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Energy
EnergyProcedia 158
Procedia 00(2019)
(2017)2605–2610
000–000
www.elsevier.com/locate/procedia
10th International Conference on Applied Energy (ICAE2018), 22-25 August 2018, Hong Kong,
10th International Conference on Applied Energy
China(ICAE2018), 22-25 August 2018, Hong Kong,
China
Fault-Tolerant SVPWM Control Strategy for Five-Phase PMSM
Fault-Tolerant The 15thSVPWMInternationalControlSymposium Strategy
on Districtfor Five-Phase
Heating and CoolingPMSM
under Single-Phase Open-Circuit Fault
under Single-Phase Open-Circuit Fault
Assessing the feasibility of using the heat demand-outdoor
Chen Yiguang*, Bao Zhenmao, Lin Chenghan, Zhao Xiaobin
temperature Chenfunction
Yiguang*, for Bao aZhenmao,
long-term district heat
Lin Chenghan, Zhao demand
Xiaobin forecast
Key Laboratory of Smart Grid of Ministry of Education, Tianjin University, No. 92 Weijin Road, Nankai District, Tianjin 300072, China
Key Laboratory of Smart Grid of Ministry of Education, Tianjin University, No. 92 Weijin Road, Nankai District, Tianjin 300072, China
I. Andrića,b,c*, A. Pinaa, P. Ferrãoa, J. Fournierb., B. Lacarrièrec, O. Le Correc
Abstract
a
AbstractIN+ Center for Innovation, Technology and Policy Research - Instituto Superior Técnico, Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
b
Because five-phase permanent Veolia Recherche
magnet & Innovation,
synchronous 291 Avenue
motor (PMSM) Dreyfous Daniel, 78520 Limay,
has fault-tolerant Franceit is widely used in the
capability,
c
Because
applications Département
five-phase
with high Systèmes
permanent Énergétiques
reliabilitymagnet et Environnement
synchronous
requirements, such motor - IMT
(PMSM)
as electric Atlantique,
has (EVs)
vehicles 4 rue Alfred
fault-tolerant Kastler,
and hybrid 44300itNantes,
capability,
vehicles. France
is widely
Effective used in the
fault-tolerant
applications with high reliability requirements, such as electric vehicles (EVs) and
control strategies can promote the development of these fields. In this paper, a space vector pulse width modulationhybrid vehicles. Effective fault-tolerant
(SVPWM)
control strategy
strategiesforcan promote PMSM
five-phase the development of these fields.
under single-phase In thisfault
open-circuit paper, a spaceproposed.
is newly vector pulse
Thiswidth modulation
strategy adopts two (SVPWM)
methods
controlare
which strategy
based for five-phase
on the PMSM
principles under single-phase
of minimum copper lossopen-circuit fault is newly
and equal amplitudes proposed.
of currents This strategy
to generate adopts
reference two methods
voltage vectors.
Abstract
which
Then, theyare based on the principles
are synthesized in the of minimum copper
reconstructed loss andα-β
fundamental equal amplitudes
plane and the of currentsy-axis
harmonic to generate reference
to reach voltage
the control vectors.
goals. The
Then,
efficiencythey of
arethesynthesized
proposed in the reconstructed
strategy is validatedfundamental
by simulation. α-β Andplanethe
andresults
the harmonic
show that y-axis
thistostrategy
reach the control
greatly goals. The
improves the
District heating networks are commonly addressed in the literature as one of the most effective solutions for decreasing the
efficiency
reliability of ofthethefive-phase
proposed PMSMstrategydrive
is validated
system and by meets
simulation.
the strict And the results ofshow
requirements that this of
the reliability strategy
EVs. greatly improves the
greenhouse gas emissions from the building sector. These systems require high investments which are returned through the heat
reliability of the five-phase PMSM drive system and meets the strict requirements of the reliability of EVs.
sales. Due to the changed climate conditions and building renovation policies, heat demand in the future could decrease,
Copyright © 2018 Elsevier Ltd. All rights reserved.
© prolonging
2019 The the investment return period.
Copyright
Selection and ©Authors.
2018 Published
Elsevier
peer-review Ltd.
under
by Elsevier Ltd.
Allresponsibility
rights reserved. of the scientific committee of the 10th International Conference on Applied
Theismain
This scopeaccess
an open of thisarticle
paperunder
is to assess
the CCthe feasibilitylicense
BY-NC-ND of using the heat demand – outdoor temperature function for heat demand
(http://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection
Energy and peer-review under responsibility of the scientific committee of the 10th International Conference on Applied
(ICAE2018).
Peer-review
forecast. The under responsibility
district of Alvalade,of thelocated
scientific
in committee of ICAE2018
Lisbon (Portugal), was –used
The as10tha International
case study. The Conference
district on
is Applied
consistedEnergy.
of 665
Energy (ICAE2018).
buildings that vary in both construction period and typology. Three weather scenarios (low, medium, high) and three district
Keywords: Electric vehicles; PMSM; fault-tolerant; SVPWM
renovation scenarios were developed (shallow, intermediate, deep). To estimate the error, obtained heat demand values were
Keywords: Electric vehicles; PMSM; fault-tolerant; SVPWM
compared with results from a dynamic heat demand model, previously developed and validated by the authors.
The results showed that when only weather change is considered, the margin of error could be acceptable for some applications
1.(the
Introduction
error in annual demand was lower than 20% for all weather scenarios considered). However, after introducing renovation
1.scenarios,
Introductionthe error value increased up to 59.5% (depending on the weather and renovation scenarios combination considered).
TheNowadays,
value of slopeenergy scarcityincreased
coefficient and environmental
on average withinpollutionthe have
range already
of 3.8% become
up to 8%serious problems
per decade, that need toto be
that corresponds the
Nowadays,
solved energy
immediately. scarcity
Especially, and environmental
traditional pollution
vehicles consume have aalready
lot of
decrease in the number of heating hours of 22-139h during the heating season (depending on the combination become
petroleum serious problems
resources, and thatofneed
their to be
exhaust
weather and
solved
emissions
renovationimmediately.
adversely
scenarios affectEspecially, Ontraditional
the environment.
considered). the other Usingvehicles
hand, cleanconsume
function energy a increased
such
intercept lotas of petroleum
electricity resources,
to gradually
for 7.8-12.7% and(depending
replace
per decade their
fossil exhaust
fuels
on is
the
emissions
an inevitable
coupled adversely
trend of
scenarios). affect
The future the
values environment.
development
suggested could in Using
the
beworldclean
used energy
[1].
to such
So, pure
modify the as electricity
electric
function vehicles to(EVs)
parameters gradually replacevehicles
andscenarios
for the hybrid fossil fuels
considered, comeis
and
animprove
inevitable trend ofoffuture
the accuracy development
heat demand in the world [1]. So, pure electric vehicles (EVs) and hybrid vehicles come
estimations.

© 2017 The Authors. Published by Elsevier Ltd.

Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and
* Chen Yiguang. Tel.: +86-022-2740-1056.
Cooling.
E-mailYiguang.
* Chen address:Tel.:
chenyiguang@tju.edu.cn
+86-022-2740-1056.
E-mail address: chenyiguang@tju.edu.cn
Keywords: Heat demand; Forecast; Climate change
1876-6102 Copyright © 2018 Elsevier Ltd. All rights reserved.
th
Selection and
1876-6102 peer-review
Copyright under
© 2018 responsibility
Elsevier Ltd. All of the scientific
rights reserved. committee of the 10 International Conference on
Applied Energy
Selection (ICAE2018).
and peer-review under responsibility of the scientific committee of the 10th International Conference on
Applied Energy (ICAE2018).
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling.
1876-6102 © 2019 The Authors. Published by Elsevier Ltd.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee of ICAE2018 – The 10th International Conference on Applied Energy.
10.1016/j.egypro.2019.02.010
2606 Chen Yiguang et al. / Energy Procedia 158 (2019) 2605–2610
2 Chen Yiguang et al. / Energy Procedia 00 (2018) 000–000

into being. Compared to three-phase PMSM, multi-phase PMSM has the redundancy of the phase number and it has
fault-tolerant capability [2, 3], so it is more suitable for high-reliability applications like EVs and ship propulsion.
Thus the effective fault-tolerant control strategies are particularly important.
Most fault-tolerant strategies for open-circuit faults of five-phase motors base on hysteresis control method [4],
which can cause high switching losses of inverter. And the method of SVPWM is able to obtain excellent control
performance at lower switching frequency. However, few people use this method in fault-tolerant occasions [5].
In this paper, a fault-tolerant SVPWM control strategy for five-phase PMSM under single-phase open-circuit
fault is newly proposed. The sectors are redefined, and the selection rules and the synthesis rules of the optimal
voltage vectors are set in the reconstructed fundamental α-β plane and the harmonic y-axis. Accordingly, the two
control goals which are named minimum copper loss and equal amplitudes of currents can be achieved. Simulation
results validate the effectiveness of the proposed strategy. Applying this strategy to applications with high-reliability
requirements such as EVs will greatly increase their operational reliability.

2. Modeling of post-fault five-phase PMSM

In high-reliability applications, fault-tolerant PMSM is often used to reduce the influence of the phases of the
motor when asymmetrical faults occur [6, 7]. This section presents the mathematical model based on the
characteristics of five-phase fault-tolerant motors with star connected windings.
Assuming phase A is open-circuit, and for making the system still decoupled in the post-fault situation, a new
transformation matrix T4 [8] from the coordinate system (B-C-D-E) to the coordinate system (α-β-y-0) and a new
transformation matrix C4 [8] from α-β-y-0 to rotating coordinate system (d-q-y-0) can be written as

 0.25  cos 2π/5 0.25  cos 4π/5 0.25  cos 6π/5 0.25  cos8π/5  cos  sin  0 0
 sin 2π/5 sin 4π/5 sin 6π/5 sin 8π/5    sin  cos  0 0 
T4 =0.4  ; C4 =  (1)
 sin 4π/5 sin 8π/5 sin12π/5 sin16π/5   0 0 1 0
   
 0.5 0.5 0.5 0.5   0 0 0 1

Then, the voltage and electromagnetic torque equations in the d-q-y coordinate system can be obtained as

u d  id  d id  i   0.25sin 2   cos  sin 3 

u   R    L    e L  q   e f1    1.5e f3  
 q i
 q i
dt  q  i
 d  0.75  0.25cos 2    sin  sin 3  (2)
d
uy  Riy  L iy  3e f3 cos 3
dt

T
e  
2.5 p  f1iq  1.5 f3 id  sin 2  sin 4   iq  cos 2  cos 4   2i y cos 3  (3)

where ud , uq , u y are the voltage components of d-axis, q-axis, y-axis in V, respectively. And id , iq , iy are the
current components of d-axis, q-axis, y-axis in A, respectively. R is the resistance of each phase winding in Ω. L is
the inductance of each phase winding in H.  f1 and  f3 are the amplitudes of the fundamental and third harmonic
component of permanent magnet (PM) flux linkages in Wb, respectively. θ is the electrical angle of rotor position in
rad, e is electrical angular velocity in rad/s and p is the number of pole pairs.

3. Open-circuit fault-tolerant SVPWM control strategy

3.1. Post-fault reference current calculation

In this paper, method 1 (M1) based on the principle of minimum copper loss [9] and method 2 (M2) based on the
principle of equal amplitudes of currents [9] are adopted to generate the reference currents.
 Chen Yiguang et al. / Energy Procedia 158 (2019) 2605–2610 2607
Chen Yiguang et al. / Energy Procedia 00 (2018) 000–000 3

Since copper loss accounts for a large proportion of the motor loss, the motor efficiency can be considered the
highest when the copper loss of the motor is the lowest. So the constraint of M1 can be obtained
iy  0 (4)

Controlling the amplitudes of the remaining four-phase healthy currents to be equal can increase the power-
output capability of the inverter system. In order to keep the rotating magnetic motive force (MMF) undisturbed
under the faults, the constraint of M2 can be obtained
i y  0.2361i (5)

Proportional-integral (PI) controller is not able to control the alternating quantity iy effectively due to its limited
bandwidth. Thus, proportional-resonance (PR) controller should be used to control it.

3.2. Reconstruction of space voltage vectors and division of sectors

After a five-phase motor powered by voltage source inverter (VSI) has the phase A open-circuit fault, the
symmetrical distribution of the space voltage vectors on the fundamental α-β plane and harmonic y-axis is shown in
Fig. 1. The position information of these space voltage vectors is defined as (U, σ), where U is the ratio of their
magnitudes to the DC bus voltage, and σ is the angle between the vectors and the α-axis. There is a one-to-one
correspondence between the space voltage vectors of the α-β plane and the y-axis. So the fundamental reference
voltage vector U ref can be synthesized by using three optimal vectors in each sector of the α-β plane, and at the
y
same time, the reference voltage vector U ref on the y-axis can be synthesized by using the corresponding vectors on
y-axis. Through these synthesis rules, the action time of the optimal voltage vectors can be calculated. In order to
reduce the harmonic contents of the phase currents, seven-segment SVPWM algorithm is adopted. Therefore, three
optimal vectors should be selected and used in each sector. The division rules of sectors are to ensure that the action
time of the optimal vectors should be positive in each sector. And the sector 1 is used as an example in Section 3.3.
Sectors are symmetrically distributed about the α-axis and β-axis, and they are shown in Fig. 2 in detail. The
distribution angles of sector 1, 2, and 3 are 0    55.4  , 55.4     80.8  and 80.8     99.2  , respectively.
Accordingly, the distribution angles of other sectors can be obtained.

Fig. 1. Distributions of post-fault space voltage vectors Fig. 2. Division of sectors

3.3. Action time calculation of the optimal voltage vectors

In sector 1, the angle between the fundamental reference voltage vector U ref and the α-axis is θ, and the
projections of the vector on the α-axis and β-axis are u and u , respectively. They can be synthesized by three
optimal vectors: U 8 , U 9 and U13 . On the corresponding y-axis, the vector mapped by U 9 is 0, and the vectors
y y
mapped by U 8 and U13 are U8 and U13 , respectively. And they can be used to synthesize the y-axis reference
y
voltage vector U ref , the schematic diagram of the voltage vector synthesis rules of sector 1 is shown in Fig. 3(a).
2608 Chen Yiguang et al. / Energy Procedia 158 (2019) 2605–2610
4 Chen Yiguang et al. / Energy Procedia 00 (2018) 000–000

(a) (b) (c)

Fig. 3. Synthesis rules of reference vectors on α-β plane and y-axis. (a) sector 1 (b) sector 2 (c) sector 3

The equations about the synthesis process of reference voltage vectors can be obtained as

 T1 1.902u  1.176u y  Ts / U dc


 u T U 9 T2  U13 T3 cos 46.4  U 8 T1 cos 59.5
  s 
u Ts U13 T3 sin 46.4  U 8 T1 sin 59.5  T2  2.236u  1.542u  0.363u y  Ts / U dc (6)
 
T3 1.176u  1.902u y  Ts / U dc
y y
u yTs U 8 T1  U13 T3
 

where Ts is the control period. T1 , T2 and T3 are the action time of U 8 , U 9 and U13 , respectively.
Since the fundamental PM electromotive force (EMF) is much greater than the third harmonic one and the
voltage of resistance and inductance in the equivalent circuit of PMSM, it can be seen from Eq. (2) that u y is much
less than ud and uq . Therefore, the variable u y can be ignored when calculating the distribution angles of sectors.
In Eq. (6), let T1>0, T2>0, T3>0 and u y  0 .Then, the distribution angle of sector 1 can be obtained as 0    55.4  .
In sector 2, the reference voltage vector can be synthesized by three optimal vectors which are U 8 , U12 and U13 .
While in sector 3, it can be synthesized by U 8 , U12 and U14 . These synthesis processes which are shown in Fig. 3(b)
and Fig. 3(c) are similar to the synthesis process in sector 1. Accordingly, the synthesis processes of the reference
voltage vectors in other sectors can be obtained. Then, the action time of the optimal vectors can be used to generate
the corresponding PWM pulse to control the inverter and the movement of the motor.

4. Analysis of simulation results

In order to verify the efficiency of the proposed strategy, the control model is built in MATLAB/Simulink, and
the control block diagram is shown in Fig. 4. The parameters of the five-phase fault-tolerant PMSM are shown in
Table 1. Besides, the SVPWM sampling period is 5 kHz and the DC bus voltage is 400 V.

Fig. 4. Block diagram of five-phase PMSM fault-tolerant control system under single-phase open-circuit fault
 Chen Yiguang et al. / Energy Procedia 158 (2019) 2605–2610 2609
Chen Yiguang et al. / Energy Procedia 00 (2018) 000–000 5

Table 1. Parameters of five-phase fault-tolerant PMSM

Rated Rated Pole-pairs Phase Phase 1st PM flux 3rd PM flux Moment of
power speed number inductance resistance linkage linkage inertia
3.5 kW 1200 r/min 6 2.25 mH 0.167 Ω 0.125 Wb 0.00234 Wb 0.006 kg·m2

In order to verify the steady-state performance, the motor is specified to operate under phase A open-circuit fault,
and the given speed and the load torque are 1200 r/min and 20 Nm, respectively. Two fault-tolerant methods, M1
and M2, are adopted and compared. Fig. 5(a) and Fig. 5(d) show the conditions of the electromagnetic torque (Te)
and the speed (n) when M1 and M2 are adopted, respectively. It can be seen that the torque ripple and the speed
ripple of M1 are both slightly smaller than that of M2. And no matter which method is used, both torque and speed
have the harmonic components of twice and 4 times the fundamental frequency, which can be explained from Eq. (3)
and are generated by the interaction between the fundamental PM magnetic fields and the third harmonic currents,
as well as the interaction between the third harmonic PM magnetic fields and the fundamental currents. Fig. 5(b) and
Fig. 5(e) show the remaining four-phase healthy currents of M1 and M2, respectively. By comparison, the total
harmonic distortions (THD) of the currents are low when M1 is used, although the amplitudes of the currents are not
equal. However, the situation of M2 is just the opposite. Fig. 5(c) and Fig. 5(f) show the α-β-y plane currents of M1
and M2 respectively and the results meet the Eq. (4) and Eq. (5).

(a) (b) (c)

(d) (e) (f)

Fig. 5. Steady-state performance of fault-tolerant strategy under phase-A open-circuit condition. (a) electromagnetic torque and speed of M1 (b)
remaining four-phase healthy currents of M1 (c) α-β-y plane currents of M1 (d) electromagnetic torque and speed of M2 (e) remaining four-phase
healthy currents of M2 (f) α-β-y plane currents of M2

(a) (b) (c)

Fig. 6. Dynamic performance of fault-tolerant strategy under phase-A open-circuit condition. (a) electromagnetic torque (b) speed (c) remaining
four-phase healthy currents without using fault-tolerant strategy
2610 Chen Yiguang et al. / Energy Procedia 158 (2019) 2605–2610
6 Chen Yiguang et al. / Energy Procedia 00 (2018) 000–000

In order to verify the dynamic performance, the motor is specified to operate normally at first, and the given
speed and the load torque are 1200 r/min and 20 Nm, respectively. At 0.5 s, the phase A open-circuit fault occurs.
At 0.7 s, the fault-tolerant method M2 is used. At 0.9 s, the given speed is set to 2000 r/min. Then, at 1.4 s, the load
torque is set to 30 Nm. The simulation results are shown in Fig. 6. As can be seen from Fig. 6(a), when phase A is
open-circuited at 0.5 s, the electromagnetic torque (Te) ripple of the motor increases to 4.3 Nm. In the post-fault
situation without using any fault-tolerant strategies, the waveforms of the remaining four-phase healthy currents
from 0.6 s to 0.65 s are shown in Fig. 6(c). During this period, the amplitude of the E-phase current is 21.5 A, which
is much higher than the others and is harmful to the winding insulation. The harmonic contents of the phase currents
are extremely high, which seriously affect the operation of the motor. After 0.7 s, when M2 is used, electromagnetic
torque ripple reduces to 3.3 Nm. Fig. 6(b) shows that the speed fluctuations significantly decrease after the fault-
tolerant strategy is adopted. Moreover, when the given speed increase at 0.9 s and load torque increase at 1.4 s, the
response of electromagnetic torque and speed are both fast. Therefore, the proposed fault-tolerant strategy has good
dynamic performance.

5. Conclusion

When single-phase open-circuit fault of five-phase PMSM occurs, the phase currents will severely distorted and a
large torque ripple will be introduced, which is harmful to the motor. In this paper, a fault-tolerant SVPWM control
strategy for this type of fault is newly proposed. This strategy adopts two methods which are based on the principles
of minimum copper loss and equal amplitudes of currents. And the key of the strategy is to redefine the post-fault
sectors, and set the selection and synthesis rules of the optimal voltage vectors in the reconstructed fundamental α-β
plane and the harmonic y-axis. The proposed strategy can effectively decrease the torque and speed ripple of the
motor in the post-fault situation. Besides, it can greatly reduce the THD and the amplitudes of the phase currents,
which enhance the power-output capability of the inverter under faults. Especially, it only needs low switching
frequency to achieve the control goals. Simulation results validate that the strategy has good steady-state and
dynamic performance. And this strategy greatly improves the reliability of the five-phase PMSM drive system and
meets the strict requirements of the reliability of EVs.

Acknowledgements

This work is supported by the National Natural Science Foundation of China (No. 51377114).

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