Types of Electric Motors Used in Several

Electric Vehicles
Lizeth Castillo, EPN Student; Jennifer P. Taipe, EPN Student.

Abstract The following paper contains information about different electric motors and how electric motors make work a big electric
vehicles (EV) like trolleys, trains, underground or small vehicles as cars, just like a combustion motor does.
There are five main electric motor types, DC, induction, permanent magnet synchronous, switched reluctance and brushless DC
motors are studied. Studying these motors develop a concept in the reader about how it works, and the characteristics on them to finally
understand why electric motors it is used in Ecuadorian public transport as we see on Metrobus, Trolley-Bus, and other electric vehicles
arrived.
Information will be collected for do a summary show it below, this information is taken from thesis, essays or papers in order to
encourage the reader on finding a clear idea of whether the electric motor is an option to replace combustion motors in cars or is better
stay with the old ones.
Index Terms Electric Motors, Electric Vehicles, Subways, Trolleys.

I. INTRODUCTION

1960s and 1970s saw a need for alternative fueled

vehicles to reduce the problems of exhaust emissions from
internal combustion engines and to reduce the dependency on
imported foreign crude oil. During the years from 1960 to the
present, many attempts to produce practical electric vehicles
occurred and continue to occur.
HE

The purpose of this paper is to describe the technology used

to produce an electric vehicle and explain why the electric
motor is better than the internal combustion engine. It includes
reasons why the electric vehicle grew rapidly and the reason it
is a necessity to better the world today. The paper describes the
most important parts in an electric vehicle and hybrid electric
vehicle.
The overall impact of the electric vehicle ultimately benefits
the people. Compared to gasoline powered vehicles, electric
vehicles are considered to be ninety-seven percent cleaner,
producing no tailpipe emissions that can place particulate
matter into the air. [1]
The first electric vehicle (EV) was built between 1832 and
1839, the exact year is not known, in Scotland by Robert
Anderson, who created the first crude electric carriage. It was
not until 1895, after A.L. Ryker built an electric tricycle and
William Morrison built a six passenger wagon, that America
paid attention to the electric vehicle. In 1902 Wood created the
Electric Phaeton, which was more than an electrified horseless
carriage and surrey. The Phaeton had a range of 18 miles, a top

speed of 14 mph and cost $2,000

The decline in use and production of the electric vehicle
occurred in the 1920s. Causes of the decline in production
include: a better road system, reduced price of gasoline by the
discovery of the Texas crude oil, invention of the electric
starter, and the mass production of the internal combustion
engine vehicles. According to the History of Electric Vehicles,
In 1912, an electric roadster sold for $1,750, while a gasoline
car sold for $650. By 1935, electric vehicles completely
disappeared.
The 1960s and 1970s electric vehicles reappeared because
internal combustion vehicles were creating an unhealthy
environment for the people in America at that time. One of the
earliest gasoline-electric hybrid vehicles was developed by an
important IEEE member, named Victor Wouk. He and his
partners converted a Buick Skylark into a hybrid automobile
that was shown in 1974. His primary motivation for pursuing
hybrid technology was to reduce greenhouse gas emissions, and
the automobile was capable of obtaining 85 miles per gallon of
gas. [2]
In that time frame, gas was inexpensive and emission
controls werent a concern, and his funding eventually ran
out. Wouk continued to promote hybrid vehicles throughout
his illustrious career as an electrical engineer and entrepreneur,
including the submission of many articles in IEEE conferences
and IEEE Spectrum magazine. Victor Wouk is often referred to
as the Godfather of the hybrid car.
Dr. Wouks vehicle is known as a forerunner to todays
hybrid plug-in electric vehicles, and he, along with many

This work has been done on February 02, 2016 in Quito Ecuador for the
class Electric Machines (IEE584) of the National Polytechnic School dictated
by engineer Dr. Franklin Quilumba.

other IEEE members, have been involved from the beginning

of electric vehicle development.
The earliest related document in the IEEE Electronic
Library (IEL) entitled Petro-Electric Motor Vehicles by JBG
Damoiseau was written in 1913. The IEL itself holds an excess
of 4000 articles related to Electric Vehicles and more than
1,800 articles on batteries for EVs. [2]
II. ELECTRIC VEHICLES
The electric vehicle (EV) is propelled by an electric motor,
powered by rechargeable battery packs, rather than a gasoline
engine. From the outside, the vehicle does not appear to be
electric. In most cases, electric cars are created by converting a
gasoline-powered car. Often, the only thing that clues the
vehicle is electric is the fact that it is nearly silent. [3]
Under the hood, the electric car has:
An electric motor.
A controller.
A rechargeable battery
The electric motor gets its power from a controller and the
controller gets its power from a rechargeable battery. The
electric vehicle operates on an electric/current principle. It uses
a battery pack (batteries) to provide power for the electric
motor. The motor then uses the power (voltage) received from
the batteries to rotate a transmission and the transmission turns
the wheels.[1]
Four main parts make up the electric vehicle (Figure 2.1):
Potentiometer: It is circular in shape and it is hooked to the
accelerator pedal. The potentiometer, also called the variable
resistor, provides the signal that tells the controller how much
power is it supposed to deliver.

Fig. 2-1. Parts of an electric Vehicle. [3]

A. Theory of Operation for EV

When the driver steps on the pedal the potentiometer
activates and provides the signal that tells the controller how
much power it is supposed to deliver. There are two
potentiometers for safety. The controller reads the setting of the
accelerator pedal from the potentiometers, regulates the power
accordingly, takes the power from the batteries and delivers it
to the motor. The motor receives the power (voltage) from the
controller and uses this power to rotate the transmission. The
transmission then turns the wheels and causes the car to move
forward or backward.
If the driver floors the accelerator pedal, the controller
delivers the full battery voltage to the motor. If the driver takes
his/her foot off the accelerator, the controller delivers zero volts
to the motor. For any setting in between, the controller chops
the battery voltage, thousands of times per second to create an
average voltage somewhere between 0 and full battery pack
voltage.
B. Description of a Hybrid Vehicle

Batteries: The batteries provide power for the controller.

Three types of batteries: leadacid, lithium ion, and nickel-metal
hydride batteries. Batteries range in voltage (power).
DC Controller: The controller takes power from the batteries
and delivers it to the motor. The controller can deliver zero
power (when the car is stopped), full power (when the driver
floors the accelerator pedal), or any power level in between. If
the battery pack contains twelve 12-volt batteries, wired in
series to create 144 volts, the controller takes in 144 volts direct
current, and delivers it to the motor in a controlled way [3].
The controller reads the setting of the accelerator pedal from
the two potentiometers and regulates the power accordingly. If
the accelerator pedal is 25 percent of the way down, the
controller pulses the power so it is on 25 percent of the time and
off 75 percent of the time. If the signals of both potentiometers
are not equal, the controller will not operate. [3]
Motor: The motor receives power from the controller and
turns a transmission. The transmission then turns the wheels,
causing the vehicle to run.

The hybrid vehicle (HV) is powered by both a gasoline

engine and electric motor. Argueta - 4 The HV runs using power
from an internal combustion engine and electric motor. The
engine provides most of the vehicles power, and the electric
motor provides additional power when needed, such as
accelerating and passing.[4]
The hybrid vehicle operates on a gasoline and electric energy
principle. A hybrid car features a small fuel-efficient gas engine
combined with an electric motor that assists the engine when
accelerating. The electric motor is powered by batteries that
recharge automatically while you drive. [4]
Four main parts make up the electric vehicle (Figure 2-2.):
Battery: The batteries in a hybrid car are the energy storage
device for the electric motor. Unlike the gasoline in the fuel
tank, which can only power the gasoline engine, the electric
motor on a hybrid car can put energy into the batteries as well
as draw energy from them.
Internal Combustion Engine (ICE): The hybrid car has an
ICE, also known as a gasoline engine, much like the ones found
on most cars. However, the engine on a hybrid is smaller and

uses advanced technologies to reduce emissions and increase

efficiency. Receives its energy from the fuel tank where the
gasoline is stored.
Generator: The generator is similar to an electric motor, but
it acts only to produce electrical power for the battery.
Power Split Device: The power-split-device resides between
the two motors and together with the two motors creates a type
of continuously variable transmission.
Electric Motor: The electric motor on a hybrid car acts as a
motor as well as a generator. For example, when needed, it takes
energy from the batteries to accelerate the car. But acting as a
generator, it slows the car down and returns energy to the
batteries.

A. DC Motors
Although DC motors have been the subject of interest since
old time because of simple control and decoupling of flux and
torque, their construction (having brushes and rings) poses
maintenance problems. Therefore, after the growth of vector
control for AC motors (synchronous and induction), the DC
motors' attraction in traction applications diminished.
Of course, DC motors are still good candidates for low power
applications. The commutator actually acts as a robust inverter;
therefore, power electronics devices can be mush simple and
inexpensive. The Peugeot factory of France has introduced a
HEV named "Dynavolt" in which, DC motor has been used as
traction motor

Fig. 3-1. DC Motor. (Courtesy of Drive-electric, org.)

Fig. 2-2. Parts of a hybrid Vehicle. [4]

C. Theory of Operation for Hybrid

When the driver steps on the pedal the generator converts
energy from the engine into electricity and stores it in the
battery. The battery then provides power to the electric motor.
The internal combustion engine and electric motor work
simultaneously and each provide power to the power split
device. The power split device combines both powers and uses
it to turn the transmission. The transmission then turns the
wheels and propels the vehicle. [1]
The energy used when braking is converted into electricity
and stored in the battery. When braking, the electric motor is
reversed so that, instead of using electricity to turn the wheels,
the rotating wheels turn the motor and create electricity. Using
energy from the wheels to turn the motor slows the vehicle
down. When the vehicle is stopped, the gasoline engine and
electric motor shut off automatically so that energy is not
wasted in idling. The battery continues to power auxiliary
systems, such as the air conditioning and dashboard displays.
[1]
III. CARS
In this section, the advantages and disadvantages of different
electric motors are discussed.

B. Induction Motors (IM)

Squirrel cage induction motors have already been the most
important candidate because of their reliability, robustness, less
maintenance and the ability to work in hostile environments.
The induction motors have the most mature technology among
all other AC competitors. In Fig. 2, the main characteristics of
an induction motor have been shown. Torque and field control
can be decoupled using vector control methods. Speed range
may be extended using flux weakening in the constant power
region. [5]

Fig. 3-2. A typical squirrel cage rotor. (Courtesy of General Electric

Company.)

C. Permanent Magnet Synchronous (PMS) motor (or

brushless AC- BLAC)
PMS motors are the most serious competitor to the induction
motors in traction applications. Actually, many car
manufacturers (such as Toyota, Honda and Nissan) have
already used these motors in their vehicles. These motors have
several advantages: higher power density, higher efficiency and

the more effective distribution of heat into the environment.

However, these motors have intrinsically a narrow constant
power region. To widen the speed range and increase the
efficiency of PMS motors, conduction angle of the power
converter can be controlled at speeds higher than the base
speed. Speed range can be extended to three of four times the
base speed.
A shortcoming of these motors is that they can be
demagnetized due to the heat or armature reaction. [5]

However, in the following section the DC and SRM motors

are not taken into consideration due to their disadvantages [5].

Fig. 3-3. Differences between IM and PMS.

D. Switched reluctance motors (SRM)

Switched reluctance motors are receiving much attraction in
HEV (Hybrid Electric Vehicle) systems every day. Among the
advantages of these motors are: simple and rigid construction,
fault tolerance, simple control and excellent torque-speed
characteristic. A switched reluctance motor can intrinsically
operate under a wide constant power region. Several
disadvantages such as high noise, high torque ripple, special
convertor topology and electromagnetic interference have been
mentioned for this motor [5]

Fig. 3-5. Common EVs and their propulsion systems

IV. TROLLEYBUS
Trolleybus, also known as trolley or trolley, is an electric bus
powered by a catenary wires from two Superior where it takes
the electricity through two poles. The trolley does not use
special lanes or tracks in the driveway, which it by a more
flexible system. It has rubber tires on steel wheels Time on rails,
as the trams. [6]

Fig. 3-4. Conventional Characteristic of a SRM.

E. Brushless IX motors (BLOC)

These motors are conceptually the outcome of reversing the
stator and rotor of permanent magnet DC motors. They are fed
by rectangular waves in contrast to BLAC motors which are fed
by sinusoidal waves. Their main advantages are the deletion of
the brushes, their compactness, high efficiency and high energy
density.
In, the traction systems commonly used in EVs are evaluated
based on six factors. As shown in table. II, a score out of 5 is
given for each point to each motor. It is concluded that based
on these factors, the 1M and PM motors are more suitable.

The electric trolleybus system has multiple electrical

connections making it very complex. To conduct a review of
the motor cable should review their respective cable
connection.
To distinguish them, the cables generally have different
colors, thereby to be a kind of electric coding language to
operate the entire system.
To repair some of the connections that make electricians
detect electrical short first required and then repair damaged
and insulated with a special ribbon cable.
A. Trolleybus (Trolebs) in Ecuador
Trolleybus is a medium of electromechanical public
transport, using electrical power is carried by a catenary two
upper cables, specifically in the city of Quito trolleybus has

built an internal combustion engine that allows greater

versatility, however the biggest advantage provided by this type
of vehicle is to be a means of friendly transportation
environmentally avoiding the emission of gases into the
atmosphere.
Use a three-phase 4-pole asynchronous electric motor with
standard output of 230 kW and the cooling system is with
forced ventilation, these features are presented in all fleets,
Figure 3.1 shows the main electrical parts.[7]

through pilot service tests with the customers. [8]

Fig. 4-1. Trolleybus diagram. [7]

Fig. 5-1. Driven by Toshibas PMSM. [8]

DISADVANTAGES
Trolleybus share benefits with tram and bus but also some
disadvantages.
If the trolleybus is accidentally separated from the catenary
stops. For the same reason, the possible routes are limited to the
sections with catenary installed. However, one may incorporate
a battery a conventional combustion engine to enable greater
versatility
ADVANTAGES
Trolleybuses are of particular importance to rugged and
mountainous cities, where electricity is more effective than
diesel when climbing hills; also they have more grip than
tranvas. Trolleybuses, like all electric vehicles, often seen as a
means of transport more compatible with the environment than
burning buses that consume hydrocarbons and emit gases.
The use of energy produced in power plants has advantages
over internal combustion engines : it is more efficient , you can
use wider range of fuels and is more convenient for pollution
control and can reuse the heat generated by supplying hot water
for all uses ( industries , hospitals , sports facilities ) , or cold
generation with absorption equipment . In any case, you can
also use renewable electricity.
V. SUBWAY
Toshiba is one of the suppliers to be used a PMSM
(Permanent Magnet Synchronous Motor) for a different types
of subways.
The goals have been the following two: developing an
environment-friendly new system and reducing signicantly the
running costs for the operator. Using data accumulated through
research, development and led tests during the development
phase, we established the PMSM traction system technologies
for railway cars. The PMSM's advantages such as energy
savings, noise reduction and easier maintenance were veried

Since then, PMSM systems have been deployed in mass

produced commuter/subway trains and have been operated
since 2007. Using this technological breakthrough as a starting
point, Toshiba continues to innovate and improve this
environment-friendly PMSM system to allow its use by more
customers.
Some characteristics mentioned:
A. Efficient
Global activities are underway to reduce CO2 emission, and
railway companies also face considerable expectations to
reduce electric consumption of train cars. The Toshiba
Permanent Magnet Synchronous Motor (PMSM) achieved
higher efficiency than traditional Induction Motor (IM) due to
the elimination of secondary loss. Toshiba's technology
appropriately exploits the advantages of this PMSM system,
and boasts a high efficiency of 97%. [8]
B. Smarter
Railway systems are constantly striving to make periodic
maintenance simple and cost effective, which is essential for
stable operation. The maintenance of conventional open selfventilating type IM systems is time consuming, mostly due to
the nature of its construction. For conventional motors, the case
has to be opened with a dedicated jig to remove the rotor, the
inside cleaned, and the bearing regreased.
Toshiba has developed a totally-enclosed structure to make
maintenance operations smarter compared to our conventional
Induction Motor (IM) in terms of cost and time. We have
successfully eliminated potential internal contamination, which
makes cleaning no longer required through the PMSM's service
life. We have also engineered a structure allowing the bearing
unit to be replaced without disassembly of the entire motor.
Consequently, while improving the maintenance of bearing
crucial for stable operation, Toshiba successfully eliminated the

conventional
maintenance

3D

(Dirty,

Demanding,

and

Dangerous)

C. Quieter
Demands to ensure low noise operation have been
intensifying year by year, especially for the traction of subway
trains. Toshiba has succeeded in reducing ventilation noise by
about 12dB throughout all speed ranges compared to our
conventional open self-ventilating type.
Additionally, since exhaust air and heat are also reduced as
well as noise, this limits the temperature increase in subway
tunnels, helping conserve electricity used to power air
conditioning in the tunnels. [8]
D. Reliable
o

Simple and Lightweight: Toshiba's PMSM has a

lighter weight than that of conventional open selfventilating type IM as well as a simple, totallyenclosed and natural cooling structure without
radiation ns and ventilating fans. Despite the totallyenclosed natural cooling structure, its appearance is
equivalent to that of the conventional open selfventilating type IM, and its size and mass are generally
equivalent to less than an IM. Therefore, in most cases
the PMSM can be installed in existing bodies as-is.
When under the same cooling condition as an IM,
reduced weight or increased output of approximately
20% is also achieved.
Implannter permanent magnet: Toshiba's PMSM
rotors are the IPM (Interior Permanent Magner) type.
Toshiba interior magnets have an improved shape to
accomplish a structure that is easy to manufacture,
simple, and reliable in terms of strength, and are
arranged to efectively exploit the reluctance torque.

High.-performance permanent magnets: Since

permanent magnets are implanted in the rotor core of
PMSM, the magnetic force is not leaked from inside
the motor even if an Nd-Fe-Bo magnet is used. The
magnetic force is selected to achieve necessary
performance even at the end of the design life.
Toshiba's totally-enclosed structure requires no
disassembly through its service life, hence no strong
magnetism is perceptible during normal handling.[8]

The simple totally- enclosed structure enchances product

reliability:
Reduced failure rate due to insulation deterioration
because cleaning through the service life was formerly
required to prevent internal contamination and the
ingress of water has been eliminated.
Reduced concern about overheating of the motor insides
caused by reduced air intake due to dust clogging.
Because dust does not attach to the inside of the rotor in
this structure, it is expected to decrease unbalanced
vibration due to use over time.[8]

VI. CONCLUSION
The induction motors have been known as the best candidate
for the EV applications because they are robust, less costly, and
mature in technology and need less maintenance. However, in
this paper it is demonstrated that in terms of pollution and fuel
consumption, the permanent magnet and the brushless DC
motors have more priorities such as less pollution, less fuel
consumption and more power to volume ratio which makes
them attractive in the EV applications.
The disadvantages in pollution caused by combustion
engines and even though its advantages in cost, now you can
see as the progress to use the EV will increase, it is now more
by caring for the planet that many engineers working to make
these new profitable vehicles and cleaner, so in Ecuador should
push for more projects to create these vehicles

REFERENCES

Fig. 5-2. Rotor of IM, Rotor of PMSM [8]

[1] Rony Argueta and Ann Holms, A Technical Research

report: The Electric Vehicle, University of California
Santa Barbara College of Engeneering, California,
Research Report, Mar. 2010.
[2] Electric Vehicle Technology in the IEEE -Dr. Russell
Lefevre - IEEE Transportation Electrification Community
Web Portal. .
[3] Electric Vehicle (EVs). 31-Jan-2010.
[4] How Hybrids Work, (2009). 20-Feb-2010.
[5] B. A. Nasser Hashemnia, Comparative study of using
different electric motors in the electric vehicles,. 2008.
[6] Trolleybus. .
[7] Edisson Fernando Calderon Freire, ELABORACION
DE UN RPOCEDIMIENTO DE FANRICACION DE
LOS PATINES DE CONDUCCION ELECTRICA DE

CABLES DE ALTA TENSION EN TROLES

(transportes de servicio pblico ), Escuela Politcnica
Nacional, Quito-Ecuador, 2012.
[8] Toshiba, Permanent Magnet Synchronous Motor for
Traction Systems. .

CASTILLO RIVERA LIZETH WAS

BORN IN QUITO CITY IN ECUADOR, ON
5 DECEMBER 1993.
She graduated from Giovanni Antonio
Farina high school, on 2011. She is
currently on the fifth level of the
career of Electronic and Control
Engineering at the National Polytechnic School, in Quito. Her
dreams are become to be a good Engineer, and help people, whit
her work, maybe, do things that help special people, like make
some robots that, could do all things for everybody whos
needed.
Taipe CH. Jennifer estudio FsicoMatemtico en la Unidad Educativa Julio
Mara Matovelle. Actualmente se
encuentra cursando el quinto semestre de
la carrera de Ingeniera Elctrica en la
Escuela Politcnica Nacional. Entre sus
aspiraciones se encuentra trabajar en algn
proyecto o plan de investigacin fuera del
pas, sin importar su idioma porque le son
de inters varias lenguas, para luego poder aprender todo lo
relacionado con energas alternativas y sus avances para luego
poner en prctica en su pas.