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Interior permanent-magnet motor for ship propulsion, design and testing

Conference Paper · October 2009

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing

Branimir Ružojčić
TEMA d.o.o.
Voltića 14/p, HR-52100 Pula, Croatia
Tel.: +385 / (52) – 216 740
Fax: +385 / (52) – 507 599
E-Mail: tema@pu.htnet.hr

Damir Žarko, Drago Ban

University of Zagreb
Faculty of Electrical Engineering and Computing
Department of Electrical Machines, Drives and Automation
Unska 3, HR-10000 Zagreb, Croatia
Tel.: +385 / (1) – 6129 706, +385 / (1) – 6129 673
Fax: +385 / (1) – 6129 705
E-Mail: damir.zarko@fer.hr, drago.ban@fer.hr
URL: www.esa.fer.hr/djelatnici/zarko_damir, www.esa.fer.hr/djelatnici/ban_drago

Keywords
«Interior permanent-magnet motor», «Ship propulsion», «Design», «Testing»

Abstract
The main design features and the results of tests carried out on a prototype of a 750 kW interior
permanent-magnet (IPM) motor for ship propulsion are presented. The principal reasons for choosing
an IPM motor design over other available types of permanent-magnet (PM) motors for ship propulsion
have been discussed in detail. The test results indicate that the motor parameters and its performance
confirm the predictions made in the design stage.

Introduction
The use of electric propulsion for navy and civil vessels has been a growing trend especially since
power converters in the megawatt power range became available on the market. The interest in this
type of propulsion arose due to its several advantages over conventional propulsion based on a diesel
engine connected to the propeller on the same shaft. The most important advantages are [1]: increased
efficiency because diesel engines can always operate at optimal speed from the aspect of fuel
consumption regardless of the speed of the ship, reduced size of the engine room because smaller
diesel engines with higher rpm can be used without a reduction gear, the prime mover and the electric
generators no longer need to be situated near the propeller shaft, increased cargo space, better
maneuverability, all generated power is available as electrical for both propulsion and all other electric
loads on the ship, vibrations and hammering transmission from diesel engines to the ship hull structure
are smaller.

The types of electric motors that can be considered are: induction motor, synchronous motor with field
excitation, PM motor and superconductive motor (AC synchronous or DC homopolar). The PM motor
has lower losses and higher torque density (smaller size) than induction or synchronous motor of the
same power rating, which is important since space on the ship is always scarce. Although
superconductive motor is the smallest in size, it remains currently reserved only for special
applications due to its high cost. In the case of a PM motor technology there are three basic design
types: radial flux (surface [2] or interior [3]-[4]), axial flux [5] and transverse flux [6]. The interior PM
motor has certain advantages which are emphasized further in the paper.

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

Comparison of IPM and other PM Motor Designs

For the purpose of ship propulsion an SPM motor design is most often considered in literature [2], [7]-
[9], although from the standpoint of manufacturing and long-term exploitation of units with high
power rating (hundreds of kilowatts), an IPM design offers several advantages over an SPM design.
Those advantages are discussed in the following points:
1. If the insulation of the armature winding complies with a temperature tolerance class H, the motor
is usually designed for the maximum temperature at the hottest spot of class F insulation (155 0C).
In that case the temperature of the magnets exceeds well over 100 0C and hence one cannot rely
only on the adhesive to fix the magnets on the rotor surface because as the temperature increases
the adhesive ages quickly and loses its properties. Therefore, in addition to the adhesive, one must
also use a sleeve made of either stainless steel or some fibrous material (glass or kevlar fiber). The
problem with the steel sleeve are additional eddy current losses and also the need for additional
heating in order to mount it to the rotor if a tight sealing with the magnets is to be achieved. The
heating of the sleeve is very problematic since magnets are sensitive to high temperature,
especially if they are already magnetized prior to assembly, which is most often the case on large
diameters. In the case of fibrous material, poor tolerances on the rotor outer diameter are achieved
which, for mechanical safety reasons, requires larger air-gap. The large air-gap in turn requires
thicker magnets. In addition, as the thickness of magnets increases, the tolerances on its
dimensions increase as well. For the reasons stated it is difficult to build a rotor for an SPM motor
of high power rating with tight tolerances of its diameter and with a small air-gap at the same time.
2. The air-gap in an IPM motor is smaller and is limited by mechanical stiffness of the rotor structure
and tolerances of the tools used for construction and fitting of the rotor.
3. In an SPM motor the magnet protection against demagnetization can be achieved solely by
increasing the thickness of the magnets.
4. An IPM motor provides better protection against demagnetization since an additional path for the
armature winding field is formed around rotor cavities in which the magnets are located.
5. The field weakening capability of an SPM motor is very limited (around 20 % above rated speed
for most designs).
6. An IPM motor has a very good field weakening capability and can operate at speeds several times
higher than rated speed depending on the configuration of the rotor cavities.
7. The fitting of the rotor of an SPM motor into the stator bore is a complicated task since magnets on
the surface can be easily damaged.
8. The magnets in an IPM motor are fitted into cavities and are thus mechanically protected. The
shape of the magnets can be made very simple (e.g. rectangular), which reduces cost.
9. The magnets in an SPM motor cannot be further protected against corrosion in a manner other than
initial galvanization.
10. In an IPM motor an additional protection against corrosion can be achieved by pouring resin into
the cavity prior to fitting the magnets.
11. Besides producing torque originating from the interaction between permanent-magnet field and the
armature current, an additional reluctance torque is produced in an IPM motor due to magnetic
non-symmetry in d and q axes created by the presence of cavities in the rotor yoke.
12. The rotor of an IPM motor is mechanically more robust thus allowing for higher rotational speed
than an SPM motor of the same rotor size.
13. The amount of permanent-magnet material required for the same power rating and the same level
of demagnetization is smaller in an IPM motor than in an SPM motor.
The axial flux machine is short in axial length and requires a fairly large diameter to develop
significant torque, which is not advantageous on the ship. The 2 MW transverse flux motor [5] has
also been developed, which is a promising design from the aspect of torque density, but its main
disadvantage is high manufacturing complexity.

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

Design Features and Test Results of the LPMR 750 IPM Motor
The basic design features of the manufactured prototype [10] are visible in the finite-element (FE)
model shown in Fig. 1. There are three layers of cavities in the rotor containing NdFeB magnets of
rectangular shape. The motor is water cooled and in addition the cooling air is forced through the rotor
axial channels by two fans mounted on the frame. The motor ratings are: output power 750 kW, total
average torque 3979 Nm, voltage 690 V, current 662 A, speed 1800 rpm, frequency 90 Hz, power
factor 0.95, efficiency 0.97. The motor yacht (Fig. 2) for which the prototype has been designed has a
total length of 72 meters and requires two such motors for propulsion. The prototype in manufacturing
stage and the prepared test setup are shown in Fig. 3.

(a) (b)
Fig. 1: Finite element model of the LPMR 750 IPM motor at rated load. (a) flux lines and (b) flux
density

Fig. 2: Motor yacht for whose propulsion the 750 kW IPM motor has been designed

(a) (b) (c)

Fig. 3: Prototype of the LPMR 750 IPM motor for ship propulsion. (a) assembled rotor, (b)
preparation for testing and (c) measurement setup

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

Back-EMF
The waveform of no-load phase voltage (back-EMF) has been measured at 1200 rpm and scaled to the
rated speed of 1800 rpm. The phase EMF waveform in Fig. 4b is calculated using FEM assuming one
turn per coil, while the actual winding has three turns per coil. Hence, for better comparison the
measured waveform, shown in Fig. 4a, was additionally scaled down by a factor of three. The
calculated THD factor is 3.27 %, while the measured THD is only 2.79 %. For the line-to-line no-load
voltage the calculated THD is 0.67 % and the measured THD is 0.9 %. The small THD is attributed to
the combination of fractional slot winding and skewing of stator slots by one slot pitch.
150

125

100

75

50
Phase EMF [V]

25

-25

-50

-75

-100

-125

-150
0 30 60 90 120 150 180 210 240 270 300 330 360
Angle [el. deg.]

(a) (b)
Fig. 4: Phase no-load voltage at 1800 rpm. (a) measured and (b) calculated
Armature winding resistance
The armature winding resistance has been determined by measuring the current and the voltage drop
across each individual winding powered from a DC source. The armature winding of the LPMR 750
consists of three separate winding groups for each phase which are connected in parallel. There are a
total of nine windings which are all connected to the motor terminal box. The resistance of each
individual winding is listed in Table I where it is compared to the value of resistance calculated in the
design stage.
Table I: Comparison of measured and calculated armature winding resistance
Resistance
[mΩ]
Phase winding Voltage [mV] Current [A]
Measured Measured Calculated
(16.50 C) (200 C) (200 C)
1U1-1U2 100.34 10.219 9.819 9.956
2U1-2U2 97.138 10.278 9.451 9.583
3U1-3U2 98.439 10.288 9.568 9.701
1V1-1V2 97.654 10.172 9.600 9.734
2V1-2V2 96.647 10.254 9.425 9.556 10.8
3V1-3V2 100.87 10.355 9.741 9.877
1W1-1W2 98.381 10.340 9.515 9.647
2W1-2W2 95.064 10.238 9.285 9.414
3W1-3W2 99.017 10.235 9.674 9.809
Ambient Temperature during measurement: 16.5 0C
Armature Winding Inductances
In an IPM motor the magnets are located in rotor cavities along the main flux path. The relative
permeability of NdFeB magnets is usually between 1 and 1.1, and hence from the perspective of the
armature winding those cavities represent the areas of high reluctance. Since d axis of the rotating d-q
coordinate system is aligned with the axis of magnets, as shown in the phasor diagram in Fig. 5, the

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

flux path of the armature winding along the d axis has a higher reluctance than the flux path along the
q axis. Therefore, there will be a difference in values of inductances Ld and Lq such that Lq>Ld.

Fig. 5: Phasor diagram of an IPM motor

The armature winding inductances Ld and Lq have been measured using static tests with the locked
rotor. The rotor of the tested motor was brought in a position in which the magnet axis is aligned with
the phase A axis by applying the DC voltage to the motor terminals connected according to Fig. 6a.
With such alignment the rotor of the DC pendulum machine, to which the tested motor was
mechanically connected via torque sensor, was mechanically locked. The rotor remained in the same
locked position for the measurement of both inductances Ld and Lq. Fig. 6 shows the basic principle of
measurement for both inductances. In the case of Ld the basic circuit consists of an AC voltage source
applied across the phase A terminal and the short-circuited terminals of phases B and C. The resulting
current which flows through the windings thus produces a pulsating armature field in the d axis. In the
case of Lq the AC voltage is applied across the terminals of phases B and C, while the phase A terminal
is open and the phase A current is zero. The resulting current produces a pulsating armature field in the
q axis. According to Fig. 6, the following equations can be written for the voltages and currents of
phases A and B:
dia 1 di 1 di
va = ia Ra + ( Ll + Lmd ) − Lmd b − Lmd c , (1)
dt 2 dt 2 dt
dib 1 di
vb = ib Rb + ( Ll + Lmq ) − Lmq c (2)
dt 2 dt
where Ra is the armature resistance, Ll is the total leakage inductance per phase, and Lmd and Lmq are
the main inductances per phase when the resulting armature field is aligned with the d and q axis
respectively. From Fig. 6 it follows that
ia
ib = ic = − and ic = −ib . (3)
2
Hence, (1) and (2) now become
⎛ 3 ⎞ di ⎛ 3 ⎞ di
va = ia Ra + ⎜ Ll + Lmd ⎟ a , vb = ib Rb + ⎜ Ll + Lmq ⎟ b . (4)
⎝ 2 ⎠ dt ⎝ 2 ⎠ dt
The resulting inductances Ll + 3 2 Lmd and Ll + 3 2 Lmq are equivalent to Ld and Lq inductances
respectively. In addition, one can also write
va = vd , ia = id and vb = vq , ib = iq . (5)

thus giving
did diq
vd = id Ra + Ld and vq = iq Rb + Lq . (6)
dt dt

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

The time dependent flux linkages in the d and q axes, ψ d ( t ) and ψ q ( t ) , can now be determined from
voltage equations (6) by integration
t t
ψ d ( t ) = ∫ ⎡⎣vd (τ ) − id (τ ) Ra ⎤⎦ dτ , ψ q ( t ) = ∫ ⎡⎣vq (τ ) − iq (τ ) Rb ⎤⎦ dτ . (7)
0 0

The flux linkages of the tested motor determined by measurement are shown in Fig. 7 as a function of
instantaneous currents id and iq. The maximum available current for the measurement was only 350 A
due to limits of the variable transformer used as a power supply. Within one cycle of voltage and
current one obtains hysteresis loops from which the averaged flux linkages ψd and ψq are extracted.
The inductances are now defined as ratios of corresponding averaged flux linkages and currents
ψ d (t ) ψ q (t )
Ld = and Lq = . (8)
id ( t ) iq ( t )

(a) (b)
Fig. 6: Principle circuits used for measurement of inductances (a) Ld and (b) Lq

0.25 0.6
ψ d(id) - hysteresis loop ψ q(iq) - hysteresis loop
0.2
ψ d(id) - averaged 0.4 ψ q(iq) - averaged
0.15

0.1
0.2
0.05
Flux ψ d [Vs]

Flux ψ q [Vs]

0 0

-0.05
-0.2
-0.1

-0.15 -0.4
-0.2

-0.25 -0.6
-400 -200 0 200 400 -400 -300 -200 -100 0 100 200 300 400
Current id [A] Current iq [A]

(a) (b)
Fig. 7: Flux linkages (a) ψd = f(id) and (b) ψq =f(iq) determined by measurement

0.63 2.6
0.62 2.5
0.61 2.4
0.6
Inductance Lq [mH]

2.3
Inductance Ld [mH]

0.59
2.2
0.58
2.1
0.57
2
0.56
1.9
0.55

0.54 1.8

0.53 1.7
-400 -300 -200 -100 0 100 200 300 400 -400 -300 -200 -100 0 100 200 300 400
Current id [A] Current iq [A]

(a) (b)
Fig. 8: Inductances (a) Ld = f(id) and (b) Lq =f(iq) determined by measurement

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

The inductances calculated using FEM are shown in Fig. 9 as a function of current density. The
current density for rated current (662 Arms) equals 4.5 A/mm2. In the FE model the magnets are
turned off. In the actual motor the permanent-magnet flux is always present during measurement
which means that the motor is exposed to different levels of saturation for positive and negative
current id. This in turn leads to different variation of Ld. In the q axis the inductance is symmetrical
about the ordinate axis since there are no permanent magnets in that axis.

Fig. 9: Inductances Ld and Lq calculated by FEM

No-load losses
The rotor of the tested motor with open stator terminals was driven by the DC pendulum machine
(Fig. 10) powered from a DC generator driven by an induction motor. The speed of rotation was
adjusted by varying the excitation current of the DC generator. The no-load losses were determined by
measuring the speed and the output torque of the DC pendulum machine. The torque was measured
using a scale and a lever (1 meter long) which is attached to the stator of the pendulum machine. The
no-load losses of the IPM motor are equal to the product of measured torque and speed. The losses
were measured up to speed of 1230 rpm due to the speed limit of the torque sensor (1200 rpm) which
was mounted between the pendulum machine and the tested IPM motor. The results are summarized in
Table II and Fig. 11.

(a) (b)
Fig. 10: Test setup for measurement of inductances and no-load losses. (a) 165 kW DC pendulum
machine and (b) LPMR 750 connected to the pendulum machine via torque sensor
Load Test at Rated Torque
The output torque of the motor for the given armature current depends on the no-load flux linkage due
to permanent magnets ψmd and the values of inductances Ld and Lq. The motor can produce both
electromagnetic and reluctance torque, depending on the position of the current vector in the rotating
d-q coordinate system. The total torque is given by

⎣ ( )
T = p ⎡ψ md I q + Ld − Lq I q I d ⎤ , Lq > Ld
⎦
(9 )

For testing of the motor under load the three-phase synchronous generator connected to the resistors
was coupled to the same shaft (Fig. 3b).

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 Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

Table II: Measured losses at no-load

condition
Speed Torque Losses
[rpm] [Nm] [W]
272 17.66 503
386 19.13 773
479 19.87 996
612 21.09 1352
726 22.07 1678
820 23.15 1988
911 24.03 2293
1019 25.51 2722
1110 26.49 3079
1230 27.96 3601 Fig. 11: Measured no-load losses as a function of
speed

The available power supply voltage of the ABB ACS800 drive was 400 V (the rated motor voltage is
690 V), so the test had to be carried out at the speed of 1200 rpm to limit the back-EMF (357 V at
1200 rpm). The test started at 90 % of rated torque and the torque was later increased to 100 % and
again to 105 % towards the end of the test. During the test the winding temperature was measured
using Pt100 sensors at six different locations inside the armature winding (two for each phase). The
test was interrupted when the maximum winding temperature measured by one of the six sensors
reached approximately 120 0C. The average ambient temperature during the test was 24 0C. The motor
insulation complies with thermal class H (125 0C), but the maximum allowed temperature rise in
continuous operation (S1) corresponds to thermal class F (105 0C). In our case at the end of the test the
temperature rise was around 95 0C. The average temperature of the permanent magnets based on the
temperature measurement of one accessible magnet was 75 0C immediately after stopping the motor.
The average measured winding temperature from six Pt100 sensors and the temperatures calculated at
the design stage (FEM) are given in Fig. 12. The details of the test results are summarized in Table III.
Note that at rated torque the measured armature current (872.8 A) was higher than rated current
(662 A). The reason for such result was the inability to set the parameters of the drive so that the
current vector is brought to a position relative to the q axis where the maximum torque per ampere is
achieved. Hence, it was not possible to fully utilize the reluctance torque and minimize the armature
current for the given load.

Radial temperature distribution, middle section

[°C]
140
115
120
110
105 1→ 100

80
100
Winding temperature [ 0C]

60
95 2
40
90
20
85 0 50 100 150 200 250 300 350
[mm]
1
80
Winding axial temperature distribution
75 [°C]
150

70 140

65
60 2→ 130

120
55
110
50
0 20 40 60 80 100 120 140 160 180 200 220 100

Time [minutes] 90
0 100 200 300 400 500 600 700 800
[mm]

(a) (b)
Fig 12: Average armature winding temperature determined by (a) measurement and (b) FE simulation

For the torque measurement the torque sensor shown in Fig. 13 was available. However, since the
maximum torque the sensor can withstand is 2825 Nm and the rated torque of the motor is 3979 Nm, it
was not possible to measure the torque directly during the load test at rated torque. The alternative was

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Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

to estimate the rated torque by the ABB ACS800 drive. The reliability of this torque estimate was
tested by comparing the measured and estimated torque for several loads listed in Table IV within the
limits of the torque sensor. The ACS800 provides the torque estimate as a percentage of the rated
torque. It was assumed that the rated torque is achieved at a given speed when ACS800 shows the
torque estimate of 100 %. Table III also contains information about the torque Tm which was
determined by subtracting the power losses from the input power measured at the motor terminals
using NORMA 4000 Power Analyzer.
Table III: Results of measurements from the load test
Ambient Winding temperature Water
Time Speed LPMR 750
temp. Phase U Phase V Phase W temp.
0
[min] Ta [ C] TU1 [0C] TU2 [0C] TV1 [0C] TV2 [0C] TW1 [0C] TW2 [0C] 0
TH20 [ C] [rpm] V [V] I [A] λ P1m [kW]
0 22 48 52 52 49 50 52 22 1200 221.7 774.0 0.8503 437.67
30 22 68 72 67 67 67 71 28 1200 222.2 765.0 0.8497 433.28
60 22 76 80 75 75 75 79 30 1200 221.8 769.4 0.8500 435.27
90 22 80 83 82 82 83 84 38 1200 222.9 742.3 0.8557 424.67
95 22 218.2 857.4 0.8528 478.73
120 24 95 102 101 93 94 100 36.5 1200 218.3 872.8 0.8578 490.40
150 25 99 104 105 97 98 104 38 1200 219.6 876.5 0.8557 494.13
163 216.9 945.2 0.8478 521.40
195 26.2 111 118 116 108 108 118 36 1200 218.0 944.5 0.8487 524.30
220 26.2 111 118 116 108 108 118 36 1200 219.4 935.0 0.8497 522.82
Ta – ambient temperature
TU1, TU2, TV1, TV2, TW1, TW2 – winding temperatures measured using Pt100 temperature sensors; temperature for each phase winding is obtained from two
sensors at different locations in the winding
TH20 – temperature of the cooling water exiting the motor
V – average phase voltage measured at the motor terminals
I – average phase current of the motor
λ - power factor of the motor including all harmonics
P1m –electrical power input at the motor terminals
LPMR 750
P1m [kW] Plossm [kW] P2m [kW] Tm [Nm] Test [Nm] ηm
437.67 10.00 427.67 3403 3581 0.9772
433.28 10.26 423.03 3366 3541 0.9763
435.27 10.51 424.76 3380 3561 0.9759
424.67 10.15 414.52 3299 3525 0.9761
478.73 3995
490.40 13.13 477.27 3798 3979 0.9732
494.13 13.32 480.81 3826 3951 0.9730
521.40 4218
524.30 15.31 508.99 4050 4190 0.9708
522.82 15.07 507.75 4041 4158 0.9712
P1m – electrical power input at the motor terminals
2
Plossm=P0+3I RT - power losses in the motor (P0 = 3.5 kW - no-load losses at 1200 rpm from Table II, I - measured average phase current, RT - resistance per
phase at the average temperature reading from six Pt100 sensors)
P2m=P1m-Plossm - mechanical power output of the motor
Tm=P2m/ω - motor torque
Test - torque estimated by the ABB ACS800 drive expressed in [Nm]
ηm=P2m/P1m - efficiency of the motor

Torque sensor:
Table IV: Comparison of measured and Sensor Developments Inc. , model
estimated torque 90360-253, max. torque 25000 inlbs
(2825 Nm), max. speed 1200 rpm,
Torque Torque ACS800 900 MHz radio receiver
Speed
sensor sensor estimate
[rpm] Tm [Nm] Tm [%] Test [%]
1200 516 13.0 13.5
1200 1296 32.6 33.0
1200 2028 51.0 55.5

Fig. 13: Tested motor with torque sensor mounted

on the shaft

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 Interior Permanent-Magnet Motor for Ship Propulsion, Design and Testing ZARKO Damir

Conclusion
The selected design details and the key test results of the 750 kW IPM motor for ship propulsion have
been presented. This type of motor is reliable, mechanically robust, provides good protection for
magnets against demagnetization and corrosion, produces additional reluctance torque and is easier to
manufacture than some other types of PM motors.

The rated torque of the motor was achieved during testing without exceeding the maximum allowed
temperature of the stator winding. In addition, the efficiency of 97 % calculated in the design stage
was confirmed by measurement from the load test at rated torque.

All the measurements could not have been carried out to fully exploit the capability of the tested motor
due to constraints imposed by the power supply and the available equipment. Regardless of the
limitations, it can be concluded that the test results confirmed the correct electromagnetic and thermal
design of the motor.

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Ship Propulsion, 13th Eutropean Conference on Power Electronics and Applications. EPE2009, Barcelona
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EPE 2009 - Barcelona ISBN: 9789075815009 P.10

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