Design and double-stage optimization of

synchronous reluctance motor for electric vehicles

Erdal Bekiroglu
Bolu Abant Izzet Baysal University
Sadullah Esmer (  sadullahesmer@ibu.edu.tr )
Bolu Abant Izzet Baysal University

Research Article

Keywords: Electric vehicles , Synchronous reluctance motor , Genetic algorithms , Sensitivity analysis ,
Optimization

Posted Date: August 1st, 2022

DOI: https://doi.org/10.21203/rs.3.rs-1879419/v1

License:   This work is licensed under a Creative Commons Attribution 4.0 International License.
Read Full License
 Electrical Engineering

O R I G I N A L PAPER

Design and double-stage optimization of synchronous reluctance motor for

electric vehicles
Erdal Bekiroglu . Sadullah Esmer

Received:
© The Author(s)

Abstract
In this study, a high-power synchronous reluctance motor (SynRM) was designed for the traction motor of electric vehicle
(EV) and its double-stage optimization was performed. Genetic algorithm and sensitivity analysis methods were used to obtain
the best design parameters of the SynRM. Double-stage optimization was carried out to minimize the torque ripple and obtain
the targeted torque, speed, and power values of the SynRM. In the first stage, the genetic algorithm method was used to improve
the design parameters of the stator and rotor. With the improved stator and rotor design parameters obtained using this
optimization technique, it was observed that the torque ripple decreased. In the second stage, the sensitivity analysis method
was used. In this method, the effect of changing the skew angle of the stator on the torque ripple was investigated. The magnetic
and performance analyses of the designed motor were examined in the optimization process. Analyses were made by ANSYS
Maxwell using the finite element method (FEM). It has been observed that the targeted torque, power, speed, efficiency, and
torque ripple minimization values are successfully achieved when the performance analysis of the motor is performed using the
best stator and rotor parameters obtained through optimization. The results showed that SynRM produces high torque and high
power with high efficiency and low torque ripple over a wide speed range. It has been revealed that it is quite proper to use the
designed SynRM as a traction motor of new generation electric vehicles.

Keywords Electric vehicles · Synchronous reluctance motor · Genetic algorithms · Sensitivity analysis · Optimization

1 Introduction
Nowadays, electric vehicles and their traction motors have
become one of the most popular topics. It is also the subject
of various academic studies. In addition, there is increasing
interest in environmentally-friendly vehicles such as electric
vehicles to strengthen environmental regulations due to
excessive greenhouse gas emissions. One of the most
important parts of EVs is electric motors. The balance
between the expected performance of the traction system and
the cost is essential in selecting the electric motor to be used
in EV.
✉ Erdal Bekiroglu
bekiroglu_@ibu.edu.tr
Sadullah Esmer
sadullahesmer@ibu.edu.tr.
Department of Electrical and Electronics Engineering, Bolu
Abant Izzet Baysal University, 14280 Bolu, Turkey
Besides four basic parameters such as power density,
reliability, efficiency, and cost, many secondary parameters
such as fault tolerance, longevity, thermal limit, and torque
ripple are also important in traction motor selection [1].
Various motor types such as DC motor, permanent magnet
synchronous motor (PMSM), brushless DC motor (BLDC),
switched reluctance motor (SRM), and the induction motor
(IM) are used as traction motors in EV [2]. It is desired that
the traction motor of the EV has fast torque response, high
power density, high efficiency, wide speed range, high
reliability, and low-cost specifications [3]. The
characteristics of DC motor, PMSM, and BLDC used in EV
are presented in a review study. DC motors have the
advantage of the ease of speed control but also have
disadvantages such as low reliability, large mass, and low-
efficiency due to the brush and commutator. PMSM and
BLDC have permanent magnets. PMSM has high efficiency,
high power factor, and low torque ripple, while BLDC has
more noise due to electrical commutation [4]. SRM has a
simple structure. The rotor of the SRM has no windings,
shorting bars, or magnets. So it is a simple, robust, low-cost
motor. SRM has advantages such as high efficiency and
simple control. However, there are also disadvantages such
as torque ripple, noise, and vibration [5].

IM is widely used in EVs. IM has low-cost, simple, and
robust structure, high reliability, low torque ripple, and is
maintenance-free. However, these motors' efficiency and
power density are low compared to other motors [6].
Motors based on high-performance permanent magnets
(PMSM, BLDC), which are mostly produced with rare earth
materials, are used as traction motors in EVs. The
disadvantages of magnet motors are the high/variable cost of
raw materials for magnets, their limited availability in
nature, and the inaccessibility of magnet reserves for all
countries of the world [7]. Also, some conditions limit the
performance of motors using magnets. When the
temperature of a magnet motor exceeds the operating
conditions, the performance of the motor is adversely
affected due to the demagnetization effect.
Therefore, there is an increasing interest in electrical
machines that do not contain magnets or contain a reduced
amount of magnets [8]. Synchronous Reluctance Motor
(SynRM) is an alternative motor that can be used as a traction
motor for EVs. The stator of SynRM is similar or identical
to IM or PMSM. The rotor of SynRM has a simple and robust
structure. Thanks to the anisotropy structure of the rotor,
torque is produced by the reluctance force [9], so its rotor
does not have any windings or magnets. SynRM has
advantages such as structural simplicity, low-cost, high
torque, long life, field weakening capability, and
disadvantages such as high torque ripple and low power
factor [10].
In recent years, many researchers have carried out studies
on SynRM. M. Sanada et al. performed symmetrical and
asymmetrical flux barrier design in SynRM's rotor. It has
been observed that the asymmetrical flux barrier produces
less torque ripple than the symmetrical flux barrier. Torque
ripple has been reduced by around 10% [11]. N. Bianchi et
al. researched different flux barrier geometries to reduce
torque harmonics [12]. Bomela et al. investigated the effects
of design parameters such as stator winding type and rotor
skew on torque ripple, average torque, and power [13]. E.
Armando et al. investigated the rotor skew technique in
reducing torque ripple. In their studies, they applied the
continuous skew technique instead of step skewing. The
continuous skew technique gave better results compared to
step skew in torque ripple [14]. In another study, salient pole
and flux barrier rotor types of SynRM were compared. The
effects of skew on salient pole rotor were investigated. It has
been observed that the skew method reduces torque ripple
[15]. P. Lazari et al. investigated the skew effect on the rotor
of a permanent magnet-assisted synchronous reluctance
motor (PMaSynRM). 3-D and 2-D analyses were performed
and the results were compared. The skew technique reduced
torque ripple from 19.5% to 7.8% over 21 Nm average torque
[16]. Y. Deshpande et al. investigated the effects of the skew
technique on the stator of outer rotor PMaSynRM [17]. The
skew technique has been applied to the stator of SynRM, but
the designed motor has high torque ripple and low efficiency.
After applying the skew technique, the efficiency of the
motor is 76.04% and the torque ripple is 30.18% [18]. S.
Taghavi et al. designed SynRM for EV. In the study, the
Electrical Engineering
geometric parameters of SynRM were optimized. Analyses
were carried out using FEM and a 45 kW 48 pole SynRM
was designed. The designed SynRM was seen to produce a
peak 300Nm torque up to 5000rpm [19]. A. Credo et al.
proposed a new SynRM design for the EV. Different
topologies including symmetrical and asymmetrical rotor
shapes were designed. Then these topologies were
optimized and compared. The bridge structures in the rotor
of SynRM have been removed and the necessary strength has
been provided by filling liquid epoxy resin inside the flux
barriers [20]. A. Bozkurt et al. designed an outer rotor
permanent magnet assisted synchronous reluctance motor
(PMaSynRM) for light EV. In the study, flux barriers were
optimized using sensitivity analysis. The designed 1 kW
PMaSynRM produced 12.87 Nm of torque at an operating
speed of 750 rpm. Torque ripple was calculated as 6.96% and
efficiency as 91.30% [21]. The motor torque characteristics
of some commercialized new generation electric vehicles are
given as follows. A brand in China produces 315Nm peak
torque, GM bolt produces 360Nm peak torque, Germany
Bosch produces 310Nm peak torque, and Tesla Model 3
produces 416Nm peak torque [4].
This study aims to design an effective SynRM that meets
the traction motor requirements of new generation electric
vehicles. For this aim, a 3-phase, 4-pole, 36 stator slot
SynRM has been designed by using ANSYS Maxwell
electric motor design software. A double-stage optimization
consisting of a genetic algorithm and sensitivity analysis was
carried out. First, the stator and rotor parameters were
optimized using a genetic algorithm to obtain targeted
torque, power, efficiency, and ripple values. Then, the effects
of the skewed stator technique on torque ripple were
observed using the sensitivity analysis method. Analysis was
achieved using the finite element method (FEM). It has been
observed that high efficiency and low torque ripple are
obtained when compared with the work using skewed stator
in the literature. The proposed SynRM offers high torque,
high power, and high efficiency over a wide speed range with
low torque ripple. The results showed that the designed
SynRM is valuable, applicable, and effective for the traction
motor of the new-generation EV.
The main contribution of the study; using double-stage
optimization to obtain the best stator and rotor parameters,
using the stator skew technique to reduce torque ripple, and
improving the efficiency with high power and high torque at
a wide speed range of the motor.
2 Targeted features of SynRM
SynRM generates torque using the concept of reluctance
and rotating magnetic field. The connection between the
rotor and the stator is the magnetic field passing through the
air gap. While the magnetic field of the stator rotates at
synchronous speed, the rotor will be forced by the magnetic
field to rotate at this synchronous speed. Thus, the rotor
rotates at synchronous speed after being aligned with the
magnetic field of the stator. The rotor of SynRM has no
 Electrical Engineering

magnets or windings. The equivalent circuit of SynRM is number of poles (p), the d-q axis inductances (Ld , Lq ), and
shown in Fig. 1. SynRM equations are given Eq. (1-3). air gap leakage flux (λ). Te is related to the difference of the
dq-axis inductances. The average torque will increase as the
Vs = 𝑅s 𝑖s + 𝑗𝜔r 𝐿s1 𝑖s + 𝑒𝑚 (1) difference of dq-axis inductances (Ld − Lq ) increases but
torque ripple will also increase. The axis inductances, axis
∂λ
𝑒𝑚 = + 𝑗𝜔r λ (2) currents, and saliency ratio are very important in improving
∂t
the torque and torque ripple of the motor. Saliency ratio (Sr )
𝑖s = 𝑖cs + 𝑖m (3) and torque ripple (Trip ) expressions are given in Eq. (9) and
Eq. (10) [23].
Ld
where Vs is the stator voltage and 𝑖s is the stator current. Sr = (9)
𝐿q
𝑅s , 𝜔r , 𝐿s1 , 𝑒𝑚 , λ, 𝑖cs , 𝑖m are winding resistance, angular
velocity of the rotor, total winding leakage inductance, air Tmax − Tmin
gap electromotive voltage, air gap leakage flux, stator core Trip = × 100 (10)
Tavg
current, and magnetizing current, respectively. 𝑅cm−s and
𝑅cm−r are stator core resistance, rotor core resistance, The study aims to design synchronous reluctance motors
respectively. for new generation electric vehicles. In design, focused on
improving average torque, torque ripple, and efficiency (η).

Pout Pout
η= = × 100 (11)
pin Pout +Ploss

The efficiency expression given in Eq. (11) relates to

Fig. 1 Equivalent circuit of SynRM
The equation where 𝐿s1 and 𝐿m are summed is given in
Eq. (4).
motor losses [24]. Pout is the output power of the SynRM.
Ploss is total losses. Total losses are the sum of core losses,
winding losses, and other losses. Core losses are the sum of
eddy current losses and hysteresis losses. These expressions
were analysed in the ANSYS Maxwell package program
using the FE.

𝐿s = 𝐿s1 + 𝐿m (4) Table 1 Motor requirements for the target application

Parameter Value
Eq. (5) and Eq. (6) are derived when Eq. (1) is arranged Number of phases 3
with respect to the d-q axis reference, and the flux is given Voltage RMS (V) 650
in Eq. (7). Maximum current RMS (A) < 500
Peak power (kW) 250
V𝑑 = 𝑅s 𝑖d − 𝜔r λ𝑞 + 𝜔𝐿𝑠 𝑖𝑚𝑑 (5) Peak torque (Nm) > 380
Torque Ripple (%) < 15
V𝑞 = 𝑅s 𝑖q + 𝜔r λ𝑑 + 𝜔𝐿𝑠 𝑖𝑚𝑞 (6) Maximum speed (Rpm) 10000
Torque (Nm) @Maximum speed > 100
λ = 𝐿d 𝑖md + 𝑗𝐿𝑞 𝑖mq (7) Power (kW) @Maximum speed > 70
Peak efficiency (%) > 90
where V𝑑 and V𝑞 are dq-axis voltages of the stator. 𝑖d , 𝑖q , Frequency (Hz) 50
𝑖md , and 𝑖mq are the dq-axis currents and dq-axis
magnetizing currents, respectively. λ𝑑 , λ𝑞 , 𝐿d , and 𝐿𝑞 are the The requirements for the targeted motor are shown in
air gap dq-axis linkage fluxes and the dq-axis inductances, Table 1. The peak torque, power, torque ripple, and
respectively. In this motor, torque is produced by the force efficiency shown in Table 1 are defined based on the Tesla
of reluctance [22]. The torque expression (Te ) for SynRM is Model-S electric car [25]. The first step was to determine the
given Eq. (8). stator and rotor geometric parameters to design the targeted
motor. The stator and rotor structure of SynRM are shown in
3 (Ld −Lq ) 2 Fig.2 and Fig.3.
Te = 𝑝 λ sin(2θ) (8)
4 Ld Lq

The torque expression shown in Eq. (8) depends on the

 Electrical Engineering

R0 (mm) 9
Outer diameter (mm) 244
Inner diameter (mm) 80
Length (mm) 172

The parameter values in Table 2 were accepted as the initial

values for the targeted SynRM. These parameters were
selected according to the similar studies presented in the
literature. According to previous studies in the literature, it
has been observed that the distributed winding structure
produces lower torque ripple than the concentric winding
structure [26]. In another study, the single-layer and double-
layer structures of the stator windings were examined. It has
Fig. 2 Stator slot structure of SynRM been observed that the double-layer structure supports more
slot/pole combinations and has lower losses [27]. Due to its
advantages, the double-layer distributed winding type is
preferred in this study.

3 Design parameters of SynRM

SynRM's design parameters affect output torque, torque

ripple, and efficiency. To obtain the values required by the
new generation electric vehicles, the parameter improvement
process has been carried out. The process consists of 2
stages. In the first stage, torque ripple and average torque
were improved by optimizing stator parameters (Bs0, Bs1,
Bs2, Hs0, Hs1, Hs2, Rs) and rotor parameters (W, R, H, Rb,
B0, Y0, R0) using genetic algorithm (GA). In the second
Fig. 3 Rotor structure of SynRM stage, the skew was added to the stator of SynRM optimized
by a genetic algorithm. The effects of skew angle (0-7°) on
torque ripple were investigated using the sensitivity analysis
Table 2 Initial parameters of the target application method.
Parameter Value
3.1 Design of SynRM using initial parameters
STATOR
Bs0 (mm) 2
The initial parameters of SynRM are shown in Table 2.
Bs1 (mm) 12
The torque of SynRM using these parameters has been
Bs2 (mm) 10
examined. The obtained torque graph is given in Fig. 4. In
Hs0 (mm) 0.6
this design, the average torque of the motor is 367 Nm and
Hs1 (mm) 0.7
the torque ripple is 40%. As can be seen from the results,
Hs2 (mm) 15
torque ripple is very high because any parameter
Rs (mm) 0.1
optimization has not been made yet. To reduce torque ripple,
Outer diameter (mm) 341.2
motor parameters should be improved and optimized. To
Inner diameter (mm) 245.2
achieve parameter optimization genetic algorithm and
Length (mm) 172
sensitivity analysis methods are operated. The genetic
Skew (deg) 0
algorithm reduces torque ripple and increases the average
ROTOR
torque value, where sensitivity analysis is used for torque
W (mm) 0.5 minimization.
R (mm) 0.6
H (mm) 1.5
Rb (mm) 45
B0 (mm) 10.5
Y0 (mm) 10.5
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5. The algorithm creates the initial population and performs

selection, crossover, and mutation operations. It tries to reach
the fitness value up to the defined maximum number of
iterations. The algorithm chooses the best value obtained
during the iteration as a result. In the first step, optimization
was made on the stator parameters. In the second step, the
rotor parameters were optimized by using the most suitable
stator parameters. In the third step, both stator and rotor
parameters were optimized again by a genetic algorithm.
Thus, a lower torque ripple was achieved than in the previous
step.
The stator parameters have been optimized to find a
solution to the high torque ripple problem of SynRM.
Optimization was carried out using a genetic algorithm. The
Fig. 4 Torque graph when using the initial parameters optimized parameters and their limits are shown in Table 3.
The limits of parameters are chosen in such a way that they
3.2 Optimization using genetic algorithm do not change the number of slots of the stator and are
physically possible peak values. The torque graph of SynRM
Genetic algorithm is an artificial intelligence algorithm after optimization of the stator is shown in Fig. 6. The
that aims to find a solution close to the best solution using average torque for this design is 399 Nm and the torque
genetic code [28]. The solution feature of the genetic ripple is 35.6%.
algorithm was used to improve the parameters of the
SynRM. The goal is to minimize torque ripple without Table 3 Stator parameter limit values and new values after
reducing the output torque. For this, the fitness function of optimization
the genetic algorithm is calculated over-torque ripple and
average torque. Two fitness functions given in Eq. (12) and Parameter Lower and upper limits New values
Eq. (13) are used for optimization. The fitness function 1 was Bs0 (mm) 1.8 – 5 3.084
defined as the average torque greater than 380 Nm, and the Bs1 (mm) 8 – 16 14.930
fitness function 2 as the torque ripple less than 15%. In GA, Bs2 (mm) 8 – 16 14.221
the number of individuals and children was chosen as 30, and Hs0 (mm) 0.25 – 1 0.896
the maximum number of iterations was 300. Hs1 (mm) 0.3 – 1 0.579
Hs2 (mm) 12 – 24 18.926
Rs (mm) 0 – 1 0.009

Fig. 6 Torque graph after optimization of the stator

Fig. 5 Flow chart of genetic algorithm

With the stator optimization, the average torque
increased, and the torque ripple decreased when compared to
Fitness [1] = 𝑚𝑒𝑎𝑛(Te ) (12)
the initial design. Optimized stator parameters will be used
Tmax − Tmin in the next step.
Fitness [2] = × 100 (13) After the stator optimization of SynRM, the
Tavg
The flow chart of the genetic algorithm is shown in Fig. optimization process was performed for the rotor. The
 Electrical Engineering

optimized parameters and their limits are shown in Table 4.

The limits of parameters are chosen in such a way that they
do not change the number of flux barriers and are physically
possible peak values.

Table 4 Rotor parameter limit values and new values after

optimization
Parameter Lower and upper limits New values
W (mm) 0.5 – 1.5 0.559
R (mm) 0.25 – 1 0.821
H (mm) 0.5 – 3 2.498
Rb (mm) 45 – 50 47.964
B0 (mm) 10 – 13 12.705 Fig. 8 Torque graph using improved parameters after
Y0 (mm) 10 – 13 11.973 optimization
R0 (mm) 8 – 14 10.830
The new stator parameters, rotor parameters, and results
The torque graph after optimization of the rotor is shown in the optimization process are given in Table 5.
in Fig. 7. The average torque obtained in this step is 401 Nm,
and the torque ripple is 21%. The results show that torque Table 5 Parameter change in the optimization process
and torque ripple are improved with rotor optimization, but Initial
Parameter Step 1 Step 2 Step 3
the torque ripple is still higher than the targeted torque ripple. values
Next, the rotor and stator are optimized again to achieve the STATOR
targeted torque ripple. Bs0 (mm) 2 3.084 3.084 5.575
Bs1 (mm) 12 14.930 14.930 16.203
Bs2 (mm) 10 14.221 14.221 11.735
Hs0 (mm) 0.6 0.896 0.896 0.792
Hs1 (mm) 0.7 0.579 0.579 0.970
Hs2 (mm) 15 18.926 18.926 19.203
Rs (mm) 0.1 0.009 0.009 0.218
ROTOR
W (mm) 0.5 0.5 0.559 0.648
R (mm) 0.6 0.6 0.821 0.665
H (mm) 1.5 1.5 2.498 2.375
Rb (mm) 45 45 47.964 48.931
B0 (mm) 10.5 10.5 12.705 12.857
Y0 (mm) 10.5 10.5 11.973 11.412
R0 (mm) 9 9 10.830 12.820
RESULTS
Torque (Nm) 367 399 401 432
Fig. 7 Torque graph after optimization of rotor Torque Ripple (%) 40 35.6 21 16.2
Ld 16.9 7.8 7.83 6.33
At this step, the previously optimized parameters were Lq 2.4 2.2 2.2 2
chosen as the optimization’s initial value, and again the Sr 7.03 3.54 3.56 3.18
stator and rotor parameters were optimized by a genetic
id (A) 67.16 162.4 163.5 198.7
algorithm. With this optimization, the torque is increased
iq (A) -177.3 -233.7 -233.1 -269.5
from 432 Nm, and the torque ripple is reduced to 16.2%. The
torque graph in this step is shown in Fig. 8.
 Electrical Engineering

Fig. 10 The skewing concept in SynRM’s stator

Bs
tan 𝜃 = (12)
Hs

B
𝜃𝑆𝑘𝑒𝑤 = tan−1 ( s ) (13)
Hs

Fig. 10 illustrates the skewing concept of SynRM's stator.

Where, 𝜃𝑆𝑘𝑒𝑤 is skew angle, 𝐵𝑠 is the slot width and 𝐻𝑠 is
Fig. 9 Magnetic flux density distribution in the optimization slot height of SynRM’s stator [29]. In this study, the torque
process using genetic algorithm and torque ripple were investigated according to the change
in the stator skew angle, keeping all input parameters
As can be seen from Table 5, torque and torque ripple constant except the skew angle.
were improved but the saliency ratio (𝑆𝑟 ) decreased after The results of the sensitivity analyses are shown in Table
each optimization using a genetic algorithm. As can be seen 6. The highest torque ripple value is reached when the skew
from (8), the torque also depends on the 𝑆𝑟 and it is desired angle is 1°, and the lowest torque ripple value is reached
to be high, but the 𝑆𝑟 has been optimized and reduced to when it is 5°.
decrease torque ripple. The disadvantage caused by the
reduction of the 𝑆𝑟 was compensated by the increase of id Table 6 Torque and torque ripple values according to skew
and iq currents. Fig. 9 shows the magnetic flux density angle
distributions in the optimization process using genetic Torque
algorithm. It is seen that increasing id and iq currents Skew Torque
Ripple 𝑆𝑟 id (A) iq (A)
increased the magnetic flux density. Still, the torque ripple (𝐷𝑒𝑔) (Nm)
(%)
obtained was not yet at the expected value. To solve this 0 432 16.2 3.18 198.7 -269.5
problem skew technique has been applied, called the 1 547 24.3 3.96 182.4 -398.5
sensitivity analysis method. Furthermore, the skew 2 428 14.0 3.02 201.4 -274.1
technique has been applied to the stator of the SynRM. 3 441 15.6 3.25 194.3 -286.7
4 546 16.8 4.08 185.1 -393.1
5 426 9.1 3.05 193.4 -270.2
3.3 Optimization using sensitivity analysis 6 440 10.2 3.42 179.1 -285.1
7 439 11.1 3.66 178.4 -282.8
Sensitivity analysis is an analysis method in which the
output expression is observed by changing the input Fig. 11 shows torque and torque ripple according to skew
parameters within certain limits. This method has many angle values. The targeted torque value was achieved at all
options for input parameters. Many parameter optimization angles, where 2, 5, 6, and 7 degrees skew angles met the
studies of electric motors focused on the skew technique in targeted torque ripple.
the literature. Some of these studies made a skewed rotor
design [14-16] and some made a skewed stator design [17,
18]. The stator skew technique is used in the present study to
minimize torque ripple. The stator skew angle parameter has
been changed from 0 to 7° in one-degree increments.
 Electrical Engineering

Fig. 11 Torque and torque ripple graph by changing the

skew angle
According to the sensitivity analysis results, while the
skew angle was 1°, the torque was 547 Nm, and the torque
ripple was 24.3%. As seen in Fig. 12, this value was observed
as the highest torque ripple in the analysis. The torque graph,
while the skew angle is 5°, is shown in Fig. 13. The lowest
torque ripple was seen when the skew angle was 5. Torque
at this skew angle is 426Nm and torque ripple is 9.1%.
According to these results, the stator skew angle was chosen
as 5 in the final design and analyses of the SynRM.
Fig. 14 Magnetic flux density distribution according to
skew angle 1° and 5°
Fig. 14 shows the magnetic flux densities of the two
models that produce the highest torque ripple Fig. 14(a) and
the lowest torque ripple Fig. 14(b). When Table 6 is
examined, it is seen that the iq current of the Fig. 14(a) is
higher. Although an increase in iq current causes an increase
in torque, it has a major disadvantage that it increases torque
ripple. Fig. 14(b), which has a relatively lower iq current, has
both torque and torque ripple at an acceptable level.

4 Design of SynRM with optimized

parameters

The average torque value was improved and torque ripple

was minimized by the parameters optimization presented in
section 3. When the obtained results are examined, it is seen
that the targeted torque and torque ripple have been reached.
The final design parameters of SynRM are given in Table 7.

Table 7 Parameters optimized for the target application

Parameters Values
STATOR
Fig. 12. Torque graph (stator skew angle is 1°)
Bs0 (mm) 5.575
Bs1 (mm) 16.203
Bs2 (mm) 11.735
Hs0 (mm) 0.792
Hs1 (mm) 0.970
Hs2 (mm) 19.203
Rs (mm) 0.218
Outer diameter (mm) 341.2
Inner diameter (mm) 245.2
Length (mm) 172
Skew (deg) 5
ROTOR
W (mm) 0.648
R (mm), 0.665
H (mm) 2.375
Fig. 13 Torque graph (stator skew angle is 5°) Rb (mm) 48.931
B0 (mm) 12.857
 Electrical Engineering

Y0 (mm) 11.412
R0 (mm) 12.820
Outer diameter (mm) 244
Inner diameter (mm) 80
Length (mm) 172
OTHER
Air-gap length (mm) 0.6

The 3D view of the stator and rotor of the designed

SynRM with optimized parameters are shown in Fig. 15(a)
and Fig. 15(b), respectively. The stator of SynRM has a 3- Fig. 16 B-H curve of steel type M19-24G
phase, 4-pole, 36 stator slots, and double-layer distributed
winding structure where the rotor of SynRM has 4-pole, 4-
flux barriers. The barrier structure is hyperbolic-polyline.
The steel type of both the stator and the rotor is M19-24G
and the stacking factor is 0.95. The B-H curve of this steel
type is shown in Fig. 16. The skew technique is used in the
stator design. The skew angle is defined as 5°. Torque ripple
has been reduced to 9.1% at this skew angle. Fig. 17 shows
the cross-section view of the stator. The stator skew angle is
0° in Fig. 17(a), while the skew angle is 5° in Fig. 17(b).

(a)

(a) (b)

Fig. 17 Stator skew angle. (a) Skew angle is 0°. (b) Skew
angle is 5°.

5 Performance of the designed SynRM

SynRM has advantages such as efficiency, simplicity,

low cost, and low moment of inertia. However, it has the
disadvantage of a high torque ripple [30]. Nevertheless,
(b) torque ripple is significantly reduced concerning
optimization of stator and rotor parameters and stator skew
Fig. 15 3D view of the SynRM. (a) Stator. (b) Rotor. technique. SynRM was designed with the optimized
parameters, and performance analyses have been
implemented under different operating conditions to show
validity and capacity of the proposed method. Analyses
results of the designed SynRM are given as follows.

5.1 Performance analyses of the designed SynRM at 0-

10000 RPM

The performance of the designed SynRM was simulated

using the Ansys Maxwell/ Machine Toolkit plugin. SynRM
 Electrical Engineering

was simulated with the parameters given in Table 8. ensures high efficiency is the improvement of the design
parameters of the SynRM by using double-stage
Table 8 Parameters used in machine toolkit optimization techniques.
Parameters Values
Machine type Synchronous reluctance
Number of poles 4
Control Strategy Max torque per ampere
Voltage RMS (V) 650
Current RMS (A) 440
Phase resistance (ohm) 0.05
Phase winding inductance (mH) 0.025
Connection type Delta
Number of current sweep points 8
Number of speed sweep points 8

With the help of simulation results, torque-speed-

power graphics, efficiency map, and total loss map were
obtained. Output torque and power versus speed graphics
are given in Fig. 18. Fig. 19 Efficiency map of SynRM

Fig. 18 Torque - speed - power graph of SynRM Fig. 20 Total losses map of SynRM

SynRM's total losses map is shown in Fig. 20. The total

As can be seen in Fig. 18, the designed SynRM can
produce a constant 470Nm torque up to 5500 rpm and 141
Nm-470 Nm torque out of the constant torque region in
which motor speed differs from 6000 rpm to 10000 rpm. The
peak power produced by the SynRM is 285 kW at 6000 rpm.
Compared with the motors designed for electric vehicles
presented in the literature [19, 20, 21], it can be said that the
designed SynRM produces high torque and high power at a
wide speed range successfully.
The efficiency map shows the efficiency of the electric
motor along the axes of torque and speed. It is desirable for
an electric motor to provide maximum efficiency in any
torque-speed combination, but the losses of the motor can
vary according to the torque-speed combinations, so the
efficiency of the motor can also vary. Fig. 19 shows the
efficiency map of the designed SynRM.
The peak efficiency of SynRM is 97.3%. And the average
efficiency of the SynRM is approximately 96%. As seen
from the map, efficiency is considerably high. The factor that
losses are the sum of the winding, core, and mechanical
losses. Most of the losses are due to winding losses. As seen
in Fig. 19, it is seen that the motor has more loss in the high
torque region. This is because the torque produced is
dependent on the current drawn, so an increase in the current
drawn increases the winding losses. SynRM reaches a peak
power of 285 kW at 6000 rpm. At this point, SynRM's
winding losses are 8.78 kW, mechanical losses are 0.18 kW,
core losses are 1.82 kW, and total losses are 10.8 kW.
5.2 Performance analyses of the designed SynRM at 3000
RPM constant speed
The designed SynRM can provide a constant 470Nm of
torque up to 5500rpm and generate sufficient torques out of
the constant torque region. The performance of the designed
SynRM was analysed for the 3000 rpm constant speed, and
this point is given in Fig. 21. At this point, the SynRM
produces 133 kW power and 426 Nm torque.
 Electrical Engineering

Fig. 22 Torque graph of SynRM at 3000 rpm

Fig. 21 The performance of SynRM at 3000 rpm

Table 9 The main characteristics of the SynRM at 3000

rpm
Parameters Values
Voltage RMS (V) 377
Current RMS (A) 243.2
Power (kW) 133.3
Torque (Nm) 426
Speed (rpm) 3000
Efficiency (%) 94.1
Frequency (Hz) 50
Torque ripple (%) 9.1
Core loss (W) 726
Winding loss(kW) 7.5
Fig. 23 Currents graph of SynRM at 3000 rpm
The main electrical and mechanical characteristics of the
designed SynRM at 3000 rpm operating conditions are The analysis results clearly show that the designed motor
shown in Table 9. It is seen that the designed SynRM has low meets the targeted torque, power, current, torque ripple, and
torque ripple, high output torque, and high efficiency at 3000 efficiency values. The motor torque characteristics of some
rpm. The graphs of torque and current produced by SynRM commercialized traction motors used in new-generation
at 3000 rpm are shown in Fig. 22 and Fig. 23, respectively. electric vehicles are given as follows. A brand in China
The torque in Fig. 22 has a ripple of approximately 38 Nm. produces 315Nm peak torque, GM bolt produces 360Nm
This is about 9.1% of the average torque. The obtained peak torque, Germany Bosch produces 310Nm peak torque,
torque ripple is reasonably lower than the target torque ripple and Tesla Model 3 produces 416 Nm peak torque [23]. The
defined as <15%. The Phase current of the motor is 344 A, output torque is obtained as 470 Nm in the proposed study.
as seen in Fig. 22. The RMS value of this current is 243.2 A. The designed SynRM meets the torque value of traction
It is clearly seen that the current is quite lower than the target motors used in commercialized electric vehicles
current defined as <500 A. Motor efficiency is 94.1, and it is successfully.
greater than the target efficiency defined as >90%. Output
torque is calculated as 426 Nm, and it is superior to the target
output torque defined as >380Nm. 6 Conclusion

This paper presents the design and double-stage

optimization of the SynRM used as a traction motor of a
new-generation EV. SynRM, which does not contain
magnets, is thought to be an alternative to the traction motor
of electric vehicles using magnets, thanks to its low-cost,
non-demagnetization, high torque, and high power produced

with high efficiency in a wide speed range. For this aim, high
power, high torque, and high-speed SynRM have been
designed by using ANSYS Maxwell electric motor design
software. For SynRM to reach the targeted output values, a
double-stage optimization consisting of a genetic algorithm
and sensitivity analysis was carried out. The stator and rotor
parameters were optimized using a genetic algorithm to
obtain the targeted torque, power, efficiency, and ripple
values. The stator skew technique was examined using
parameter analysis to minimize the torque ripple of the
SynRM. Analysis was achieved using the FEM. Test results
show that the optimizations have greatly improved the
performance values of SynRM. Compared to the other
traction motors of EVs, it has been observed that SynRM
produces high torque and meets the required torque. SynRM
produces high torque and high power with high efficiency
over a wide speed range. The torque ripple was obtained as
9.1% and the peak efficiency is 97.3%. SynRM produces
470Nm torque and supplies maximum of 285kW power. The
designed motor can be operated at constant torque between
0-5500 rpm. Furthermore, it can be operated at a relatively
lower torque values up to 10.000 rpm rotational speed.
The analysis results proved that the designed motor
successfully meets the targeted torque, power, current,
torque ripple, and efficiency values. The results revealed that
the designed SynRM is effective, successful, and applicable
for traction motor of the new generation EVs.
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