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Design and Analysis of Interior Permanent Magnet Motor for Electric Vehicle
Application Considering Irreversible Demagnetization

Conference Paper · August 2020

DOI: 10.1109/ICEM49940.2020.9271060

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 Design and Analysis of Interior Permanent
Magnet Motor for Electric Vehicle Application
Considering Irreversible Demagnetization
F. Mahmouditabar, A. Vahedi, Senior member, and N. Takorabet
Φ
Abstract -- The design of permanent magnet motors for use
in electric vehicle application has different design aspects. In
this paper, the conceptual process of designing a permanent
magnet electric motor for use in Sedan Low electric vehicle
propulsion has been presented. Based on the electric vehicle
application requirements an interior permanent magnet motor
with a maximum power of 120 kW is designed. One of the most
important aspects in the design of the permanent magnet
motors for electric vehicle application is the issue of irreversible
demagnetization. So this aspect of the design needs to be
properly considered. Therefore, in this paper, the process of
designing and analyzing the electromagnetic-thermal analysis of
the electric motor for use in an electric vehicle application is
presented. Besides using the Taguchi method the optimization
of the designed motor in term of irreversible demagnetization is
carried out.
Index Terms-- Demagnetization, Interior Permanent Magnet
Motor, Electric Vehicle Application, Lumped Parameter
Method, and Finite Element Method.
I. INTRODUCTION
I N recent years, due to the growing concerns about fossil
fuels and environmental pollution, it is very important to
pay attention to the development of Electric Vehicles (EVs).
One of the most important aspects of EV development is the
design and optimization of the electric motor used in the
power system. In the meantime, one of the most common
structures used in EVs is the Interior Permanent Magnet
(IPM) motor. IPM motor has good performance
characteristics such as high torque/power density, high
efficiency, high flux weakening capability, and good
controllability throughout the constant torque and power
regions [1]–[3].
There are many research in design and developing the
IPM motor for EV applications. In [4] using double layer
fractional slot distributed winding with strengthening rib and
modified magnetic bridge the filed weakening capability and
heat emission performance are improved. In [5] using multi
flux barrier and hybrid type PMs the cost, demagnetization
tolerant, and the performance of the IPM motor was
improved. In [6] the effect of design parameters selection on
minimization of the total consumption energy in the different
F. Mahmouditabar is with School of Electrical Engineering, Iran
University of Science & Technology, Narmak, Tehran 16846-13114, Iran
(email: f_mahmouditabar@elec.iust.ac.ir )
A. Vahedi is with School of Electrical Engineering, Iran University of
Science & Technology, Narmak, Tehran 16846-13114, Iran (email:
avahedi@iust.ac.ir )
N. Takorabet is with Green Lab, Université de Lorraine, Nancy, France
(email: noureddine.takorabet@univ-lorraine.fr )
l-)))
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drive cycles have been investigated. The results shown that
based on the application and the considered drive cycle,
different parameters selection is required. In [7] five different
topologies of PMSM motor including one surface PM
topology and four single-layer interior PM topologies
(conventional, segmented, V-shape, and W-shape) are
compared at the same condition. The results shown that the
V-shaped PM rotor has the lowest magnet mass and after the
W-shaped has the highest d- and q-axis inductance. In [8]
three topologies of the multi-layers IPM motor in term of
torque ripple and core loss is investigated. The results has
shown that the three layer topology has the lowest core loss
and torque ripple due to reduction in the harmonics of the air
gap flux density. In [9] the effect of pulse-shaped magnetic
field and rotating magnetic field of the stator current on the
demagnetization of IPM motor during integrated charging
operation of EV is investigated. The results shown that the
effect of stator winding MMF is more significant and has the
destructive effects on PMs.
EVs must be able to function properly in a variety of
conditions, such as acceleration and cruising mode.
Acceleration of an EV leads to the pulse-shaped armature
currents to the motor, which can lead to a demagnetization
error in the electric motor. Therefore, it is crucial to study the
risk of irreversible demagnetization in the Permanent Magnet
(PM) motors. The difference between the electric motors
used in the EV should be considered in a drive cycle.
Therefore, different aspects of design are examined in a drive
cycle [10]. Important aspects of the design include average
torque, torque ripple, Cogging Torque, losses, efficiency,
thermal analysis, and demagnetization.
Section II presents the conceptual design of the electric
motor by considering the US06 drive cycle, Also 120 Kw V-
shaped IPM motor is designed for EV application. In Section
III, the electromagnetic analysis of the designed IPM motor
is performed and using rotor step-skew method, torque ripple
and cogging torque of the IPM motor is significantly
reduced. In Section IV, first, an effective cooling system for
the electric motor is designed then using two-way thermal-
electromagnetic analysis, the working temperatures of the
PMs are obtained. Finally, using Taguchi method the design
optimization of the designed motor is carried out.
II. CONCEPTUAL DESIGN OF ELECTRIC MOTOR FOR EV
The first step in the design of an electric motor is to
consider the features of the EV. In this paper, a car in the
family of the sedan low with features and expectations of

Table I is considered. shown in Table II.
TABLE I
THE FEATURES OF THE CONSIDERED EV
Item Value Item Value
Vehicle Mass (m) 1600 kg Gearbox Ratio 7.269
Frontal Area (S) 2.2 m2 Top Speed 140km/h
Air Density (p) 1.225 kg/m3 Acceleration Time <10sec
Drag Coefficient (cd) 0.3 Wheel Radius 0.31 m
Rolling Resistance Coefficient 0.018

Fig. 2. The whole working point of the US06 drive cycle and the envelope
curve of the required electric motor

TABLE II
THE SPECIFICATION OF THE DESIGNED IPM MOTOR
Parameter Value Parameter Value
Peak power 120 kW Stator inner diameter 157 mm
Fig. 1. US06 drive cycle DC bus voltage 360 V Air-gap length 0.8 mm
Cooling system EWG-50 Rotor outer diameter 155.4 mm
To calculate the torque-speed characteristic of an electric Peak current 440 A Rotor inner diameter 100 mm
motor, the method presented in the paper [11] is used. This Pole number 10 Axial length 160 mm
method considers the inertial F, rolling Fr, and drag forces Stator outer diameter 254 mm stator slots 60
Magnet type N38UH winding turns 4
while air force resistance is ignored as follow: parallel paths 2 Lamination M235-35A
­F = m .a (1a)
° III. ELECTROMAGNETIC ANALYSIS
°Fr = 0.01(1 + v ).m .g (1b)
° 4.4 The design of an electric car for use in an electric car has
® various aspects that need to be carefully analyzed. These
°F = 1 .ρ .c .S .v 2 (1c)
° d 2 x aspects are:
°F = F + F + F (1d)
¯ t f d A. Torque Profile
While a and g are the vehicle and gravitational Fig. 4 shows the output torque waveform of the designed
acceleration, respectively. In this paper, the US06 drive cycle IPM motor. As it was obvious, although the average motor
is considered. The specifications of the US06 drive cycle are torque is 302.6 Nm, the torque waveform is not good and has
shown in Fig. 1. This drive cycle represents a distance of a high torque ripple. To improve motor performance, it is
12.8 km with an average speed of 80 km/h, Top Speed 130 necessary to reduce the torque ripple of the motor. The main
km/h, and a duration of 596 seconds. reason for the torque ripple in the IPM motor is the cogging
According to the US06 drive cycle and Eq. 1, the whole torque so in term of reducing cogging torque special design
working points of the electric motor are shown in Fig. 2. It requirements is crucial. One of the most common methods to
should be noted that only the motoring work points are reduce torque ripple and cogging torque in an IPM motor is
shown and the regenerative area is not displayed. Based on rotor step skew method. In this method, the final rotor is
the torque-speed characteristic obtained from US06 and created by connecting several identical rotors that have a
expected acceleration time of the vehicle, the required rotational angle to each other. Compared to continuous
torque-speed characteristic of the electric motor is shown in skewing methods, step-skew methods have less construction
Fig. 2. Until the speed of 3800 rpm, the electric motor works complexity and are widely used. According to the [12] in PM
in the constant torque region and above 3800 rpm works in motors, the cogging torque can be expressed as a general
the flux-weakening region. For the US06 drive cycle, the form of:
peak torque and speed of the motor is 280 Nm and is 8400 ∞

rpm respectively. Given the goal of acceleration time of 10 T cslot (θ ) = ¦T csn sin(nN cθ ) (2)
seconds, the electric motor must provide a maximum torque n =1

of 300 Nm in a short time, so the design has the maximum
torque of 300 Nm and a maximum speed of 9000 rpm.
According to the design equations, 120 Kw, 60 slot-10
poles one-layer windings IPM motor is designed for use in
EV. Due to the high density of the designed motor power, it
is necessary to use an efficient and optimal cooling system.
Increasing the temperature will leads to reduce in service life
of the windings and will increase the demagnetization risk of
the magnets, so the spiral housing water jacket is used to
cool the electric motor. The details of the designed motor are
Whereas Nc is the smallest common multiple between the
number of stator slots and the rotor poles number, Tcsn is the
magnitude of n-th harmonic torque, and ߠ is the position of
the rotor relative to the center of the stator slot. Using the
relationship provided in [13], the angles of rotor step-skew
can be calculated as follows:
2k π
θs = k = 1, 2,3... (3)
εNc
While ߝ is the number of rotor steps. The number of rotor



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steps is generally considered between 2 and 5. In this paper,
as shown in Fig. 3 five steps are considered.

(a) (b)
Fig. 3. The configuration of the magnet in the step-skew rotor, five steps and
each step is skewed 1.6 degrees.
Fig. 5. Comparison of the magnetic flux distribution of the (a) initial design,
(b) step-skew rotor

C. Loss and Efficiency over the Drive Cycle

Accurate calculation of various losses in electric motors
will leads to accurate estimation of thermal and magnetic
properties of the motor. Analytical methods for measuring
core losses, copper losses, and magnet losses are not
accurate, so it is necessary to use the FEM method to
calculate losses. Accurate calculation of core losses is
performed using Eq. 4.
Pcore = k h fB m n + k e f 2 B m 2 + k a f 1.5
B m 1.5 (4)
While, kh, ke, and ka are the coefficients of hysteresis,
eddy current, and additional losses, respectively. ݂ is the
Fig. 4. Comparison of the initial design torque and step-skew rotor
electrical frequency and Bm is the amplitude of the magnetic
flux density. Magnet losses are calculated using the method
The results of the rotor step-skew on the torque waveform presented in [14]. To the accurate calculation of the stator
of the IPM motor are shown in Fig. 4. The results indicate winding losses, it is necessary to consider the skin and
that using of rotor step-skew method, by the previous proximity effects, since the PM motors used in EVs operate
expectation, will lead to a reduction in the average torque over a large working area. As a result, copper stator losses
and torque ripple of the motor. The average torque has are obtained from Eq. 5 that it has two terms of ac and dc
dropped from 302.6 Nm to 298.7 Nm. On the other hand, a losses.
significant improvement in the torque profile has occurred Pcopper = Pcopper
dc
+ Pcopper
ac
(5)
and the torque ripple decreases from 18.33% to 3.03% and
falls within an acceptable range. Since the designed motor is supposed to operate in a drive
cycle and go through different working points, the amount of
B. Magnetic Flux Density Distribution calculated motor losses based on the drive cycle of US06 are
One of the most important parameters in the design of an shown in Fig. 6.
electric motor is the distribution of the magnetic flux density. 10000
Total Core Loss
The steel sheets used in electric motors have a saturation Magnet Loss
Total Loss
knee point. To proper utilization of the iron core, the 8000 Stator Copper Loss AC
Stator Copper Loss DC
operating working point of the iron core must be near the
saturation point. Another important issue is the prevention of 6000
over-saturation. The steel sheet used in the designed IPM
motor is M235-35A, which have a saturation point of 2.1 T. 4000
The distribution of flux density in the rotor and stator cores
for the initial design and rotor step-skew are shown in Fig. 5.
2000
The results indicate that the initial design is oversaturated
and does not have the desired design. Whereas by applying
0
rotor step-skew, the amount of flux density of steel cores is 0 100 200 300 400 500 600
improved and the maximum flux density of steel cores is Time (sec)
Fig. 6. Different terms of IPM motor losses in the US06 drive cycle
close to the knee point of M235-35A sheet. including magnet eddy current losses, iron losses, copper losses, and the
total losses of the motor.



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 100 irreversible demagnetization. The effect of demagnetization
90 fault on motor performance is very severe. This error leads to
80 changes in the air gap flux density, stator currents and
70 voltages, and rated torque. It also increases vibration and
60 noise, reduces torque, increases the temperature of the coils
50
and further reduction in the remnant flux density. Therefore,
40
it is necessary to carefully examine the PM motors from
30
demagnetization. The first step in the demagnetization
analysis is to check the temperature of the PMs. For the
20
NdFeB magnets, with increasing temperature, the risk of
10
demagnetization will be increased [15]. Therefore, it is
0
0 100 200 300 400 500 600 necessary to first model the thermal analysis of the IPM
Time (sec)
motor to determine the temperature of the magnet then the
Fig. 7. The efficiency of the designed IPM motor over the drive cycle
irreversible demagnetization phenomenon will be
investigated.
A. Two-way Thermal Analysis
Similar to electromagnetic analysis, thermal analysis is
divided into two categories of analytical methods and
numerical methods. Unlike numerical methods, analytical
methods are less complex and provide a good estimate of the
motor's thermal condition in the initial design steps. Besides
the analytical methods are capable to determine the type of
cooling system in a short time. The analytical method is
Fig. 8. The efficiency map of the designed IPM motor in the envelope curve known as the Lumped Parameter Model (LPM). LPM is an
of the torque-speed characteristics.
equivalent circuit for expressing the thermal characteristics
Using the calculated losses in the previous section, the
of electric motors. In this method, the electric motor is
efficiency of the electric motor in the US06 drive cycle can
geometrically divided into several models of centralized
be calculated using Eq. 6. The efficiency of the IPM motor
components (Lumped Parameter), which includes the heat
over the drive cycle is shown in Fig. 7. It should be noted
storage source and heat source. Thermal resistance values
that mechanical losses have not been considered. Also, the
and resource losses depend on the dimensions of the motor,
efficiency map of the designed IPM motor is shown in Fig. 8.
material specifications and losses. Finally, these components
Pout
η (%) = ×100 (6) are connected using thermal impedances [16], [17].
Pout + Ploss In this section, thermal analysis is performed using the
developed equivalent thermal circuit model for IPM motor
D. General specifications of the motor over the US06 drive [18]. The cooling system for the IPM motor is Housing
cycle Spiral Water Jacket, which has a water-glycol solution at a
Examining the performance of an electric motor over the rate of 8e-5 m3/sec with an inlet temperature of 65°C. In this
drive cycle gives an appropriate assessment and estimate of paper, two-way thermal analysis is performed in a steady-
the amount of required energy of the vehicle and, of course, state. As shown in Fig. 9, the accurate calculation of losses is
the required battery capacity. By calculating and analyzing done using the FEM model, and then these losses are entered
the losses and power of the electric motor in a drive cycle, as heat generation sources in the LPM model. Using LPM
the amount of input energy in each drive cycle can be temperatures of different parts of the motor is calculated.
calculated and according to the considered millage, the Then, according to the calculated temperatures, the magnetic
required batteries capacity can be determined. The output properties of the materials are modified and the
specifications of the designed IPM motor are shown in Table electromagnetic analysis is performed again. This iteration
III. process continues until the iteration change is less than 1%.
TABLE III
GENERAL SPECIFICATIONS OF THE MOTOR IN THE US06 DRIVE CYCLE
Item Value Item Value
Average efficiency 84.29 % Iron loss 0.163 kwh
Electrical input energy 3.427 kwh Magnet loss 0.003 kwh
2.985 Motoring
Shaft motoring energy 77.80 %
kWh operation
Total loss 0.512 kwh Copper Loss 0.347 kwh
Generating operation 22.20 %

IV. DEMAGNETIZATION ANALYSIS Fig. 9. The procedure of two-way thermal analysis of the IPM motor

One of the most common errors in PM motors is The temperature analysis of the IPM motor along with the



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cooling system is shown in Fig. 10. The considered solutions, the best design is achieved. The Taguchi method
insulation class for windings is H which can tolerate the hot use Orthogonal Array (OA) to screen the design space, the
spot of 180°C also the N38UH NdFeB magnet is considered advantage of this method is that it uses the least experimental
for PM which can tolerate the temperatures up to 180°C. In data based on the number of factors and levels in factor
the condition of peak torque, the temperature of the end parameter space to achieve the best combination of
windings and magnets are 126°C and 109°C, respectively, parameter design and optimal results [19], [20].
which are lower than the intended limits. Therefore, the The considered geometry parameters are airgap length,
embedded cooling system is suitable and efficient. web radial length, bridge, magnet width, length of magnet,
and magnet cap depth. To implement the OA five levels are
considered for each design variables (-10 %, -5%, 0, +5%,
and +10%). The predefined OA introduced by Taguchi for
six parameters and five levels for each one is L25. The L25
array is a matrix where the rows present the combination of
control factor levels for each simulation, and the columns
present the control factors and the target values, the columns
of the arrays are balanced and orthogonal. This means that in
each pair of columns, all factor combinations occur the same
number of times. Orthogonal designs let you estimate the
effect of each factor on the response independently of all
other factors. The orthogonal array of the Taguchi method is
a simulation table layout, which uses a minimized set of
simulations to learn the effects of all control factors on the
target value [21], [22]. The orthogonal array by Taguchi
method is shown in table IV. By running 2D FE model the
results of 25 different conditions in case of DR and PM
Fig. 10. Temperature distribution of the designed IPM motor at the condition
of the highest required torque and the base speed volume are obtained. To carry out the multi-objective
optimization, the weighted sum approach is utilized. In Eq. 7,
B. Design Optimization by Considering Irreversible
the target is to minimize f ( x ) where the weighted
Demagnetization
coefficients are considered as the same. Before computing
One of the crucial aspect in design of PM motor is
consideration of irreversible demagnetization. The f ( x ) it is necessary to normalize the objective terms so
demagnetization should be checked at short circuit condition using Eq. 8 the objective terms are normalized.
i.e. maximum negative d-axis current in the stator. The DR (i ) V PM (i )
f (x ) = + (7)
demagnetization of the magnet is influenced by rotor bridge DR (initial ) V PM (initial )
thickness, air gap length and other rotor geometry x (i ) − min(x )
parameters. So an optimization study of these parameters f ( Normalized _ i ) = (8)
max(x ) − min( x )
considering permanent magnet demagnetization is necessary. TABLE IV
To check the demagnetization, the worst condition i.e. the ORTHOGONAL ARRAY OF TAGUCHI DESIGN
highest temperature of the PMs (180°C) and the maximum Run A B C D E F DR VPM
negative d-axis current are considered. The magnetic flux 1 0.72 2.475 0.9 28.8 6.3 7.2 70.84 58060.8
2 0.72 2.6125 0.95 30.4 6.65 7.6 57.34 64691.2
density of the magnet's knee point for temperature 180°C is
: : : : : : : : :
0.404 T. Therefore, the specifications of the magnet are 12 0.8 2.6125 1.05 28.8 7 8.8 5.92 64512
adjusted according to the temperature of 180°C in the FEM : : : : : : : : :
model and the irreversible demagnetization condition is 24 0.88 2.8875 1 30.4 6.3 8.8 1.81 61286.4
evaluated. 25 0.88 3.025 1.05 32 6.65 7.2 1.22 68096
In this section using one of Design of Experiment (DOE)
methods i.e. Taguchi method, the geometry optimization of
the IPM motor is carried out. The aim of proposed approach
is to tolerate the IPM motor against the short circuit current
in term of irreversible demagnetization. It should notice that
in the optimization we are not allowed to increase the volume
of the PM because it significantly increased the price. So two
objectives of Demagnetization Rate (DR) and PM volume is
considered as objectives. As we know improve in one
objective probably leads to weakness in the other objective.
So in design optimization of electrical machines, the multi-
objective optimization must be carried out to all design
requirement are achieved. With tradeoff between the feasible Fig. 11. Main effects plot for S/N ratio of the objective function



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 To analyze the influences on motor performances
produced by different factors at different levels, Taguchi
optimization method uses the statistical mean made by
orthogonal arrays and analysis results of FEM, as shown in
Fig. 11. The results showed that the optimal solution is (A5,
B5, C2, D1, E4, and F5).
The DR of the initial and optimized rotor geometry in
term of irreversible demagnetization are shown in Fig. 12.
The results indicate that the demagnetization rate of PMs are
reduced from 17.61% to 1.87% meanwhile the PM volume is
reduced about 1%. It shows that the proposed optimization
algorithm is fast, accurate, and applicable. In the foregoing
work, we have planned to optimize the designed IPM motor
over the drive cycle by taking demagnetization into account
while cost, efficiency, and torque profile are the other
objective functions.
(a)
(b)
Fig. 12. The demagnetization conditions of the initial and modified rotor
design, the white area of the PMs indicate the demagnetized parts. (a) initial
design, (b) modified design
V. CONCLUSION
In this paper, the conceptual process of designing a PM
electric motor for use in Sedan Low EV propulsion has been
presented, taking into account the US06 drive cycle. Based
on the EV application requirements an IPM electric motor

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with a maximum power of 120 kW is designed. To improve
the torque profile in the designed IPM motor, a step-skew
method has been used to reduce the Cogging torque and
torque ripple, resulting in a torque ripple reduction from
18.33% to 3.03%. Furthermore, since in the application of
EVs, unlike normal industrial applications, it is necessary to
examine the performance of the motor during the drive cycle,
different aspects of design such as losses, efficiency and
general characteristics of the car are calculated from the
energy point of view is obtained. Also, due to the high power
density of the designed motor, an effective cooling system
has been designed for the electric motor and the thermal
analysis of the vehicle has been performed using two-way
coupled FEM and LPM. Finally, considering the importance
of demagnetization in PM motors, using Taguchi method the
design optimization of the IPM motor is carried out and a
fault tolerant design is proposed. The obtained results
indicate the appropriate design of the electric motor
following the application of the EV.
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VII. BIOGRAPHIES
F. Mahmouditabar received his B. Sc. in 2016 from Shahrekord
University, Shahrekord, Iran and M.Sc. in 2018 from Iran University of
Science and Technology, Tehran, Iran in 2018 where he is persuading to his
PhD degree. His main research interests are Design, Modelling, and
Optimization of Electrical Machines.
A. Vahedi received his B.Sc. in 1989 from Ferdowsi Mashhad
University, Mashhad, Iran and M.Sc. and PhD in 1992 and 1996,
respectively, from Institute National Polytechnique de Lorraine (INPL),
Nancy, France, all in Electrical Engineering. He has directed several projects
in the area of Electrical Machines & Drives. His main research interests are
Design, Optimization, Monitoring and Control of Electrical Machines. He is
currently a Professor in School of Electrical Engineering at IUST, Tehran,
Iran. His main research interests are Design, Optimization, Monitoring and
Control of Electrical Machines. He is currently a Professor in School of
Electrical Engineering at IUST, Tehran, Iran. He is also a member of the
Center of Excellence for Power System Automation and Operation and a
senior member of Institute of Electrical and Electronics Engineers (IEEE).
N. Takorabet (M'04) received the Engineering degree from the Ecole
Nationale Polytechnique d'Alger, El Harrach, Algeria, in 1993, the Master's
degree in electrical engineering from the University Nancy I, Nancy, France,
in 1994, and the Ph.D. degree from the Université de Lorraine, Nancy,
France, in 1996. He is currently a Professor with the Université de Lorraine,
where he is a member of the Groupe de Recherche en Electrotechnique et en
Electronique de Nancy (GREEN), Ecole Nationale Supérieure d'Electricite
et de Mecanique, Institut National Polytechnique de Lorraine. His teaching
activities concern electrical machines, electromagnetics, and the numerical
simulation and design of electromagnetic devices. His main research
activities include the modeling and optimization of electromagnetic devices,
particularly electromechanical conversion.