The electric vehicle business will approach a massive $500 billion in 2025 with the traction motors being over $25 billion. Their design, location and integration is changing rapidly. Traction motors propelling land, water and air vehicles along can consist of one inboard motor or - an increasing trend - more than one near the wheels, in the wheels, in the transmission or ganged to get extra power. Integrating is increasing with an increasing number of motor manufacturers making motors with integral controls and sometimes integral gearing. Alternatively they may sell motors to the vehicle manufacturers or to those integrating them into transmission. These complex trends are explained with pie charts, tables, graphs and text and future winning suppliers are identified alongside market forecasts. There are sections on newly important versions such as in-wheel, quadcopter and outboard motor for boats.

Today, with the interest in new traction motor design there is a surge in R&D activities in this area, much of it directed at specific needs such as electric aircraft needing superlative reliability and power to weight ratio. Hybrid vehicles may have the electric motor near the conventional engine or its exhaust and this may mean they need to tolerate temperatures never encountered in pure electric vehicles. Motors for highly price-sensitive markets such as electric bikes, scooters, e-rickshaws and micro EVs (car-like vehicles not homologated as cars so made more primitively) should avoid the price hikes of neodymium and other rare earths in the magnets. In-wheel and near-wheel motors in any vehicle need to be very compact. Sometimes they must be disc-shaped to fit in.

However, fairly common requirements can be high energy efficiency and cost-effectiveness, high torque (3-4 times nominal value) for acceleration and hill climbing and peak power twice the rated value at high speeds. Wide operating torque range is a common and onerous requirement. Overall energy saving over the drive cycle is typically critical. Usually winding and magnet temperature must be kept below 120C and then there are issues of demagnetisation and mechanical strength.

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Table of Contents

1. EXECUTIVE SUMMARY AND CONCLUSIONS
1.1. Scope of report
1.2. Trends
1.3. Different requirements from pure electric vs hybrid EVs
1.4. Regenerative braking considerations
1.5. Reducing limitations: trend by type
1.5.2. Trend in motors offered: synchronous, asynchronous, brushed
1.6. In-wheel motor adoption criteria
1.6.1. In-wheel motors needed for envisioned sky taxis and personal VTOL aircraft
1.7. Value chain becomes more complex
1.8. Positioning of motor manufacturers
1.9. Location of motor manufacturers
1.10. Timelines of newly successful EVs
1.11. Traction motor forecasts of numbers
1.12. Global value market for vehicle traction motors
1.13. Shape of motors
1.14. Motor technology by type of vehicle
1.15. Switched reluctance motors a disruptive traction motor technology?
1.16. Three ways that traction motor makers race to escape rare earths
1.16.1. Synchronous motors with no magnets - switched reluctance
1.16.2. Synchronous motors with new magnets
1.17. Industry consolidation
2. INTRODUCTION
2.1. Definitions
2.2. Needs
2.2.1. Traction motors are different
2.2.2. Where different types of traction motor are popular
2.3. Vertical integration
2.4. Quadcopter drone motors and controls
3. DESIGN ISSUES
3.1. Challenges
3.2. Important aspects overall
3.3. Basic design of traction motor
3.4. Design choices beyond basic operation principle
3.5. Intermediate solutions
3.6. Tough challenges: no simple optimisation
3.7. Efficiency multiplier effect
3.8. Ways of using more than one motor
3.8.1. Double motors for efficiency
3.8.2. Coupling motors for extra power and series parallel hybrids
3.9. In-wheel and near-wheel multiple motors
3.9.1. Two types of in-wheel motor
3.10. Trend to integration
3.11. Move to high voltage
3.12. Motor controls
3.12.1. Overview
3.12.2. Cost and integration issues
3.12.3. Wide band gap semiconductors
4. ANALYSIS OF 156 TRACTION MOTOR MANUFACTURERS
4.1. Traction motor manufacturers compared
4.2. Lessons from eCarTec Munich October 2013
5. MOTOR CONTROLLERS / INVERTERS
5.1. Optimisation using new devices and integration
5.2. Concern in Europe
APPENDIX 1: LESSONS FROM BATTERY/EV EVENT MICHIGAN SEPTEMBER 2013
APPENDIX 2: IDTECHEX RESEARCH REPORTS AND CONSULTANCY
TABLES
1.1. Some common differences between the requirements of traction motors for pure electric vs hybrid electric traction vehicles
1.2. Examples of traditional limitations and market trends by type of basic design of traction motor
1.3. Most likely winners and losers in the next decade
1.4. Tipping points for sales of certain EVs during the coming decade.
1.5. Number of hybrid and pure electric vehicles produced yearly worldwide 2015-2025 in thousands by category
1.6. Price of traction motor(s) to vehicle manufacturer in $K per vehicle
1.7. Motor market value $ million paid by vehicle manufacturer 2012-2023
1.8. Summary of preferences of traction motor technology for vehicles
2.1. Advantages vs disadvantages of brushed vehicle traction motors for today's vehicles
3.1. Comparison of adoption of in-wheel motors by size of vehicle, with examples, benefits sought and challenges.
4.1. 157 vehicle traction motor manufacturers by name, country, asynchronous/synchronous, targeted vehicle types, claims and images
FIGURES
1.1. Percentage of traction motor suppliers offering synchronous , asynchronous or both versions in late 2014
1.2. In-wheel motors needed for envisioned sky taxis and personal VTOL aircraft. Slides at 7th International Electric Aircraft Symposium.
1.3. Availability of hub and in-wheel motors by number of manufacturers
1.4. Approximate numbers of traction motor manufacturers making open market versions for rail alone, rail and EV and only for their own use in EVs with examples
1.5. Geographic distribution of EV traction motor suppliers
1.6. Motor market value $ million paid by vehicle manufacturer 2012-2023
2.1. Large format quadcopter
2.2. Turnigy quadcopter motor
2.3. Brushless outrunner motor in toy electric bike
2.4. Small quadcopter
2.5. Nanoflie
2.6. Coreless motor parts
3.1. Oerlikon Graziano- Vocis Driveline four-speed electric drive system
3.2. Kobra pure electric concept motorcycle designed for MotoCzsyz showing doubled up motors
3.3. Aisin AW "AWFHT15", front wheel drive hybrid transmission with integral traction motor and generator that provides extra traction power when needed
3.4. Aisin AW transmission with integrated traction motor and dynamo for Lexus GS450h, Toyota Crown Majesta
3.5. Traction battery pack nominal energy storage vs battery pack voltage for mild hybrids in red, plug in hybrids in blue and pure electric cars in green
3.6. Typical e-powertrain components
4.1. Joanneum experimental snowmobile (Austria)
4.2. Streetscooter car and delivery truck (Germany)
4.3. Tesla Model S - crowd puller (USA)
4.4. Hyundai 1X 35 Pre-production Fuel Cell car (Korea)
4.5. Mercedes B Class, referred to as the Tesla Mercedes because that company, a Daimler investment, assisted in its creation. (Germany)
4.6. Romet car (Poland)
4.7. TukTuk taxi (Netherlands)
4.8. Nissan Taxi (Japan)
4.9. Green Go iCaro car (China)
4.10. Mercedes SLS AMG car (Germany)
4.11. Oprema concept (Slovenia)
5.1. Typical e-powertrain components
5.2. On-going Development of Hitachi automotive inverters
5.3. Toyota Prius 2010 electronic control unit showing bed of IGBT chips
5.4. The new MAN hybrid bus from Germany showing the power inverter and the use of a supercapacitor (ultracapacitor) instead of a battery, putting different demands on the power electronics
5.5. Example of modern vehicle inverters from Phoenix international, a John Deere Company as exhibited ant eCarTec Germany October 2012. The large unit bottom left is used in the MAN hybrid electric city bus which uses supercapacitors