) and a two-quadrant buck-boost
current-controlled dc–dc converter at the battery side [4]. The
dc–dc converter is employed to control the charging/discharging
rate of the EV battery for its optimal performance, and the
grid-side VSC is used to ensure that the power factor at the
point of common coupling can be ideally maintained at near-
unity, thereby maximizing the power flow in either direction.
The grid-side VSC is often controlled by adopting a technique
very similar to the field-oriented/vector control of electrical ac
machines [5]. During the battery charging mode, the three-phase
ac–dc converter essentially acts as a high-performance rectifier
with near-unity power factor. A boosted constant dc-link voltage
value greater than the peak of the utility input line-to-line voltage
for this rectifier can be maintained by properly controlling the
power electronic switches of the grid-side converter. A dc–dc
converter is required in between this rectifier and the battery
of the vehicle for battery charging control based on command
generated by battery management system. A current or voltage
control strategy is employed to adjust the current injected into
the battery so as to charge the battery at an acceptable rate.
To make the grid-side converter act as a boost ac–dc converter
and minimize the harmonic components in the currents injected
by high-frequency switching, line inductors are connected in
between the grid-side converter and the grid.
The traction motor drive system configuration is shown in
Fig. 1(b). During motoring, the dc–dc converter acts as a boost
converter, creating a “higher voltage” at the dc link from a
“lower voltage” dc battery for proper compatibility of voltage
levels required for the traction motor. It is responsible for main-
taining a constant dc link at the input of the dc–ac converter,
which operates as an inverter for motor drive application. Dur-
ing regenerating mode, the power flows from the machine to the
battery pack.
It can hence be seen that the power circuit components for
a three-phase EV battery charger and an ac motor drive sys-
tem are almost similar except for the line inductors required for
charging. From the point of view of power circuit design, the
EV battery, dc–dc converter, and the ac–dc converter designs
in an EV are already compatible with each other. Therefore,
for charging as dictated by the battery state-of-charge either in
constant current mode or in constant voltage mode, the exist-
ing drive/converter system can very well be utilized if suitable
replacements of the line inductors are somehow obtained and
a proper control algorithm for charging/discharging can be ap-
pended to the existing control system of the drive. The exist-
ing traction machine inductances here can also be effectively
utilized to act as equivalent line inductors with slight modifica-
tions to the existing armature winding connections with addi-
tional contactors employed for mode switching. Because of the
bidirectional nature of the traction system, both grid-to-vehicle
(G2V) charging and vehicle-to-grid (V2G) discharging can be
implemented. As a result, the additional components for on-
board three-phase charger materials are simply contactors and
an appended control module for charging/discharging. For the
grid side, only a three-phase outlet rated at 208 V and 60 Hz is
required to enable fast charging when compared to fast charging
Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
261
stations, which require power electronics components shown in
Fig. 1 (a).
Integrated charging systems that were developed earlier
mainly focus on the functionality and are simple in construc-
tion and operation, which require only some additional re-
lays/contactors [6]–[9]. However, electromagnetic torque is de-
veloped on the motor shaft during charging, and there is no
isolation in these systems. Attempts to mitigate the mechanical
hazard of the unwanted torque have been presented in [10]–
[13]. Multiphase or split-phase motors were used to ensure that
balanced current flows in each half windings of a given phase
to eliminate the rotating magnetic field components at the stator
and therefore maintain zero torque on the shaft. Also in [14]–
[16], an especially designed permanent magnet motor was used
to provide isolation from the charger to the grid. Different types
of integrated chargers have been reported to solve the challenges
by using additional hardware or innovative control algorithms.
However, there are certain issues that need to be addressed for
integrated charging employing three-phase machines as used in
commercially available EVs [17], [18]: 1) unwanted torque de-
veloped in the motor during charging/discharging; 2) harmonic
content in the current from the grid; 3) mandatory near-unity
power factor operation; 4) the optimized design of the motor; 5)
complicated control strategy due to saliency in IPMSMs; and 6)
isolation between the charger and the utility grid.
However, to the best of authors’ knowledge, papers published
to date have not investigated interior permanent magnet motors
with damper bars for integrated charging application.
B. Motivation for the Proposed Investigation
Conventional commercially available EVs use IPMSMs with
permanent magnets buried in the rotor [17], [18]. IPMSMs are
widely used due to their inherent advantages such as larger flux
weakening operation, additional reluctance torque component
and relatively higher rigidity, and easy construction of the rotor
when compared to other PMSM configurations.
However, different air-gap permeances in the direct and
quadrature axes of the traditional IPMSM machine lead to
equivalent impedances in the three phases at standstill condi-
tion, which are not equal and depend on the rotor position [19].
The contradiction is: the traditional traction motor and drive sys-
tems are designed to propel the EV, and hence, this facilitates a
balanced system with balanced impedances in the running con-
dition, but for integrated charging/discharging applications, the
machine armature windings for a stationary case will offer un-
matched inductances in the three phases, and hence, unbalanced
operation during standstill charging/discharging is expected to
be encountered.
By adding standard damper bars, the problem of this unbal-
anced impedance condition at standstill can be mitigated sig-
nificantly. Referring to the equivalent circuit shown in Fig. 2,
under blocked-rotor condition (ωr = 0), as encountered dur-
ing integrated charging process, the equivalent circuit of the
motor can be simplified as shown Fig. 3. If the damper is es-
pecially designed such that the equivalent impedances in the
parallel branches of d-and q-axes of Fig. 2 are equal at the grid
 262
Fig. 2. d- and q-axis equivalent circuits of an IPMSM with a damper under
blocked rotor condition. (a) d-axis. (b) q-axis.
Fig. 3. Per-phase equivalent circuit of an IPMSM with a special damper.
frequency, the saliency effect created by buried magnets will
be canceled by the damper circuits.This is one of the motivat-
ing factors that lead to introduction of dampers in IPMSM to
deal with issue of saliency in IPMSM for integrated charging
application.
The authors also derive motivation from research performed
in [20] where an IPMSM with dampers was investigated for EV
applications and it was found that the introduction of dampers
improved the steady-state and dynamic performance in the ma-
chine as well. An integrated charging system is yet another ap-
plication where incorporating IPMSM with damper is expected
to provide advantages, as explained above.
C. Paper Objectives
Based on the aforementioned motivating factors, the authors
have taken a neutral stand in exclusively investigating the per-
formance of an integrated charging system involving IPMSM
with damper bars in the rotor for EV application. This is one of
the novelties of the paper. In order to experimentally and the-
oretically investigate the performance of such a machine with
dampers and magnets in the rotor, available in the laboratory,
electrical circuit parameters of the machine had to be deter-
mined. In an attempt to determine the machine’s parameters,
a novel parameter determination method evolved, which over-
comes the challenges encountered in [21]. This has been, there-
fore, proposed and validated in Section II. Section III reports
how the determined parameters are employed in the machine
model to control and investigate: 1) the laboratory IPMSM with
Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 31, NO. 1, MARCH 2016
Fig. 4. d- and q-axis equivalent circuit models of an IPMSM with a damper
in the rotor reference frame. (a) d-axis. (b) q-axis. (c) Representational image
of the IPMSM with dampers consider in this paper.
and without dampers theoretically; and 2) the laboratory IPMSM
with dampers experimentally and theoretically under G2V and
V2G modes. The experimental results have been presented and
discussed in Section IV.
II. PARAMETER DETERMINATION OF IPMSM WITH DAMPER
BARS IN THE ROTOR
The equivalent circuit model of an IPMSM with damper is
shown in Fig. 4(a) and (b). A representational cross section
of the IPMSM with dampers being considered in this paper is
shown in Fig. 4(c). The mathematical model of an IPMSM with
damper bars was previously introduced by the authors in [21].
A standard dc test was used to determined stator resistance and
a modified blocked-rotor test was used to determined damper
parameters in [21]. However, a blocked-rotor test offers iden-
tical findings while orienting along direct axis and quadrature
axis separately under the condition that the inductances of the
magnetizing branches Lm d and Lm q are higher than the leakage
inductances of the damper Llk d and Llk q . Moreover, the rotor
structure needs to be known in order to determine the machine
class, to be able to determine Lls , Llk d , and Llk q from Xbr .
Therefore, a single-phase ac test is proposed in this paper based
on the fundamental magnetic circuit properties of the machine
to determine the damper parameters without the aforementioned
 LU et al.: INVESTIGATION OF INTEGRATED CHARGING AND DISCHARGING INCORPORATING INTERIOR PERMANENT MAGNET MACHINE 263

constraints. Additionally, the stator ac resistance can be found written as

out directly from this proposed methodology, which yields more
vk q = rk q ik q + pλk q = 0. (5)
accurate results than simply using the dc test.
Inserting (4) into (5), and simplifying based on the above
A. Methodology and Theory Behind the Proposed operating conditions, the damper q-axis current should satisfy
Single-Phase AC Test the following equation:


The flux linkage of stator phases a and b, as well as the 0 = rk q ik q + Llk q + Lm q pik q . (6)
damper d-axis and q-axis referred to the stator side in a PMSM As there is no external excitation in the q-axis damper at
with damper bars, can be written as in (1)–(4) [5] steady state, ik q is zero. Given ik q is zero, the voltage in phase
a, b and damper q-axis can be calculated as in (7)–(9)
λas = {Lls + LA − LB cos 2θr } ias
   vas = rs ias + pλas = rs ia
1 2π  
+ − LA − LB cos 2θr − ibs 2
2 3 + Lls + Lm d pias + Lm d pik d (7)
   3
1 2π
+ − LA − LB cos 2θr + ics 1 1
2 3 vbs = rs ibs + pλbs = − Lm d pias − Lm d pik d (8)
3 2
+Lm q cos θr ik q + λ0 sin θr + Lm d sin θr ik d (1) ⎫
2
   vk d = rk d ik d + pλk d = rk d ik d + Lm d pias ⎬
1 2π 3 . (9)
λbs = − LA − LB cos 2θr − ias ⎭
2 3 + (Llk d + Lm d ) pik d
  
4π At steady-state condition with sinusoidal excitation of rated
+ Lls + LA − LB cos 2θr − ibs frequency, the voltage can be expressed in terms of current,
3
  resistance, and reactance at supply frequency. For phase a and
1
+ − LA − LB cos (2θr + 2π) ics phase b
2
    2
2π  2π Vas = rs Ias + jXls Ias + jXm d Ias + jXm d Ik d (10)
+Lm q cos θr − ik q + λ0 sin θr − 3
3 3 1 1
  Vbs = − jXm d Ias − jXm d Ik d (11)
2π  3 2
+Lm d sin θr − ik d (2)
3 where the phase of the current in phase a is considered as the
  ⎫ reference phase with a phase angle zero. The angle measured
2 2 2π
λk d = Lm d sin θr ias + Lm d sin θr − ibs ⎪ ⎪
⎬ between the supply voltage and the stator current in a phase is
3 3 3 defined as θ. The measured angle between the induced voltage
  (3)
⎪
ics + λ0 + (Llk d + Lm d ) ik d ⎪
2 2π in phase b and the current in phase a is defined as β. Similarly, at
+ Lm d sin θr + ⎭
3 3 steady state, the voltage at the damper d-axis can be calculated
  ⎫ through resistance and reactance
2 2 2π
λk q = Lm q cos θr ias + Lm q cos θr − ibs ⎪⎪
⎬ 2
3
 
3 3
(4) 0 = rk d Ik d + jXm d Ias + j (Xlk
 
d + Xm d ) Ik d . (12)

 ⎪ 3
ics + Llk q + Lm q ik q ⎪
2 2π
+ Lm q cos θr + ⎭ From (12), Ik d can be represented as
3 3
2
3 jXm d Ias
where symbols have their usual meaning [5]. The motoring Ik d = − . (13)
convention has been assumed positive here. In the proposed rk d 
+ jXlk d + jXm d
methodology for determining the electrical parameters of the Inserting (13) into (11) and (12) yields
dampers, in the conventional d- and q-axis equivalent circuit, ⎫
|Vas | 2
X 2 Ia r ⎪
⎪
a controlled single-phase ac sinusoidal voltage is applied to cos θ = rs + 2 3 m d k d ⎪
⎪
|Ias | rk d + (Xlk d + Xm d )2 ⎪
⎪
the armature a phase winding with the rotor held stationary at ⎪
⎪
⎪
⎪
certain strategic positions all throughout the test. When the rotor |Vbs | 1
X 2 Ia r ⎪
⎪
cos β = − 2 3 m d k d ⎪
⎪
is held stationary, pθr = ωr = 0. The blocked-rotor tests were
|Ias | ⎪
⎬
rk d + (Xk d + Xm d )2
performed under two rotor positions as presented below: .
Condition 1: The a phase is aligned with the d-axis, (i.e., |Vas | 2 2
X 2 (X  + Xm d ) ⎪
⎪
sin θ = Xls + Xm d − 32 m d  lk d ⎪
⎪
field axis kept stationary) and is excited with a single-phase |Ias | ⎪
⎪
3 rk d + (Xlk d + Xm d )2 ⎪
⎪
sinusoidal ac voltage with the other two phases kept open ⎪
⎪
⎪
⎪
(i.e., θr = 90o , ib = ic = 0, pib = pic = 0). The voltages van , |Vbs | 1 1
X 2 (X  + Xm d ) ⎪
⎪
sin β = − Xm d + 32 m d  lk d ⎪
⎭
vbn and current ia are measured under steady-state condition. |Ias | 3 rk d + (Xlk d + Xm d )2
The damper q-axis voltage referred to the stator side can be (14)

Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
 264 IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 31, NO. 1, MARCH 2016

Fig. 5. Measured stator voltages of phase a and phase b, and current through phase a. (a) Condition 1: d-axis aligned with a. (b) Condition 2: q-axis aligned with
phase a.

TABLE I
EXPERIMENTAL RESULTS OBTAINED FROM THE SINGLE-PHASE AC TEST

Condition |V a s | (V) |V b s | (V) |I a s | (A) θ (˚) β (˚) r s (Ω) X l s (Ω) r k d ( k q ) (Ω) X l k d ( k q ) (Ω)

d-axis aligned with a phase #1 12.45 1.209 5.862 61.1 −120.49 0.813 1.506 0.357 0.599
#2 19.12 1.853 9.077 61.2 −120.59 0.807 1.494 0.353 0.593
#3 29.9 2.893 14.05 61.3 −120.42 0.813 1.511 0.355 0.599
q-axis aligned with a phase #1 13.11 1.157 6.984 60.9 −124.78 0.797 1.494 0.324 0.601
#2 20.92 1.845 10.36 59.7 −126.034 0.779 1.472 0.331 0.586
#3 27.12 2.385 13.47 59.7 −126.03 0.807 1.452 0.331 0.572

Therefore, TABLE II
NAMEPLATE RATINGS OF THE IPMSM WITH DAMPERS USED IN THE
|Vas | |Vbs | INVESTIGATIONS
rs = cos θ + 2 cos β
|Ias | |Ias |
Hz V kW A cos θ r/min N·m
|Vas | |Vbs |
Xls = sin θ + 2 sin β (15)
|Ias | |Ias | 20 85 1.13 11.13 0.20 600 18
50 200 2.83 11.40 0.80 1500 18
2 2  ⎫
|Va | 3 Xm d Ia rk q ⎪
⎪
100 400 5.66 11.68 0.76 3000 18
cos θ2 = rs +  2 ⎪
⎪
|Ia | ⎪
⎪
rk2q + Xlk

q + Xm q ⎪
⎪
⎪
⎪
⎪
⎪
|Vb |
2 2 
3 Xm q Ia rk q
⎪
⎪ during the said conventional test [22]. Once Xls is found, Xm d
cos β2 = −  2 ⎪
⎪
|Ia | ⎪
⎪ and Xm q can easily be calculated using the Xds and Xq s values
rk2q + Xlk
 ⎪
⎪ 
q + Xm q ⎪
⎬ from the synchronous speed loading test. Therefore, rlk d and
 
Xlk d can be found by solving either the first and third or second
 .
|Va | 2
2 2
3 Xm q Xlk q + Xm q ⎪
⎪
sin θ2 = Xls + Xm q − ⎪
⎪
and fourth equations of (15).
 2 ⎪
⎪
|Ia | 3 ⎪
⎪
Condition 2: Under operating conditions similar to that of
rk2q + Xlk 
q + X m q ⎪
⎪
 ⎪
⎪
condition 1, but now with the q-axis aligned with the a phase
⎪
⎪ axis at stationary position, θr = 0◦ . At this rotor angle, the d-
1
X 2
X 
+ X ⎪
⎪
|Vb | 1 3 m q lk q m q ⎪
⎪
sin β2 = − Xm q +  2 ⎪
⎪
axis damper current is zero. Following the same procedures of
|Ia | 3 ⎪
⎭ condition 1, the set of equations in (16) can be arrived at. Similar
rk2q + Xlk 
q + Xm q
to condition 1, rs and Xls can be calculated using (15). Since the
(16) stator does not have saliency, the value found from condition 1
 
should closely match with that from condition 2. rlk q and Xlk q
The method discussed above for measuring stator leakage in- can be found by solving either the first and third or second and
ductance is a contribution of this paper. It may be mentioned fourth equations of (16).
here that conventional “Potier reactance test” carried out on
wound-field synchronous machines to determine armature leak-
age inductance cannot be performed on PMSMs due to possible B. Experimental Results of the Proposed Single-Phase AC Test
chances of permanent magnet demagnetization which may oc- The nameplate ratings of the laboratory machine employed
cur because of demagnetizing armature reaction experienced in this paper are presented in Table II. It can be seen from

Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
 LU et al.: INVESTIGATION OF INTEGRATED CHARGING AND DISCHARGING INCORPORATING INTERIOR PERMANENT MAGNET MACHINE
Fig. 6. Overall block diagram of the three-phase bidirectional charger.
the waveforms measured using the oscilloscope as presented
in Fig. 5 that the stator a phase voltage is leading the current
in phase a, i.e., θ > 0. Also, the voltage induced in phase b
is lagging the current in phase a, i.e., β < 0. Table I shows
the measured data under conditions 1 and 2 with three differ-
ent supply voltages for each condition. It can be seen that the
measured results are consistent for all the tests. The dc resis-
tance drop method is normally applied for measuring armature
(stator) resistance. However, during normal operation the motor
armature (stator) experiences ac currents. Due to skin effects,
the equivalent ac resistance is higher than measured dc resis-
tance. In normal industrial practices, the dc resistance is first
measured and a correction factor of around 1.2 to 1.5 is applied
on the measured dc resistance to find out the ac resistance. In
standards, additional methods are described for measuring ac re-
sistance accurately [23]. In the proposed methodology, since ac
excitation is injected to the stator windings, the stator resistance
rs found using this method is the ac resistance and is more
accurate for the model compared to the standard dc test. The
damper resistances and reactances in d- and q-axis are equal
due to a symmetrical cage in the rotor of the machine under
consideration. The measured results are verified by a modified
blocked-rotor test proposed by the authors in [21].
III. COMPARATIVE PERFORMANCE ANALYSIS OF IPMSM
DRIVE WITH AND WITHOUT DAMPER BARS IN THE ROTOR
FOR INTEGRATED CHARGING
The developed dq-axis model of the IPMSM with dampers
and the parameters estimated using the laboratory IPMSM with
dampers were employed to build an integrated charging system
incorporating IPMSM with and without dampers to perform a
comparative performance analysis of both cases.
Fig. 6 demonstrates the topology of an integrated charging
system with additional relay/contactors on the machine wind-
ings. In traction mode, switches Sa , Sb , and Sc are kept open
and switches Sab and Sbc are closed to form the neutral point
of machine armature, while in charging mode, switches Sa , Sb ,
and Sc are closed and Sab and Sbc kept open to connect the
windings to the grid so that the machine inductances act as part
of a boost rectifier for G2V operation. If electrical isolation of
the vehicle powertrain components is desired, the charging sta-
Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
265
tion only has to incorporate a power frequency isolation trans-
former in between grid and the machine windings, as shown
in Fig. 10. In order to understand the machine equivalent in-
ductance at standstill, a traditional IPMSM under blocked-rotor
condition with a three-phase balanced sinusoidal to obtain the
required charging current at standstill condition is studied, and
the results are presented in Fig. 7. It is clear from the current
waveforms at two different rotor positions that the magnitudes
of the currents in the three phases are not balanced and are dif-
ferent with different values of static rotor positions, θr . This is
because of the unequal values of the equivalent inductances of
each armature phase at a standstill condition due to the saliency
of the IPMSM. In other words, if the machine and drive are con-
nected for integrated charging, and the motor should not rotate,
effective line inductances (La , Lb , Lc ) posed by the machine
will be unequal. Hence, if integrated charging is still contin-
ued with such a traditional IPMSM, controller realizations for
charging/discharging has to account for unbalance, making the
control structure/implementation complex and this unbalance
will additionally force higher ripple current burden on the dc-
link bulk capacitor due to unbalanced operation. Hence, special
power stack and control system designs are required for charger
operation considering unbalance.
On the contrary, an IPMSM with especially designed damper
bars as described in Section I-B under blocked-rotor condition is
supplied with similar balanced voltage as in previous condition
in Fig. 7 and correspondingly the current waveforms at two
different rotor positions are shown in Fig. 8. It is clear from
the current waveforms at two different rotor positions that the
three-phase armature currents iabc are balanced regardless of
different static values of θr . The machine can be represented
by a per-phase equivalent circuit, as in Fig. 2, for nonsalient
machine. As a result, when switches Sa , Sb , and Sc in Fig. 5 are
connected for charging operation, the equivalent impedances on
the three lines are equal and therefore will draw balanced three-
phase currents from the grid. Hence, use of such a machine
will enable working with simpler control structure of balanced
systems. Additionally, this will ensure much lesser stress on the
dc-link bulk capacitors, which are generally designed assuming
balanced three-phase inverter loadings, and hence, the existing
traction inverter stack with the bulk capacitors can be used for
battery charging.
 266
Fig. 7. Stator voltage and current of an IPMSM at standstill condition. (a)
Terminal phase voltage. (b) Terminal current when θr = 0 ◦ . (c) Terminal current
when θr = 60 ◦ .
IV. EXPERIMENTAL ANALYSIS OF INTEGRATED CHARGING
SYSTEM INCORPORATING IPMSM WITH DAMPER BARS
To verify the principle and operation of integrated charging
through an IPMSM with damper bars for charging, i.e., G2V
(grid-vehicle) as well as discharging, i.e., V2G (vehicle-grid)
operations, an experimental setup, as shown in Fig. 9, is con-
structed and the dq-axes-based vector control method is imple-
mented as explained in [4].
Fig. 10 illustrates the experimental setup through a block
diagram. The battery and dc–dc converter shown in Fig. 1 is
emulated using a controllable dc supply during V2G operation
and a variable resistive load during G2V operation. The voltage
and current at the dc link (vDC and iDC ) are measured and taken
Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 31, NO. 1, MARCH 2016
Fig. 8. Stator current of an IPMSM with a special damper at standstill condi-
tion. (a) Terminal current when θr = 0 ◦ . (b) Terminal current when θr = 60 ◦ .
into consideration in the dc-link voltage control loop. The grid-
side voltage (vgrid ) is measured for voltage matching and unit
vector generation. The grid-side current is measured, and then,
dq transformation is performed to achieve decoupling taking
help of feedforward compensation to control the real power and
reactive power through control of the d- and q-axis currents. The
current direction from grid side toward the vehicle battery side
is considered as positive direction of iDC and igrid . The results
are shown below for both G2V and V2G operations.
A. Experimental Investigation Under G2V Operation
The grid-side voltage is set to be VL L = 50 V rms through a
transformer, and before the application of load at the dc link, the
link voltage is charged to 100 V by controlling the reference dc-
link voltage to be 100 V. During charging mode, the integrated
charging system is required to control the current flow from
the grid to accommodate the change in the battery requirement.
In order to verify the transient performance of the system to a
change of load, a variable resistive load is applied at the dc link
of the inverter.
The current and voltage waveforms at the ac side and the dc
side of the grid-side converter are captured and shown in Fig. 11
(CH1 vgrid , CH2 igrid , CH3 vDC , and CH4 iDC 500 mV/A).
 LU et al.: INVESTIGATION OF INTEGRATED CHARGING AND DISCHARGING INCORPORATING INTERIOR PERMANENT MAGNET MACHINE 267

Fig. 9. Experimental setup of IPMSM with damper for G2V and V2G operations.

Fig. 10. Block diagram of the experimental setup for implementing G2V and V2G operations with PMSM windings.

Fig. 11. Transient performance of the integrated charging system during G2V Fig. 12. Steady-state performance of the integrated charging system during
operation. G2V operation.

With a fixed resistive load of 2.6 A at the dc link, the dc-

link voltage appears controlled at 100 V with grid-side current
(“A”-phase) and grid-side voltage (“A”-phase) in phase. As the
resistive load at the dc link is changed from 2.6 to 5 A, the dc-
link voltage of the inverter dropped slightly during the transient
but then restored to 100 V with dc-link voltage control working
satisfactorily.
The grid-side current magnitude changes from 3 to 5.5 A
rms at steady state due to the increase of loading but grid-side
current (“A”-phase) and voltage (“A”-phase) remain locked in
phase.
Fig. 12 demonstrates the steady-state G2V performance of
integrated charger at the grid side (CH1 vgrid , CH2 ia , CH3
ib , and CH4 ic ) with the time scale expanded. It shows more
clearly that the a-phase voltages and currents are in phase which
indicates the power flow from grid side to battery side at unity
displacement power factor operation. The power factor has been
measured and found to be between 0.99 and unity. Also, the
three-phase currents are balanced due to the effectiveness of the
damper bar in eliminating the problems posed by the saliency
of the IPMSM during charging/discharging.

Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
 268
Fig. 13. Transient performance of the integrated charging system during V2G
operation.
Fig. 14. Steady-state performance of the integrated charging system during
V2G operation.
B. Experimental Investigation Under V2G Operation
To emulate V2G operation, a dc power supply is connected at
the dc link of the inverter and set to 100 V. Before the grid-side
converter is connected to the grid (i.e., contactor M1 in Fig. 10
kept off), the integrated charging system is controlled to match
the fundamental voltage of the point of common coupling to
be the same as the grid-side voltage (both amplitude and phase).
The contactor M1 is now closed after the voltage is established
and the current fed to the grid is controlled by the controller.
In order to verify the transient performance of the system, the
grid-side reference current is originally controlled to be 3-A rms
steady state and then a step change is applied in the controller
to change this reference current to 5.5 A rms. The actual current
and voltage waveforms in the dc and ac sides of the grid-side
converter are captured and shown in Fig. 13 (CH1 vgrid , CH2
igrid , CH3 vDC , and CH4 iDC 500 mV/A). Due to the change in
the reference current, the dc-link current is seen in the negative
direction and its amplitude increases from 2.6 to 5 A.
Fig. 14 demonstrates the steady-state V2G performance of
integrated charger at the grid side (CH1 vgrid , CH2 ia , CH3 ib ,
and CH4 ic ) with time scale expanded. It is shown that the a-
phase voltage and a-phase current are 180° out of phase, which
Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 31, NO. 1, MARCH 2016
indicates the power flow from battery side to grid side, again
at unity displacement power factor. The grid-side three-phase
currents are also balanced regardless of the rotor position and
the direction of power flow.
The basic operation is demonstrated through the aforemen-
tioned experimental setup. However, it is observed that during
both charging and discharging operations, there is noise and
vibration on the motor due to the unwanted torque developed
by the current through the machine windings arising from the
induction motor action with the damper being employed in the
IPMSM.
It is a fact that for charging applications, the line inductor is
designed in such a way that about 5–8% of fundamental rated
voltage gets dropped across itself at rated charging current. In
integrated charging, an armature phase winding of the IPMSM
with special damper is being proposed in place of the line in-
ductor. Hence, it may be argued that 5–8% of fundamental rated
voltage at rated charging current will now get impressed across
each armature phase winding during charging/discharging. It is
a well-known fact that an induction motor with this low range
of voltage at rated current in most cases is unable to produce
enough average torque to cause it to run. The IPMSM with spe-
cial damper for such an application can very well be designed
in such a way that it does not produce enough torque during
G2V and V2G so that it starts running. Despite this, even if such
a tendency is found, existing mechanical braking arrangements
can be utilized to hold the rotor firmly to completely eliminate
the chance of movement of the rotor while charging/discharging
is performed. More work should be done to address these issues
before the commercialization of the proposed system.
V. CONCLUSION
This paper has initially explained how the existing EV pow-
ertrain components including the IPMSM, designed for traction
application, can also be utilized for battery charging (G2V) and
discharging (V2G) applications. Thereafter, it has discussed and
proved the problems of unbalanced impedances at the standstill
condition, posed by the traditional salient IPMSM, if used in lieu
of the ac line inductors, for the boost ac–dc line-side converter
for charging/discharging applications. Consequently, the paper
proves, by means of theoretical formulation and supported by
simulation, how properly designed dampers can solve the prob-
lems. The paper has also presented a novel methodology of an ac
single-phase excitation-based standstill test to determine the dq-
axis equivalent circuit parameters of an IPMSM with dampers.
The knowledge about these machine parameters has eventually
been utilized in realizing a vector-control based strategy for con-
trolling the grid-side ac–dc converter of the integrated charger
and the satisfactory performance of such a complete integrated
charging system ensuring near-unity power factor, acceptable to-
tal harmonic distortion, stationary rotor condition, and balanced
three phase currents has been presented through experiments
utilizing an existing laboratory IPMSM with dampers. A justifi-
cation has been proposed to ensure why and how the movement
of the rotor can be arrested during charging/discharging and
also about how to maintain electrical isolation between the grid
 LU et al.: INVESTIGATION OF INTEGRATED CHARGING AND DISCHARGING INCORPORATING INTERIOR PERMANENT MAGNET MACHINE
and the EV powertrain components. The special design of the
IPMSM with specialized dampers to achieve optimal charging
as well as optimal traction motor performance at the same time
is kept out of scope of this paper and will be dealt with as a
future work.
REFERENCES
[1] ABB Electric Vehicle Charging Infrastructure. (2015, Mar. 15). [Online]
Available: http://www02.abb.com/global/zaabb/zaabb011.nsf/bf177942
f19f4a98c1257148003b7a0a/20e3c53a2308930fc1257b720034c458/$
file/dmpc+5+-+presentation+-+electric+vehicle+charging+
solutions.pdf
[2] T. G. Thoppil, Unwinding Electric Motors, SAE Int., 2014, pp. 1–3.
[3] M. Yilmaz and P. T. Krein, “Review of battery charger topologies, charging
power level, and infrastructure for plug-in electric and hybrid vehicles,”
IEEE Trans. Power Electron., vol. 28, no. 5, pp. 2151–2169, May 2013.
[4] X. Lu, K. L. V. Iyer, K. Mukherjee, and N. C. Kar, “A dual purpose
triangular neural network based module for monitoring and protection
in bi-directional off-board level-3 charging of EV/PHEV,” IEEE Trans.
Smart Grid, vol. 3, no. 4, pp. 1670–1678, Dec. 2012.
[5] P. C. Krause, O. Wasynczuk, and S. Sudhoff, Analysis of Electric Machin-
ery and Drive Systems. Hoboken, NJ, USA: Wiley, 2002.
[6] A. G. Cocconi, “Combined motor drive and battery recharge system,” U.S.
Patent US5341075A, 1994.
[7] AC Propulsion EV Drive System Specifications. (2015, Aug. 20). [Online].
Available: http://www.acpropulsion.com/products-reductive.html
[8] F. Lacressonniere and B. Cassoret, “Converter used as a battery charger
and a motor speed controller in an industrial truck,” in Proc. Eur. Conf.
Power Electron. Appl., 2005, p. 7.
[9] W. E. Rippel, “Integrated traction inverter and battery charger apparatus,”
U.S. Patent US4920475A, 1990.
[10] A. Bruyere, L. De Sousa, B. Bouchez, P. Sandulescu, X. Kestelyn, and
E. Semail, “A multiphase traction/fast-battery-charger drive for electric or
plug-in hybrid vehicles: Solutions for control in traction mode,” in Proc.
IEEE Veh. Power Prop. Conf., 2010, pp. 1–7.
[11] L. De Sousa, B. Silvestre, and B. Bouchez, “A combined multiphase
electric drive and fast battery charger for electric vehicles,” in Proc. IEEE
Veh. Power Prop. Conf., 2010, pp. 1–6.
[12] L. De Sousa and B. Bouchez, “Method and electric combined de-
vice for powering and charging with compensation means,” U.S. Patent
US20120019173 A1, Jan 26, 2012.
[13] I. Subotic, E. Levi, M. Jones, and D. Graovac, “An integrated battery
charger for EVs based on an asymmetrical six-phase machine,” in Proc.
39th Annu. Conf. IEEE Ind. Electron. Soc., 2013, pp. 7244–7249.
[14] S. Haghbin, M. Alakula, K. Khan, S. Lundmark, M. Leksell, O. Wallmark,
and O. Carlson, “An integrated charger for plug-in hybrid electric vehicles
based on a special interior permanent magnet motor,” in Proc. IEEE Veh.
Power Prop. Conf., 2010, pp. 1–6.
[15] S. Haghbin, S. Lundmark, M. Alakula, and O. Carlson, “An isolated high-
power integrated charger in electrified-vehicle applications,” IEEE Trans.
Veh. Technol., vol. 60, no. 9, pp. 4115–4126, Nov. 2011.
[16] S. Haghbin, S. Lundmark, O. Carlson, and M. Alakula, “A combined
motor/drive/battery charger based on a split-windings PMSM,” in Proc.
IEEE Veh. Power Prop. Conf., 2011, pp. 1–6.
[17] M. Olszewski, Evaluation of the 2004 Toyota Prius Hybrid Electric Drive
System. Oak Ridge, TN, USA: Oak Ridge Nat. Lab., 2006, pp. 70–85.
[18] T. Burress, Benchmarking of Competitive Technologies. Oak Ridge, TN,
USA: Oak Ridge Nat. Lab., 2012.
[19] S. Lacroix, E. Laboure, and M. Hilairet, “An integrated fast battery charger
for electric vehicle,” in Proc. IEEE Veh. Power Prop. Conf., 2010, pp. 1–6.
[20] X. Lu, K. L. V. Iyer, K. Mukherjee, K. Ramkumar, and N. C. Kar,
“Investigation of permanent magnet motor drives incorporating damper
bars for electrified vehicles,” IEEE Trans. Ind. Electron., vol. 62, no. 5,
pp. 3234–3244, May 2015.
[21] K. L. V. Iyer, X. Lu, K. Mukherjee, and N. C. Kar, “Novel two-axis theory
based approach towards parameter determination of line-start permanent
magnet synchronous machines,” IEEE Trans. Magn., vol. 48, no. 11,
pp. 4208–4211, Nov. 2012.
[22] P. S. Bimbhra, Electric Machinery. New Delhi, India: Khanna Publishers,
2012, pp. 272–273.
[23] IEEE Standard Test Code for Resistance Measurement, IEEE Standard
118-1978, Mar. 1992.
Authorized licensed use limited to: Indian Instt of Engg Science & Tech- SHIBPUR. Downloaded on March 08,2022 at 06:40:48 UTC from IEEE Xplore. Restrictions apply.
269
Xiaomin Lu (S’11–M’12) received the Bachelor’s
degree in engineering from Sun-Yet Sen University,
Guangdong, China, in July 2010, and the Doctoral
degree in electrical and computer engineering from
the University of Windsor, Windsor, ON, Canada, in
2014.
She is currently a Research Engineer. Her research
interests include modeling and analysis of permanent
magnet synchronous machines and drives, and condi-
tion monitoring for electric vehicle drive-train system
and power system applications.
K. Lakshmi Varaha Iyer (S’10) received the B.Tech.
degree in electronics and communication engineer-
ing from Shanmugha Arts, Science, Technology, and
Research Academy University, Thanjavur, India, in
2009, and the M.A.Sc. degree in electrical and com-
puter engineering from the University of Windsor,
Windsor, ON, Canada, in 2011. He is currently work-
ing toward the Doctoral degree in electrical and com-
puter engineering under the Canada Research Chair
Program in Electrified Transportation Systems, Uni-
versity of Windsor.
His current research interests include electric machines and drives, and as-
sociated sustainable energy solutions for electrified transportation application.
Kaushik Mukherjee (M’03–SM’15) was born in
1970. He received the B.E. degree from the Depart-
ment of Electrical Engineering, Jadavpur University,
Kolkata, India, in 1993; the M.E. degree from the
Department of Electrical Engineering, Bengal En-
gineering College, Howrah, India, in 1998; and the
Ph.D. degree from the Department of Electrical En-
gineering, Indian Institute of Technology, Kharagpur,
India, in 2003, all in electrical engineering.
Since 1993, he has spent almost two and a half
years in the industry. In 2002, he joined the Depart-
ment of Electrical Engineering, Jadavpur University, as a Lecturer. Since 2006,
he has been an Assistant Professor with the Department of Electrical Engineer-
ing, Bengal Engineering and Science University (now the Indian Institute of
Engineering Science and Technology), Howrah. He is a Visiting Professor at
the Centre for Hybrid Automotive Research and Green Energy, University of
Windsor, Windsor, ON, Canada. His research interests include electrical ma-
chines, drives, and power electronics applications in general.
Narayan C. Kar (S’97–M’00–SM’07) received the
B.Sc. degree in electrical engineering from the
Bangladesh University of Engineering and Technol-
ogy, Dhaka, Bangladesh, in 1992, and the M.Sc. and
Ph.D. degrees in electrical engineering from the Ki-
tami Institute of Technology, Hokkaido, Japan, in
1997 and 2000, respectively.
He is currently an Associate Professor with the
Electrical and Computer Engineering Department,
University of Windsor, Windsor, ON, Canada, where
he holds the Canada Research Chair position in hy-
brid drivetrain systems. His current research interests include the analysis, de-
sign, and control of permanent magnet synchronous, induction, and switched
reluctance machines for hybrid electric vehicle and wind power applications;
testing and performance analysis of batteries; and development of optimization
techniques for hybrid energy management system.