Bekheïra
Tabbache 1,
Mohamed
Benbouzid 2,3*
Khoudir
Marouani1,
Abdelaziz
Kheloui1,
J. Electrical Systems 12-3 (2016): 460-474
Regular paper
A Decoupled Control of 5-Legs PWM
Inverter Feeding a two Induction
Motors-based Electric Vehicle
Powertrain
JES
Journal of
Electrical
Systems
This paper proposes a traction drive system for electric vehicles (EVs) with two
separate induction motor drive-based wheels. In this context, two three-phase
induction motors are associated to five legs power inverter which one leg is shared by
two phases of the motors. The independent control of the two induction motors
allows replacing the mechanical differential speeds by an equivalent electrical module
called electric differential (ED). In the proposed EV powertrain based on 5-leg
inverter, the challenge is to achieve a decoupled control of the induction motors to
ensure the EV stability while cornering or under slippery road condition. For this,
the proposed independent control uses Indirect Field Oriented Control to ensure
speed and rotor flux control of each induction motor , a Pulse Width Modulation to
provide the command sequences to the 5-leg inverter and electric differential to
generate the an appropriate reference when the two induction motors should be
controlled at different speeds. For this, a numerical implementation of the
independent controls on an embedded board (TMS 320F2812) to ensure a separate
control of induction motor fed by the 5-leg inverter. Moreover, the proposed control
takes into account the EV context such as the EV dynamic and uses European and
American normalized driving cycles. EV-specific experimental tests on a digital
signal processor TMS320LF2812 are carried-out to show the effectiveness of the
proposed independent control for ED in terms of robustness and stability.
Keywords: 5-leg inverter; electric vehicle; independent control; indirect field oriented control;
induction motor; PWM.
Article history: Received 3 February 2016, Accepted 8 August 2016
1. Introduction
The electric powertrain system is the heart of EV. It consists of the motor drive,
transmission device, and wheels. In fact, the motor drive, comprising of the electric motor,
power converter, and electronic controller, is the core of the EV powertrain system. Indeed,
many advanced technologies are employed to extend the driving range and reduce the cost
[1].
Focusing on the variation in electric powertrain, there are many possible EV
configurations due to the variations in electric propulsion and energy sources: single-motor
and multi-motor configurations. In this paper, the focus has been put on a two-wheel drive
configuration. This configuration includes at least two independent electric powertrain
which two electric motors are connected to the wheels by a fixed reduction gears. Indeed,
the induction motor has been adopted as the EV propulsion base. The separate control of
*
Corresponding author: M. Benbouzid, University of Brest, FRE CNRS 3733 29238 IRDL, Brest, France, Email: Mohamed.Benbouzid@univ-brest.fr
1
Ecole Militaire Polytechnique, UER ELT, 16111 Algiers, Algeria,
2,*
University of Brest, FRE CNRS 3744 IRDL, 29238, Brest, France
3
Shanghai Maritime University, 201 306 Shanghai, China.
Copyright © JES 2016 on-line : journal/esrgroups.org/jes
J. Electrical Systems 12- 3 (2016): 460-474
the induction motors allows replacing the mechanical differential speeds by an equivalent
electrical module called electric differential (ED) (Fig.1) [2-3].
In general, EV powertrain of two-wheel drive configuration require two three-phase
inverters feeding two induction motors [4-5]. Each three-phase inverter contains six legs
and each leg has two electronic power switches (IGBTs - Insulated Gate Bipolar
Transistors).
Batterie
s
FG1
Induction motor1
PWM Inverter1
PWM Inverter2
Induction motor2
FG2
Fig. 1. EV dual induction motors fed by two three-phase inverters.
In this context, this paper proposes an EV powertrain based on only five legs inverter
feeding the two induction motors. This EV powertrain allows reducing power switches,
mechanical components and therefore the cost [6-7].
Moreover, in the event of a failure in the power inverter, conventional EV powertrain
with six legs cannot ensure the vehicle traction operation. In this case, during post-fault
operation, the faulty leg is isolated by a specific switch (i.e. fast-acting fuse) and the drive
operates with 5-leg inverter [8]. So, using five legs inverter in EV powertrain can: 1) reduce
the number of power electronic and mechanical devices required in two drive wheels EV
configuration [9-10]; 2) reduce the overall complexity and therefore the EV powertrain cost
[11]; and 3) operate the system in faulty conditions [12].
In the proposed EV powertrain based on 5-leg inverter, the challenge is to achieve an
independent control of the induction motors allowing the implementation of an electric
differential to ensure the EV stability while cornering or under slippery road condition. For
this, the proposed independent control is based on the Indirect Field Oriented Control
(IFOC) to ensure speed and rotor flux control of each induction motor. Indeed, a specified
Pulse Width Modulation based on the zero-sequence component is associated to the main
control that can provide the command sequences to the 5-leg inverter.
Finally, the following points are used to achieve this goal: 1) A numerical
implementation of the independent controls on an embedded board (TMS 320F2812) to
ensure a separate control of induction motor fed by the 5-leg inverter. 2) The proposed
control takes into account the EV context such as the EV dynamic and uses European and
American normalized driving cycles.3) The control system includes an electric differential
to ensure the EV stability while cornering or under slippery road condition.
Specific experimental tests on a DSP TMS 320F2812 are carried out to demonstrate the
feasibility and the effectiveness of the proposed independent control for electric differential
in terms of robustness and stability.
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2. Notation
The notation used throughout the paper is stated below.
EV
Electric vehicle;
ED
Electric differential;
IM
Induction motor;
IFOC Indirect field oriented control;
PWM Pulse width modulation;
FG
Fixed gear,
Indexes:
l, r
Left and right motor subscripts.
s, (r) Stator (rotor) index;
d, q
Synchronous reference frame index;
a, b, c Three phases reference frame index;
V (I)
Voltage (Current);
R
Resistance;
L (Lm) Inductance (Magnetizing inductance);
σ
Leakage coefficient, σ = 1– Lm2/LsLr;
Tr
Rotor time constant (Tr = Lr/Rr);
Ts
Stator time constant (Ts = Ls/Rs);
p
Pole-pair number.
v
Vehicle speed;
Fw
Road load;
Rolling resistance force;
Fro
Fsf
Stokes or viscous friction force;
Fad
Aerodynamic drag force;
Fcr
Climbing and downgrade resistance force;
Vehicle driving power;
Pv
J
Total inertia (rotor and load);
ωm
Electric motor speed;
Load torque accounting for friction and windage;
TB
TL
Load torque;
ref
Reference index;
Tm
Electric motor torque.
3. Electric Vehicle and Dual-Motor Configuration
There are several possible EV configurations regarding the electric propulsion and the
energy sources. In the adopted dual-motor configuration, two three-phase PWM inverters are
associated to two induction motors for the EV propulsion [13-14]. In particular, the proposed
electric power train consists in the association of a 5-leg inverter to drive the two induction
motors as show by Fig. 2a. This topology allows the reduction of the number of the power
components and therefore the weight and the cost of the EV powertrain. In other hand, this
structure can also be used in event of an IGBT failure [15].
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J. Electrical Systems 12- 3 (2016): 460-474
Induction motor 2
5-leg inverter
FG
Batteries
FG
Induction motor 1
a)
b)
Fig. 2. EV dual induction motors fed by a 5-leg inverter
4. Vector Control for Electric Differential-Based Electric Vehicle Traction Drive
The proposed independent control for ED-based EV dual-motor traction drive is shown
in Fig. 3. In this configuration, the EV wheels are coupled to the induction motors via fixed
gears. The left and right induction motors are fed by five leg power inverters and controlled
by an indirect field oriented control associated to an appropriate PWM strategy. In a turning
way, the quantity provided by the steering wheel is added to the vehicle reference speed for
the external wheel and extracted from the vehicle reference speed for the internal wheel.
This will generate the left and right induction motor reference speeds.
Direction
Fixed gear
*
ω
r
Direction
order
+
+
v a∗1 , vb∗1 , v c∗1
PWM
Strategy
Brake Pedal
I a1
I b1
Right Induction
ω̂
r
-
+
*
ω
l
Indirect Field
Oriented
Control
Right motor
speed
motor
5-leg inverter
Differential action
K11...K 51
+
-
1/2
Direction
v a∗ 2 , v b∗2 , v c∗2
Speed order
Accelerator
Pedal
Indirect Field
Oriented
Control
Ia2
Left Induction
Ib2
motor
Left motor
speed
ω̂
l
Vehicle speed
Fixed gear
+
+
1/2
Speed
Fig.3. Proposed EV propulsion and control system schematic diagram.
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4.1. Vector Representation of a 5-Leg PWM Inverter
Figure 2b shows the 5-leg inverter feeding two induction motors using the common leg
C. The voltage vector applied to the two induction motors in Concordia frame (α, β) of the
5-leg inverter is defined by:
V s = Vsα + jVsβ
=
2π
4π
6π
8π
2 
E V +V e j 5 +V e j 5 +V e j 5 +V e j 5 


b
c
d
e
5  a
(1)
where Va , Vb , Vc , Vd , and Ve are the inverter voltages.
As each switch has only two possible states (open or closed), the 5-leg inverter has 32
different voltage vectors [16-17].
4.2. Indirect Field Oriented Control
IFOC aim is to decouple flux and torque control [18-19]. To achieve this goal, the flux
must be oriented on the d-axis in the d-q frame and the flux q-axis component set to zero
[20].
φrd = φr

φrq = 0
(2)
The induction motor model in the d-q reference frame is then described by
dI sd M d φr

Vsd = Rs I sd + σLs dt + L dt − ωs σLs I sq
r


dI sq
M
+ ωs
φr + ωs σLs I sd
Vsq = Rs I sq + σLs
dt
Lr


T d φr + φ = MI
r
sd
 r dt

ω = ω − ω = M I sq
s
r
 sl
Tr φr

(3)
And the steady-state motor torque can be written as
Te = p
M
φr I sq
Lr
4.3. Pulse Width Modulation Strategy for 5-leg inverter
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J. Electrical Systems 12- 3 (2016): 460-474
The 5-leg inverter is used to feed two induction motors (Fig. 2b) sharing leg C. Legs A
and B of the inverter are connected directly to phases a1 and b1 of the first motor. Legs D
and E are connected to the inverter phases a2 and b2 of the second motor.
The three-phase inverter is a voltage source, which can generally generate three-phase AC
voltage by applying PWM techniques. PWM techniques applied to a three-phase inverter
cannot be applied to 5-leg inverter to ensure independent control [21 -22].
Therefore, it is possible to provide various commands to each motor and control the 5-leg
inverter under different conditions: different references, load and motor parameters.
The principle of this technique is applied to each leg of the inverter a control voltage
calculated based on the common leg C of the inverter. It consists to set the control voltage
of the common leg to zero. For that purpose, the reference voltages of the two motors can
be written as
VA*
 *
VB
 *
VC
 *
VD
V *
 E
= V *a1 − V *c1
= V *b1 − V *c1
= V *c1 = V *c 2 = 0
=V
*
=V
*
b2
a2
−V
*
−V
*
(5)
c2
c2
Where * denotes reference values; VA, VB, VC, VD and VE are 5-leg inverter voltages; Va1 , Vb1
,Vc1 and Va2 , Vb2 , Vc2 are control voltages provided by the first and the second indirect torque
controls, respectively. It should be noted that the control voltage applied to the common leg of
the 5-legs inverter is set to zero.
The principle of this technique is summarized in Fig.4.
Fig .4. PWM strategy Scheme
Where (K11, K12), (K21, K22), (K31, K32), (K41, K42) and (K51, K52) are respectively the
control power switches of the legs A, B, C, D and E of the inverter
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In this technique, the reference voltages calculated by the indirect field oriented control
are replaced by control voltages calculated based on the common leg C of the 5-leg
inverter.
4.4. Electric Differential
In two-wheel EV configuration, both induction motors are directly coupled to wheels to
simplify the mechanical structure and therefore reduce the cost and the vehicle powertrain
weight. For that purpose, the structure of this vehicle requires an electric differential to
maintain the vehicle stability especially in turning ways.
To handle EV stability while cornering or under slippery road condition, the two
induction motors should be controlled at different speeds. In this context, the electric
differential allows to provide the speed reference of each induction motor [5]. The principle
of the electric differential is shown by Fig. 3.
For the straight-line regime, the motor rotation speeds have the same value. For the
turning regime, the rotation speeds for each motor are different [4].
5. Experimental Results
5.1. Experimental Setup
The test bench used to validate the proposed control strategies is illustrated by Fig. 5. Its
main components, in addition to the induction motors, whose ratings are given in the
Appendix, are: 1) a DSP TMS320F2812 development board interfaced to a standard PC, 2)
speed sensors attached to the motors shafts, 3) Hall effect sensors for voltage and current
measurements, 4) a 5-leg PWM inverter. The load torque is provided by a braking powder
to emulate the EV dynamics.
Fig. 5. The experimental setup.
The DSP system is interfaced to a standard PC. At each sampling instant, the DSP
receives stator current and voltage measurements and then runs the PWM algorithm, the
IFOC scheme and the electric differential.
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The control algorithm is implemented on the DSP through Matlab and the code
Composer software. To load the program, Real Time Workshop module (RTW) of
MATLAB Simulink compiles automatically the source code to build applications and
implement them in real time.
The experimentally obtained results are then summarized in the following section.
5.2. Experimental Results
Figure 6 illustrates the first induction motor responses. To check out the independent
control, a different reference speed is given to the first induction motor. For this, the
following driving cycle is emulated: acceleration, constant speed, and deceleration.
As shown by Fig. 6a the speed of the first induction motor perfectly follows its
reference. Moreover, the motor absorbs a sinusoidal current such as fed by conventional
three-phase inverter, which means fewer torque ripples (Fig. 6b).
a) Induction motor speed.
b) Induction motor currents.
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c) Line to line voltages.
d) Currents delivered by the 5-leg inverter to the first motor.
Fig. 6. First induction motor responses.
The motor voltages of the 5-leg inverter of the first induction motor presented by Fig.6c
are similar to these provided by a conventional three-phase inverter.
At different induction motors speeds, the common leg, shared by two the induction
motors phases, generates non-sinusoidal current, represented by the orange line, as shown
by Fig. 6d (upper curve). The green and the blue line in the lower curve of Fig. 6d
represents the current of the induction motor phases.
As show by Fig.6, the first induction motor can maintain the reference speed with a
sinusoidal current despite the common leg delivers a non-sinusoidal current.
Figure 7 represents the second induction motor responses. In this case, the speed
reference has been changed to confirm the tracking performance. As in the first case, the
second induction motor perfectly follows its reference (Fig. 7a). The motor also absorbs a
sinusoidal current such as fed by conventional three-phase inverter (Fig. 7b). The motor
voltage of the 5-leg inverter of the first induction motor is given by Fig.7c.
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J. Electrical Systems 12- 3 (2016): 460-474
a) Induction motor speed.
b) Induction motor currents.
c) Line to line voltages.
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B. Tabbache et al: A Decoupled Control of 5-Legs PWM Inverter Feeding ...
d) Currents delivered by the 5-leg inverter to the second motor.
Fig. 7. Second induction motor responses.
The common leg, shared by two induction motors phases, generates non-sinusoidal
current as shown by Fig. 7d (lower curve) at different inductions motors speeds. In Fig. 7d,
the common leg current is given by the orange line. The purple and the blue line represent
the two current phases.
As show by Fig.7, the second induction motor can also maintain the reference speed
with a sinusoidal current despite the common leg delivers a non-sinusoidal current.
To test decoupling control performance, two different speeds trajectories for the two
induction motors are imposed (Fig. 8).
a) First scenario.
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J. Electrical Systems 12- 3 (2016): 460-474
b) Second scenario.
Fig. 8. Induction motors speeds.
In Fig.8, blue and orange lines represent respectively the first and the second induction
motors speeds. As shown by this figure, the proposed technique ensures the separate control
of the two induction motors and therefore confirms their independent control.
At different induction motors speeds, the common leg provides a non-sinusoidal current
(lower curve) as given by Fig. 9a. The upper curve of Fig.9a shows one phase current
absorbed by the induction motor.
At the same induction motor speeds, the common leg provides a sinusoidal current
(lower curve) as shows by Fig. 9b. In this case, the common leg current has an amplitude
equals two times the induction motors currents with the same frequency. Figure 9b (upper
curve) represents one phase current absorbed by the induction motor.
a) Common leg current (lower curve) at different speeds.
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b) Common leg curent (lower curve) at same speeds.
Fig. 9. Common leg current.
6. EV Application
In order to evaluate the proposed independent control strategy performance, simulations
have been carried-out on an electric vehicle using a 37-kW induction motor-based
powertrain. The EV and the used cage induction motor rated data and parameters are given
in the Appendix.
The proposed control strategy takes into account the EV aerodynamics, and is not
applied to the sole induction motor.
6.1. Electric Vehicle Modeling and Dynamics
The vehicle model is based on mechanics and aerodynamics principles [23].
The road load is then given as follows.
Fw = Fro + Fsf + Fad + Fcr
(6)
The power required to drive the EV at a speed v has to compensate the road load Fw and
is given as follows.
Pv = vFw
(7)
The mechanical equation (in the motor referential) used to describe each wheel drive is
expressed by
J
d ωm
+ TB + TL = Tm
dt
(8)
6.2. Vehicle Reference Speed Profile
To evaluate the EV dynamic performances with a 5-leg inverter, a series of tests for
different load conditions were carried-out to emulate different types of traction behavior.
For that purpose, a New European Driving Cycle (NEDC) and a Federal Urban Driving
Schedules (FUDS) are used as speed reference.
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J. Electrical Systems 12- 3 (2016): 460-474
Moreover, to validate the proposed independent control with the electric differential,
three driving scenarios are simulated: straight line, right turning, and left turning.
Figs. 10 Figs. 11 illustrate the EV induction motor speeds with NEDC and FUDS
driving cycles. In the two turning way (left and right) the electric vehicle is maintain
constant.
In left and right turning scenarios, the ED gives different references speeds to maintain
the stability of the EV. In straight- line regime, the ED generates the same references
speeds of the two induction motors.
Vitesse
(rad/s)
EV Induction
motors
speeds (rd/sec)
300
250
Left
turning
200
Right turning
150
straight-line
100
50
x50
0
0
5
10
15
Temps
(Sec)
Time (sec)
20
25
Fig. 10. EV induction motors speeds with the NEDC driving cycle.
Right turning
straight-line
200
Left turning
150
V ite s s e ( r a d /s )
EV Induction motors speeds (rd/sec)
250
100
50
x50
0
0
5
10
15
Temps
Time(s)X50
(sec)
20
25
30
Fig. 11. EV induction motors speeds with the FUDS driving cycle.
7. Conclusion
This paper dealt with an independent control for ED-based EV. In this case, The EV
traction drive system uses two separate induction motor fed by 5-leg inverter -based
wheels. The proposed system for ED will reduce the power components, thus improving the
overall reliability and efficiency in event of power inverter failure in classical system with
two three-phase inverters. The independent control for ED has been developed to handle
the EV stability while cornering or under slippery road conditions. For that purpose, it uses
an IFOC and an appropriate PWM strategy. The carried-out specific experimental tests on a
DSP TMS 320F2812 have clearly demonstrated the feasibility and the effectiveness of the
proposed independent control for ED in terms of robustness and stability.
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