Abstract
This paper deals with the adaptation and implementation of an adaptive direct torque control for the five-leg inverter-dual induction machine drive. The expectations are to take advantage of the direct control benefits, which are: sensorless, ease of implementation, and robustness against parameters variation. The application focuses on an electric vehicle with two driving wheels. For this, both induction motors coupled to the driving wheel are fed through a five-leg power inverter. For that purpose, the structure of this vehicle requires an electric differential, which allows maintaining the stability of the vehicle and especially during cornering. For this, the proposed direct control can ensure the separate control and distribute the required torques to the induction motors. Experiments and simulations are carried out to show that the developed independent control of five-leg inverter is effective and provides a simple configuration with good performance in terms of speed and torque responses.
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Abbreviations
- EV:
-
Electric vehicle
- IM:
-
Induction motor
- IFOC:
-
Indirect field-oriented control
- PWM:
-
Pulse-width modulation
- FG:
-
Fixed gear
- FLI:
-
Five-leg inverter
- ED:
-
Electric differential
- MD:
-
Mechanic differential
- \(s,\, (r)\) :
-
Stator (rotor) index
- \({\upalpha }\), \({\upbeta }\) :
-
Synchronous reference frame index
- a, b, c:
-
Three phases reference frame index
- \(V\, (I)\) :
-
Voltage (current)
- R :
-
Resistance
- \(L\, (L_{m})\) :
-
Inductance (magnetizing inductance)
- \({\upsigma }\) :
-
Leakage coefficient, \({\upsigma } = 1- L_{m}^{2}/L_{s}L_{r}\)
- \(T_{r}\) :
-
Rotor time constant \((T_{r}=L_{r}/R_{r})\)
- \(T_{s}\) :
-
Stator time constant \((T_{s}=L_{s}/R_{s})\)
- p :
-
pole-pair number
- v :
-
Vehicle speed
- \(F_{w}\) :
-
Road load
- \(F_{\mathrm{ro}}\) :
-
Rolling resistance force
- \(F_{\mathrm{sf}}\) :
-
Stokes or viscous friction force
- \(F_{\mathrm{ad}}\) :
-
Aerodynamic drag force
- \(F_{\mathrm{cr}}\) :
-
Climbing and downgrade resistance force
- \(P_{v}\) :
-
Vehicle driving power
- J :
-
Total inertia (rotor and load)
- \({\upomega }_{m}\) :
-
Electric motor mechanical speed
- \(T_{B}\) :
-
Load torque accounting for friction and windage
- \(T_{L}\) :
-
Load torque
- \(T_{m}\) :
-
Electric motor torque
- i :
-
Transmission ratio
- \(\eta _{t}\) :
-
Transmission efficiency
- ref:
-
Reference index
- \(\delta \) :
-
Steering angle
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Appendix
Appendix
EV mechanical and aerodynamic parameters
m = 1540 kg (two 70 kg passengers), A = 1.8 \(\hbox {m}^{2}\), r = 0.3 m |
\({\mu }_{rr1}\) = 0.0055, \(\mu _{rr2}\) = 0.056, \(C_{\mathrm{ad}} = 0.19\), \(G = 3.29\), \({\upeta }_{g} = 0.95\) |
\(v_{0} = 4.155 \hbox { m}/\hbox {s}\), \(g = 9.81 \hbox { m}/\hbox {s}^{2}\), \(\rho = 0.23 \hbox { kg}/\hbox {m}^{3}\) |
Rated data of the simulated induction motor
37 kW, 1480 rpm, \(p = 2\) |
\(R_{s} = 0.0851 \,\Omega ,\, R_{r} = 0.0658 \,\Omega \) |
\(L_{s} = 0.0314 \hbox { H},\, L_{r} = 0.0291 \hbox { H},\, L_{m} = 0.0291 \hbox { H}\), |
\(J = 0.37\hbox {kg} \hbox {m}^{2},\, k_{f} = 0.02791\hbox {N m s}\) |
Rated data of the tested induction motor
3 kW, 1420 rpm, p = 2 |
\(R_{s} = 1.823 \Omega ,\, R_{r} = 3.2422 \Omega ,\, L_{s} = 0.2289 \hbox { H},\, L_{r} = 0.2289 \hbox { H},L_{m} = 0.2198 \hbox { H}\) |
\(J = 4.1587.10^{-3 }\hbox {kg m}^{2},\, k_{f} = 1.277.\, 10^{-3}\hbox {N m s}/\hbox {rd}\) |
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Tabbache, B., Douida, S., Benbouzid, M. et al. Direct torque control of five-leg inverter-dual induction motor powertrain for electric vehicles. Electr Eng 99, 1073–1085 (2017). https://doi.org/10.1007/s00202-016-0467-1
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DOI: https://doi.org/10.1007/s00202-016-0467-1