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Copyright © 2009. Nova Science Publishers, Incorporated. All rights reserved.
Electric Vehicles: Technology, Research and Development, Nova Science Publishers, Incorporated, 2009. ProQuest Ebook Central,
ELECTRIC VEHICLES: TECHNOLOGY,
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ELECTRIC VEHICLES: TECHNOLOGY,
RESEARCH AND DEVELOPMENT
GERALD B. RAINES
EDITOR
Nova Science Publishers, Inc.

New York
Copyright © 2009 by Nova Science Publishers, Inc.
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LIBRARY OF CONGRESS CATALOGING-IN-PUBLICATION DATA

Electric vehicles : technology, research, and development / editor, Gerald B. Raines.
p. cm.
Includes index.
ISBN (HERRN)
1. Electric vehicles. I. Raines, Gerald B.
TL220.E4545 2009
629.22'93--dc22
2009000156
Published by Nova Science Publishers, Inc. Ô New York
CONTENTS
Preface vii
Chapter 1 Electric Motor Drives for Battery, Hybrid and Fuel Cell Vehicles 1
K. T. Chau
Chapter 2 Environmental Friendly Inter-City Aircraft (ENFICA-FC)
and Preliminary Analysis for 2-seat Aircraft Conversion
into Fuel Cells Powered Innovative System 41
G. Romeo, G. Frulla, E. Cestino and F. Borello
Chapter 3 Clarifying the Debate on Electric Two-Wheelers in China 67
Christopher Cherry
Chapter 4 Examination of State Estimators for Electrochemical Energy
Storage Devices by Means of a Hardware-in-the-Loop System 87
Mark Verbrugge, Damon Frisch, Trudy Weber,
Arthur Bekaryan and Ping Liu

Chapter 5 On The Fuel Economy Of Hybrid-Electric Powertrains 105
Tomaž Katrašnik
Chapter 6 Energy Efficiency Policy: Budget, Electricity Conservation andFuel
Conservation Issues 163
Fred Sissine
Chapter 7 Hydrogen and Fuel Cell Vehicle R&D: FreedomCAR
and the President’s Hydrogen Fuel Initiative 195
Brent D. Yacobucci
Chapter 8 Department Of Transportation, National Highway Trafffic Safety
Administration: Federal Motor Vehicle Safety Standards; Occupant
Protection In Interior Impact; Side Impact Protection; Fuel System
Integrity; Electric-Powered Vehicles: Electrolyte Spillage And Electrical
Shock Protection; Side Impact Phase-In Reporting Requirements 201
U. S. Government Accountability Office
vi Contents
Chapter 9 Advanced Lithium-Ion Batteries for Plug-in Hybrid-Electric

Vehicles 205
Paul Nelson and Khalil Amine
Chapter 10 Energy Independence and Security Act of 2007: A Summary
of Major Provisions 221
Fred Sissine
Index 243
PREFACE
With ever increasing concern on environmental protection and energy conservation, there
is a fast growing interest in electric vehicles (EVs) from automakers, governments and
customers. As electric propulsion is the core of EVs, there is a pressing need for researchers
to develop advanced electric motor drives for various classes of EVs, including the battery,
hybrid and fuel cell vehicles. Such issues are addressed in this book.
The development and use of a fuel cell based power system for propulsion of electric
aircrafts is discussed. A study done on the flight mechanics of the new aircraft, to verify the
new flight performance, is also examined.
Electric powered two-wheelers have risen in popularity in China over the past several
years. This book investigates the growth of these electric two-wheelers in China and
compares their environmental and safety impacts to those of alternative modes of
transportation.
Futhermore, the design and implementation of a hardware-in-the-loop system for the
development, verification, and validation of algorithms used to construct state estimators for
batteries and supercapacitors is addressed.
There are several different kinds of devices that can be used to achieve electrochemical
energy conversion. Some of these conversion technologies are reviewed, as well as their
impact on the environment.
The method used to control a power-train of a hybrid electric vehicle is discussed as well
as how both the engine and the electric machine may achieve respective higher efficiencies
after using this method.
The regulated and unregulated emissions of diesel engines operating on different sulfur
content fuels are also looked at.
Energy efficiency issues include research and development priorities, funding for
climate-related efficiency programs, implementation of equipment efficiency standards,
regulation of vehicle fuel efficiency, and electricity industry ratemaking for energy efficiency
profitability. Such issues are addressed in this book.
Chapter 1 - With ever increasing concern on environmental protection and energy
conservation, there is a fast growing interest in electric vehicles (EVs) from automakers,
governments and customers. As electric propulsion is the core of EVs, it is a pressing need for
researchers to develop advanced electric motor drives for various classes of EVs, including
the battery, hybrid and fuel cell vehicles. This chapter firstly reviews various electric motor
drives, including DC, induction, switched reluctance and permanent magnet (PM) brushless
viii Gerald B. Raines
types, for application to EVs. As the development of PM brushless motor drives is being
actively engaged, their motor configurations and operating principles are delineated.
Secondly, two emerging PM brushless motor drives, namely the double-stator PM brushless
motor drive and the hybrid-PM brushless motor drive, are discussed. Their motor
configurations, design equations, analysis approaches, converter topologies and control
strategies are described when necessary. Then, their operating characteristics are evaluated.
Finally, the concept of integrated PM motor drive systems is revealed. It takes the definite
advantages of high efficiency, good controllability, compact size and lightweight, which are
particularly essential for future vehicles. Hence, three latest integrated PM brushless motor
drive systems, namely the magnetic-geared PM brushless motor drive system, the memory-
PM brushless integrated-starter-generator system and the PM brushless electric variable
transmission system, are discussed. Future research directions of these integrated systems are
particularly identified.
Chapter 2 - The main objective of the ENFICA-FC project (ENvironmentally Friendly
Inter City Aircraft powered by Fuel Cells), funded by European Commission, is to develop
and validate the use of a fuel cell based power system for propulsion of more/all electric
aircraft. The following items shall be pursued: a) A fuel cell system shall be designed, built
and tested in laboratory ready to be installed on board for flying; b) A high efficiency
brushless electric motors and power electronics apparatus for their control shall be designed
and manufactured ready to be installed on board for flying; c) high efficiency would be
obtained by an optimised aerodynamic propeller design; d) A study of the flight mechanics of
the new aircraft will be carried to verify the new flight performance; e) Validation of the
overall high performance of an all electric aircraft by means of flight test. The fuel cell
system will be installed in a light sport aircraft which will be flight and performance tested as
a proof of functionality and future applicability for inter city aircraft. A selection of most
suitable aircraft for conversion is presented and the light sport aircraft Rapid 200 chosen. The
high efficiency two-seat existing aircraft Rapid 200, manufactured by Jihlavan Aircraft, has
been selected over more than 100 light sport aircrafts after the preliminary reported
evaluation based on merit index as indicated. The aircraft will be used for the conversion
from internal combustion engine to an electric one. Analysis about the COTS equipments for
electric propulsion system has been performed and presented. Design indication of an optimal
propeller complete the identification phase that continue with the analysis of some parameters
influencing the general configuration of the converted aircraft and the mission items.
Preliminary consideration about the definition of storage configuration are presented and
some safety issues are considered for H2-gas management. Design indications and conversion
limitations conclude the reported activity.
Chapter 3 - Electric two-wheelers have entered the ever-expanding transportation market
in China, fully penetrating the market in most cities and rural areas. Over the past five years,
more than 50 million electric two-wheelers have been sold in China. Electric two-wheelers
have surpassed bicycle ridership in many cities, moving this mode beyond filling small niches
that electric vehicles have historically filled in developed nations. Electric two-wheelers are
used for many types of transportation, from commuting to goods delivery to law enforcement.
This chapter outlines the recent historic growth of electric two-wheelers and scooters in
China, discussing several of the controversial issues surrounding them, including safety,
congestion, environmental performance, and competition with public transit. Electric two-
wheelers provide high levels of personal mobility, matching that of the automobile. They do
Preface ix
so with much fewer of the environmental, congestion, and safety externalities associated with
personal cars. Currently, though, most electric two-wheeler users would otherwise ride a
traditional bicycle or bus, obscuring the relative impact of electric two-wheelers on China’s
urban transportation systems. When balancing electric two-wheelers’ effect on mobility and
access, environment, safety, and congestion in the entire transportation system, they
debatably provide net benefits. This chapter clarifies those debates and frames the challenges
in ways that can be quantified.
Chapter 4 - We have designed and implemented a hardware-in-the-loop system for the
development, verification, and validation of algorithms used to construct state estimators for
batteries and supercapacitors. The intent of the work is to allow algorithm developers to test
their algorithms rapidly and in the context of the actual application. Promising results are
shown for a carbon based electric double layer capacitor (a supercapacitor); the modeled
vehicle configuration corresponds to the General Motors Saturn Vue Green Line 36V HEV,
with the NiMH battery replaced by a supercapacitor pack. While the work is pragmatic in
terms of addressing vehicle applications, the theoretical underpinnings and mathematical
methods are relatively new, evolving, and comprise substantial complexity.
Chapter 5 - The treatise presents an extensive simulation and analytical analysis of the
energy conversion phenomena in parallel and series hybrid-electric powertrains. Parameters
of both hybrid powertrains are evaluated and compared to parameters of the conventional-
internal combustion engine powertrain. Simulation approach is based on an accurate and fast
forward-facing simulation model that is capable of capturing dynamics of the powertrain
components. Moreover, the treatise offers an analytical approach based on the energy balance
equations in order to analyze and predict energy conversion efficiency in both hybrid
powertrains. The analysis covers broad range of parallel and series hybrid powertrain
configurations. Very good agreement between simulation and analytical results gives
confidence in the accuracy of the performed analysis and confirms the validity of the
analytical framework. Combined simulation and analytical analysis enables deep insight into
energy conversion phenomena in hybrid powertrains. It reveals advantages and disadvantages

of both hybrid powertrain concepts and their variations running under different operating
conditions. The analysis thus indicates guidelines that lead to optimum fuel economy of
particular powertrain concept operating according to the specified drive-test cycle. It can be
concluded from the presented results that: 1.) parallel hybrid powertrain features better fuel
economy than the series one for the applied test cycles, 2.) both hybrid powertrain
configurations feature the best fuel economy at light duty application and 3.) electric
conversion efficiency has significant influence on the fuel economy enhancement of hybrid-
electric powertrains.
Chapter 6 - Energy efficiency issues include research and development (RandD)
priorities, funding for climate-related efficiency programs, implementation of equipment
efficiency standards, regulation of vehicle fuel efficiency, and electricity industry ratemaking
for energy efficiency profitability. The Bush Administration has proposed an Advanced
Energy Initiative (AEI) to accelerate hydrogen programs. For the Department of Energy’s
(DOE’s) energy efficiency RandD programs, the Administration seeks $484.7 million, with
increases for Hydrogen and Hybrid/Electric Propulsion. The request would cut $74.8 million
from the Weatherization Program and eliminate controversial funding earmarks. The House-
passed version of the FY2007 Energy and Water Appropriations Bill (H.R. 5427) would fund
x Gerald B. Raines
AEI and cut earmarks. The Senate Appropriations Committee has also approved AEI funding
and would cut earmarks even further than the House.
Energy efficiency programs have long been justified for the ability to reduce petroleum
use and curb environmental impacts such as air pollution. This made it economically and
administratively convenient to have them also serve as part of a low cost “no regrets” policy
to reduce greenhouse gas (especially CO2) emissions.
In addition to DOE funding, H.R. 5386 would provide about $100 million for the
Environmental Protection Agency’s energy efficiency program, and the Senate
Appropriations Committee’s version of H.R. 5522 would provide about $200 million for
energy efficiency-related programs in developing countries.
DOE’s implementation of equipment efficiency standards has been a subject of some
congressional criticism. The Energy Policy Act of 2005 (EPACT, P.L. 109-58) directed DOE
to report to Congress on actions taken to address the concern. In response, DOE issued a
schedule for rulemakings on 30 products. EPACT also raised the goals for energy efficiency
in federal agencies and provided modest tax incentives for efficiency in certain vehicles and
buildings.
Automobile fuel efficiency regulation has been one of the most controversial aspects of
energy efficiency policy. The Corporate Average Fuel Economy (CAFE) program for new
cars and light trucks achieved significant energy savings through 1985 but has remained
relatively flat since then. Critics say that recent CAFE increases for light trucks are too small,
given concerns about high gasoline prices, air emissions. Proponents counter that larger
CAFE increases would pollution, and CO2 compromise safety and cause hardship for
manufacturers.
The National Action Plan for Energy Efficiency aims to defer the need for 20,000
megawatts of new electric power plant capacity. Its success will depend mainly on the ability
of state regulators to make energy efficiency profitable for electricity companies, by
addressing the link between profits and sales.
Chapter 7 - FreedomCAR and the Hydrogen Fuel Initiative are two complementary
government-industry research and development (R&D) policy initiatives that promote the
development of hydrogen fuel and fuel cell vehicles. Coordinated by the Department of Energy
(DOE), these initiatives aim to make mass-market fuel cell and hydrogen combustion
vehicles available at an affordable cost within 10 to 15 years from the launch of the
initiatives. However, questions have been raised about the design and goals of the initiatives.
This report discusses the organization, funding, and goals of the FreedomCAR and Fuel
partnerships, and issues for Congress.
Chapter 8 - Pursuant to section 801(a)(2)(A) of title 5, United States Code, this is our
report on a major rule promulgated by the Department of Transportation, National Highway
Traffic Safety Administration, entitled “Federal Motor Vehicle Safety Standards; Occupant
Protection in Interior Impact; Side Impact Protection; Fuel System Integrity; Electric-
Powered Vehicles: Electrolyte Spillage and Electrical Shock Protection; Side Impact Phase-In
Reporting Requirements” (RIN: 2127-AJ10). We received the rule on September 14, 2007. It
was published in the Federal Register as a final rule on September 11, 2007. 72 Fed. Reg.
51,908.
The final rule upgrades the Federal Motor Vehicle Safety Standard (FMVSS) No. 214, “Side
impact protection.” The final rule does so by incorporating a dynamic pole test into FMVSS
No. 214 requiring manufacturers to improve head and thorax protection to occupants of
Preface xi
vehicles that crash into poles and trees, or that are laterally struck by a higher-riding vehicle,
and to reduce fatalities and injuries caused by partial ejections through side windows.
Additionally, the final rule enhances the moving deformable barrier test by adding a second
dummy to better represent the at-risk population in vehicle-to-vehicle side crashes.
Enclosed is our assessment of the NHTSA’s compliance with the procedural steps required by
section 801(a)(1)(B)(i) through (iv) of title 5 with respect to the rule. Our review indicates that
NHTSA complied with the applicable requirements.
Chapter 9 - In this study, electric-drive vehicles with series powertrains were
configured to utilize a lithium- ion battery of very high power and achieve sport-sedan
performance and excellent fuel economy. The battery electrode materials are LiMn2O4 and
Li4Ti5O12, which provide a cell area-specific impedance of about 40% of that of the commonly
available lithium-ion batteries. Data provided by EnerDel Corp. for this system
demonstrate this low impedance and also a long cycle life at 55oC. The batteries for these
vehicles were designed to deliver 100 kW of power at 90% open- circuit voltage to provide
high battery efficiency (97-98%) during vehicle operation. This results in battery heating
of only 1.6oC per hour of travel on the urban dynamometer driving schedule (UDDS) cycle,
which essentially eliminates the need for battery cooling. Three vehicles were designed, each
with series powertrains and simulation test weights between 1575 and 1633 kg: a hybrid electric
vehicle (HEV) with a 45-kg battery, a plug-in HEV with a 10-mile electric range (PHEV10) with
a 60-kg battery, and a PHEV20 with a 100-kg battery. Vehicle simulation tests on the
Argonne National Laboratory’s simulation software, the Powertrain System Analysis
Toolkit (PSAT), which was developed with MATLAB/Simulink, showed that these
vehicles could accelerate to 60 mph in 6.2 to 6.3 seconds and achieve fuel economies of
50 to 54 mpg on the UDDS and highway fuel economy test (HWFET) cycles. This type of
vehicle shows promise of having a moderate cost if it is mass produced, because there is no
transmission, the engine and generator may be less expensive since they are designed to
operate at only one speed, and the battery electrode materials are inexpensive.
Chapter 10 - The Energy Independence and Security Act (P.L. 110-140, H.R. 6) is an
omnibus energy policy law that consists mainly of provisions designed to increase energy
efficiency and the availability of renewable energy. This report describes the key
provisions of the enacted law, summarizes the legislative action on H.R. 6, and provides a
summary of the provisions under each of the titles in the law. The highlights of key provisions
enacted into law are as follows:
Corporate Average Fuel Economy (CAFE). The law sets a target of35 miles per gallon for
the combined fleet of cars and light trucks by model year 2020.
Renewable Fuels Standard (RFS). The law sets a modified standard that starts at 9.0
billion gallons in 2008 and rises to 36 billion gallons by 2022.
Energy Efficiency Equipment Standards. The adopted bill includes a variety of new
standards for lighting and for residential and commercial appliance equipment. The
equipment includes residential refrigerators, freezers, refrigerator-freezers, metal halide
lamps, and commercial walk-in coolers and freezers.
Repeal of Oil and Gas Tax Incentives. The enacted law includes repeal of two tax
subsidies in order to offset the estimated cost to implement the CAFE provision.
xii Gerald B. Raines
The two most controversial provisions of H.R. 6 that were not included in the enacted law
were the proposed Renewable Energy Portfolio Standard (RPS) and most of the proposed tax
provisions, which included repeal of tax subsidies for oil and gas and new incentives for energy
efficiency and renewable energy.
In: Electric Vehicles: Technology, Research and Development ISBN 978-1-60741-142-0
Editor: Gerald B. Raines © 2009 Nova Science Publishers, Inc.
Chapter 1
ELECTRIC MOTOR DRIVES FOR BATTERY,

HYBRID AND FUEL CELL VEHICLES
K. T. Chau*
International Research Center for Electric Vehicles, Department of Electrical
and Electronic Engineering, The University of Hong Kong, Hong Kong, China
ABSTRACT
With ever increasing concern on environmental protection and energy conservation,
there is a fast growing interest in electric vehicles (EVs) from automakers, governments
and customers. As electric propulsion is the core of EVs, it is a pressing need for
researchers to develop advanced electric motor drives for various classes of EVs,
including the battery, hybrid and fuel cell vehicles. This chapter firstly reviews various
electric motor drives, including DC, induction, switched reluctance and permanent
magnet (PM) brushless types, for application to EVs. As the development of PM
brushless motor drives is being actively engaged, their motor configurations and
operating principles are delineated. Secondly, two emerging PM brushless motor drives,
namely the double-stator PM brushless motor drive and the hybrid-PM brushless motor
drive, are discussed. Their motor configurations, design equations, analysis approaches,
converter topologies and control strategies are described when necessary. Then, their
operating characteristics are evaluated. Finally, the concept of integrated PM motor drive
systems is revealed. It takes the definite advantages of high efficiency, good
controllability, compact size and lightweight, which are particularly essential for future
vehicles. Hence, three latest integrated PM brushless motor drive systems, namely the
magnetic-geared PM brushless motor drive system, the memory-PM brushless integrated-
starter-generator system and the PM brushless electric variable transmission system, are
discussed. Future research directions of these integrated systems are particularly
identified.
*
Professor. Department of Electrical and Electronic Engineering, The University of Hong Kong, Pokfulam Road,
Hong Kong. Phone: 852-2859-2704; Fax: 852-2559-8738; Email: [email protected]
2 K. T. Chau
1. INTRODUCTION
Vehicles equipped with an internal combustion engine have been in existence since 1885.
Although engine vehicles are continually improved by modern automotive electronics, they
need a major change to improve the fuel economy and to reduce the exhaust emission.
Electric vehicles (EVs), including battery, hybrid and fuel cell vehicles, have been
identified to be the most viable solution to fundamentally solve the problems associated
with engine vehicles (Chan and Chau, 2001; Ehsani et al., 2005).
Electric motor drives are the core technology for EVs. The basic requirements of an
electric motor drive for EVs are summarized below (Chau and Chan, 2007; Ehsani et al.,
1997; Zhu and Howe, 2007):
• high torque density and high power density;

• wide speed range, covering low-speed creeping and high-speed cruising;
• high efficiency over wide torque and speed ranges;
• wide constant-power operating capability;
• high torque capability for electric launch and hill climbing;
• high intermittent overload capability for overtaking;
• high reliability and robustness for vehicular environment;
• low acoustic noise;
• reasonable cost;
• high-efficiency generation over a wide speed range for hybrid vehicles;
• good voltage regulation over wide-speed generation for hybrid vehicles;
• low exhaust emission for hybrid vehicles.
The purpose of this chapter is to give an overview of electric motor drives for EVs.
Firstly, a review of traditional electric motor drives, namely the DC, induction, switched
reluctance (SR) and permanent magnet (PM) brushless ones, will be conducted. Secondly,
two emerging PM brushless motor drives, namely the double-stator PM brushless motor drive
and the hybrid-PM brushless motor drive, will be presented. Thirdly, the latest integrated PM
motor drive systems, namely the magnetic-geared PM brushless motor drive system, the
memory-PM brushless integrated-starter-generator system and the PM brushless electric
variable transmission system, will be discussed. Finally, a conclusion will be drawn.
2. REVIEW
Among different types of electric motor drives, there are four types that are viable for
EVs, namely the DC, induction, SR, and PM brushless motor drives. They possess
fundamentally different motor topologies as illustrated in Figure 1. Basically, they are
classified into two main groups, namely the brushed and brushless groups, and each group
can be further classified into different subgroups as illustrated in Figure 2. It should be noted
that the branches that are not viable for EVs have been pruned. Table 1 also lists the previous
or latest applications of those viable motor drives to flagship EVs.
Electric Motor Drives for Battery, Hybrid and Fuel Cell Vehicles 3
Figure 1. Typical EV motor topologies.
Figure 2. Classification of EV motor drives.
4 K. T. Chau
Table 1. Applications to flagship EVs
2.1. DC Motor Drives
DC motor drives used to be widely accepted for EVs. Based on the location of field
excitation, they can be grouped as the self-excited DC and separately excited DC types. Based
on the source of field excitation, they can also be grouped as the wound-field DC and PM DC
types. As determined by the mutual interconnection between the field winding and the
armature winding or the use of PM excitation, the whole family consists of the separately
excited DC, series DC, shunt DC and PM DC types. Because of their technological maturity
and control simplicity, various DC motor drives have ever been applied to different EVs as
listed in Table 1.
For the separately excited DC motor drive, the field and armature voltages can be
controlled independent of each other. The torque-speed characteristic is linearly related that
speed decreases as torque increases and speed regulation depends on the armature circuit
resistance. For the series DC motor drive, the field current is the same as the armature current.
An increase in torque is accompanied by an increase in the armature current and hence an
increase in flux. The speed must drop to maintain the balance between the supply and induced
voltages. The torque-speed characteristic has an inverse relationship. For the shunt dc motor
drive, the field and armature are connected to a common voltage source. The corresponding
characteristic is similar to that of the separately excited DC motor drive. For the PM DC
motor drive, it has relatively higher power density and higher efficiency because of the space-
saving benefit by PMs and the absence of field losses. Owing to the low permeability of PMs,
similar to that of air, armature reaction is usually reduced and commutation is improved.
However, since the field excitation in the PM DC motor drive is uncontrollable, it cannot
readily attain the operating characteristics similar to that of other wound-field DC motor
drives.
In general, speed control of DC motor drives can be accomplished by two methods,
namely armature control and field control. When the armature voltage is reduced, the
armature current and hence the motor torque decrease, causing the motor speed to decrease.
In contrast, when the armature voltage is increased, the motor torque increases, causing the
motor speed to increase. Since the maximum allowable armature current remains constant and
the field is fixed, this armature voltage control has the advantage of retaining the maximum
torque capability at all speeds. However, since the armature voltage cannot be further
increased beyond the rated value, this control is used only when the DC motor drive operates
below its base speed. On the other hand, when the field voltage of the DC motor is weakened
while the armature voltage is fixed, the motor induced EMF decreases. Because of low
armature resistance, the armature current will increase by an amount much larger than the
decrease in the field. Thus, the motor torque is increased, causing the motor speed to increase.
Since the maximum allowable armature current is constant, the induced EMF remains
constant for all speeds when the armature voltage is fixed. Hence, the maximum allowable
motor power becomes constant so that the maximum allowable torque varies inversely with
the motor speed. Therefore, in order to achieve wide-range speed control of DC motor drives
for EVs, armature control has to be combined with field control. By maintaining the field
constant at the rated value, armature control is employed for speeds from standstill to the base
speed. Then, by keeping the armature voltage at the rated value, field control is used for
speeds beyond the base speed.
All DC motor drives suffer from the same problem due to the use of commutators and
brushes. Commutators cause torque ripples and limit the motor speed, while brushes are
responsible for friction and radio-frequency interference. Moreover, due to the wear and tear,
periodic maintenance of commutators and brushes is always required. These drawbacks make
them less reliable and unsuitable for maintenance-free operation, and limit them to be widely
applied for modern EV propulsion.
2.2. Induction Motor Drives
At present, induction motor drives are the most mature technology among various
brushless motor drives. There are two types of induction motors, namely the wound-rotor and
squirrel-cage. Because of high cost, need of maintenance and lack of sturdiness, wound-rotor
induction motors are less attractive than squirrel-cage counterparts for electric propulsion in
EVs. Hence, squirrel-cage induction motors are loosely named as induction motors. Apart
from those advantages of brushless motor drives, induction motor drives possess the definite
advantages of low cost and ruggedness.

Speed control of induction motor drives is considerably more complex than that of DC
motor drives because of the nonlinearity of the dynamic model with coupling between direct
and quadrature axes. A number of control strategies have been developed to allow induction
motor drives to be applicable for electric propulsion. There are three state-of-the-art control
strategies, namely variable-voltage variable-frequency (VVVF) control, field-oriented control
(FOC) which is also called vector control or decoupling control, and pole-changing control.
On top of these control strategies, sophisticated control algorithms such as adaptive control,
variable-structure control and optimal control have also been employed to achieve faster
response, higher efficiency and wider operating ranges.
The VVVF control strategy is based on constant volts/hertz control for frequencies below
the motor rated frequency, whereas variable-frequency control with constant rated voltage for
frequencies beyond the rated frequency. For very low frequencies, voltage boosting is applied
to compensate the difference between the applied voltage and induced EMF due to the stator
resistance drop. Because of the disadvantages of air-gap flux drifting and sluggish response,
the VVVF control strategy is becoming less attractive for high-performance EV induction
motor drives.
In order to improve the dynamic performance of induction motor drives for EV
propulsion, FOC is preferred to VVVF control. By using FOC, the mathematical model of
6 K. T. Chau
induction motors is transformed from the stationary reference frame (d-q frame) to the
general synchronously rotating frame (x-y frame). When the x-axis is purposely selected to be
coincident with the rotor flux linkage vector, the reference frame (α-β frame) becomes
rotating synchronously with the rotor flux. Hence, the motor torque T can be obtained as:
3 M2
T= p i s α is β
2 Lr
where p is the number of pole pairs, M is the mutual inductance per phase, Lr is the rotor
inductance per phase, and isα and isβ are the α-axis component and β-axis component of
stator current, respectively. This torque equation is very similar to that of separately excited
DC motor drives. Therefore, by means of this FOC, the motor torque can be effectively
controlled by adjusting the torque component isβ as long as the field component isα remains
constant. Hence, induction motor drives can offer the desired fast transient response similar to
that of separately excited DC motor drives.
It is well known that a change of the number of pole pairs of induction motor drives can
adjust the rotating-field synchronous speed. The squirrel-cage type takes a definite advantage
over the wound-rotor type that it is able to automatically adapt the pole number of the rotor to
that of the stator. In early time, this pole-changing control was implemented by using
mechanical contactors, and only two or three discrete speeds were achieved. With the
advancement of power electronics and control technologies, the pole-changing control can be
implemented electronically. Hence, the high-speed constant-power capability can be
remarkably extended, which is particularly desirable for EV cruising.
Recently, new design approaches have been developed to improve the power density of
EV induction motor drives by up to 30% (Wang, et al., 2005). Interdisciplinary design
considerations on mechanical vibration and acoustic noise of induction motor drives have also
been analyzed for EVs (Lo et al., 2000). Also, electronically pole-changing schemes have
been developed for EV induction motor drives, which can significantly extend the constant-
power operating region to over four times the base speed (Jiang et al., 2003).
2.3. Switched Reluctance Motor Drives
SR motor drives have been recognized to have considerable potential for EVs. They have
the definite advantages of simple construction, low manufacturing cost and outstanding
torque-speed characteristics. The operating principle of SR motor drives is based on the
‘minimum reluctance’ rule. According to the co-energy principle, the reluctance torque
produced by one phase at any rotor position is given by:
1 dL
T (θ , i ) = i 2
2 dθ
where θ is the rotor position angle, i is the phase current and L is the phase inductance. They
have two significant features. One is that the direction of torque is independent of the polarity
of the phase current. Another is that the motoring torque can be produced only in the direction
of rising inductance ( dL / dθ > 0 ); otherwise, a negative torque (or braking torque) is
produced. So, each phase can produce a positive torque only in half a rotor pole-pitch, hence
creating the torque ripple. Also, because of the heavy saturation of pole tips and the fringing
effect of poles and slots, they usually exhibit acoustic noise problems.
The SR motor drives have basically two operating modes. When the speed is below the
base speed, the current can be limited by chopping, so-called current chopping control (CCC).
In the CCC mode, the torque and thus the constant-torque characteristic can be controlled by
changing the current limits. During high speed operation, however, the peak current is limited
by the EMF of the phase winding. The corresponding characteristic is essentially controlled
by phasing of switching instants relative to the rotor position, so-called angular position
control (APC). In the APC mode, the constant-power characteristic can be achieved.
In short, SR motor drives have two fundamental problems hindering their application to
EVs – acoustic noise and control nonlinearity. Over the years, fuzzy sliding mode control has
been developed for SR motor drives in EVs (Zhan et al., 1999). This control approach
incorporates both fuzzy logic and sliding mode control in such a way that the former
functions to handle the motor nonlinearities while the latter is used to reduce the control
chattering. Also, the corresponding constant-power region has been extended to 3−7 times the
base speed through phase advancing excitation (Rahman et al., 2000; Inderka et al., 2002).
On the other hand, an active vibration cancellation technique for SR motor drives has been
proposed, which induces an anti-phase vibration to cancel a specified vibration mode and
hence reduces the acoustic noise (Long et al., 2005).
2.4. Permanent Magnet Brushless Motor Drives

PM brushless motor drives are becoming more and more attractive for EVs, since they
inherently offer high efficiency, high power density and high reliability. The key problems
are their relatively high PM material cost and uncontrollable PM flux. In recent years,
research and development of EV motor drives has been focused on PM brushless motor
drives, aiming to fully utilize their PM material and to control the resultant air-gap flux.
Various viable motor topologies have been proposed. Based on the location of PMs, they can
be classified as the rotor-PM and stator-PM classes. According to the operating current and
no-load EMF waveforms, they can also be classified as the PM brushless AC (BLAC) and
PM brushless DC (BLDC) types (Chan et al., 1996).
2.4.1. Rotor-PM Brushless Motor Topologies

The rotor-PM brushless motor topologies are most popular. According to the position of
PMs in the rotor, they can further be classified as surface-mounted, surface-inset, interior-
radial and interior-circumferential topologies as shown in Figure 3 (Gan et al., 2000; Zhu and
Howe, 2007).
8 K. T. Chau
The generated torque of these rotor-PM brushless motors consists of two components,
namely the PM torque and reluctance torque, which are given by:
T=
3
2
[
p ψ m I q − (Lq − Ld )I d I q ]
where p is the number of pole-pairs, ψ m is the stator winding flux linkage due to the PMs,
Ld , Lq are respectively the d-axis and q-axis stator winding inductances, and I d , I q are
respectively the d-axis and q-axis currents.
Figure 3. Rotor-PM brushless motor topologies.
For the surface-mounted PM brushless motor topology, the PMs are simply mounted on
the rotor surface by using epoxy adhesives. Since the permeability of PMs is near to that of
air, the effective air-gap is the sum of the actual air-gap length and the radial thickness of the
PMs. Hence, the corresponding armature reaction field is small and the stator winding
inductance is low. Also, since the d-axis and q-axis stator winding inductances are nearly the
same, its reluctance torque is almost zero.
For the surface-inset PM brushless motor topology, the PMs are inset or buried in the
rotor surface. Thus, the q-axis inductance becomes higher than the d-axis inductance, hence
producing the additional reluctance torque. Also, since the PMs are inside the rotor, it can
withstand the centrifugal force at high-speed operation, hence offering good mechanical
integrity.
For the interior-radial PM brushless motor topology, the PMs are radially magnetized and
buried inside the rotor. Similar to the surface-inset one, the PMs are mechanically protected,
hence allowing for high-speed operation. Also, because of its d-q saliency, an additional
reluctance torque is generated. Different from the surface-inset one, this interior-radial
topology adopts linear PMs which are easier for insertion and can be easily machinable.
For the interior-circumferential PM brushless motor topology, the PMs are
circumferentially magnetized and buried inside the rotor. It takes the definite advantage that
the air-gap flux density can be higher than the PM remanent flux density, so-called the flux
focusing. Also, it holds the merits of good mechanical integrity and additional reluctance
torque. However, because of significant flux leakage at the inner ends of PMs, a nonmagnetic
shaft or collar is generally required.
2.4.2. Stator-PM Brushless Motor Topologies

The stator-PM brushless motor topologies are with PMs located in the stator, and
generally with salient poles in both the stator and rotor. So, they are usually termed as doubly-
salient PM (DSPM) motors. Since the rotor has neither PMs nor windings, these DSPM
motors are mechanically simple and robust, hence very suitable for high-speed operation.
According to the shape and location of the PMs, they can be classified as the yoke-linear-
magnet, yoke-curved-magnet, tooth-surface-magnet and tooth-interior-magnet motors as
shown in Figure 4.
Figure 4. Stator-PM brushless motor topologies.
10 K. T. Chau
The yoke-linear-magnet motor topology is most commonly adopted in DSPM motors

(Chau et al., 2005; Cheng et al., 2001; Cheng et al., 2003). Although they are salient poles in
the stator and rotor, the PM torque significantly dominates the reluctance torque, hence
exhibiting low cogging torque. Since the variation of flux linkage with each coil as the rotor
rotates is unipolar, it is very suitable for the BLDC operation. On the other hand, when the
rotor is skewed, it can offer the BLAC operation. The major disadvantage of this topology is
the relatively low torque density, as resulted from its unipolar flux linkage.
The yoke-curved-magnet motor topology is very similar to the previous one, except the
shape of PMs. Different from the yoke-linear-magnet one, the periphery of this topology is
essentially circular. Also, since there is more space to accommodate the PMs, this DSPM
motor can achieve higher air-gap flux density. Its major drawback is the difficulty in
machining the curved PMs and inserting them into the stator core.
Figure 5. Waveforms of PM brushless motor drive operations.
The tooth-surface-magnet motor topology is commonly termed as the flux-reversal PM

motor, since the flux linkage with each coil reverses polarity as the rotor rotates (Deodhar et
al., 1997; Zhu and Howe, 2007). Each stator tooth has a pair of PMs of different polarities
mounted onto the surface. Hence, the flux linkage variation is bipolar so that the torque
density is higher than that of the conventional DSPM motor. However, since the PMs are on
the surface of stator teeth, they are more prone to partial demagnetization. Also, significant
eddy current loss in the PMs may be resulted.
The tooth-interior-magnet motor topology is commonly termed as the flux-switching PM
motor (Zhu et al., 2005; Zhu and Howe, 2007). In this topology, each stator tooth consists of
two adjacent laminated segments and a PM, and each of these segments is sandwiched by two
circumferentially magnetized PMs. Hence, it enables flux focusing. Compared with the rotor-
PM topologies, this flux-switching motor has less armature reaction, hence offering higher
electric loading. Since its back EMF waveform is essentially sinusoidal, this machine is more
suitable for the BLAC operation.
2.4.3. Brushless AC and DC Operations

As aforementioned, PM brushless motor drives have two basic operations, namely the
BLAC and BLDC, as shown in Figure 5. Actually, each PM brushless motor can operate at
both modes if the torque density, torque smoothness and efficiency are not of great concern.
For the PM BLAC motor drives, they operate with sinusoidal current and sinusoidal air-gap
flux so that they need high-resolution position signal for closed-loop control, hence desiring a
costly position encoder or resolver. In contrast, for the PM BLDC motor drives, they operate
with rectangular current and trapezoidal air-gap flux so that they just need a low-cost sensor
for phase-current commutation. Nevertheless, the PM BLAC motor drives allow for open-
loop operation, whereas the position feedback is mandatory for the PM BLDC motor drives.
2.4.4. Constant-Power Operation

EV motor drives desire to operate over a very wide speed range, especially high-speed
constant-power operation for cruising. Different types of PM brushless motor drives may
adopt different methods to achieve constant-power operation.
For the PM BLAC motor drives, constant-power operation can readily be offered by
using flux-weakening control. The maximum flux-weakening capability is achieved when the
motor is designed to have unity per-unit d-axis inductance (Soong and Ertugrul, 2002):
Ld I r
=1
ψm
Figure 6. Torque-speed characteristics of PM brushless motor drives.
where ψ m is the PM flux linkage, Ld is the d-axis winding inductance and I r is the rated
current. In general, the ratio of Ld I r /ψ m is less than unity. So, the higher the ratio, the higher
will be the flux-weakening capability. The flux-weakening control has been comprehensively
studied in various PM BLAC motor drives (Zhu et al., 2000; Uddin and Rahman, 2007). For
the PM BLDC motor drives, constant-power operation is more complex. Since the operating
waveforms are no longer sinusoidal, d-q transformation and hence flux-weakening control are
ill-suited. Nevertheless, the corresponding constant-power operation can be offered by using
advanced conduction angle control (Chan et al., 1995; Kim et al., 1997).
Figure 6 shows the torque-speed characteristics of the PM brushless motor drives without
control and with control (either flux-weakening control for the BLAC or advanced conduction
angle control for the BLDC). It illustrates that the speed range of constant-power operation
can be significantly extended. On the other hand, Figure 6 gives a comparison of the torque-
speed characteristics of the PM BLAC motor drive and the PM BLDC motor drive. It can be
seen that the BLAC motor drive offers higher torque and power capabilities than the BLDC
motor drive employing the 2-phase 120° conduction. Nevertheless, the BLDC motor drive
12 K. T. Chau
employing the 3-phase 180° conduction can offer better high-speed power capability, but with
the sacrifice of low-speed torque capability (Zhu and Howe, 2007). Moreover, for the PM
BLDC motor drive with multiphase polygonal windings (Wang et al., 2002), the
corresponding back EMF, rather than the air-gap flux, can be directly varied to enable
constant-power operation. Similarly, the split-winding DSPM motor drive (Cheng et al.,
2003) can perform constant-power operation by varying the effective number of armature
winding turns.
3. EMERGING PM BRUSHLESS MOTOR DRIVES

Because of the uncontrollable PM flux, PM brushless motor drives generally suffer from
the difficulty in air-gap flux control. Thus, their constant-power operating ranges are limited,
while some sophisticated operations such as on-line efficiency optimization or flux-
strengthening operation cannot be achieved. In the following, two kinds of emerging PM
brushless motor drives will be discussed, which possess different configurations and employ
different strategies to achieve effective air-gap flux control.
3.1. Double-Stator PM Brushless Motor Drives
Figure 7 shows the configuration of the double-stator PM brushless motor (DS-PMBM)

drive (Niu et al., 2007; Chai et al., 2005). It consists of two concentric stators with two sets of
three-phase windings and one cup-shape rotor with PMs mounted on both inner and outer
surfaces. Thus, it offers the following advantages:
• The use of double stators can significantly increase the torque density, and can
provide versatile connection modes for generation over a wide speed range.
• The cup-shape rotor can effectively shorten the magnetic circuit length, thus
improving the torque density.
• Since the permeability of PMs is similar to that of air, the mutual inductance between
the inner stator and the outer stator is negligible, thus improving the controllability.
• Since the coil span of both stator windings is one slot pitch, the flux path of each
phase is independent so that the mutual inductance between phase windings is
negligible, thus further improving the controllability.
• Since the motor adopts a fractional number of slots per pole per phase, namely the
slot pitch is 11/12 pole pitch, the cogging torque can be significantly reduced.
• The mutipole structure can shorten the magnetic circuit length while the one-slot-
pitch coil-span winding arrangement can shorten end-windings, thus improving the
utilization of both iron and copper materials, and hence the torque density.
Figure 7. DS-PMBM configuration.
In order to achieve high starting torque, the double-stator windings can be arranged in
such a way that the same phases are connected in series. On the other hand, in order to
achieve constant generated output voltage over a wide range of speeds, the double-stator
windings can adopt versatile connection modes. When there is a spatial angle of 20° between
the two stators, it yields six possible ways to connect the two sets of three-phase windings.
As shown in Figure 8, different composite vectors can be generated by using different
winding connections. When the rotor speed ω is below its base speed ωb , the same phases
(for instance, E A and Ea ) are connected in series to form E1 , so-called the Mode 1 of
operation. Between ωb and 1.2ωb , the adjacent anti-phases are connected in series to form
E2 , so-called the Mode 2. Similarly, between 1.2ωb and 1.5ωb , E3 is formed under the
Mode 3 of operation. Then, between 1.5ωb and 2ωb , the adjacent phases are connected in
series to form E4 under the Mode 4 of operation. Similarly, between 2ωb and 3ωb , E5 is
formed under the Mode 5 of operation. Finally, between 3ωb and 6ωb , the same anti-phases
are connected in series to form E6 under the Mode 6 of operation.
Based on the corresponding vector diagrams, it can be deduced that E1 ≈ 6 E6 ,
E2 ≈ 5E6 , E3 ≈ 4E6 , E4 ≈ 3E6 and E5 ≈ 2E6 , indicating that the generated EMF can be
discretely tuned in terms of E6 . For further fine tuning or with speed beyond 6ωb , the
conventional flux-weakening control can be employed to adjust the output voltage.
14 K. T. Chau
Figure 8. Winding connections and vector diagrams.
In order to perform electronic winding connections, a matrix converter is used. As shown

in Figure 9, this matrix converter is composed of a matrix of power switches, which takes the
definite advantage that it can provide versatile control and regulation of power flow. Table 2
shows the switching combinations to realize the six modes of operation. For instance, the
switches S X 1 , SY 2 and S Z 3 are turned on while the others are off when operating in the
Mode 1 with ω < ωb . With a very wide range of speeds, all six modes of operation occur.
The corresponding generated output voltage waveforms are shown in Figure 10. It can be
seen that the magnitude of these output voltages can be maintained almost constant over a
speed range of six times the base speed.
Figure 9. Control of winding connections.
Table 2. Switching combinations

3.2. Hybrid-PM Brushless Motor Drives

In general, hybrid-PM brushless motor drives are referred to the motors that the PM
excitation is hybridized with the DC field winding excitation to produce the desired magnetic
field. There are many attractive features due to the presence of hybrid-PM field:
• By varying the polarity and magnitude of the DC field winding current, the air-gap
flux density becomes easily controllable.
• By realizing flux strengthening, the motor can offer the exceptionally high-torque
feature, which is very essential for cold cranking engines, or providing temporary
power for vehicular overtaking and hill climbing.
• By realizing flux weakening, the motor can offer the exceptionally wide-speed
constant-power feature, which is very essential for vehicular cruising.
• By online tuning the air-gap flux density, the motor can maintain constant voltage
output under generation or regeneration over a very wide speed range, which is very
essential for battery charging.
• By online tuning the air-gap flux density, the motor can also offer efficiency-
optimizing control, which is highly desirable for EVs.
16 K. T. Chau
Figure 10. Generated output voltage in different modes at different speeds.
3.2.1. Double-Stator Claw-Rotor Hybrid-PM Brushless Motor Topology

Figure 11 shows the configuration of a double-stator claw-rotor hybrid-PM motor drive
which is specially designed for EVs (Chan et al., 1996). It has a unique structure which
comprises of an outer stator with three-phase AC winding, an inner stator with DC field
winding, and a claw-type rotor with integrated PMs. Thus, the components of air-gap flux,
respectively produced by PMs and the DC field winding, are magnetically shunt in nature.
The advantages and special features of this motor drive are summarized as follows:
• By adopting the claw-type rotor structure, the leakage flux can be minimized and the
construction becomes compact. Moreover, by locating the field winding in the inner
stator, the motor axial length can be shortened and the material consumption can be
reduced.
• Due to the existence of both PMs and the field winding, the motor can be designed to
achieve higher air-gap flux density and hence higher power density. Increasingly, the
mounting of PMs adopts the flux-focusing arrangement, which allows the air-gap
flux density even higher than the operating flux density of individual PMs.
• By controlling the direction and magnitude of the DC field current, the air-gap flux
can be flexibly adjusted, hence the torque-speed characteristics can be easily shaped
to meet the special requirements for EV propulsion. Particularly, by using field
current control to weaken the air-gap flux produced by PMs, the speed range for
constant-power operation can be significantly extended.
• By properly controlling the applied voltage and DC field current, the efficiency of
the motor drive can be optimized throughout the whole operating range. Thus, the
efficiency at those operating regions for EV propulsion, such as high-torque low-
speed hill-climbing and low-torque high-speed cruising, can be improved.
Figure 11. Double-stator claw-rotor hybrid-PM motor topology.
18 K. T. Chau
Although this hybrid-PM brushless motor drive possesses the above advantages, it does
have some shortcomings. Particularly, the structure is quite complicated, which desires artful
integration. Also, its motor design and optimization desire three-dimensional electromagnetic
field analysis, which is lengthy and tedious.
3.2.2. Doubly-Salient Hybrid-PM Brushless Motor Topology

Figure 12 shows another hybrid-PM brushless motor topology (Chau et al., 2003; Chau et
al., 2006b). It consists of a stator with six salient poles and a rotor with four salient poles. The
stator incorporates two types of windings, namely the three-phase armature winding and the
DC field winding, and PM poles. The rotor has neither PMs nor windings, hence, offering
high mechanical integrity for high-speed operation.
Figure 12. Doubly-salient hybrid-PM brushless motor topology.
The three-phase armature winding operates like that for a DSPM motor, whereas the DC
field winding not only works as an electromagnet but also as a tool for flux weakening and
efficiency optimization. Notice that flux-weakening operation is necessary for high-speed EV
cruising, whereas efficiency-optimizing control is essential for long EV driving range. Also,
there is an extra air bridge in shunt with each PM. If the field winding MMF reinforces the
PM MMF, this extra flux path will assist the effect of flux strengthening. On the other hand,
if the field winding MMF opposes the PM MMF, this extra flux path will favor the PM flux
leakage, hence amplifying the effect of flux weakening. As a result, with a proper design of
the air-bridge width, a wide flux-regulating range can be obtained by using a small DC field
excitation.
Under the assumptions that the fringing effect is negligible and the permeability of the
iron core is infinite, a linear variation of flux linkage is resulted, where the maximum value
occurs at the alignment between the rotor pole and the stator pole, whereas the minimum
value occurs at their nonalignment. When the flux linkage is increasing, an armature current
with a positive value is applied to the phase winding, hence producing a positive torque.
Similarly, when the flux linkage is decreasing, a negative current is applied to the winding so
that a positive torque is also produced. Thus, two possible torque producing zones are fully
utilized.
Although this topology takes the definite advantages of high mechanical integrity and
flexible air-gap flux control which are highly desirable for EVs, its stator is relatively bulky
and the corresponding leakage flux is also significant.
3.2.3. Outer-Rotor Doubly-Salient Hybrid-PM Brushless Motor Topology

Figure 13 shows an improved doubly-salient hybrid-PM brushless motor topology (Chau
et al., 2006a). There are DC field windings in shunt with PMs in the inner stator, air bridges
in shunt with PM pieces, armature windings in salient poles of the outer stator, and salient
poles (without windings or PMs) in the outer rotor. It offers the following advantages:
Figure 13. Outer-rotor doubly-salient hybrid-PM brushless motor topology.
• The outer-rotor topology can enable full utilization of the space of inner stator (the
part beneath the armature windings) to accommodate both the PMs and DC field
windings, hence improving the power density. Also, since both the PMs and DC field
windings are embraced by the rotor, the problem of flux leakage can be minimized.
• Since the rotor does not involve any windings or PMs, it can provide high
mechanical integrity which is essential to handle the high starting torque and to
withstand high-speed operation.
20 K. T. Chau
• The DC field windings can provide flexible flux control, including both flux
strengthening and flux weakening. When operating as a starter motor, the DC field
windings are excited to produce additional flux in the same direction as the PM flux,
hence strengthening the air-gap flux linkage to achieve very high starting torque. On
the other hand, when operating as a generator, the air-gap flux linkage is regulated by
varying the DC field current in such a way that the PM flux is weakened or
strengthened by the DC field, hence realizing the desired constant output voltage
over a wide speed range.
• The air bridges can bypass the PM flux when the two field excitations are opposite,
hence amplifying the effect of flux weakening.
• Since the stator adopts fractional-slot concentrated windings, it can effectively
reduce the cogging torque which usually occurs in PM BLDC motors. Also, it can
shorten the length of end-windings, hence saving the copper material and improving
the power density.
Figure 14. Magnetic equivalent circuit.
To illustrate the ability and the range of controllable flux, an equivalent magnetic circuit
of the motor at no load is shown in Figure 14, where RPM is the PM reluctance, Rb is the air-
bridge reluctance, Rg is the air-gap reluctance, FDC is the DC field winding MMF, and FPM
is the PM MMF. Hence, it yields two design equations:
FDC + ⎛⎜ Φ g + ⎞ ⎛ R PM ⎞
= − 1⎟ ⎜⎜ + 1⎟⎟
FPM ⎜Φ g0 ⎟
⎝ ⎠ ⎝ Rb ⎠
FDC − ⎛⎜ Φ g − ⎞
⎟
⎛ R PM ⎞
= 1− ⎜⎜ + 1⎟⎟
FPM ⎜ Φ g0 ⎟
⎝ ⎠ ⎝ Rb ⎠
where Φ g 0 is the air-gap flux at FDC = 0 , FDC − and Φ g − are under flux weakening, and
FDC + and Φ g + are under flux strengthening. Given the air-gap flux ranges of (Φ g + Φ g 0 ) = 3
and (Φ g − Φ g 0 ) = 1 / 3 , the relationship between ( RPM Rb ) , ( FDC − FPM ) and ( FDC + FPM )
can be obtained as listed in Table 3. When selecting ( RPM Rb ) = 7 , it results
( FDC − = FPM 12) and ( FDC + = FPM 4) , indicating that the DC field winding excitation
needs only 8.3% of PM excitation for flux weakening and 25% of PM excitation for flux
strengthening to achieve 9 times change of air-gap flux.
The operating principle of this motor drive is similar with that of a DSPM motor drive,
except that the flux is controllable. Figure 15 shows the magnetic flux density distributions
with flux weakening (–350 A-turns), with no flux control and with flux strengthening (+1000
A-turns). It can be seen that the air-gap flux can be effectively controlled. Consequently, the
developed torque waveforms with and without flux strengthening are shown in Figure 16. It
depicts that the developed torque under flux strengthening can be boosted up by about 3
times, which is very essential to offer high starting torque. On the other hand, the no-load
rectified output voltage characteristics with and without flux control are shown in Figure 17.
It depicts that the output voltage can maintain constant over the whole speed range, which is
very essential for battery charging.
Figure 15. Magnetic flux density distributions with and without flux control.
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Open: Call for Hours
Type: General/History
Exhibits: Local and Pioneer History of Lockhart and Caldwell
County
Fee: None
MARK WITHERS TRAIL DRIVER MUSEUM

3 Miles West of Lockhart on Borchert
Loop off S.H. 142
Lockhart, TX 78644
512/398-3375
Exhibits: History of Trail Drives
Fee: Call for Admission Fee
LONGVIEW, GREGG COUNTY

CADDO INDIAN MUSEUM
Between U.S. 80 and Harrison Rd.
Longview, TX 75604
214/759-5739
Open: Daily, 9-6
Exhibits: Prehistoric and Historic Caddo Indian Artifacts
Fee: Donation
GREGG COUNTY HISTORICAL MUSEUM

Fredonia and Bank Sts.
P.O. Box 3342
Longview, TX 75601
214/753-5840
Open: Tues.-Sat., 10-4; Sun., 1-4
Type: General/History/Historic Building
Exhibits: Local and Pioneer History, Natural History, Historic
Building and Site
Fee: Write for Information
LONGVIEW MUSEUM AND ART CENTER 35

102 West College
Longview, TX 75606
214/753-8103
Open: Mon.-Fri., 9-5; Sun., 1-3
Type: Art
Exhibits: Paintings, Sculpture, Drawings, and Graphics by
Contemporary American Artists
Fee: None
LUBBOCK, LUBBOCK COUNTY

RANCHING HERITAGE CENTER
Fourth and Indiana St.
P.O. Box 4099
Lubbock, TX 79409
806/742-2498
Open: Mon., Tues., Wed., Fri., Sat., 9-4:30; Thurs., 9-8:30; Sun.,
1-4:30
Type: History/Historic Building/Site
Exhibits: History of Ranching
Fee: None
THE MUSEUM
Fourth St. and Indiana Ave.
Texas Tech University
P.O. Box 4499
Lubbock, TX 79409
806/742-2442 or 2498
Open: Mon., Tues., Wed., Fri., Sat., 9-4:30; Thurs., 9-8:30; Sun.,
1-4:30
Type: History/Art/Science
Exhibits: Local and Pioneer History, Natural History, Art,
Archeology, Botany, Historic Site and Building, Mineralogy
Fee: None
LUFKIN, ANGELINA COUNTY

HISTORICAL AND CREATIVE ARTS CENTER
Corner of Second and Paul Sts.
P.O. Box 771
Lufkin, TX 75901
409/639-4434 or 4435
Open: Tues.-Fri., 10-4; Sun., 1-5
Type: General/History/Art/Science/Historic Building
Exhibits: Science, Natural History, and Art
Fee: None
TEXAS FORESTRY MUSEUM

1905 Atkinson Dr.
P.O. Box 1488
Lufkin, TX 75901
409/634-5523
Open: Daily, 1-4:30
Type: History
Exhibits: Local and Pioneer History, Science, Natural History, Art,
and Botany
Fee: None
McALLEN, HIDALGO COUNTY

McALLEN HUDSON MUSEUM
3321 Expressway 83
McAllen, TX 78501
512/686-0311
Open: Tues.-Sat., 10-6; Sun., 1:30-6
Type: General
Exhibits: Automobiles, Country Store, Small Gun Collection, Coin
Collection
Fee: None
McALLEN INTERNATIONAL MUSEUM

1900 Nolana
McAllen, TX 78501
512/682-1564
Type: Natural History/Art/Science
Exhibits: Changing Exhibits
Fee: None
McCAMEY, UPTON COUNTY

MENDOZA TRAIL MUSEUM
Santa Fe Park
Highway 67 East
Box 123
McCamey, TX 79752
No Telephone
Open: Tues.-Sat., 1:30-5; and By Appointment
Exhibits: Local and Pioneer History
Fee: None
McDADE, BASTROP COUNTY

McDADE MUSEUM
Main St.
McDade, TX 78650
No Telephone
Open: By Appointment
Fee: None
McKINNEY, COLLIN COUNTY
HEARD NATURAL SCIENCE MUSEUM AND WILDLIFE
SANCTUARY
F.R. 1378, 1 Mile East of S.H. 5
Route 6, Box 22
McKinney, TX 75069
214/542-5566
Type: Art/Science
Exhibits: Natural History, Art, Archeology, Prehistory, Botany, Zoo,
and Mineralogy
Fee: None
OLD POST OFFICE MUSEUM 36

Chestnut at Virginia Sts.
McKinney, TX 75069
214/542-0163
Open: Every Tues, 2-5, and By Appointment
Type: History
Fee: None
McLEAN, GRAY COUNTY

ALANREED-McLEAN AREA MUSEUM
117 North Main St.
McLean, TX 79057
806/779-2731
Open: Mon.-Sat., 11-4
Type: History
Fee: None
McNARY, HUDSPETH COUNTY
COVERED WAGON TRADING POST
U.S. 80
Box 100
McNary, TX 79841
915/769-5850
Open: Daily, 8-5, Except Sun.
Exhibits: Local and Pioneer History, Art, and Archeology
Fee: None
FORT QUITMAN REPLICA

I-10 and F.M. 34
Box 2
McNary, TX 79841
No Telephone
Open: June-September, Daily, 9-5
Type: History/Historic Building/Site
Exhibits: Local and Pioneer History, Historic Building and Site,
Fort Collections of Prehistoric Indians
Fee: Adults 50¢; Children 25¢
MADISONVILLE, MADISON COUNTY

YESTERYEAR GHOST TOWN
10 Miles North of Madisonville on I-45
Route 2, Box 41A
Madisonville, TX 77864
214/344-2468
Open: Daily, Summer, 9-7, Winter, 10-5
Exhibits: Local and Pioneer History, Historic Building and Site
Fee: Adults $1; Children 50¢
MARFA, PRESIDIO COUNTY

MARFA-PRESIDIO COUNTY MUSEUM
221 North Mesa
Marfa, TX 79843
915/729-4942
Fee: None
MARLIN, FALLS COUNTY

FALLS COUNTY HISTORICAL MUSEUM
141 Railroad St.
Marlin, TX 76661
817/883-6707
Open: Mon.-Tues., 10-4; Wed.-Fri., 1-4; Sat.-Sun., 2-5
Fee: Donation
HIGHLAND’S MANSION
1 Block East of Junction of S.H. 6 and F.R. 147
Box 556
Marlin, TX 76661
817/936-5234
Open: Mon.-Sat., 10-4; Sun., 1-4
Type: History/Art/Historic Site/Building
Exhibits: Natural History and Art
Fee: Adults $3; Children $2
MARSHALL, HARRISON COUNTY

FRANK’S ANTIQUE SHOP AND DOLL MUSEUM
211 West Grand Ave.
Marshall, TX 75670
214/935-3065 or 3070
Open: By Appointment to Groups of 10 or More
Exhibits: Doll Museum and Related Toys and Furniture
HARRISON COUNTY HISTORICAL MUSEUM

Courthouse, Peter Whetstone Square
Marshall, TX 75670
214/938-2680
Open: Sun.-Fri., 1:30-5
Fee: Adults 50¢; Students 25¢
37
MASON, MASON COUNTY

FORT MASON OFFICER’S QUARTERS
Spruce St.
Box 478
Mason, TX 76856
915/347-5725
Open: Daily
Type: History/Historic Site
Exhibits: Local and Pioneer History, Historic Site and Buildings
Fee: None
MASON COUNTY MUSEUM

300 Moody St.
Box 303
Mason, TX 76856
915/347-6411
Open: Daily, 9-5; Appointments on Weekends
Fee: None
MEMPHIS, HALL COUNTY

HALL COUNTY HERITAGE HALL
101 South Sixth St.
Memphis, TX 79245
806/259-3345
Open: Mon., Wed., Fri., 1-4
Type: History
Exhibits: Local and Pioneer History, Natural Sciences
Fee: None
MENARD, MENARD COUNTY

MENARDVILLE MUSEUM
U.S. 83, North of the San Saba River
Menard, TX 76859
915/396-4318
Open: Mon.-Sat., 9-5
MERCEDES, HIDALGO COUNTY

RED HORSE MUSEUM
Expressway 83 and Virginia Ave.
Mercedes, TX 78570
512/565-6560
Open: Tues.-Sun., 10-6
Type: History
Exhibits: Saloon, Pioneer Home, Barn, Livery Stable, Barber
Shop, Musical Instruments, Panorama of South Texas
Wildlife
Fee: Adults $1.50; Children 75¢
MERTZON, IRION COUNTY

IRION COUNTY MUSEUM
1 Block North of Courthouse
Box 770
Mertzon, TX 76941
915/835-4111
Open: Mon.-Fri., 12:30-4:30
Exhibits: Local History
Fee: None
MIAMI, ROBERTS COUNTY

ROBERTS COUNTY MUSEUM
U.S. 60
Box 306
Miami, TX 79059
806/868-3291
Open: Winter, Mon.-Tues., Thurs.-Fri., 1-5; Sat.-Sun., 2-5, Closed
Wed.; Summer, Same Days, 10-5, Weekends, 2-5
Exhibits: Local and Pioneer History, Natural History, Archeology,
Historic Building, and Mineralogy
Fee: None
MIDLAND, MIDLAND COUNTY

MIDLAND COUNTY HISTORICAL MUSEUM
301 West Missouri
2102 Community Ln.
Midland, TX 79701
915/683-2708
Open: Mon.-Thurs., 11-5; Sat., 9-12, 1-4
Type: History
Prehistory, and Mineralogy
Fee: None
MUSEUM OF THE SOUTHWEST

1705 West Missouri
Midland, TX 79701
915/683-2882
Type: Art
Exhibits: Taos Artists, Paintings, Sculpture, Graphics,
Ethnographic Materials
Fee: None
NITA STEWART HALEY MEMORIAL LIBRARY
1805 West Indiana Ave.
Midland, TX 79701
915/682-5785
Open: Mon.-Fri., 9-5
Exhibits: Books, Photographs, Manuscripts, Maps, Works of Art,
and Artifacts Relating to the History of Texas and the
Southwest
Fee: None
PERMIAN BASIN PETROLEUM MUSEUM 38

1500 I-20 West
Midland, TX 79701
915/683-4403
Type: History/Science
Exhibits: Local and Pioneer History, Science, Art, and Petroleum
Industry
Fee: Adults $1.50; Children 75¢
PLISKA AIRCRAFT MUSEUM

Midland Regional Air Terminal
P.O. Box 6305-ATS
Midland, TX 79711
915/563-1460
Open: Daily, 8-5
Type: History
Fee: None
Z. TAYLOR BROWN-DORSEY MEDALLION HOME

213 North Weatherford
Midland, TX 79701
915/682-2931
Open: By Appointment for Groups
Type: History
Fee: None
MISSION, HIDALGO COUNTY

LA LOMITA FARMS REGIONAL MUSEUM
5 Miles South of Mission on F.R. 1016
Mission, TX 78572
512/581-2725
Open: Daily, 8-5
Type: Art
Exhibits: Art House in St. Peter’s Novitiate
Fee: None
WILLIAM JENNINGS BRYAN HOUSE MUSEUM

1 Mile North on Bryan Rd.
Box 322
Mission, TX 78572
512/582-2383
Type: Historic Building
Fee: Adults 50¢
MORAN, SHACKELFORD COUNTY

MORAN HISTORICAL MUSEUM
Ground St.
Route 1
Moran, TX 76464
915/945-2942
Exhibits: Old Tools, Household Items, Clothing, Antiques
Fee: None
MORTON, COCHRAN COUNTY

COCHRAN COUNTY MUSEUM
206 Southwest First
Morton, TX 79346
806/266-5508
Type: History/Historic Building
Exhibits: Local and Pioneer History and Historic Building
Fee: None
MOULTON, LAVACA COUNTY

COMMUNITY HERITAGE HOUSE
South St.
Route 1, Box 25
Moulton, TX 77975
512/596-4442
Open: First and Third Sun. of Each Month, 2-5
Exhibits: Local and Pioneer History and Historic Building
Fee: None
NACOGDOCHES, NACOGDOCHES COUNTY

MILLARD’S CROSSING ANTIQUES AND HISTORIC VILLAGE
6020 North St.
Nacogdoches, TX 75961
409/564-6969
Type: Historic Site/Building
Fee: $2.50
OLD NACOGDOCHES UNIVERSITY BUILDING 39

Mound and Hughes St.
409/564-0084
Open: Sat.-Sun., 10-12, 2-5; Daily, June-August, Same Hours
Type: Historic Site
Exhibits: Early Texas Furniture, Vintage Clothing, Manuscripts,
Deeds, Church Furniture, Farm Tools, Schoolroom, and
Desks
Fee: Donation
STERNE-HOYA HOME
211 South Lanana St.
409/564-4693, ext. 122
Open: Mon.-Sat., 9-12, 2-5
Exhibits: Memorabilia of Early Texas
Fee: None
STONE FORT MUSEUM

Clark Dr. and Griffith Blvd.
Box 6075, SFA
409/569-2408
Exhibits: Local and Pioneer History, Archeology, and Prehistory
Fee: Donation
NEDERLAND, JEFFERSON COUNTY

DUTCH WINDMILL MUSEUM
Tex Ritter Park
1528 Boston Ave.
Nederland, TX 77627
409/722-0279
Open: March-Labor Day, Tues.-Sun., 1-5; Labor Day-March 1,
Thurs.-Sun., 1-5
Exhibits: Dutch Windmill, Mementos from Holland, Artifacts of
the Region
Fee: None
LA MAISON ACADIENS
Tex Ritter Park
1520 Boston Ave.
P.O. Box 891
Nederland, TX 77627
409/722-0947
Open: March-August, Tues.-Sun., 1-5; September-February,
Thurs.-Sun., 1-5
Fee: None
NEW BRAUNFELS, COMAL COUNTY

LINDHEIMER MUSEUM
Comal St.
New Braunfels, TX 78130
512/625-7046
Open: June-August, Daily, 2-5, Except Mon.; September-May,
Sat.-Sun., 2-5
Exhibits: Ancient Fachwerk Style House, Lindheimer’s Office and
Print Shop
Fee: 50¢
SOPHIENBURG MEMORIAL MUSEUM AND ARCHIVES

401 West Coll St.
New Braunfels, TX 78130
512/629-1572
Exhibits: Local and Pioneer History and Historic Site
Fee: Adults $1; Children 25¢
NEWCASTLE, YOUNG COUNTY

FORT BELKNAP MUSEUM
3 Miles South of Newcastle
Newcastle, TX 76372
817/846-3222
Open: Thurs.-Tues., 9-5
Exhibits: Frontier Weapons, Furnishings, and Tools
Fee: None
NOCONA, MONTAGUE COUNTY

JOE BENTON MUSEUM
Off U.S. 82
Nocona, TX 76225
817/825-6557
Open: By Appointment Only
Type: General
Exhibits: Aboriginal and European Artifacts
Fee: None
NORDHEIM, DEWITT COUNTY

NORDHEIM HISTORICAL MUSEUM
1 Block off Main St. Behind the Post Office
Nordheim, TX 78141
512/938-5886
Type: History
40
ODESSA, ECTOR COUNTY

THE PRESIDENTIAL MUSEUM
622 North Lee
Odessa, TX 79761
915/332-7123
Open: Mon.-Fri., 10-12, 1-5
Type: History
Exhibits: Political History
Fee: None
WHITE-POOL HOUSE
112 East Murphy St.
1517 Englewood Ln.
Odessa, TX 79761
915/362-6050
Fee: None
O’DONNELL, LYNN-DAWSON COUNTY

O’DONNELL MUSEUM
Eighth and Doak Sts.
O’Donnell, TX 79351
806/428-3719
Open: Mon.-Sat., 9-11, 2-5; Sun., 2-5
Fee: Donation
ORANGE, ORANGE COUNTY

HERITAGE HOUSE MUSEUM
905 West Division St.
P.O. Drawer F
Orange, TX 77630
409/886-5385
Open: Tues.-Fri., 10-2; Sun., 1-5
Fee: Adults $1; Students 50¢
STARK MUSEUM OF ART
712 Green Ave.
P.O. Box 1897
Orange, TX 77630
409/883-6661
Open: Wed.-Sat., 10-5; Sun., 1-5
Type: Art
Exhibits: Art
Fee: None
W. H. STARK HOUSE
610 West Main
Orange, TX 77630
409/883-0871
Open: Tues.-Sat., 10-3:30; Reservations Required
Exhibits: Original Furniture, Rugs, Family Portraits, Lighting, and
Detailed Woodwork That Exemplifies the Height of
Craftsmanship in Queen Anne-Eastlake Style in Texas
Fee: $2
OZONA, CROCKETT COUNTY

CROCKETT COUNTY MUSEUM
Courthouse Annex on U.S. 290
Drawer B
Ozona, TX 76943
915/392-2837
and Prehistory
Fee: Donation
PADUCAH, COTTLE COUNTY
BICENTENNIAL CITY-COUNTY MUSEUM
Cottle County Courthouse Basement
Paducah, TX 79248
806/492-2006
Open: Mon. and Wed., 1-5; Tues. and Thurs., 10-11:30, 1-5
Fee: None
PALESTINE, ANDERSON COUNTY

HOWARD HOUSE MUSEUM
1007 North Perry St.
Palestine, TX 75801
No Telephone
Fee: None
41
PALO PINTO, PALO PINTO COUNTY

PALO PINTO COUNTY PIONEER MUSEUM
Elm St. and Fifth Ave.
Box 42
Palo Pinto, TX 76072
817/659-3751 or 3781 or 3501
Open: June-August, Sat.-Sun., 1-4; and By Appointment
Type: General/Historic Building
Exhibits: Local and Pioneer History, Archeology, Prehistory,
Historic Building and Site
Fee: None
PAMPA, GRAY COUNTY

WHITE DEER LAND MUSEUM
116 South Cuyler St.
P.O. Box 1556
Pampa, TX 79065
806/665-5521
Open: Tues.-Sun., 1:30-4
Type: General/History/Art/Historic Building
Exhibits: Local and Pioneer History, Art and Historic Building
Fee: None
PANHANDLE, CARSON COUNTY

CARSON COUNTY SQUARE HOUSE MUSEUM
Fifth and Elsie Sts.
Box 276
Panhandle, TX 79068
806/537-3118
Open: Mon.-Sat., 9-5:30; Sun., 1-5:30
Type: History
Exhibits: Local and Pioneer History, Natural History, Art, Historic
Building and Site
Fee: None
PANNA MARIA, KARNES COUNTY
PANNA MARIA MUSEUM
F.R. 81, 1 Mile off S.H. 123
P.O. Box 38
Panna Maria, TX 78666
512/780-3462
Open: Upon Request
Type: General/History/Historic Site/Building
Fee: Donation
PARIS, LAMAR COUNTY

A.M. AND WELMA AIKIN REGIONAL ARCHIVES
Mike Rheudasil Learning Center
Paris Junior College
Paris, TX 75460
214/785-7661
Open: Regular College Hours
Type: History
Exhibits: Material Relating to Career of Senator A.M. Aikin
Fee: None
FLYING TIGERS AIR MUSEUM

Highway 82 West of Paris About 5 Miles
P.O. Box 113
Paris, TX 75460
214/784-3613
Open: Daily, 8-5
Type: General
Exhibits: Aircraft
Fee: $1
PASADENA, HARRIS COUNTY
PASADENA HISTORICAL MUSEUM
Pasadena Memorial Park
Vince St. at S.H. 225
Pasadena, TX 77506
713/477-7273
Type: History
Fee: None
PEARSALL, FRIO COUNTY

FRIO PIONEER JAIL MUSEUM
Corner of East Medina and South Pecan St.
P.O. Box 578
Pearsall, TX 78061
512/334-3896
Exhibits: Local and Pioneer History, Historic Building
Fee: None
PECOS, REEVES COUNTY

WEST OF THE PECOS MUSEUM
Corner U.S. 285 and First St.
Pecos, TX 79772
915/445-5076
Open: Mon.-Sat., 9:30-5; Sun., 2-5:30
Exhibits: Hotel, Rock and Mineral Exhibits, Rodeo Room, and
Period Rooms
Fee: Adults $1
42
PERRYTON, OCHILTREE COUNTY

MUSEUM OF THE PLAINS
U.S. 83 North
P.O. Box 623
Perryton, TX 79070
806/435-6400
Open: Mon.-Fri., 10-5:30
Fee: None
PHARR, HIDALGO COUNTY

OLD CLOCK MUSEUM
929 Preston St.
Pharr, TX 78577
512/787-1923
Open: Daily, 10 am-Midnight
Type: General
Exhibits: Old Clocks and Music Boxes
Fee: None
PLAINS, YOAKUM COUNTY

TSA MO GA MEMORIAL MUSEUM
1109 Ave. H
Box 455
Plains, TX 79355
806/456-3212
Fee: None
PLAINVIEW, HALE COUNTY

MUSEUM OF THE LLANO ESTACADO
Wayland Baptist University
Plainview, TX 79072
806/296-5521, ext. 53
Type: History
Exhibits: Local and Pioneer History, Science, Natural History,
Archeology, Prehistory, and Mineralogy
Fee: None
PLANO, COLLIN COUNTY

FARMSTEAD MUSEUM
Heritage Center
1900 West 15th St.
Plano, TX 75075
214/424-7874
Open: Call for Information
Type: Historic Site
Exhibits: Living History Museum
Fee: None
PLEASANTON, ATASCOSA COUNTY

LONGHORN MUSEUM
U.S. 97 East
P.O. Box 601
Pleasanton, TX 78064
512/569-6313 or 3219
Open: Tues.-Sat., 1-5
Type: History
Exhibits: Local and Pioneer History, Prehistory, Origin of Cowboy,
History of Mission Ranches
Fee: Donation
PORT ARTHUR, JEFFERSON COUNTY

POMPEIIAN VILLA
1935 Lakeshore Dr.
Port Arthur, TX 77640
409/983-5977
Exhibits: Summer Retreat, Restored and Furnished
PORT ARTHUR HISTORICAL MUSEUM

Gates Memorial Library
Lamar University at Port Arthur
317 Stilwell Blvd.
Port Arthur, TX 77640
409/938-4921, ext. 337
Open: Mon.-Fri., 10-2; Other Hours By Appointment
Fee: None
PORT LAVACA, CALHOUN COUNTY

CALHOUN COUNTY JAIL MUSEUM
112 Bowie St.
P.O. Box 988
Port Lavaca, TX 77979
512/552-6342
Open: Tues.-Fri., 2-6; Sat., 9-1
Type: General/Historic Building
Fee: None
POST, GARZA COUNTY

GARZA COUNTY HISTORICAL MUSEUM
117 North Ave. N
Post, TX 79356
806/495-2746
Fee: None
43
PYOTE, WARD COUNTY
RATTLESNAKE BOMBER BASE
I-20 Outside Pyote
Box 120
Pyote, TX 79777
915/389-4091 or 4921
Open: Sat., 9-6; Sun., 2-6; By Appointment During the Week
Type: History
Exhibits: Local and Pioneer History, Natural History and Military
Fee: None
QUANAH, HARDEMAN COUNTY

HARDEMAN COUNTY HISTORICAL MUSEUM
Green St.
Quanah, TX 79252
817/663-5902 or 5272
Open: Sat., Sun., Mon., 2-5
Exhibits: History of Quanah and Hardeman County
Fee: None
RALLS, CROSBY COUNTY

RALLS HISTORICAL MUSEUM
801 Main St.
Box 384
Ralls, TX 79357
806/253-2425
Open: Mon.-Fri., 9-12, 2-5; Sun., 2-5

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Chapter 9 Advanced Lithium-Ion Batteries for Plug-in Hybrid-Electric

energy conversion phenomena in hybrid powertrains. It reveals advantages and disadvantages

ELECTRIC MOTOR DRIVES FOR BATTERY,

• high torque density and high power density;

Figure 1. Typical EV motor topologies.

Figure 2. Classification of EV motor drives.

Table 1. Applications to flagship EVs

2.1. DC Motor Drives

2.2. Induction Motor Drives

advantages of low cost and ruggedness.

2.3. Switched Reluctance Motor Drives

2.4. Permanent Magnet Brushless Motor Drives

2.4.1. Rotor-PM Brushless Motor Topologies

Figure 3. Rotor-PM brushless motor topologies.

2.4.2. Stator-PM Brushless Motor Topologies

Figure 4. Stator-PM brushless motor topologies.

The yoke-linear-magnet motor topology is most commonly adopted in DSPM motors

Figure 5. Waveforms of PM brushless motor drive operations.

The tooth-surface-magnet motor topology is commonly termed as the flux-reversal PM

2.4.3. Brushless AC and DC Operations

2.4.4. Constant-Power Operation

Figure 6. Torque-speed characteristics of PM brushless motor drives.

3. EMERGING PM BRUSHLESS MOTOR DRIVES

3.1. Double-Stator PM Brushless Motor Drives

Figure 7 shows the configuration of the double-stator PM brushless motor (DS-PMBM)

Figure 7. DS-PMBM configuration.

Figure 8. Winding connections and vector diagrams.

In order to perform electronic winding connections, a matrix converter is used. As shown

Figure 9. Control of winding connections.

Table 2. Switching combinations

3.2. Hybrid-PM Brushless Motor Drives

Figure 10. Generated output voltage in different modes at different speeds.

3.2.1. Double-Stator Claw-Rotor Hybrid-PM Brushless Motor Topology

Figure 11. Double-stator claw-rotor hybrid-PM motor topology.

3.2.2. Doubly-Salient Hybrid-PM Brushless Motor Topology

Figure 12. Doubly-salient hybrid-PM brushless motor topology.

3.2.3. Outer-Rotor Doubly-Salient Hybrid-PM Brushless Motor Topology

Figure 13. Outer-rotor doubly-salient hybrid-PM brushless motor topology.

Figure 14. Magnetic equivalent circuit.

LOCKHART, CALDWELL COUNTY

LOCKHART LOG CABIN MUSEUM

MARK WITHERS TRAIL DRIVER MUSEUM