2021 1st International Conference on Power Electronics and Energy (ICPEE-2021)

Effect of V Angle Variation and Strengthening Rib

On Performance Characteristics of IPMSM Motor
for Electric Vehicles
Shivam Chakraborty
Dept. of Electrical Engineering
Indian Institue of Technology Madras
Chennai, Tamil Nadu, India
ee18s018@smail.iitm.ac.in
2021 1st International Conference on Power Electronics and Energy (ICPEE) | 978-1-7281-8774-7/21/$31.00 ©2021 IEEE | DOI: 10.1109/ICPEE50452.2021.9358664
Sandeep V Nair
Dept. of Electrical Engineering
Indian Institute Technology Madras
Chennai, Tamil Nadu, India
ee15d023@ee.iitm.ac.in
Kamalesh Hatua
Dept. of Electrical Engineering
Indian Institute Technology Madras
Chennai, Tamil Nadu, India
kamalesh@ee.iitm.ac.in

Abstract—The use of rare earth magnets in interior permanent the maximum speed and constant power speed range (CPSR)
magnet synchronous machines increases the manufacturing cost requirement should also be satisfied.
of the motors used for electric vehicles and hybrid electric
Permanent magnets in the IPMSM rotor can be placed in
vehicles. Total generated torque at maximum torque per ampere
(MTPA) point could be increased by extracting more reluctance different configurations like delta, V and double V shape.
torque due to machine saliency instead of increasing stator Out of all the mentioned structure, the V shape has the
current or the permanent magnet volume in the rotor. This paper best performance in terms of torque-speed characteristics,
focuses on the effect of permanent magnet V angle variation and demagnetisation performance and has the smallest mechanical
the presence of strengthening rib on the torque at the MTPA and
stress [3].
speed profile of the machine for a constant current space vector
while keeping magnet volume and width of top ribs same in
the machine. Finally, a design procedure is provided to select the trib
Lmag
near optimum V angle for a given magnet volume, which reduces
the computations required without using complex optimization
algorithms. αv
Keywords—IPMSM, reluctance torque, magnet V angle.

I. I NTRODUCTION ts−rib Wmag

Permanent magnet synchronous motors (PMSMs) used in
electric vehicles (EVs) applications should have high torque
to weight ratio, high efficiency and wide speed range [1]. Rotor
The motor cost should be minimized to keep up with the Dmag
competition in the EV market. Interior permanent magnet
synchronous machine (IPMSM) uses less magnet volume to
achieve the same rated torque, has a wide speed range due to
the rotor saliency and is more efficient than the surface mount
permanent magnet synchronous machines at higher operating Shaft
speeds [2]. Since the permanent magnets (PM) are buried
Fig. 1: Structural parameters of V-shaped magnet arrangement
inside the rotor, it has a better tolerance to demagnetisation
in IPMSM rotor
during short-time overload and negative d-axis current injec-
tion during field weakening region.
The cost of a PM machine is majorly decided by the amount Other than the PM shape configuration, there are many
of PM material used in the machine. This paper focuses on other degrees of freedom that are present in the rotor structure
extracting the maximum torque from an IPMSM for a given which affects the performance characteristics of the interior
permanent magnet volume and stator current. Thus, the torque PM motor [4]. These degrees of freedom in rotor structure is
requirement could be satisfied with a minimum stator current, shown in Fig. 1 and are mentioned below:
which in turn increases the machine efficiency by reducing the (i) Magnet width (Wmag ) and length (Lmag ).
machine copper loss. This can be achieved by changing the (ii) Distance of magnet from the shaft (Dmag ).
rotor parameters like PM V angle, adjusting the thickness of (iii) Shape and the thickness of top ribs ((trib )).
top ribs and other supporting ribs as shown in Fig. 1. While (iv) Thickness of the strengthening ribs (ts−rib ).
increasing the maximum torque for a given magnet volume, (v) Angle of the V shape PM (αv ).

978-1-7281-8774-7/21/$31.00 ©2021 IEEE

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 An optimal rotor design can be obtained by varying all the The normal flux density in the air gap is plotted for different
above mentioned parameters together or one at a time using αv is shown in Fig. 2. It can be seen that the peak value
a finite element method along with an optimization algorithm of normal air gap flux density increases as αv reduces. This
to satisfy the design requirements [5–8]. However, to solve is due to the increase in the flux concentration when αv
such a computationally intense problem, high performance is decreased for the same magnet volume. Hence at lower
computers, professional software packages and considerable values of αv stator tooth saturation will occur, consequently
design time is required. A common solution to overcome this is increasing the machine core loss. The total electromagnetic
to vary one or two parameters at a time keeping the rest of the torque of IPMSM includes both Lorentz torque and reluctance
parameters constant throughout the process and thus reach a torque components is given by:
near optimal solution. V shape angle of the permanent magnet 2P
is one of the major factors which influence the performance isq {ΨF + (Lsd − Lsq )isd }
md = (1)
32
characteristics of IPMSM [9]. Further, the use of strengthening
ribs at the center of the PM for structural stability also affects Where, ΨF is PM flux linkage, Lsd , Lsq is the d,q axis
the drive performance heavily [10]. inductance of the machine and isd , isq is the d,q axis injected
In this paper, the effect of varying V angle of PM and current in the machine.
the presence of strengthening ribs on the performance char-
acteristics of IPMSM is analysed in detail. Finite element
method (FEM) simulations using femm software are used to 1.1 v
= 110 ° v
= 120 ° v
= 131 ° v
= 138 ° v
= 145 °

observe the effect of V angle variation on stator tooth satu-

ration and generated torque at maximum torque per ampere 0.9

Magnetic Flux Density (T)

(MTPA) point. Further, machine parameters obtained from
FEM simulations are used to plot the torque-speed and power- 0.7

speed characteristics. Finally, a design process is outlined for

0.5
the optimal selection of V angle for maximum torque per
magnet volume while satisfying other requirements for electric
0.3
vehicle applications like constant power speed range (CPSR),
maximum speed of operation and structural stability. 0.1
However, in this paper the structural stability analysis is not
included, structural stability has to be ensured while improving -0.1
65 70 75 80 85 90 95 100 105 110 115 120
the electromagnetic performance. [11]. Length along rotor periphery (mm)

II. E FFECT OF V A NGLE VARIATION Fig. 2: Air gap Normal flux density for different αv
The design parameters of the IPMSM used for the finite
element simulations to study the effects of PM V angle
variation (αv ) is shown in Table I.
TABLE I: Parameters of IPMSM 70

Parameter Value 60
Stator outer diameter 240 mm
Rotor outer diameter 157.57 mm 50
Torque (Nm)

Length of machine 202.5 mm

Length of air gap 0.5 mm 40 = 110 °
v
Number of Pole pairs 4 = 120 °
Number of stator slots 48 30 v
Number of stator conductors 192 = 131 °
v
Wmag 17 mm 20
= 138 °
Lmag 6 mm v
10
trib 2 mm = 145 °
v
ts−rib 3.11 mm
Rated stator current (RMS) 80 A 0
20 40 60 80 100
Input DC bus voltage 480 V
Load Angle (° elec.)
The following assumptions are made to study the effect of Fig. 3: Variation of reluctance torque for different αv
V angle variation on the IPMSM characteristics
(i) The magnet dimensions are maintained constant so that The variation of reluctance torque component of IPMSM for
the cost of the machine remains same throughout the various αv is shown in Fig. 3. With an increase in V angle for
iterations. the range from 110◦ to 145◦ for this machine, the maximum
(ii) Shape and thickness of the ribs are assumed to be constant reluctance torque is obtained at αV = 110◦ . However, this
to simplify the analysis. effect need not be general for all possible V angles, since there

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are cross coupling as well as saturation effects. Whenever the is maximum when αv is changed from 120◦ to 131◦ , after
iron part between the top ribs along the q axis of the rotor which the torque increases by only small amount with increase
for the mentioned range of αv increases, Lsq of the motor in the V angle of the magnet. Maximum average torque at
increases resulting in higher difference between Lsd and Lsq . MTPA occurs at αv = 145◦ . The ripple in the torque is
higher for the lower values of αv [10]. Hence, maximum
torque ripple also occurs at αv = 120◦ . As the αv increases,
the reluctance torque component at MTPA decreases, thus
150 30
decreasing the torque ripple. The torque-speed and power-
149 29
speed characteristics of IPMSM for different αv is shown in
148 28 Fig. 5 and Fig. 6. The maximum operating speed is achieved at
147 27 αv = 110◦ . However, at 110◦ the peak air gap flux density is

Torque Ripple (In %)

high and total generated torque is low. Finally, an appropriate
Torque (Nm)

146 26
V angle should be chosen based on the requirements of torque
145 25
capability, CPSR and maximum operating speed for the given
144 24 application.
143 23
50
142 22
αv=110 °
Torque at MTPA
141 21 αv=120 °
Torque Ripple 40
αv=131 °
140 20
110 115 120 125 130 135 140 145 αv=138 °
(In Degrees)

Power (kW)
v 30 αv=145 °

Fig. 4: Variation of total average torque and torque ripple at

MTPA with αV 20

The reluctance torque component plays an important role 10

during the field weakening operation of the motor. During field

weakening, a negative d-axis current is injected to maintain the 0
0 2000 4000 6000 8000 10000 12000 14000
back EMF of the machine within limits. However, this would speed (rpm)
limit the q-axis component of the current so as to maintain
Fig. 6: Power-Speed characteristics with varying αV
the total stator current at the rated value. Hence, the Lorentz
torque component of the machine will decrease as the machine
goes deeper into the field weakening region. However, the III. E FFECT OF S TRENGTHENING R IB
reluctance torque is proportional to the product of isd and
isq . Hence, a machine with larger reluctance torque will have
better torque capability in the field weakening region.

160
αv=110 °
140
αv=120 °

120 αv=131 °
αv=138 °
100
Torque (Nm)

αv=145 °

80

60

40

20 (a) (b)
0
0 2000 4000 6000 8000 10000 12000 14000 Fig. 7: Rotor section with and without strengthening rib
speed (rpm)

Fig. 5: Torque-Speed characteristics with varying αV A strengthening rib is an additional rib placed in between
the permanent magnets along the d-axis of the rotor as shown
The average torque at MTPA of this machine along with in Fig. 1 which is usually provided to improve the mechanical
ripple for the range of αv from 110◦ to 145◦ is shown in stability of the structure. An increase in the thickness of iron
Fig. 4. With an increase in V angle the average torque at part (top ribs) in between the rotor outer diameter and the top
MTPA increases. Although this differential increase in torque point of PM flux barriers also improves the structural stability.

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However, this additional support or increase in the thickness
90
of existing ribs increases the leakage flux in the rotor and With Strengthening Rib ( v =131 °)
70
consequently reduces the torque capability. A similar effect on Without Strengthening Rib ( v =131 °)

both mechanical and electromagnetic performance also occurs 50

while increasing the thickness of the existing ribs. 30

Torque (Nm)
10

1 -10

0.8 -30

0.6 -50
Magnetic Flux Density (T)

0.4 -70

0.2 -90
0 20 40 60 80 100 120 140 160 180 200
0 Load Angle (° elec.)

-0.2 Fig. 11: Reluctance torque of the IPMSM with and without
-0.4 strengthening ribs
-0.6
With Strengthening Rib ( v
=131 °)
-0.8 Without Strengthening Rib ( =131 °)
v
200
-1
60 80 100 120 140 160 180 190
Length along rotor periphery (mm) 180
170
Fig. 8: Air gap Normal flux density of IPMSM with and 160
without strengthening ribs 150

Torque (Nm)
140
130
120
110
100
90
80
Torque at MTPA ( v = 131° )
70
60 Average Torque ( v = 131° )

50
0 50 100 150 200 250 300 350
Rotor Position (° elec.)

(a)
(a) (b)
200
Fig. 9: Flux density plot of IPMSM with and without strength- 190
ening ribs at no load 180
170
160
150
Torque (Nm)

140
130
120
110
100
90
80
Torque at MTPA ( v = 131° )
70
°
60 Average Torque ( v = 131 )

50
0 50 100 150 200 250 300 350
(a) (b)
Rotor Position (° elec.)

Fig. 10: Flux density plot of IPMSM with and without
strengthening ribs at MTPA
The rotor of IPMSM with αV of 131 with and without
strengthening rib along the d axis is shown in Fig. 7a and Fig.
7b respectively. Fig. 8 shows the normal air gap flux density
with and without the strengthening ribs. The rise in the peak
flux density without strengthening rib is due to the reduction
in PM flux leakage.
(b)
Fig. 12: Torque of IPMSM at MTPA with and without
◦ strengthening ribs
The effect of increased peak flux density in the air gap
results in higher flux saturation in stator teeth as well as
stator core as observed from Fig. 9b at no load. With rated

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current in the stator, the flux density inside the machine is
shown by Fig. 10b. The machine without strengthening ribs
has higher core and tooth flux densities than the machine with
strengthening ribs. Therefore, the core losses of the machine
without strengthening ribs will be higher than the machine
with strengthening ribs. Fig. 9 and Fig. 10 shows the flux
density of the two structures at no-load (unexcited stator) and
loaded condition (at MTPA) respectively.
When a strengthening rib is added, the d-axis flux will
have an additional path to flow, resulting in an increase in d-
axis inductance. Consequently, the saliency effect (Lsq − Lsd )
reduces further causing a reduction in the reluctance torque
of the machine. This can be observed from Fig. 11 showing
the variation of the reluctance torque in the machine with and
without strengthening ribs at the center of the d-axis.
in PM flux linkage due to the increase in leakage flux. The
torque-speed and power-speed curves of the IPMSM with and
without strengthening ribs are shown in Fig. 13 and Fig. 14.
The presence of strengthening ribs increases the d-axis
inductance Lsd which results in more d-axis armature reaction
for the same stator current. Consequently, the field weakening
ability of the PMSM is improved. However, the torque capabil-
ity below base speed is hampered due to higher leakage of PM
flux. It can be seen that with the addition of the strengthening
rib, the maximum operating speed of the motor increases to a
large extend.
IV. D ESIGN P ROCESS FOR IPMSM WITH O PTIMIZED V
A NGLE AND S UPPORTING R IB T HICKNESS
Start

160 Make initial design

with strengthenting rib (αv=131 °) with minimum V angle
140
without strengthenting rib (αv=131 °) Initialize the rib thickness
120
Increment the V angle
100
Torque (Nm)

80
Torque require-
60 Y N
ment below base
speed satisfied?
40

20 Thickness of top
Y
N or strengthen-
0 ing rib within
0 2000 4000 6000 8000 10000 12000 maximum limit?
speed (rpm) CPSR & maximum N
speed limit satisfied?
Fig. 13: Torque-Speed characteristics with and without
strengthening ribs
Increase top rib thickness
or add strengthening rib Y

50
with strengthenting rib (αv=131 °) Achieved mechan-
N
without strengthenting rib (αv=131 °) N ical stability at
max. speed?
40

Y
Power (kW)

30
Store torque at MTPA
of current model
20

10 Maximum V an- N
gle reached?

0
0 2000 4000 6000 8000 10000 12000 Y
speed (rpm) Select model with
max. torque at MTPA
Fig. 14: Power-Speed characteristics with and without
Stop
strengthening ribs

The addition of the strengthening rib also results in in- Fig. 15: Design flow diagram for optimal V angle selection
creased leakage of permanent magnet flux, reducing the
Lorentz torque component generated by the IPMSM. The aver- The complete design procedure to extract the maximum
age torque of the machine with and without the strengthening generated torque from a given magnet volume while main-
ribs at MTPA and its ripple is shown in Fig. 12. The total taining structural stability is shown in Fig. 15.
average torque generated at the MTPA is reduced after the The iterative design process is started from a minimum
addition of strengthening ribs. This is due to the reduction value of V angle and minimal rib thickness (both at top

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and at the centre to ensure its structural stability). The me-
chanical stability of the structure is analysed once the design
satisfies the generated torque below the base speed, CPSR
and maximum speed requirements. If the structure maintains
mechanical stability at the maximum operating speed, then that
model is considered as a feasible model and its parameters are
stored.
However, if the model satisfies all other requirements except
mechanical stability, then the thickness of the top ribs can be
increased in steps. Else, strengthening rib at the center of d-
axis can be included or if it is already present in the model
then its thickness can be adjusted. This process is repeated
until the maximum allowable rib thickness is reached. When
the iterative process of all the possible V angle is completed,
a number of models will be available which satisfies both
the mechanical and electromagnetic requirements. Finally, the
model which provides maximum generated torque per stator
current is selected by selecting the optimal V angle. Hence,
required generated torque could be produced with minimum
copper losses, consequently improving the machine efficiency.
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V. C ONCLUSION
In this paper, the effect of variation of permanent magnet
V angle on IPMSM performance characteristics is analysed.
With the change in V angle, the saliency of the machine
changes which affects the reluctance torque and maximum
operating speed of the machine. Without strengthening ribs
it is found that the machine has higher overall average torque,
more reluctance torque at MTPA because of less leakage at
the center of d-axis. Although as lucrative this option looks it
has less maximum operating speed compared to its counterpart
having a strengthening rib. Also, the thickness of the top ribs in
the model without strengthening ribs needs to be increased to
withstand the mechanical stresses at high operating speeds. A
design methodology is provided to select the optimal V angle
with the required rib thickness to satisfy the requirements for
an electric vehicle application.

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