4118 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 57, NO.

4, JULY/AUGUST 2021

Numerically Based Reduced-Order Thermal

Modeling of Traction Motors
Luca Boscaglia , Member, IEEE, Aldo Boglietti , Fellow, IEEE, Shafigh Nategh , Senior Member, IEEE,
Fabio Bonsanto, and Claudio Scema, Member, IEEE

Abstract—This article presents an approach based on numerical torque density. This has led the market during the last decade to
reduced-order modeling to analyze the thermal behavior of electric be more competitive in producing high-performance products.
traction motors. In this article, a single conjugate heat transfer At the same time, market specifically in railway and e-mobility,
analysis provides the possibility to accurately predict thermal per-
formances by incorporating both computational fluid dynamic and has increased the demand for low-cost products. In order to
heat transfer modules. Then, the developed model is used as the achieve both high performance and low-cost, as well as consid-
basis for deriving a fast reduced-order model of the traction motor erations in the motor design, material selection, and production,
enabling prediction of motor thermal behavior in duty cycles with an accurate estimation of the motor performance in the design
a high number of operating points. All the results achieved are phase is of vital importance.
verified using flow and temperature measurements carried out on a
traction motor designed and built for a traction application. A good Normally, design process for traction motors includes elec-
agreement between the measured and estimated values of flows tromagnetic, thermal, and mechanical aspects, which relate to
and temperatures is achieved while keeping the computation time each other at specific points, e.g., losses and noise. Temperature
within a reasonable range for both the full-order and reduced-order is dependent on losses and viceversa, but more difficult aspects
conjugate heat transfer models. The optimized full-order model arise at the design stage. These issues resulted from combined
can be run in minutes and the reduced-order model computation
time is less than one second per operating point. The transient thermal and electromagnetic phenomena are, for example, loss
simulation based on the reduced-order model is conducted and both distribution where iron losses produced in the stator lamination
the learning phase and validation results are well illustrated. It is dissipate easier than the winding copper due to the greater
shown than the deviation of the reduced-order model in estimating proximity of the lamination to the housing as well as insulation
the motor thermal performance is less than one celsius degree from
layers in the winding structure. Despite the considerable volume
the full-order model.
of research done on electromagnetic aspects of traction motor
Index Terms—Computational fluid dynamics (CFD), conjugate designs and analysis, a little attention is given to thermal and
heat transfer (CHT), digital twin, e-mobility, electric machine, mechanical aspects covering the parameters intercorrelation.
finite volume method, frozen rotor, railway application, reduced
order modeling (ROM), thermal resistances, traction motor. Thermal tools developed for traction applications are mainly
based on analytical modeling methods [1], [2]. This is due to
duty-cycle-based operation of traction motors, especially in the
I. INTRODUCTION
railway and e-mobility applications that raises the need for fast
-MOBILITY, aerospace, railway, and marine applications
E increasingly require traction motors with high power and
calculation tools when thousands of operating points should be
calculated in a cycle [3]. Involvement of numerical methods with
the aim of improving the accuracy results in an increase in the
Manuscript received January 22, 2020; revised May 24, 2020, September computation time. This is the reason why, in practice, numerical
22, 2020, and January 24, 2021; accepted March 11, 2021. Date of publica-
tion May 4, 2021; date of current version July 16, 2021. This paper is the solutions are not recommended to be used in the design pro-
result of a collaboration between ABB AB, ANSYS, Politecnico di Torino cess [4]. However, developments made in numerical modeling
and Chalmers University of Technology. The project was financially supported methods in recent years have provided new possibilities in fast
by ABB AB. Paper 2020-TSC-0078.R3, presented at the 2019 IEEE Energy
Conversion Congress and Exposition, Baltimore, MD, USA, 29 Sep.–3 Oct. numerical calculation of traction motors keeping a high level of
2019, and approved for publication in the IEEE TRANSACTIONS ON INDUSTRY accuracy.
APPLICATIONS by the Transportation Systems Committee of the IEEE Industry Model-based methods and physics simulations are powerful
Applications Society. (Corresponding author: Luca Boscaglia.)
Luca Boscaglia is with ABB S.p.A, 20010 Vittuone, Italy (e-mail: and fundamental steps to create a digital twin of a physical
[email protected]). system in operation. The twin is a digital replica of the sim-
Aldo Boglietti is with Dipartimento Energia, Politecnico di Torino, 10129 ulated system that is used to diagnose anomalies in the asset
Turin, Italy (e-mail: [email protected]).
Shafigh Nategh is with Traction Department, Robotics and Motions Business operation and to predict the system response in particular oper-
Unit, ABB AB, 72136, Västerås, Sweden (e-mail: [email protected]). ating points. Digital twins offer manufacturers the possibility to
Fabio Bonsanto is with ANSYS Inc., 20124 Milano, Italy (e-mail: predict residual useful life of degradable parts and anomalous
[email protected]).
Claudio Scema is with Politecnico di Torino, 10129 Turin, Italy (e-mail: conditions, thereby enhancing safety and satisfaction. Machine
[email protected]). learning-based algorithm can be employed to generate a digital
Color versions of one or more figures in this article are available at https: replica in order to provide a fast prediction in fault and no-fault
//doi.org/10.1109/TIA.2021.3077553.
Digital Object Identifier 10.1109/TIA.2021.3077553 system conditions.

0093-9994 © 2021 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See https://www.ieee.org/publications/rights/index.html for more information.

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BOSCAGLIA et al.: NUMERICALLY-BASED REDUCED-ORDER THERMAL MODELING OF TRACTION MOTORS 4119

In this article, the reduced-order numerical modeling method meshes with polyhedral ones to obtain accurate and fast flow
is employed with the aim of accurate calculation of thermal resolution [21]. Once good values of maximum skewness and
effects in traction motors in duty cycles. It should be noted that orthogonal quality are achieved by applying several local siz-
traction motors are normally dimensioned based on their thermal ings, the geometry is imported to ANSYS Fluent where the CHT
capacity in the duty-cycle operation, despite industrial motors, model is run in steady-state conditions.
which are designed and sized for mostly continuous operation in Since the size of the model is not small, a Reduced Order
a specific operating point. The derived numerical reduced-order Model (ROM) is developed for the transient simulation based
model is based on a detailed computational fluid dynamic (CFD) on typical duty-cycles of traction motors. The ROM provides
and heat transfer model. Consequently, a higher level of accuracy high accuracy for both CFD and thermal calculations.
is expected in comparison to conventional analytical models. Air flow measurements demonstrate high precision of the
modeling methods used in this article. Additionally, the ther-
mal behavior of the models is validated by a comparison with
A. Contribution and Outline of This Article experimental results on a 230 kW open self-ventilated traction
The aim of this article is to present a practical method of motor designed and built for metro applications and equipped
thermal modeling for railway and e-mobility traction motors. with PT100 sensors.
For this purpose, operating conditions and cooling systems
typically used in railway and e-mobility applications are taken
II. MODELING STRATEGY
into account [5]–[7]. An enclosed self-ventilated motor featur-
ing a shaft-mounted radial fan is considered. Additionally, the Open self-ventilated traction motors used in railway appli-
suggested modeling strategy can cover a wide range of cooling cations represent one of the most challenging cooling systems
systems no matter of coolant type and cooling configuration. to model considering the complicated air distribution in the
The proposed model is created using the ANSYS tools. It motor parts [22]–[26]. Considering the complexity of the cooling
is possible to create a solid geometry in SpaceClaim, which system, CFD simulation is necessary to accurately model the
provides the possibility to extract the fluids for the CFDs flow velocity in the motor different components, which is vital
calculations required for the conjugate heat transfer (CHT) for precise prediction of temperature in the motor critical parts.
model implementation. Using a single combined model for CFD represents one of the most delicate stages of modeling as
both the coolant flow and heat transfer evaluation results in it needs long implementation and calculation time [27]. First,
a more compact model with high accuracy that can be easily the airflow inside the motor is computed suppressing the solids
parameterized [8], [9]. Running heat transfer and fluid dynamic for physics in order to validate the fan model and compare the
computation at the same time is preferred in terms of accuracy simulations results with the ones from the experimental mea-
in comparison to the analytical and semianalytical approaches surements. Once the CFD is validated, the solids are activated
where the convective heat transfer coefficients are calculated and the heat transfer is enabled. Also the losses and the thermal
separately or imported from external CFD analyzes. resistances are inserted as inputs as, explained in the Section III.
In order to build a simplified geometry and reduce the compu- An extensive optimization is carried out in order to reduce
tation time within a reasonable range, only the critical compo- computation time from several hours to minutes. This includes
nents are modeled. One of the major contributions of this article the following:
is to illustrate how to properly implement a complicated cooling 1) Geometry simplification by removing unnecessary details
system and fan into a three-dimensional model for thermal and not contributing in flow and thermal calculation results.
fluid dynamic calculations [9]–[12]. The presence of several This leads to significant reduction of the number of ele-
ducts as well as rotating solids and fluids, e.g., the rotor ventila- ments.
tion effect, airgap, and fan, leads to difficulties in simulating the 2) Mesh optimization adapting the size and the type of the
air flow and turbulence. Additionally, the challenging aspects mesh in order to reduce the number of element as much
of the electrical machines thermal design, e.g., the winding as possible.
as well as the contact thermal resistances affecting the heat 3) Frame motion condition applied to fluid domains instead
exchange between different objects through conduction, need of mesh motion approach on solid elements.
to be addressed [13]–[16]. The winding includes the copper and 4) Solver optimization resulting in quicker convergence of
insulation components located in the stator slots as well as the the solution.
end winding body with a complicated structure.
This study provides an effective method to take into account
A. Geometry Implementation
the thermal effects of several insulation layers and conductors
inside the stator slots [17]–[20] using shell conductions. This The cooling configuration is characterized by a radial centrifu-
boundary condition, if correctly employed, can precisely model gal fan that sucks the coolant through the stator and rotor ducts
thermal effects of the impregnation and insulations inside the as well as air-gap. The geometry implemented in this article is
slots and also the interfacial air pockets between the components shown in Fig. 1. It includes only components of the machine that
made due to the material smoothness and tolerances needed in are useful for flow and thermal calculation including housing,
components production. Attention is given also to the meshing rotor, stator, shaft, rotor bars, windings, and end windings.
where the Mosaic technology is adopted combining disparate The cooling system consists of radial shaft-mounted fan, air

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4120 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 57, NO. 4, JULY/AUGUST 2021

Fig. 2. Meshes of the air volume inside the motor. The domain of the radial
fan put in rotation is clearly visible as well as the stator ducts.
Fig. 1. Cooling system considered as the case study. The black arrows show
the direction of the airflow sucked by the radial fan along the rotor and stator
ducts as well as the airgap.

guide, rotor ducts, air gap, and stator ducts. Since the nonaxial-
symmetric geometry would require high computational efforts
to rotate the solid elements, the solids are not put in rotation and
used for the sole intention of extracting the air volume. Once the
fluids are extracted, the ones that need to rotate are moved using
frame motion approach.

B. Volume Extraction
In order to simulate the fluid flow inside and outside the motor,
there is the need to include air volumes in the model. The main
fluid volumes extracted are as follows.
1) The air volumes inside the stator and rotor ducts. In this
case, only the ones inside the rotor are rotating. Fig. 3. Elements of the motor solid and fluid domains. The large regions are
2) the negative volume of the fan. The fan in enclosed in a filled with hexes, whereas at the boundaries layered polyprism elements are
cylindrical volume of the same dimension and the solid used. The two regions are then connected with polyhedral elements.
propeller is then suppressed. In this way, only the re-
maining volume is put in rotation and there is no need
to satisfy the axial-symmetry condition necessary for the of finite volume elements in order to obtain a faster solution in
solid rotation. comparison to standard polyhedral cells. A local meshing is just
3) a cube-shaped enclosure (five times the machine dimen- applied to the airgap surface with the aim to reduce maximum
sion) is employed simulating the surrounding environ- skewness value and the possibility to have intersections between
ment. It is inserted not only to implement the convection the mesh elements. More boundary layers added in the surface
heat transfer to the external air, but also to apply the meshing phase improve the air flow computation in proximity
boundary conditions. In order to not constrain mass-flow of the ducts wall, and the growth rate index is set in order to
rate and pressure at the inlets and outlets of the motor, avoid increasing the number of elements.
pressure-inlet and pressure-outlet boundary conditions are As shown in Fig. 3, the bulk region is filled with hexes whereas
applied to the inlet and outlet of enclosure boundaries. the boundaries are layered in polyprism meshes. The two meshes
Symmetry boundary condition is applied to the other sides are connected with general polyhedral elements.
of the cube. The final number of elements including both solids and fluids
is 1 577 012, very small for this such complex system.
C. Mesh
The meshed motor fluids are displayed in Fig. 2, where are III. CHT MODEL
clearly visible the fluid domains of the rotating radial fan and the A CHT model is employed to simulate both fluid velocity and
ones inside the stator ducts. The volume mesh type used in this heat transfer in fluids and solids [28]. The same 3-D model for
article is poly-hexcore. This sort of mesh provides lower amount both flow and thermal calculation is considered.

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BOSCAGLIA et al.: NUMERICALLY-BASED REDUCED-ORDER THERMAL MODELING OF TRACTION MOTORS 4121

One of the motor most critical parts in the CHT model is the TABLE I
HEAT SOURCES
winding where a large amount of thin insulation layers exists.
This results in the need for a high number of mesh elements in
this component and also the surrounding parts, which further
prolongs the calculation time, raises the need for more memory
to solve, and makes issues in the convergency process. In the
CHT model developed in this article, the winding insulation
layers are replaced by boundary layers represented by the thick-
ness and thermal conductivity of the insulation layers. Once the
number of elements is reduced, the heat transfer coefficients are
computed by the software for each cell of the model following
the wall adjacent heat transfer coefficient formula as follows:
can be easily considered isotropic with a constant thermal con-
q
h= (1) ductivity in any direction, as illustrated in Table II. Concerning
(Tw − Tadj ) the stator and the rotor laminations, anisotropic thermal con-
where ductivities have been applied in order to take the effects of the
q surface heat flux; lamination into consideration [29]. For this purpose, 30 W/mK
Tw wall face temperature; and and 10 W/mK have been set along the radial and axial directions,
Tadj the wall adjacent cell temperature. respectively. Additionally, an orthotropic equivalent thermal
conductivity is employed for the end windings. In this case, two
A. Frame Motion values of 3.90 W/mK and 10.54 W/mK in the radial and axial
directions have been used from the two equations illustrated
For the CFD analysis, it is necessary to distinguish between in [30] as follows:
static and rotating volumes. In particular, the rotation of the fan is
1
simulated through the definition of a rotating fluid formed by the λaxial = 0.15 laxial (2)
negative volume of the propeller. The same approach is used to 2.44
model the rotation of the rotor where the air gap inner surface is 1
λradial = 0.15 lradial (3)
set as a rotating wall. To obtain a realistic model, nonzero speed 0.84
was set for the volumes inside the rotor ducts as well as all the where
rotor surfaces in touch with the fluid. At the interface surfaces λaxial equivalent thermal conductivity of the end winding
between the moving cell zone and stationary parts appropriate along the axial direction;
transformations of the velocity vectors and gradients are applied. λradial equivalent thermal conductivity of the end winding
Multiple reference frame or frozen rotor approach is normally along the radial direction;
preferred to dynamic mesh, as it reduces the computational time laxial distance between the end winding center to the end
and provides a good steady-state approximation. In the CFD winding outer surface along the axial direction; and
model, the frame motion has been enabled for each rotating lradial distance between the end winding center to the end
fluid component, and velocity is set as relative. In order to take winding outer surface along the radial direction.
into account the motion of the solid parts that could not have
been put in rotation because of their nonaxial-symmetry, the C. Contact Resistance Modeling
interface surfaces with the fluid domains are set with nonzero
A correct thermal performance prediction should consider
relative speed. For example, for all the frontal and back surfaces
the many thermal contact resistances that exist in the traction
of the rotor as well as the inner surface, the rotation is applied.
motor [31], [32]. A contact resistance is the result of imper-
Furthermore, in order to obtain zero airflow speed along the
fections in the touching surfaces and is function of several
walls of the air-guide, the walls of the fan fluid domain in touch
variables, e.g., interface pressure, material smoothness, and
with the air-guide are set with zero absolute velocity.
material hardness. The most effective approach to implement
thermal contact resistances in fluent is to apply shell conductions
B. Heat Sources and Material Settings
to the boundary walls. In fact, not using this boundary condition
Thanks to a previous evaluation of the losses produced in the results in adding many thin layers in the model that increases
motor parts, it is possible to insert the heat sources, as shown in the number of elements not only in these layers, but also in
Table I. As illustrated, the yoke and teeth of the rotor and stator the surrounding areas. As a result, the size of the model will
are considered separately in order to remain as close as possible be increased significantly, convergency will be less stable, and
to the loss distribution in the real machine. This is possible by calculation time will be longer. Once they have been applied, the
dividing the geometry in SpaceClaim. number of layers, their thickness, and material properties have
In order to correctly model the thermal performance of the to be set properly. Staton et al. [33] illustrate how these contact
traction motor, a distinction must be made between materials resistances can be evaluated, as shown in Table III.
with isotropic and anisotropic properties. Components, e.g., the For the air pockets, the air conductivity of 0.026 W/m.K is
end shield, housing, fan, conductors, bearings, and insulation used. In electrical machines, interface gaps are in the range of

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4122 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 57, NO. 4, JULY/AUGUST 2021

TABLE II thermal conductivities used in the model can be found in Table

ISOTROPIC MATERIAL SETTINGS
IV. With the aim to predict the temperature properly, different
strategies can be considered to implement a correct thermal
behavior of the winding based on geometric design, analytical
approach, or experimental results.
1) 3-D Numerical Approach: This is the approach used in
this study. A 3-D design can be adopted to take into consideration
all the elements inside the stator slot: conductors, impregnation,
and insulating materials. In order to simplify the geometry,
resin, and insulation are not implemented, but only their thermal
TABLE III conductivity is considered. This is possible using the shell con-
INTERFACE GAPS WITHIN THE MOTOR ductions at the boundary walls without the need to physically
model the thin insulation layers. This feature allows us to create
layers with certain thicknesses.
It is important to emphasize that this strategy replicates prop-
erly the thermal conductivities along both the radial and axial
directions. For the case study, thermal effects of air pockets
introduced in the impregnation body during production are also
taken into account.
2) Analytical Approach: The winding model based on ho-
mogenization illustrated in [36] presents an analytical estimation
of equivalent thermal conductivity of the whole stator slot. The
slot model as a single compound consists of both the conductors
and insulating materials. The equivalent conductivity is then
calculated with a simple weighted average value. This method
has the advantages of being very fast and easily implementable
in fluent by setting the material properties. Idoughi et al. [36]
showed how this method can be suitable to estimate the predicted
temperature especially when the slot fill factor is not low.
3) Experimental Approach: With the intention of calculating
the equivalent thermal conductivities and capacitances of the
winding, a short-transient test can be conducted, as illustrated
in [37]. An experimental setup is run in dc sampling voltage
and current values in order to extract the trend of the power
Fig. 4. Simplified model of the stator slot and winding taking into account the as a function of the time. From these results, an estimation of
insulation layers between the conductors, the coils, and the interfaces between the equivalent thermal capacitance of the stator slot is obtained
coils and lamination. and considering the winding system as a first-order network, the
equivalent thermal resistance of the winding is estimated.
0.006 to 0.009 mm in case of aluminum—stainless and 0.0006 The methods based on homogenization and short transient
to 0.006 mm for aluminum—iron interfaces. An equivalent gap result in reasonably close approximation of winding resistance,
interface of 0.005 has been considered feasible for this case as shown in Table V. In this article, the first approach is employed
study. where the shell conductions are implemented since this method
One of the most challenging aspects of the motor thermal leads to a better estimation of hot-spot temperatures, however,
model implementation is also the model of the bearing. As the methods based on analytical and experimental estimation of
the ball does not touch the inner and outer rings along all its equivalent winding resistance enable calculation of just winding
movement and lubricant is present, it is not simple to estimate average temperature.
the thermal resistance. Staton et al. [33] show how the bearing
thermal behavior can be estimated with an equivalent interface E. Results of the CHT Model
gap of 0.4 mm for motors with power levels above 15 kW.
The main target of the CHT model is to accurately simulate the
flow and thermal effects in the same model. In this section, the
D. Winding Model
CHT model results are presented for one simulation conducted
The most critical part of this model is certainly represented by in less than 10 min with a standard laptop of 16 GB RAM and
the complicated structure of the winding [34], [35]. The model a processor of 2.3 GHz. These results are successfully validated
used to implement the stator slot thermal behavior consists two by both airflow and thermal measurements in Section V.
coils, each of them is formed by four conductors, as shown The CFD results are shown in Fig. 5 where the magnitude
in Fig. 4. The corresponding insulation layer thicknesses and velocity contours of the airflow along the cross-sectional view in

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BOSCAGLIA et al.: NUMERICALLY-BASED REDUCED-ORDER THERMAL MODELING OF TRACTION MOTORS 4123

Fig. 7. Cross-sectional view of the temperature distribution along the axial

direction.

Fig. 5. Cross-sectional view of the air flow along the axial direction at motor
speed of 2163 r/min.

Fig. 8. Cross-sectional view of the temperature distribution along the radial

direction.

between the winding and lamination properly modeling thermal

effects of the insulation layers, impregnation materials, and air
pockets.

IV. THERMAL SIMULATIONS ON DUTY CYCLES

Considering the long calculation time of the developed CFD
Fig. 6. Velocity vector plot of the fluid inside the motor at machine speed of and CHT models, the reduced-order modeling (ROM) method is
2163 r/min. employed enabling estimation of traction motor thermal behav-
ior in duty cycles with a high number of operating points [38].
This method uses machine learning approaches to build dynamic
the axial direction is displayed. In Fig. 6, the velocity vectors are ROM for any kind of simulation data. Following a training step,
plotted for the fluid domains in order to show not only the mag- which is based on offline computations, the reduced-order model
nitude but also the verso and direction of airflow velocity. The can produce, in real time, an accurate approximation of the 3-D
simulation has been run at the motor base speed of 2163 r/min. solver solution. This makes detailed CPU-intensive simulations
By activating the energy function in the CHT model, the available for embedded systems and real-time applications.
distribution of temperature can be visualized, as presented in
Figs. 7 and 8.
A. Theory of Dynamic ROM
It should be highlighted that the thermal results are referred to
a steady-state condition and do not need any analytical estima- Reduced-order modeling is relatively well developed for most
tion of the convective heat transfer coefficients: one of the main dynamic linear systems [39].
advantages of CHT strategy presented in this article is that the The linear time invariant ROM is representative of the state of
CFD results are directly imported to the thermal module. the art in this field [40]. The limitation of those linear approaches
It is clearly visible from the contours in Fig. 9 that shell is the nonlinear instabilities behavior unaccounted for in general
conductions layers heavily affect the heat transfer inside the nonlinear dynamic systems. In this context, instabilities mean
stator slot along both axial and radial directions, as well as that a small perturbation of the data, or of the model itself,

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4124 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 57, NO. 4, JULY/AUGUST 2021

Fig. 9. Cross-sectional view of stator slots. It is clearly visible the effects of the
insulation, impregnation, and air pockets modeled using the shell conductions
on the temperature distribution.

leads to a large deviation in the solution. Deriving an ROM that

includes the description of those instabilities is a challenging
problem. Two methods exist intrusive and nonintrusive. The
intrusive method is the most used [41]–[43]. It refers to an
ROM extraction closely integrated inside the full-order solver.
The nonintrusive method refers to an adaptation of the classical
linear approach [44] to cope with a quadratic structure of equa-
tions resolved in the full-order solver but leaving this solver
untouched [39]. This last method is a standalone mathematical
approach relying on the data generated by the full-order solver
alone. In both cases, the evaluation of the ROM can be expensive
Fig. 10. Dynamic ROM builder algorithm and ODE identification.
in computation time. Adapting these approaches to real-time and
embedded systems is challenging.
The objective is to build an ROM of a generic dynamic system
B. ROM Technology as
Machine learning technology is a nonintrusive method; it is X  (t) = f (X(t), B(t)) (5)
general and does not need to be adapted to specific physics.
X(0) = X0 (6)
The physics of the simulated problem can be either linear or
nonlinear; it is learned from the data thanks to machine learn- where
ing approaches [45]. The technology is named dynamic ROM solution vector X is a vector of size n (each component is an
builder, and it is based on the following two pillars. output of the model), this vector is a function of time;
1) Proper orthogonal decomposition to reduce the model B is a vector of size nexc . It contains the excitations of the model;
dimensions [46]. they also are a function of time;
2) ODE identification using a patented optimization f is a nonlinear function of X and B.
method [47]. X0 , vector of size n, is the initial condition: the solution at the
first timestep.
     The model is identified thanks to learning data. These data
x (t) x (t) are composed of one or several history variations of X and their
=f , g(t) for t ≥ 0 (4)
i (y) i (y) corresponding excitations B. These learning data are generated
by more numerical simulations from the previous CHT model.
where The built dynamic ROM can be used to evaluate the history
f corresponds to the nonlinear function to be identified; variation of X corresponding to any new history variation of
i(t) corresponds to the free variables, which could be added to B. The algorithm is an iterative process until the problem is
account for history effect and nonlinearities. fully learned with a precise error, as shown in Fig. 10. The ODE

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BOSCAGLIA et al.: NUMERICALLY-BASED REDUCED-ORDER THERMAL MODELING OF TRACTION MOTORS 4125

identification is an optimization process where different method

like the neural networks can be applied as presented in [48]
and [49].

C. ROM Building
The ROM building process can be summarized in several
steps [50].
1) Definition of the System and Excitations: The first step
is to define the transient simulation model (geometry, mesh,
material properties, and so on) and settings (such as time steps
and boundary conditions). The transient simulation starts from a
stabilized state. The time step needs to be carefully defined and
coherent with the physics being simulated. The identification of
Fig. 11. Static ROM 3-D visualization of the traction motor rotor.
the boundary conditions varying with respect to the time is also
needed. These time dependent boundary conditions represent
the excitations of the system.
2) Definition of the Outputs: From the simulation results,
relevant data are chosen; these can be the temperature at one
location, the mean temperature on a surface, or the three com-
ponents of the displacement on a specific vertex.
3) Generation of Scenarios: Scenarios for the input excita-
tions are run with the solver (ANSYS fluent) and the correspond-
ing outputs stored. It should be highlighted that these results need
to be accurate (simulation correctly set and well converged) to
ensure a valid ROM. The ROM will be no more accurate than
the data it has been built from.
Fig. 12. Error in percentage between the steady-state temperature results of
4) Classification of Scenarios: Scenarios must be classified the full-CHT model and the static ROM for different operating points (scenarios)
into the following two groups: the learning scenarios and the of the machine.
validation scenarios. Most representative scenarios in terms of
excitations amplitudes and frequencies are chosen as learning
scenarios. The learning excitations variability should represent 1) motor speed;
the expected excitations variability that the system might en- 2) rotor lamination losses;
counter. Remaining scenarios are used to validate the dynamic 3) rotor bar losses;
ROM and check its accuracy. 4) stator lamination losses; and
Further actions are then performed to carry out the reduced- 5) stator winding losses.
order model. Once these parametric ROMs are produced, it is possible to
1) Use dynamic ROM builder to build an ROM from the input visualize 3-D fields of static ROM directly in the twin builder, as
and output data of those simulations. shown in Fig. 11 . The quality of the static ROM can be evaluated
2) Validate the dynamic ROM using the scenarios chosen as as the percentage deviations between the full-CHT simulations
validation scenarios. If the accuracy is not satisfactory, the and what is calculated by the ROM for the same combination of
learning scenarios should be enriched with some scenarios input parameters, as shown in Fig. 12 .
from the validation set, the accuracy should be checked
using the remaining validation scenarios. E. Dynamic ROM of the Traction Motor
3) The abovementioned steps should be repeated until the
A real duty cycle of 1500 s for a railway application is
accuracy with the validation scenarios is correct. Once
provided together with a lookup table of the losses estimated
the dynamic ROM is built, the corresponding results are
by an internal software. The first 500 s of the duty cycle are
given in quasi-real time, and there is no need to run the
used for the learning phase, while the remaining 1000 s are
corresponding simulation.
employed for the validation phase. The requirements in terms of
torque and speed for the considered cycle are shown in Fig. 13.
D. Static ROM of the Traction Motor Fig. 14 shows the same points in the torque–speed plane where
A steady-state reduced-order model also called static ROM the operating points used for the training and the ones used for
is built to speed up the steady-state calculations. A total of 40 the validation phase are marked through two different colors.
parametric analyses (scenarios) are conducted in fluent for the It can be noticed that the training points are within a range
learning and validation phase. The 80% of these scenarios are between 450 and almost 3000 r/min considered enough for
used for the training phase and the remaining 20% for validation. the learning process. The validating phase is spread along all
Parameters changed in the different scenarios are as follows: the torque–speed characteristic of the induction motor covering

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4126 IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. 57, NO. 4, JULY/AUGUST 2021

Fig. 13. Duty cycle for a railway application employed for the ROM imple-
mentation and validation: machine reference speed; machine reference torque.

Fig. 15. Thermal losses produced in winding, stator core, rotor squirrel cage,
and rotor yoke as function of time employed as excitation inputs in the dynamic
ROM.

Fig. 14. Operating points used for the learning phase and validation phase in
the torque–speed plane of the induction motor.

both envelope and low-torque operating conditions as well as

positive torque and braking regions. In this way, the validation
will prove the model validity for different modes of operation
covering several losses mechanisms. The losses corresponding
to the described points are illustrated in Fig. 15 and inserted as
input in the reduced-order model. As plotted in Fig. 16, accuracy
of the ROM prediction compared to the full-order CHT model Fig. 16. Comparisons between the full-order CHT model (solid) and the
is satisfactory, with the maximum absolute error less than 1 ◦ C corresponding ROM (dashed).
degree almost everywhere. It is important to underline that the
time needed from the ROM to compute the whole transient duty TABLE IV
cycle is less than 1 s. CONDUCTOR AND COIL INSULATION THERMAL CONDUCTIVITIES EMPLOYED IN
THE SHELL CONDUCTIONS BOUNDARY CONDITIONS

V. EXPERIMENTAL SETUP AND RESULTS

In Section III, the results provided by the CHT model are
presented for both airflow and thermal calculations. In this
section, the simulation results are compared with the laboratory
measurements on a traction motor designed and built for metro TABLE V
applications. A good correspondence is achieved demonstrating COMPARISON BETWEEN THE ANALYTICAL AND EXPERIMENTAL METHODS
the high accuracy of the developed model.

A. Case Study Traction Motor

An open self-ventilated induction motor is considered. The
corresponding motor data are presented in Table VI. The cooling TABLE VI
CASE STUDY TRACTION MOTOR
system includes axial inlet, radial outlet, and shaft-mounted fan.
Additionally, rotor ducts, stator ducts, and airgap are correctly
designed to provide the air circulation. Small blades on short-
circuit ring provide extra turbulence at the end parts.

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BOSCAGLIA et al.: NUMERICALLY-BASED REDUCED-ORDER THERMAL MODELING OF TRACTION MOTORS 4127

test is run supplying the motor with rated current and voltage
until the steady-state condition is reached [51]. The results
show a good agreement between the measured and evaluated
temperatures with a deviation in the range of 0.5%–5.0%. The
highest deviation is found in the stator slot, which is mainly
caused by the difficulty of placing the sensor in one extremely
delicate part of the motor. It should be noted that the change of
sensor location is expected during manufacturing process, e.g.,
impregnation of the winding. All the temperature values are
obtained using dedicated measurement points in the ANSYS
model.
Fig. 17. Experimental setup used for the measurement of the airflow.
VI. CONCLUSION
The conventional thermal models used in traction applications
are based on analytical models providing fast results when in-
vestigating thermal behavior of the traction motor in duty cycles
with thousands of operating points. In this article, the possibility
of using reduced-order numerical models is investigated with
the aim of improving accuracy of temperature estimation while
keeping the calculation time short enough enabling duty-cycle
calculations. Both the numerical CHT and reduced-order models
are presented and their accuracy is compared with an extensive
measurements on both flow and temperature. The results show
a good agreement between the models and measurements. The
Fig. 18. Comparison between the measured and calculated mass flow rate calculation time of the reduced-order model is less than one
inside the motor. A correction factor of 0.95 is applied to take into account the
filter grille effect.
second per operating point, which enables modeling traction
motors thermal behavior in duty cycles. The deviation of the
TABLE VII reduced-order model from the full-order CHT model is less than
COMPARISON BETWEEN THE CHT MODEL AND MEASUREMENT RESULTS one Kelvin degree.
The focus of future work will be to demonstrate the validity
of this modeling strategy for other traction motor and cooling
configurations, as well as to validate more precisely the de-
veloped thermal model with better control of the temperature
sensors location. Future work will also investigate the validity of
ROM and digital twin technologies in maintenance and life-time
estimation of traction motors.

ACKNOWLEDGMENT
B. Flow Measurements
This article is the result of a collaboration between ABB
The laboratory setup for validation of the CFD model devel- AB, ANSYS, Politecnico di Torino, and Chalmers University
oped is shown in Fig. 17. Flow measurements are performed by of Technology.
connecting the motor to a long tunnel in order to obtain a straight
and uniform flow. As can be seen in Fig. 18, a good agreement
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BOSCAGLIA et al.: NUMERICALLY-BASED REDUCED-ORDER THERMAL MODELING OF TRACTION MOTORS 4129

Luca Boscaglia (Member, IEEE) received the B.Sc. Fabio Bonsanto received the master’s degree in
and M.Sc. degrees in electrical engineering from the aerospace engineering from the Polytechnic of Milan,
University of Napoli Federico II, Naples, Italy, and Milan, Italy, in 2007.
the Politecnico di Torino, Turin, Italy, in 2015 and He joined Ansys Inc., Canonsburg, PA, USA, in
2019, respectively. He has been working toward the 2007, as a Technical Services Engineer, mainly work-
Ph.D. degree in electrical machine design for vehicle ing on Computational Fluid Dynamics (CFD). Since
applications with the Chalmers University of Tech- 2019, he has been a Senior Application Engineer with
nology, Göteborg, Sweden, since 2020. Ansys Inc., focusing on Ansys Digital Twin solutions
He did his master thesis with the ABB Traction for EMEA region.
Motors, Västerås, Sweden, about thermal and CFD
modeling of electric traction motors for railway. He
joined ABB Low Voltage Motors and Generators, Vittuone, Milan, Italy, in 2019,
working in R&D mostly on thermal design and fluid dynamic computations of
electrical machines.

Claudio Scema (Member, IEEE) was born in 1993.

He received the B.Sc. degree in electrical and elec-
tronic engineering from the University of Cagliari,
Cagliari, Italy, in 2015, and the M.Sc. degree in
electrical engineering from the Politecnico di Torino,
Aldo Boglietti (Fellow, IEEE) was born in Rome, Torino, Italy, in 2019.
Italy, in 1957. He received the Laurea degree in He did his M.Sc. thesis in collaboration with
electrical engineering from the Politecnico di Torino, Traction Department, ABB AB, Västerås, Sweden,
Turin, Italy, in 1981. and COMSOL AB, Stockholm, Sweden. In 2019,
He started his research work with the Department he joined IRETI (IREN Group) Italian Distribution
of Electrical Engineering, Politecnico di Torino as System Operator (DSO), Torino and Parma, Italy,
a Researcher in Electrical Machines in 1984. He where he was an Electrical Engineer for the Renewable Energies. In 2020, he
was an Associate Professor in Electrical Machines in joined TERNA, the Italian Transmission System Operator (TSO), Torino, Italy,
1992 and he has been a Full Professor with the same where he is working as O&M Electrical Engineer.
University since November 2000. He was the Head of
the Electrical Engineering Department, Politecnico of
Torino from 2003 to 2011. He is the Author of more than 150 papers in the field
of energetic problem in electrical machines and drives, high efficiency industrial
motor, magnetic material and their applications in electrical machines, electrical
machine and drives models, thermal problems in electrical machines.
Dr. Boglietti is the Past Chair of the Electrical Machine Committee of IEEE
Industry Application Society and the Past Chair of the Electrical Machine Tech-
nical Committee of IEEE Industrial Electronic Society. In 2020, he got the ICEM
International Conference on Electrical Machine Arthur Ellison Outstanding
Achievement Award.

Shafigh Nategh (Senior Member, IEEE) was born

in 1984. He received the B.Sc. and M.Sc. degrees
in electric power engineering from Shahid Chamran
University, Ahvaz, Iran, in 2006 and 2008, respec-
tively, and the Ph.D. degree in electric power engi-
neering from the KTH Royal Institute of Technology,
Stockholm, Sweden, in 2013.
In 2009, he was with the Department of Electrical
Energy Conversion, KTH Royal Institute of Technol-
ogy, Stockholm, Sweden. He was a Visiting Scholar
with the University of Illinois at Urbana-Champaign,
Urbana, IL, USA, from 2012 to 2013. From 2013 to 2015, he was a Lead Designer
of PM machines for marine segment with the Rolls-Royce Group, Trondheim,
Norway, where he continued his career as a Designer of traction motors for
railway applications with Bombardier Transportation, Västerås, Sweden, from
2015 to 2018. From 2017 to 2018, he was a Guest Researcher with the KTH Royal
Institute of Technology, Stockholm, Sweden. He was an R&D Senior Engineer
with E-mobility Department, ABB AB, Vasteras, Sweden, in 2018–2020. He
is currently a Principal Engineer with the Electric Driveline Department, Volvo
Cars, Göteborg, Sweden, as well as an Adjunct Associate Professor with the
Chalmers University of Technology, Gothenburg, Sweden. His research interests
include different aspects of electromagnetic, thermal, and insulation design of
traction motors in marine, aerospace, railway, and e-mobility applications.
Dr. Nategh is a Secretary of Electrical Machines Technical Committee,
IES-IEEE. He was first-ranked in both the B.Sc. and M.Sc. degrees.

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