Journal of Electrical Engineering & Technology vol. 3, no. , pp.

~ , 2010 1

Comparative study of SVM-DTC and IFOC Control for the Electric

Vehicle Rears Driving Wheels Behavior
Brahim Gasbaoui*, Abdelkader Chaker*, Abdellah Laoufi **, and Boumediène Allaoua**

Abstract: The actual fascicle crisis pollution the environment and also the sore prices of fuel
have forced car firms to think of a new type electric vehicle. This paper investigates the
utilization of different control techniques that ensures the electric vehicle safety and stability in
the same moment by means of indirect field oriented control (IFOC) and space vector
modulation (SVM) based direct torque control (DTC). This electric vehicle is meant to be the
subject of my research. For motion the electric drive canister of four wheels: tow for directing
and the tow rear ones for propulsion equipped with tow induction motors thanks to their light
weight simplicity and their height performance, the electric car is supposed powerful
.Acceleration and steering are ensures by the electronic differential, this driving process permit
to steer the separately deriving wheels at any curve. The two proposed methods control
ensured an efficient controlled vehicle. The major different between the IFOC and SVM-DTC
are, the IFOC controller give a fast dynamic speed response and less for torque controller or
the DTC controller is appropriate for the speed and torque controllers. The technique latter
has become the most popular and important PWM technique for three phase Voltage Source
Inverters for the control of AC induction .Our electric vehicle is simulated in MATLAB
SIMULINK environment. The electric vehicle was tested in different constraints road: straight,
slope, descent and curved road. Simulation results are presented to illustrate and understand
the performances of tow controllers.

Key words: Electric vehicle, Electronic differential, Induction motor, Space Vector
Modulation, Traction control PWM, Indirect field oriented control.

wheel motor, wheel motors [3, 15] proposed a dynamic optimal

1. Introduction tractive force distribution control for an EV driven by four wheel
motors, thereby improving vehicle handling and stability [4, 5].
Actually, electric vehicle (EV) including, fuel cell and hybrid
The researchers assumed that wheel motors were all identical
vehicle have been developed very rapidly as a solution to energy
with the same torque constant; neglecting motor dynamics the
and environmental problem. Driven EVs are powered by electric
output torque was simply proportional to the input current with a
motors through transmission and differential gears, while directly
prescribed torque constant. Direct torque control has become one
driven vehicles are propelled by in-wheel or, simply, wheel motors
of the most popular methods of control for induction motor drive
[1, 2]. The basic vehicle configuration of this research has two
systems [8, 13, 17]. DTC can decouple the interaction between
directly driven wheel motors installed and operated inside the
flux and torque control, based on both torque and flux
driving wheels on a pure EV. These wheel motors can be
instantaneous errors, and provide good torque response in steady
controlled independently and have so quick and accurate response
state and transient operation conditions. The main advantages of
to the command that the vehicle chassis control or motion control
DTC are: absence of coordinate transformation and current
becomes more stable and robust, compared to indirectly driven
regulator; absence of separate voltage modulation block; the actual
EVs. Like most research on the torque distribution control of
flux-linkage vector position does not have to be determined, but
only the sector where the flux-linkage vector is located, etc. In
* Dept. of Electrical Engineering, University of E.N.S.E.T Oran, B.P 98
ORAN (31000), ALGERIA, ([email protected]) addition, DTC minimizes the use of machine parameters, so it is
** faculty of the sciences and technology, Bechar University B.P 417 very little sensible to the parameters variation [3].
BECHAR (08000), ALGERIA, ([email protected]) SVM-DTC method is an advanced, computation intensive
Received ; Accepted PWM method and possibly the best among all the PWM

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 2 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

techniques for variable speed drives application [19, 21]. Because where :
of its superior performance characteristics, it has been finding Pb : Output power of battery,
widespread application in recent years. With a machine load, the Rint: Internal resistance,
load neutral is normally isolated, which causes interaction among Voc: The open circuit voltage,
the phases. This interaction was not considered before in the PWM Rt : The terminal voltage of the battery.
discussion.
The structure of the work presented in this paper is organized in 2.2. Static converter.
the following sequence: The principle components of the Electric In this electric traction system, we use a three balanced phases
traction chain with their equations model is set in section 2. of alternating current inverter with variable frequency from the
Section 3 shows the space vector modulation based DTC (SVM- current battery [10].
DTC). Section 4 shows the indirect field-oriented control (IFOC)
of induction motor Section 5 shows the development space vector
modulation technique based DTC for Electric vehicle
év an ù é 2 - 1 - 1ù é S a ù
êv ú = U dc ê- 1 2 - 1ú ê S ú
motorization. The proposed structure of the studied propulsion ê bn ú ê úê b ú (2)
2
system is given in the section 6. The simulation results of the êëv cn úû êë- 1 - 1 2 úû êë S c úû
different studied cases are presented in Section 6. Finally, the
concluding remarks are given in section 7.
The S i are logical switches obtained by comparing the control
2. Electric Traction System Elements Modeling inverter signals with the modulation signal.

Figure 1 represents the general diagram of an electric traction 2.3. Traction motor.
system using an induction motor (IM) supplied by voltage inverter
[4, 8]. The used motorization consist of three phase induction motor
(IM) supplied by a voltage inverter controlled by direct torque
control. The dynamic model of three-phase, induction motor can
Inverter Induction
motor be expressed in the stator stationery reference as [3, 6, 7, 8]:
Battery
Gear k 1
i sa = -gi sa + f ra + kpwf rb + v sa
Vehicle Tr sLs
Load k 1
i sb = -gi sb - kpwf ra + frb + v sb
d Tr sLs
dt L 1 (3)
f sa = - m i sa - f ra - pw sl f rb
Control Tr Tr
L 1
f sb = m i sb + pw sl fra + v sb
references Tr Tr

Fig.1 Electrical traction chain Where σ is the coefficient of dispersion and is given by:
L2m
2.1. Energy source. s =1- (4)
Ls Lr
The battery considered in this paper is of the Lithium-Ion [14,
Lm
15], the battery current is calculated by: k= (5)
sLs Lr
Voc - Voc2 - 4.( Rint + Rt ).P b 2
I bat = (1)
R s + Rr Lm
2.(Rint + Rt ) L2r (6)
g=
sL s
Journal of Electrical Engineering & Technology vol. 3, no. , pp. ~ , 2010 3

Lr their part. The rolling resistance is appositely constant, depend on

Tr = (7) vehicle speed .It is proportional to vehicle weight .The equation is.
Rr
Ftire = Mgf r . (11)
Ls , Lr , Lm stator, rotor and mutual inductances;
The rolling torque is:
R s , Rr stator and rotor resistances;
we , wr electrical and rotor angular frequency; Ttire = Mgf r Rr (12)

w sl Slip frequency (w e - w r ) ;
2.4.4. Hill climbing force.
tr Rotor time constant (Lr R r ) ;
p Pole pairs The force needed to drive the vehicle up a slope is the most
straightforward to find .It is simply the component of the vehicle
2.4. Mechanical part. weight that acts along the slop. By simple resolution the force we
see that [18].
The developed globally traction chain model based on the data
uses is shown in figure 2:
Fslope = Mg sin(b ) (13)
Wm Te Wv Tv The slope torque is
Inertia
(14)
Vehicle We obtain finally the total resistive torque:
Load

Rendement Ts
Faero
Inertie Resistive Torque

Fig.2 Electromechanical structure. Fslope

2.4.1. The vehicle load. b

Mg Ftire
The vehicle is considered as a load is characterized by many b Fte
torques which are mostly considered as resistive torques [4, 5, 16,
Fig.3 The forces acting on a vehicle moving along a slope.
17]. The different torques includes:
The vehicle inertia torque defined by the following relationship:
dwv 2.4.5. Gear.
Tin = J v . (8)
dt The speed gear ensures the transmission of the motor torque to
the driving wheels. The gear is modeled by the gear ratio, the
2.4.2. Aerodynamics fore.
transmission efficiency and its inertia.
This part of the force is due to the friction of the vehicle body, The mechanical equation is given by [12]:
moving through the air .It is q function of the frontal area shape dw m
Je + fw m = p(T em -T r ) (15)
protrusion such as side ,mirrors ,ducts and air passages spoilers dt
With:
,and ;any other factor .the formula for this component is:
1
1 Tr = Tv (16)
Faero = rS .T x ..v 2 (9) ηN red
2 Jv
The aerodynamics torque is: Je = J + 2
(17)
1 (10) ηN red
Taero = rS .Tx .Rr .v 2 The modeling of the traction system allows the implementation
2
2.4.3. Rolling force. of some controls such as the vector control and the speed control
The rolling resistance is primarily due to the traction of the tire in order to ensure the globally system stability.
on the road .Friction in bearing and the gearing systems also play

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 4 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

3. Space Vector Modulation Based DTC b

r r
V 3(010) V 2(110)
g = wt
In this technique there are two proportional integral (PI) type
Sector 2
controllers instead of hysteresis band regulating the torque and the
magnitude of flux. As shown in Fig. 3, two proportional integral Sector3 Sector1
v *s
(PI) type controllers regulate the flux amplitude and the torque,
respectively. Therefore, both the torque and the magnitude of flux r a
are under control, thereby generating the voltage command for V 4(011) r
V 1(100)
inverter control. Noting that no decoupling mechanism is required
as the flux magnitude and the torque can be regulated by the PI r
Sector 4 Sector6 V 0(000)
controllers. Due to the structure of the inverter, the DC bus voltage r
is fixed, therefore the speed of voltage space vectors are not Sector5 V 7 (111)
r r
controllable, but we can adjust the speed by means of inserting the V 5(001) V 6(101)
zero voltage vectors to control the electromagnetic torque
generated by the induction motor. The selection of vectors is also Fig.4 Phase voltage space vector.
changed. It is not based on the region of the flux linkage, but on
the error vector between the expected and the estimated flux The time of application of active space voltage vectors is found
linkage Stator flux φs are calculated by flowing equation: :
t b
f s = ò (V s - R s i s ) dt (18)
0
And electromagnetic torque Tem can be calculated by:
vb
3
Tem = p (f sa i sb - f sb i sa ) (19)
2
The objective of Space Vector switching is to appropriate the ts
2p Sector1
sinusoidal line modulating signal (reference voltage vector) Vs* , 3
vs*
tb
with the eight space vector (Vn , n = 1,2,...7) . These eight space vb
ts a
vectors form a hexagon (Fig. 4) which can be seen as consisting of g
six sector spanning 60° each. The reference vector which ta
va va
represents three-phase sinusoidal voltage is generated using ts
SVPWM by switching between two nearest active vectors and
Fig.5 Principle of space vector time calculation
zero vectors [19, 20, 21, 22]. To calculate the time of application
The time of application of active space voltage vectors is found
of different vectors, consider Fig. 5, depicting the position of
from Fig. 5 as:
different available space vectors and the reference vector in the
first sector.
v s* sin( p / 3 - g )
ta = (21)
v a sin( 2p / 3)
v s* sin(g )
tb = (22)
vb sin(2p / 3)
t 0 = t s - (t a + t b ) (23)
Where v a = v b = 2 3Vdc In order to obtain fixed
switching frequency and optimum harmonic performance from
SVPWM, each leg should change its state only once in one
Journal of Electrical Engineering & Technology vol. 3, no. , pp. ~ , 2010 5

switching period. Battery Inverter

V dc Induction
Motor Gera
t0 ta tb t0 tb ta t0
4 4 4 2 2 2 4
vas vbs i bs ias Wheel
Vdc
S a Sb Sc
Space Vector Clark
0 0 Transform
Vdc
Modulation
0 vas v bs ia s
Vdc i bs vas v bs
fa s
q s Sator flux Torque
0 0 e jq
estimator f bs estimator Acclerator
V8 V1 V2 V7 V2 V1 V8 Df s fs Tem
w*
Fig.6 Leg voltages and space vector disposition in sector 1 DTem fs *
Flux w
Controller
Speed
This is achieved by applying zero state vectors followed by two
* Controller
adjacent active state vectors in half switching period. The next half T em
Torque Space Vector Modulation
of the switching period is the mirror image of the first half. The
Controller Based DTC
total switching period is divided into 7parts, the zero vector is
applied for 1/4th of the total zero vector time first followed by the
Fig.7 Block diagram of Space Vector Modulation based DTC
application of active vectors for half of their application time and
Induction motor drive.
then again zero vector is applied for 1/4th of the zero vector time.
This is then repeated in the next half of the switching period. This
is how symmetrical SVPWM is obtained. The leg voltage in one 4. Vector control
switching period is illustrated in Figure 6 for sector 1. The main objective of the vector control of induction motors is, to
control independently the flux and torque as DC machines; this is done
The sinusoidal reference space vectors form a circular trajectory by using a d-q rotating reference frame synchronously with the rotor flux
inside the hexagon. The largest output voltage magnitude that can space vector [24]. In ideally field-oriented control, the rotor flux linkage
be achieved using SVPWM is the radius of the largest circle that axis is forced to align with the d-axes, and it follows that
can be inscribed within the hexagon [9]. [23, 24, 25, 26]:
2 1 df rq
v s* = Vdc cos(p / 6) = Vdc (24) frq = =0 (25)
3 3 dt
frd = fr = constant (26)
Applying the result of (25) and (26), namely the indirect field-oriented
control, the torque equation become analogous to the DC machine and
can be described as follows:
3 p × Lm
Te = × f r × i qs (27)
2 Lr
And the slip frequency can be given as follow:
*
1 i qs
w sl = (28)
t r i ds*

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 6 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

Consequently, the dynamic equations (1) yield: Battery Inverter

Induction
V dc
motor Gera
dids æ R 1-s ö Lm
= -çç s + ÷÷i ds + w e iqs + f rd +
dt è sLs st r ø sLs Lr t r
1 v as vbs i bs wheel
V ds (29)
sLs S a Sb S c
Park -1 Park
dids æ R 1-s ö Lm isd i sq
= -çç s + ÷÷i ds + w e i qs + f rd + Vsd* Vsq* Lm f dr
dt è sLs st r ø sLs Lrt r we
Lr
1 (30) Accelarator
V ds 1
sLs wesLs K p + Ki
s *
isq
1 1
æ R wesLs K p + Ki f dr* w*
diqs 1-s ö Lm s w
= -çç s + ÷÷i qs - we i ds + f rd + *
isd Lm
dt è sLs st r ø sLs Lrt r slip
1 (31) calc w sl
Vds we
sLs
IFOC : Indirect Field Oriented Control

df r L m 1 Fig.8 Block diagram of IFOC for an EV induction motor

= i ds - f rd (32)
dt tr tr
5. Electric Differentials and it Implementation
dw r 3 P 2 Lm f P (33)
= i qsf rd - c w r - Tl
dt 2 JLr J J The main of the control system should be summarized as
follows:
The decoupling control method with compensation is to obtain the 1) A speed network control is used to control each motor
inverter output voltages such that [25]: torque;
2) The speed of each rear wheel is controlled using speed
æ 1ö
( )
Vds* = ç K p + K i ÷ ids* - ids - w esLs iqs*
sø
(34)difference feedback. Since the two rear wheels are directly driven
è by two separate motors, the speed of the outer wheel will need to
æ
(
1ö *
)
Vqs = ç K p + K i ÷ i qs - i qs + w esLs i ds + w r
*

sø
* Lm
Lr
f rd (35)be higher than the speed of the inner wheel during steering
è maneuvers (and vice-versa). This condition can be easily met if the
According to the above analysis, the indirect field-oriented speed estimator is used to sense the angular speed of the steering
control (IFOC) [23, 24, 25] of induction motor with current- wheel. The common reference speed w ref is then set by the
regulated with PWM inverter control system can reasonably accelerator pedal command. The actual reference speed for the left
presented by the block diagram shown in the Figure 8. In this step
drive w left and the right drive w right are then obtained by adjusting
* *
we use the classical regulator for IFOC tuning control parameter.
the common reference speed ω* using the output signal from the
DTC-SVM speed estimator. If the vehicle is turning right, the left
wheel speed is increased and the right wheel speed remains equal
to the common reference speed ω* . If the vehicle is turning left,
the right wheel speed is increased and the left wheel speed remains
Journal of Electrical Engineering & Technology vol. 3, no. , pp. ~ , 2010 7

equal to the common reference speed w * [7 ,9, 11].

And the steering angle indicates the trajectory direction
From the model figure 9, the following characteristic can be
calculated:
Lw d > 0 Þ Turn left (40)
R= (36)
tg (d )
d = 0 Þ Straight ahead (41)

where d is the steering angle. Therefore, the linear speed of

each wheel drive is given by
d < 0 Þ Turn raight (42)

V1 = w v ( R - d w 2)
(37)
V 2 = w v ( R - d w 2) *
w rm
w*
K1
And their angular speed by:

d
L - (d w 2) tan(d ) Dw = f (d , w v )
w = w
*
rm w rm
Lw (38) *
w lm
L - (d w 2) tan(d ) (w rm - w lm ) K2
w mL
*
= w w lm wv =
Lw 2
w rm w lm
Where wv is the vehicle angular speed according to the center
turn. The difference between wheel drive angular speeds is Fig.9 Bloc diagram of the differential system.
d tan(d )
Dw = w rm
*
- w lm
*
=- w wv (39)
Lw

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 8 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

Left rear wheel

Left speed controller

*
Left
Tem S a - l , S b - l , S c -l
w left -l
Inverter
DTC i as -l , ibs -l Left gear
SVM1 v as -l , vbs -
w ref -left
f*l Left induction
Steering wheel Vdc -l motor

d v as -l , vbs -l
Electronic Clark i as -l , i bs -l
Front Battery transform vas -r , v bs -r Rear
w ref Differnetial
ias -r , i bs -r

battery
Vdc -r
Right induction
Acclerator *
w ref -right Tem-r motor
DTC i as -r , ibs - r
SVM 2 v as -r , vbs -r Right Right gear
w right f*r S a - r , S b - r , S c - r Inverter

Right speed controller

Right rear wheel

Fig.10 The driving wheels control system.

Left Motor Induction

Left gera
Inverte 2
Steering wheel
Left rear driving wheel d
SVM - DTC 1 R
Acclerator

2R r d
Electronicdifferen tial

V2 wv
V1 Centre of turn
L

Inverter1

SVM - DTC 2
Right gear
d Battery
d
Right motor induction

Left front wheel Right front wheel

Centre of gravity
Fig. 11 Structure of vehicle in curve
Journal of Electrical Engineering & Technology vol. 3, no. , pp. ~ , 2010 9

6. Simulation Results figure 12.1.This forces the electromagnetic torque to attain

maximal value (1250 Nm) and calls inrush current
All simulation of electric vehicle is using the trajectory measured 1350 A. each motor solicits a high current to
show in figure12. attain the reference speed imposed by the driver.
At 0<t<0.67s, we observe the speed flows precisely the
1 4 7 8 9 10 11 acceleration ramp. The electromagnetic torque decrease
Path and settle around 400 Nm for both induction motors. EV
3 gives the same speed 70 km/h. The driving wheels speeds
stay always the same.
At t= 2s, EV present in an acceleration and the speed
2 5 increase from 70 km / h to 80 km / h show in figure
12.1.the electromagnetic torque and current growth sharply.
At 2<t<3s, right and left motor develop 150 Nm, the
6
variation of current for both motor are shown in figures
12.2 and 12.3.
At t=3s, the vehicle is driving on a curved road on the
t [s ] right side road does not affect the control of the wheel and
the IFOC mode control act immediately on the speed loop’s
0 2 3 4 5 6 7 8 9
and rejects the disturbance and give’s more and more
efficiency to the electronic differential output references.
Fig.12 Different paths driving by electric vehicle
At 2<t<3s, the EV are driving in straight road with
Table 1 show above the time and nature of different road. constant speed, A good tracking of the speed step can be
observed in Figure 12.1.EV reaches constant speed
80km/h. Delay in reaching this speed follows from
A. Indirect field oriented control.
acceleration of the vehicle mass. In Figures 12.2 and 12.3,
In order to characterize the driving wheel system variation of phase currents for each motor is shown.
behavior, simulations were carried using the model of At t=4, the vehicle is driving on a curved road on the left
figure 10.In the first case we applied IFOC controller. side with 80km/ h speed. The assumption is that the two
The electric vehicles undergo several tests during the motors are not disturbed. In this case the driving wheels
trajectory illustrate in figure 12. For more details see table
follow different paths, and they turn in the same direction
below which gives the nature of the road according to time.
but with different speeds. The
Table. 1. Different paths driving by electric vehicle. Electronic differential acts on the two motor speeds by
N°[Paths] time [s ] Designation decreasing the speed of the driving wheel on the right side
1 0 < t < 0.67 starting situated inside the curve, and on the other hand by
0.67 < t < 2 increasing the wheel motor speed in the external side of the
2 Straight road
t =2 curve. The behavior of these speeds is given by 12.2.
3 Acceleration
At 5s<t<6s this test explain the effect of the slope on the
4 t =3 Curved right
EV. Speed of the driving wheels stay the same and the road
5 3<t<4 Straight road
drop does not influence the angular control of the wheels.
6 t =4 Curved left
The both motor develops more and more electromagnetic
7 4<t<5 Straight road
torque for vanquish the slop. Furthermore the current
8 5< t <6 Descente 10% increase speedily and still to its, maximal value, and the
9 6<t<7 Straight road vehicle speed stagnate to 80 km/h. The variation of
10 7< t<8 Slope 10% deriving force, are illustrate in Figure 12.5.The motor
11 8< t <9 Straight road absorbed more energy, the EV torque jumps back to 169 N.
m.
At 6s<t<7s, the EV are driving in straight road.
Than call of current decreases and the EV torque jumps
At t = 0 s, the vehicle speed starts climbing to 70 km/h.

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 10 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

down to 127.73 N. m. 500

At 7s<t<8s, this test clarify the effect of the descent of Motor left
400
vehicle moving on straight road. The presence of descent
300
causes a great decrease in the phase current of each motor,

Phase current[A]
as shown in Figures 12.2 and 12.3, The right and left motor 200

are relieved 100

The both motors develop approximately 500 N.m. In 0

fact the descent the slope torque becomes attractive torque. -100

For that the consumption of energy decreases and the EV

-200
torque reach to 86.99 N. m
0 1 2 3 4 5 6 7 8 9
At 7s<t<8s, the EV are driving in straight road. The Time [s]

variation of current, electromagnetic torque and deriving Fig.12.3 Phase current motor left
force are shown in figure 12.2, 12.3, 12.4, 12,4 .the speed 800
Motor right
of the driving wheels stay the same and speed vehicle 700
Motor left

settles at 80 km/h, and the EV torque increase to 600

Electromagnetique Torque [Nm] 500

127.73 N. m. 400

100 300

90 200

100
80
0
70
Vehicle speed [km/h]

-100
60
-200
50
-300
0 1 2 3 4 5 6 7 8 9
40 Time [s]

30
Fig.12.4 Electromagnetic Torque
20 Right wheel speed
Left wheel speed 3000
10 Vehicle speed Motor right
2500 Motor left
0
0 1 2 3 4 5 6 7 8 9
Time [s]
2000

Fig.12.1 Vehicle wheel speed 1500

Driving force [N]

500
1000
Motor right
400 500

300 0
Phase current[A]

200 -500

100 -1000
0 1 2 3 4 5 6 7 8 9
Time [s]
0
Fig.12.5 Deriving force motor left
-100
200
-200 Aerodynamics torque
Rolling torque
Slope torque
0 1 2 3 4 5 6 7 8 9 150
Time [s] Vehicle torque

Fig.12.2 Phase current motor right

Vehicle torque [Nm]

100

50

-50
0 1 2 3 4 5 6 7 8 9
Time [s]

Fig.12.6 Aerodynamic torque, Rolling torque, slop

torque, Vehicle torque
Journal of Electrical Engineering & Technology vol. 3, no. , pp. ~ , 2010 11

Table.2. Variation of vehicle torque in different paths. 100

Tarero [N ] Tslope [N ]
90

t [s ] Ttire [N ] T v [N ] 80

70

0.67 < t < 2 57.75 54.28 0.00 112.00

Vehicle speed [km/h]

60

50

2<t <5 73.45 54.28 0.00 127.73 40

30

5<t <6 73.45 54.28 -40.80 169.00 20 Vehicle speed

Refrence speed
10 Position

6 <t <7 73.45 54.28 0.00 127.73 0

0 1 2 3 4 5 6 7 8 9
Time [s]

7<t <8 73.45 54.28 +40.80 86.99 Fig.12.8 Vehicle wheel speed
500

8<t <9 73.45 54.28 0.00 127.73 400

Motor right

300

The figure shows below illustrate the comportment of Phase current[A]

200

vehicle torque in different constraint of road. 100

-100

-200

0 1 2 3 4 5 6 7 8 9
Time [s]

Fig.12.9 Phase current motor right

500

Motor left
400

300
Phase current[A]

200

100

-100

-200

0 1 2 3 4 5 6 7 8 9
Time [s]

Fig. 12.7 Vehicle torques in different paths. Fig.12.10 Zoomed of current motor right
800
Motor right
B. Space vector modulation based direct torque 700 Motor left
600
control
Electromagnetique Torque [Nm]

500

400
The second case we applied SVM-DTC controller. 300

The electric vehicle is submitted the seam trajectories for 200

the first case the different results are shows below. 100

-100

-200

-300
0 1 2 3 4 5 6 7 8 9
Time [s]

Fig.12.11 Electromagnetic Torque

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 12 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

3000 obtained by IFOC controller.

Motor right
2500 Motor left 80.4

2000
80.3

1500
Driving force [N]

80.2

Vehicle speed [km/h]

1000
80.1
500

80
0

-500 79.9

Right wheel speed

-1000 79.8 Left wheel speed
0 1 2 3 4 5 6 7 8 9
Time [s] Vehicle speed
79.7
Fig.12.12 Deriving force motor left 5 5.5 6 6.5
Time [s]
7 7.5 8 8.5

Fig.12.14 Comportment of the vehicle speed and wheels

D. comparative Study of two method of controlling speed under effect of descent and slope constraints using
DTC-SVM controller
In simulations the two different methods to control the
80.03
EV were used .The SVM-DTC controller was proved in
80.025
efficiency comportment and stability for EV in different 80.02
road constraints. For clarify and observe the effect of 80.015
Vehicle speed [km/h]

disturbances on the vehicle speed in the cases of two types 80.01

of control. Electric vehicle are submitted a constant speed 80.005

80 km/h during all simulation. Figure 15.2 and 15.3, 80

shows the system response in two cases IFOC, and SVM 79.995

79.99 Right wheel speed

based DTC controllers. Left wheel speed
79.985 Refrence speed
SVM-DTC controller present an reduction of 3.87% for rising
5 5.5 6 6.5 7 7.5 8
time and 43.54% for overshoot compared to IFOC controller. The Time [s]

SVM-DTC controller offers better performances for speed Fig.12.15 Comportment of the vehicle speed and
response. wheels speed under effect of descent and slope
constraints using IFOC controller
Table. 3 Performance of the IFOC and SVM-DTC of the 100

speed response. 90

Results Rising Overshoot Steady 80

time [%] state 70

Vehicle speed [km/h]

[Sec] error [%] 60

50

IFOC 0.775 0.620 0.010 40

30
SVM-DTC 0.745 0.350 0.010 20
Vehicle speed
10 Refrence speed

For analysis the variation of the vehicle speed in descent 0

0 1 2 3 4 5 6 7 8 9

and slope result can be show in figures 14 and 12.14 and Time [s]

12.15.The speed of right and left wheels are the same for Fig.12.16 Vehicle speed using DTC-SVM controller
the IFOC controller On the other hand DTC-SVM give a
light difference between vehicle speed and wheels speed
.The results obtained by simulation and Table 1 prove that
IFOC controller permits the realization the robust control,
with good dynamic and static performances in the slope and
descent rode. The torque and deriving force oscillation
amplitude gives by SVM-DTC are slightly lower that
Journal of Electrical Engineering & Technology vol. 3, no. , pp. ~ , 2010 13

100
source inverter in IFOC controller is harmonics current
90 polluting what to justify the ripples torque and the
80 attraction force .as a consequence this oscillation present
70
negative effects on the autonomy of the battery and heating
Vehicle speed [km/h]

60
of the both motors and increase power losses.
50
Table.1 Total harmonic distortion for tow type of
40
control
30

20
Results SVM-DTC DTC
Vehicle speed
Refrence speed
10
Total harmonic 10.82 37.83
0
0 1 2 3 4 5 6 7 8 9 distortion [%]
Time [s]

Fig.12.17 Vehicle speed using IFOC

controller Table.2 An comparatives study

Fundamental (60Hz) = 118.5 , THD= 37.83%

800
SVM-DTC IFOC
700 Propelled system More adaptive Less adaptive
600 Vehicle wheel
less adaptive More adaptive
Mag (% of Fundamental)

500
speed
Ripple of
400 Less More
electrometric
oscillation oscillation
300 Torque
200 Stability and Stability and
Comportment of EV
100
robustness robustness

0
0 200 400 600 800 1000 7. Conclusion
Frequency (Hz)

The research outlined in this paper has demonstrated the

Fig.12.18 Total harmonic distortion for stator current feasibility of an improved vehicle stability which utilizes
using IFOC controller two independent back drive wheels for motion by using
IFOC and SVM -DTC controls. This paper, proposes space
Fundamental (60Hz) = 123.5 , THD= 10.82%
vector based DTC and IFOC control. Those proposed
400
methods was Improved EV steering and stability during
350 different trajectory. The advantage of those controls are
300 there robustness, there capacity to maintain ideal
Mag (% of Fundamental)

250 trajectories for two wheels control independently and

200
ensure good disturbances rejections with satisfactory
overshoot and less steady state . The SVM-DTC controller
150
is more adaptive for electric propulsion system and gives
100
less oscillation amplitude for torques and driving forces.
50
The IFOC controller weakened the battery east involves
0
0 200 400 600 800 1000 augmentation of power losses for tow motors and decreases
Frequency (Hz)
the lifespan of the battery, In spite of the IFOC controller
give a good performance in descent and slop road
compared to SVM-DTC controller. The electric vehicle
Fig.12.19 Total harmonic distortion for stator current
using SVM-DTC controller was proved best comportment and stability during different
road constraints.
Referring to figures 14.14 and 14.15 we show harmonic
analyses of stator current. SVM-DTC. SVM-DTC offer an Appendix
great reduction of 71.39% .This remarkable change
obtained enables us to say that the current inject by voltage Table. 4. Vehicle Parameters.

13
 14 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

Te Motor traction torque 798.24 Nm wheels

Je Moment on inertia of the 7.07Kgm2 dw Distance between the back m
drive train and the front wheel
Rw Wheel radius 0.32m ρ Air density
a Total gear ratio 10.0 S Frontal vehicle surface m2
η Total transmission efficiency 0.93 Cx Aerodynamic drag
M Vehicle mass 1300Kg coefficient
fe Bearing friction coefficient 0..32 M Vehicle mass Kg
Kd Aerodynamic coefficient 0.32 g Gravitational acceleration N/m
A Vehicle frontal area 2.60 m2 α Angle grade of road rad
fv Vehicle friction coefficient 0.01 fr Wheels Rolling resistance
α Grade angle of the road rad coefficient
Lw Distance between two wheels 2.5m Vdc Battery voltage Volt
and axes
dw Distance between the back 1.5m Dw Angular speed variation Rad/sec
and the front wheel given by electronic
differential
wmr Right wheel angular speed Rad/sec
Table. 5. Induction Motors Parameters. wlr* Left wheel angular speed Rad/sec
*
Rr Rotor winding resistance (per 0.0149 Ω wmr Right wheel angular speed Rad/sec
phase) of reference
Rs Stator winding resistance 0.00929 Ω *
w lm Left wheel angular speed of rad
(per phase) reference
Ls Stator leakage inductance 302.7 μH δ Reel angle wheel curve’s rad
(per pohase) β Vehicle slip angle rad
Lm Magnetizing inductance (per 0.00104H
phase)
Lr Rotor leakage inductance 302.7 μH
(per phase)
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diploma from Bechar University, Algeria, and the Master
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network of an alctric vehicle, in Proc IEEE IEMDC, degree from the Faculty of the Sciences and the Technology
Antalya Turky, pp.854-859, 2007. of the Bechar University He is currently Assistant Profes-
sor of Electrical and Computer Engineering at the
University of Bechar. His research interests include power
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15
 16 Preparation of Final Manuscripts Accepted for Journal of Electrical Engineering & Technology

Abdelkader CHAKER is Professor at the Department of

Electrical Engineering at the ENSET, in Oran Algeria. He
re-ceived PhD degree in Engineering Systems from the
University of Saint-Petersburg. His research activities
include the control of large power systems, multimachine
multiconverter systems, the unified power flow controller.
His teaching includes neural process control and real time
simulation of power systems.

Boumediène ALLAOUA received the electrical

engineering diploma from Bechar University, Algeria, and
the Master degree from the Bechar University-Algeria and
the Ph.D. degree from the Faculty of the Sciences and the
Technology of the Bechar University Currently he is a
teacher of electrical engineering at Bechar University. His
research interests include power electronics robust control
for electric vehicle and propulsion system, power
electronics development, electric drives robust control,
modern control techniques, artificial intelligence and their
applications.

Abdellah LAOUFI received the state engineer degree in

electrical engineering from the University of Sciences and
Technology of Oran (USTO), Algeria, the M.Sc. degree
from the Electrical Engineering Institute of the University
of Djillali Liabes, Algeria, and the Ph.D. degree from the
Electrical Engineering Institute of the University of Djillali
Liabes. He is currently professor of electrical engineering at
Bechar University.
His research interests include power electronics, electric
drives control, electric vehicle propulsion system control
and their applications.