ISSN: 1992-8645
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E-ISSN: 1817-3195
Faculty of Electrical Engineering, Universiti Teknikal Malaysia Melaka, 76100 Durian Tunggal,
Melaka, Malaysia
2
University Kuala Lumpur, Malaysian Spanish Institute, Kulim, 09000, Kulim Hi-Tech, Kedah, Malaysia
ABSTRACT
The stability control of two separate electric vehicle (EV) motors by using only single five-leg inverter
(FLI) is the motivation of this study. This paper proposes an electric differential (ED) in a FLI to serve dual
separate induction motor (IM) drive-based wheels of an EV traction drive system. FLI is developed to
replace the two normal three-phase voltage source inverters that need to independently control the two
separate IMs at each of the EV wheels. Stability problem will be tackled by electric differential (ED)
algorithm. The proposed traction drive employs space vector pulse width modulation direct torque control
(SVPWM DTC) modulator with duty cycle merging algorithm as the switching sequence of the FLI. This
technique allowed any portion of DC bus voltage to be allocated to any motor. Simulations were
performed. The resulting control performance; speed, torque, and current verified the stability and
robustness of the system. This study implies that there is possibility of using only one inverter (FLI) in
order to drive two separate IM drive-based wheels without jeopardizes the system stability and robustness.
Keywords: Electric Vehicle (EV), Five-Leg Inverter (FLI), Electric Differential (ED), Dual Motor.
1.
INTRODUCTION
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Front wheels
IM
IM
VSI
VSI
ES
EC
Rear wheels
Front wheels
IM
IM
FLI
ES
EC
Rear wheels
Figure 2. Proposed EV Traction Drive With FiveLeg Inverter Fed Two Separate Induction Motors
Configuration (IM: Induction Motor, FLI: FiveLeg Inverter As Power Converter, ES: Energy
Storage, ECU: Electronic Controller Unit).
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2.
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3.
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CONTROL
OF
THE
FIVE-LEG
INVERTER ELECTRIC VEHICLE DUALMOTOR TRACTION DRIVE
Steering input
left and right
cornering
r* +
+
+
r -
PI
Te* +
PI
+ -
*s
PI
vq*
Snych
ro
vd*
3 PHASE
INDUCTION
MOTOR
SVM
Stationar
y
6 to 5
modulator
VSI
vS
iS
Accelerator and
brake pedal input
Speed order
V
r* +
PI
*
s
Te*+
+ -
PI
PI
vq*
Snych
ro
vd*
SVM
3 PHASE
INDUCTION
MOTOR
Stationar
y
vS
iS
right
left
1/
2
- Vehicle Speed=V
right
left
+
-
1/
2
Figure 3. Proposed EV five-leg inverter fed two separate induction motor control system schematic diagram.
ISSN: 1992-8645
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(1)
1 +
r
2d
2v
v
r =
=
+
d
r
r
1 +
d
= d
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(2)
2d
V1
p
B
L
IM
Vr
X
A
IM
Center
of Turn
Figure 4.
ISSN: 1992-8645
% =
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100
2
, =
(3)
0 = +
= +
= +
3
= | || | sin
2
, = , ,
7.83
7.55
0.4751H
0.4751H
0.4535H
4
0.954
13 Nm
1.5 kW
1460 rpm
(5)
(6)
(7)
(8)
(9)
(10)
(13)
Stator resistance, Rs
Rotor resistance, Rr
Stator self inductance, Ls
Rotor self inductance, Lr
Mutual inductance, Lm
Number of poles, p
Stator flux rated
Torque rated
Power
Speed
(12)
(4)
( )
3
= , , , ,
2
3.3. SVPWM-DTC
Field oriented control and DTC are the two
most popular advanced control methods to
control the performance of an IM. DTC has
simple structure and fast torque response
advantages [28]. DTC with space vector
modulation (SVM) scheme is proposed in order
to improve the classical hysteresis DTC. Paper
[12] reported that compared with the steady-state
performance of lookup table DTC and SVPWMDTC, the latter produces much lower torque
ripple. This is results from the injection of zerovector instead of backward active vectors to
reduce torque. Another advantage of SVPWMDTC is it operates at a constant switching
frequency.
= +
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Te*
PI
*
s
PI
vq*
Snychro
vd*
SVM
VSI
PI
3 PHASE
INDUCTION
MOTOR
Stationary
vS
iS
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A1 = a1 + c2
B1 = b1 + c2
A2 = a2 + c1
B2 = b2 + c1
C = c1 + c2
(14)
(15)
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4.
SIMULATION
ANALYSIS
RESULTS
AND
Stop
Time (sec)
Start
Phase 1
Phase 2
Phase 3
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500
10
400
Torque (Nm)
Speed (rpm)
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300
200
100
-5
0.4
0.6
0.8
1.2
1.4
1.6
1.8
Time (s)
-15
0.4
0.6
0.8
1.2
(a)
1.4
1.6
1.8
1.4
1.6
1.8
Time (s)
(b)
15
8
10
Torque (Nm)
Current (Amp)
5
0
-5
-10
-15
0.4
0.6
0.8
1.2
1.4
1.6
1.8
4
2
0
-2
-4
-6
Time (s)
(b)
-8
0.6
0.8
(c)
Figure 11. The comparison of simulation results on
the load disturbance test of first regime: straight path
for both motors performance. (a) speed. (b) torque. (c)
current.
Current (Amp)
1.2
Time (s)
4
2
0
-2
-4
-6
-8
0.4
0.6
0.8
1.2
1.4
1.6
1.8
Time (s)
(c)
Figure 10. The comparison of simulation results on
the first regime: straight path for both motors
performance. (a) speed. (b) torque. (c) current.
500
Speed (rpm)
400
300
Left turning
Right turning
200
100
0.4
0.6
0.8
1.2
1.4
1.6
1.8
1.8
Time (s)
(a)
15
Left turning
Torque (Nm)
10
Right turning
5
0
-5
-10
500
-15
Speed (rpm)
0.6
0.8
1.2
(b)
300
100
0.4
Time (s)
400
0.4
0.6
0.8
1.2
1.4
1.6
1.8
Time (s)
(a)
606
1.4
1.6
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Current (Amp)
5.
Right turning
Left turning
-2
-4
-6
1.8
1.6
1.4
1.2
0.8
0.6
0.4
Time (s)
(c)
Figure 12. The comparison of simulation results on
the second regime: cornering for both motors
performance. (a) speed. (b) torque. (c) current.
REFERENCES
Speed (rpm)
500
-500
0.2
Left turning
0.4
0.6
1.2
0.8
1.4
Right turning
1.6
1.8
Time (s)
(A)
15
Torque (Nm)
10
5
0
-5
-10
-15
0.2
Left turning
0.4
0.6
0.8
1.2
1.4
Right turning
1.6
1.8
Time (s)
(B)
8
Current (Amp)
Left turning
Right turning
4
2
0
-2
-4
-6
-8
0.2
0.4
0.6
0.8
1.2
1.4
1.6
1.8
CONCLUSION
2
0
-8
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Time (s)
(C)
Figure 13. The Comparison Of Simulation Results
On The Forward Reversed Operation: Straight Path
And Cornering During Reversed For Both Motors
Performance. (A) Speed. (B) Torque. (C) Current.
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