Arabian Journal for Science and Engineering

https://doi.org/10.1007/s13369-019-04120-1

RESEARCH ARTICLE - ELECTRICAL ENGINEERING

Fault‑Tolerant Control Based on Sliding Mode Controller

for Double‑Star Induction Machine
Noureddine Layadi1 · Ali Djerioui1,3 · Samir Zeghlache2 · Hemza Mekki1 · Azeddine Houari3 · Jinlin Gong4 ·
Fouad Berrabah1

Received: 28 May 2018 / Accepted: 10 September 2019

© King Fahd University of Petroleum & Minerals 2019

Abstract
This paper presents a fault-tolerant control (FTC) strategy for double-star induction machine subject to stator and rotor
faults. To steer the speed and the flux to their desired references, a nonlinear sliding mode controller (SMC) is designed.
However, the proposed SMC can’t deal with the faults effect which can achieve graceful system degradation. In order to
compensate the faults effect, an appropriate combination between the proposed SMC and a new developed fault detection
and compensation block is made. Simulation results are presented to show the effectiveness of the proposed FTC in terms of
speed and flux responses using an estimator of rotor flux. Compared with SMC, the obtained results confirm the validity of
the proposed FTC strategy and its ability to ensure a ripple-free operation when the fault occurs. In this kind of multiphase
machines, the proposed controller is applied for the first time; its efficiency, robustness and simple design are promising for
practical implementation and can be an alternative to the existing FTC.

Keywords Double-star induction machine · Sliding mode control · Fault-tolerant control · Rotor and stator faults · Faults
detection and compensation

1 Introduction energy systems. The DSIM not only guarantees a decrease

The double-star induction machine (DSIM) belongs to
the category of multiphase induction machines (MIM). It
has been selected as the best choice because of its many
advantages over its three-phase counterpart. The DSIM has
been proposed for different fields of industry that need high
power, such as electric hybrid vehicles, locomotive traction,
ship propulsion and many other applications where the safety
condition is required such as aerospace and offshore wind
in rotor harmonics currents and torque pulsations, but offers
many other advantages, including reliability, power segmen-
tation and higher efficiency. DSIM has a greater fault toler-
ance; it can continue to operate and maintain its rotating
flux even with open-phase faults due to the greater number
of degrees of freedom it owns compared to the three-phase
machines [1, 2].
Fault tolerance without additional hardware is a likeable
feature of electrical drives that is particularly requested in

* Samir Zeghlache Fouad Berrabah

zegsam5@gmail.com Fouadberrabah1@gmail.com
Noureddine Layadi 1
Laboratoire de Génie Electrique, Department of Electrical
layadinoureddine1@gmail.com
Engineering, Faculty of Technology, University Mohamed
Ali Djerioui Boudiaf of M’Sila, BP 166, 28000 Ichbilia, Algeria
alidjerioui@yahoo.fr 2
Laboratoire d’Analyse des Signaux et Systèmes, Department
Hemza Mekki of Electronics, Faculty of Technology, University Mohamed
mekki.hamza@yahoo.fr Boudiaf of M’Sila, BP 166, 28000 Ichbilia, Algeria
3
Azeddine Houari IREENA Laboratory, University of Nantes, Saint‑Nazaire,
Azeddine.Houari@univ‑nantes.fr France
4
Jinlin Gong School of Electrical Engineering, Shandong University,
gongjinlin@sdu.edu.cn Jinan, China

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safety–critical applications such as aerospace or military
naval drives [3]. However, in the last few years, fault tol-
erance control (FTC) has become indispensable for MIM
because it permits the system to continue to operate cor-
rectly after the fault occurrence and offers great economic
benefits to the industry. We notice that in the literature, there
is little research concerning the FTC for MIM compared
to conventional induction machines. We quote the most
recent: González-Prieto et al. [4] proposes a fault-tolerant
control of six-phase induction motor drives with an open-
circuit fault; this new control strategy not only guarantees
a ripple-free operation after the fault occurrence, but it also
allows a high-performance braking process by employing a
correct injection of circulating currents that stop the active
power to achieve the dc-link capacitor. In order to get a
variable current injection, this method is associated with
minimum losses and maximum torque criteria. The results
of this combination are: drive derating minimized, copper
losses reduced and braking dynamics improved. In [5], the
authors proposed a fault-tolerant control to improve the per-
formances of a five-phase induction motor drive under a gate
defect of one of the inverter switching devices. This FTC
is based on half-cycle optimal current control (HCOCC)
method which can effectively minimize the excessive cop-
per loss by 50% with respect to the conventional OCC. Kong
et al. [6] presented an FTC for five-phase induction motor
drives under single-phase open using a decoupled model.
The control scheme is based on the third harmonic current
injection to obtain a better electromagnetic torque density.
In order to obtain a best current tracking performance, the
authors propose a proportional resonant (PR) regulator with
indirect field-oriented control. In Bermudez et al. [7], the
direct torque control (DTC) is extended to master a symmet-
rical five-phase induction motor drive with an open-phase
fault. Experimental results proved the performance of this
control technique in terms of references tracking such as
speed, torque and flux.
Over the past decades, diverse fault-tolerant control struc-
tures have been suggested. We can classify them into two
categories: passive fault-tolerant control (PFTC) and active
fault-tolerant control (AFTC) [8]. PFTC uses robust control
techniques to guarantee system insensitivity against closed-
loop faults. The system continues to operate with the same
controller and system structure. On the other hand, AFTC
is based on online fault compensation and requires online
information about faults. Consequently, this approach needs
reconfiguration according to the information provided by the
fault detection and isolation (FDI) block [9, 10].
The scope of fault-tolerant control is wide; recently, it has
been applied in its active form on 3-DOF laboratory heli-
copter basing interval type-2 fuzzy sliding mode controller
(SMC) [11]. Moreover, an adaptive robust fault-tolerant con-
trol design for a class of nonlinear uncertain MIMO systems
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Arabian Journal for Science and Engineering
with quantization is performed by Ao et al. [12] and a data-
based fault-tolerant control for affine nonlinear systems with
actuator faults is presented by Xie and Yang [13].
The sliding mode control (SMC) is a nonlinear control
proposed by Utkin in 1977. This control strategy has a fast
dynamic response where the stability of the system is guar-
anteed by reducing the transient state error. The SMC guar-
antees robustness against parameter variation and external
disturbances when the system reaches and remains in the
sliding surface [14]. Listwan and Pieńkowski [15] present
a combination control of a six-phase squirrel-cage induc-
tion motor with application of SMC and direct field-oriented
control (SMC–DFOC). The simulation results show the
effectiveness of the proposed control with excellent refer-
ence tracking without overshoot or oscillation. The SMC
has only one drawback called chattering. This undesirable
phenomenon is in the form of high-frequency ripples caused
by the switching control law. The unpleasant chattering phe-
nomenon was eliminated using an exponential reach law
in Dandan et al. [16], where the SMC has been success-
fully applied on a permanent magnetic synchronous motor
(PMSM).
2 Motivation
Nowadays, induction machines are the crucial part in indus-
tries due to their several benefits, but because of their con-
tinuous use, they are subject to various types of faults; in
accordance with [17], the most common faults in induction
machines are mainly classified into three kinds: stator wind-
ing short-circuit fault (especially winding inter-turn short),
rotor electrical faults (broken bars and broken end ring) and
mechanical rotor faults (eccentricity static or dynamic, mis-
alignment bent shaft and bearing damage).
Eccentricity is one of the most common faults in induc-
tion machines; it is defined as a non-uniform air gap between
the stator and the rotor. Generally, it is caused by misalign-
ment, unbalanced mass, excessive tolerances, misplaced
bearings and bearings wear [18]. There are three types of
eccentricity faults: static eccentricity (SE), dynamic eccen-
tricity (DE) and mixed eccentricity (ME) [19]. In SE, the
position of the minimal radial air-gap length is fixed in space
and the axis of rotor does not coincide with the stator bore,
but it aligns with its own shaft and rotor rotates around its
shaft. The DE occurs when the rotor axis is not aligned with
its geometrical axis and the position of the minimum air
gap rotates with the rotor. The ME is a mixed eccentricity
of static and dynamic cases [20].
In recent decades, broken rotor bar (BRB) fault has
been the subject of many publications; it can be caused
by manufacturing failures, overloads or mechanical cracks
[21, 22]. The BRB is one of the most common faults in
Arabian Journal for Science and Engineering

induction motors, with an occurrence rate of about 8%
of faulty cases [23]. A broken bar fault causes a sharp
increase in currents and constraints in neighboring rotor
bars [24].
This paper discusses asymmetries of the rotor and the
stator. The first fault is caused by broken bars or dynamic
eccentricity, while the second fault is due to static eccentric-
ity. The occurrence of these internal faults such as rotor and
stator asymmetries in a DSIM can cause serious damage to
DSIM and related equipment and can certainly lead to a sud-
den shutdown of industrial processes, causing an important
economic loss. To overcome this research gap, this paper
proposes a very simple and effective fault detection, com-
pensation and tolerance strategy based on an appropriate
combination between SMC and an fault detection and com-
pensation (FDC) block that generates four additive terms
of voltage in order to compensate the rotor and stator faults
effect during their occurrence. Compared with existing
works, the main contributions of this paper can be sum-
marized as follows:
• The proposed FTC is applied for the first time on a
defective DSIM. This is an extension of the work of
[25] performed on a permanent magnet synchronous
machine (PMSM) where the undesired ripples in speed
are rejected by a simple generation of a compensation
signal added to the main quadratic current reference.
The application of the proposed FTC on a DSIM is more
advantageous because the multiphase induction machine
is more used in the industry than PMSM.
• Unlike [26, 27], fault detection is not based on an esti-
mate, but on an extraction of real faults directly from the
control components, which guarantees a better accuracy
and a lower calculation cost. In addition, during defective
operation, the effectiveness of the FDC block does not
depend on the type of nominal control.
• Compared with [4, 5], the degree of severity of the fault
dealt with in this paper is more important, since open-
phase fault tolerance is a specific feature of multiphase
interpretation are given in Sect. 7. The last section is reserved
for the conclusion.
3 DSIM Modeling
3.1 DSIM Description
DSIM has two stators shifted by an electrical angle and mobile
squirrel-cage rotor composed of three phases. Each star is
composed of three immovable windings. Figure 1 presents an
explicit diagram showing the windings of the stator and the
rotor. The series of windings (Sa1, Sb1, Sc1), (Sa2, Sb2, Sc2) and
(Ra, Rb, Sc), respectively, represent the stator 1, the stator 2 and
the rotor. α is the angular offset between the two stators, and θ
is the angle between the rotor and the stator 1. In this research,
we choose α = 30° with accordance to [2]. In order to have a
light mathematical model of DSIM, we put these assumptions:
• Magnetic linearity (negligible saturation).
• Stator windings are identical.
• Magnetic saturation and mutual leakage are neglected.
• Machine windings are sinusoidal distributed.
3.2 DSIM State Equations
To design the proposed sliding mode controller, a mathemati-
cal model of DSIM is established. The machine can be rep-
resented by the following state equations in the d–q oriented
axes:
𝐱̇ = 𝐟(𝐱) + 𝐁𝐯 + 𝐃TL (1)
Ra
S b1
or

θ
Rot

machines thanks to the high number of phases.

S a2
2

• Unlike to the passive FTC presented in [28, 29], the

Sb

or 2
proposed control structure is not bounded and can Stat
compensate for both stator and rotor faults because the α
fault detection and compensation (FDC) block does not
Stator1
Sa1
depend on the fault behavior.

This paper is organized as follows: it begins with an

Rb Rc
introduction followed by a section of motivation. Section 3
describes the DSIM and establishes the state equations in
the d-q reference frame. In Sect. 4, a sliding mode control is Sc1
designed for speed and flux controls. Section 5 discusses the Sc 2
defective model of DSIM. A new fault-tolerant control strat-
egy is presented in Sect. 6. The simulation results and their Fig. 1  DSIM windings

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 Arabian Journal for Science and Engineering

⎡ x1 ⎤ ⎡ isd1 ⎤ 4 SMC Design

⎢ x2 ⎥ ⎢ isq1 ⎥
⎢ ⎥ ⎢ ⎥ 4.1 Sliding Mode Theory
x i
where x is the state vector given by: 𝐱 = ⎢ 3 ⎥ = ⎢ sd2 ⎥ ,
⎢ x4 ⎥ ⎢ isq2 ⎥
⎢x ⎥ ⎢ 𝜔 ⎥ Sliding mode control ensures the convergence of a system
⎢ 5⎥ ⎢ r ⎥
⎣ x6 ⎦ ⎣ 𝜑r ⎦ trajectory to a sliding surface. The state vector of the system
[ ]T [ ]T is maintained around this surface by the switching control
𝐯 = vsd1 vsq1 vsd2 vsq2 is the vector control, and 𝜔r 𝜑r
in such a way that the system trajectory slides to the ori-
⎡ b1 0 0 0 0 0⎤ gin through the sliding surface. The design of SMC can be
⎢ 0 b1 0 0 0 0⎥
⎢ ⎥ reached in two successive steps [15, 30]:
0 0 b2 0 0 0⎥
is the system output with 𝐁 = ⎢ ;b = 1
;
⎢ 0 0 0 b2 0 0⎥ 1 Ls1
• First step: sliding surfaces design
⎢0 0 0 0 0 0⎥
⎢ ⎥
⎣0 0 0 0 0 0⎦ The surface S(x) most used by researchers is given by:
[ ] T
b2 = L1 ; 𝐃 = 0 0 0 0 d 0 ; and d = − pJ. ( )
d r−1 ( )
(3)
s2
f(x) is a vector given by the following system of S(x) = 𝜆 +
dt
xref − x
equations:
where x is the state variable, xref is the reference value, r is
⎧ f (x) = a x + a x + a the degree of the sliding mode and 𝜆 is the weighting factor.
⎪ 1 1 1 2 2 3
⎪ f2 (x) = a4 x1 + a1 x2 + a5
⎪ f3 (x) = a6 x3 + a2 x4 + a7 • Second step: Control law design
⎨ f (x) = a x + a x + a (2)
⎪ 4 4 �3 6 �4 8
⎪ f5 (x) = a9 �x2 + x4 �+ a10 x5 Sliding mode control is the sum of the following two
⎪ f6 (x) = a11 x1 + x3 + a12 x6 components:
⎩
u(t) = ueq (t) + uN (t) (4)
The components of f(x) are expressed according to the The component ueq called equivalent control is obtained by
machine parameters as follows: setting the surface derivative equal to zero ( S(t)
̇ = 0 ), and
the role of equivalent control is to maintain the system on
𝜔∗s Tr 𝜑∗r 𝜔∗gl
a1 = −
Rs1
; a2 = 𝜔∗s ; a3 = ; a4 = −𝜔∗s the sliding surface defined by S(t) = 0 . The component uN
Ls1 Ls1 is the switching control; it ensures the convergence of the
𝜔∗ 𝜑∗ R 𝜔∗s Tr 𝜑∗r 𝜔∗gl system trajectory toward the sliding surface. The reaching
a5 = − s r ; a6 = − s2 ; a7 = condition is based on Lyapunov stability theory and must
Ls1 Ls2 Ls2
verify Ṡ ⋅ S < 0. Let us recall here that Lyapunov’s stability
𝜔∗s 𝜑∗r 2 L 𝜑∗
p m r Kf
a8 = − ; a9 = ( ) ; a10 = − criterion for a system ẋ = f (x) having a point of equilibrium
Ls2 J L m + Lr J is the existence of a function V(x) called the Lyapunov func-
L R Rr tion candidate which verifies [26]:
a11 = m r ; a12 = −
V(x) > 0 if x ≠ 0
. {
Lm + Lr Lm + Lr
̇
V(x) ≤ 0 if x ≠ 0 (5)
where vsd1, vsq1 are stator 1 voltages components.vsd2,vsq2 are
stator 2 voltages components. isd1, isq1 are stator 1 current
components. isd2, isq2 are stator 2 current components. Ls1, Ls2,
4.2 Application of SMC on DSIM
Lr and Lm are stator 1, stator 2, rotor and mutual inductance,
The SMC algorithm for DSIM has been developed by [14].
respectively. Rs1, Rs2 and Rr are, respectively, stator 1, stator
For the switching control, the saturation function “sat” is
2 and rotor resistance. Tr = Lr ∕ Rr is the rotor time constant.
used instead of the signum function “sgn(t)” in order to
TL is the load torque. 𝜔r is the rotor speed. J and Kf designate
eliminate or decrease the chattering phenomena in steady
the rotor inertia and the friction coefficient. 𝜔∗s is the refer-
state. The mathematical formula of the saturation function
ence pulsation of the stator. 𝜔∗gl is the reference of slip angular
is given by:
speed. 𝜑r and 𝜑∗r are the rotor flux and its reference. p denotes
the number of pairs of poles. The subscripts d and q denote S
sat(S) = (6)
direct and quadrate indices according to the usual d-axis and |S| + m
q-axis components in the synchronous rotating frame.
where m is a small positive gain such as: |S| >> m.

13
Arabian Journal for Science and Engineering

The SMC design for DSIM requires six surfaces and six Using (1) and (2), the time derivative of (13) is:
regulators to control the speed (𝜔r ), flux (𝜑r ) and stator cur-
� �
rents (isd1 , isq1 , isd2 and isq2). ⎧ Ṡ x1 = ẋ ∗ − a1 x1 − a2 x2 − a3 − b1 vsd1
⎪ � � 1
⎪ Ṡ x2 = ẋ 2 − a4 x1 − a1 x2 − a5 − b2 vsq1
∗
4.2.1 Speed and Flux Control Equations ⎨̇ � � ∗ (14)
⎪ S�x3 � = ẋ 3 − a6 x3 − a2 x4 − a7 − b3 vsd2
The speed and flux surfaces are: ⎪ Ṡ x = ẋ ∗ − a x − a x − a − b v
⎩ 4 4 4 3 6 4 8 4 sq2
[ ( )] [ ∗ ]
S(x5 ) x5 − x5
= ∗ (7)
S x6 x6 − x6 � � � �
⎧ S x1 ⋅ Ṡ x1 < 0 ⇒ v∗sd1 = vsd1eq + vsd1n
The time derivative of (7) is: ⎪ � � ̇� � ∗
⎪ S x2 ⋅ S x2 < 0 ⇒ vsq1 = vsq1eq + vsq1n
[ ( )] [ ∗ ] [ ∗ ( ) ] ⎨ � � ̇� � (15)
Ṡ (x5 ) ẋ 5 − ẋ 5 ẋ 5 − a9 x2 +( x4 − a)10 x5 − a11 TL ∗
= ∗ = ⎪ S x3 ⋅ S x3 < 0 ⇒ vsd2 = vsd2eq + vsd2n
Ṡ x6 ẋ 6 − ẋ 6 ẋ 6∗ − a12 x1 + x3 − a13 x6 � � � �
⎪ S x ⋅ Ṡ x < 0 ⇒ v∗
⎩ 4 4 = vsq2eq + vsq2n
(8)
sq2

Putting:
Finally, the current control is represented by:
⎧ 1� ∗ �
∗
⎪ x1 + x3 = isd ⎧v = ẋ 1 − a1 x1 − a2 x2 − a3
⎪ x2 + x4 = isq
∗ ⎪ sd1eq b1
⎨ x∗ = x∗ (9) ⎪
⎪ vsq1eq 1� ∗ �
⎪ 1∗ 3 = ẋ − a4 x1 − a1 x2 − a5
⎪ x2 = x4∗ ⎪ b2 2
⎩ ⎨ 1� ∗ � (16)
⎪ vsd2eq = ẋ 3 − a6 x3 − a2 x4 − a7
⎪ b3
⎪ 1� ∗ �
{ ( ) ( ) ⎪ vsq2eq = ẋ − a4 x3 − a6 x4 − a8
S x5 ⋅ Ṡ x5 < 0 ⇒ i∗sq = isqeq + isqn ⎩ b4 4
( ) ( ) (10)
S x6 ⋅ Ṡ x6 < 0 ⇒ i∗sd = isdeq + isdn
and
By applying the SMC theory, speed control and flux control � � ��
⎧ vsd1n = ksd1 sat S x1
are obtained as follows: ⎪ � � ��
Speed control: ⎪ vsq1n = ksq1 sat S x2
⎨ � � �� (17)
⎧ 1� ∗ � ⎪ vsd2n = ksd2 sat S x3
� � ��
⎪ isqeq = a9 ẋ 5 − a10 x5 − a11 TL ⎪v
⎨ S(𝜔r ) (11) ⎩ sq2n = ksq2 sat S x4
⎪ isqn = k𝜔 �S(𝜔r )�+m𝜔
⎩ where ksd1, ksq1, ksd2 and ksq2 are positive gains, and they are
usually obtained by adjustment. Their role is the stabiliza-
Flux control: tion of the closed-loop system.

⎧ 1 � ∗ �
⎪ isdeq = a ẋ 6 − a13 x6
⎪ 12
� � 5 DSIM Faulty Model
⎨ S 𝜑r (12)
⎪ isdn = k𝜑 � � In this section, a DSIM model is established in the presence
⎪ � �
�S 𝜑r � + m𝜑
⎩ � � of faults that may be both mechanical and electrical nature
due to rotor and stator failures. According to the research of
[26], the presence of these faults causes asymmetry of the
where k𝜑 and k𝜔 are positive constants. DSIM and produces harmonics in the stator windings, so
that the two quadratic and direct components of the stator
4.2.2 Current Control Equations current are increased by a sinusoidal component of pulsation
𝜔i = 2𝜋fi as follows:
Current surfaces:
( )
S xi = xi∗ − xi , i = {1, 2, 3, 4} (13)

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 Arabian Journal for Science and Engineering

⎧ i → i + A sin(𝜔 t + 𝜙 ) ⎧ d d
⎪ sd sd i i i
⎪ dt isd → dt isd + Qd ⋅ S ⋅ Z
⎨ isq → isq + Ai cos(𝜔i t + 𝜙i ) (18) ⎨ d (24)
⎪ i = 1, … , nf ⎪ isq → d isq + Qq ⋅ S ⋅ Z
⎩ ⎩ dt dt

where nf is the number of all harmonics generated by the After inserting the additive perturbing terms Qd Z and Qd Z
presented faults. The amplitude Ai and the phase 𝜙i are and their derivatives Qd ⋅ S ⋅ Z , Qq ⋅ S ⋅ Z , respectively, in (1),
unknown parameters; they depend on the fault severity and we obtain the new state equations describing the defective
describe its initial state. f i represents the fault frequency, model of DSIM:
and its value is known and varies according to the faults
type; stator or rotor faults; for example, a broken bars fault ⎧ d
i = ẋ 1 = a1 x1 + a2 x2 + a3 + b1 vsd1 + a1 Qd z + a2 Qq z − Qd Sz
⎪ dt sd1
in DSIM produces a harmonic component at the frequency ⎪ d
⎪ i = ẋ 2 = a4 x1 + a1 x2 + a5 + b1 vsq1 + a4 Qd z + a1 Qq z − Qq Sz
given in [31]: ⎪
dt sq1
d
⎪ i = ẋ 3 = a6 x3 + a2 x4 + a7 + b2 vsd2 + a6 Qd z + a2 Qq z − Qd Sz
dt sd2
fbrk = {1 ± 2ks}fs (19) ⎨ d
⎪ i = ẋ 4 = a4 x3 + a6 x4 + a8 + b2 vsq2 + a4 Qd z + a6 Qq z − Qq Sz
where s is the slip, fs is the supply frequency, p is the number ⎪
dt sq2
d � � � �
of pairs of poles and k is a positive integer. In case of faults ⎪ 𝜔 = a9 x2 + x4 + a10 x5 + dTL + a9 Qd + Qq z
dt r
⎪ � � � �
caused by stator asymmetries (static eccentricity), the har-
d
⎪ 𝜑 = a11 x1 + x3 + a12 x6 + a11 Qd + Qq z
⎩ dt r
(25)
monic component generated has a frequency as described
in [31]:
( ) We can write (25) in the following form:
1−s
fecc = fs 1 ± k (20)
p 𝐱̇ = 𝐟(𝐱) + 𝐁𝐯 + 𝐃TL + 𝐕𝐅 (26)
The additive harmonics can be represented by the follow- where VF is the vector of faults expressed by:
ing state equation (ecosystem): 𝐕𝐅 = 𝚪z (27)
ż = S ⋅ z (21) with
where S is a dynamic matrix, its elements are the faults fre-
quencies which are the only known parameters describing ⎡ a1 Qd + a2 Qq − Qd S ⎤
the faults and are given by: ⎢ a4 Qd + a1 Qq − Qq S ⎥
⎢ ⎥
� � a Q + a2 Qq − Qd S ⎥
⎧ S = diag 𝚪=⎢ 6 d (28)
� Si � ⎢ a4 �Qd + a6 Q�q − Qq S ⎥
⎪ 0 𝜔i ⎢a Q +Q ⎥
⎨ Si = −𝜔 0 (22) ⎢ 9�d q � ⎥
⎪ i ⎣ a11 Qd + Qq ⎦
⎩ i = 1, 2, … , nf
6 Fault‑Tolerant Control Strategy
with
{
size(S) = 2nf × 2nf The design of the proposed FTC is based on the faults detec-
size(z) = 2nf × 1 tion and compensation block, and its operation is inspired
from the work of [32], where the elimination of fault terms
The ecosystem solution presented in (21) allows us to in control voltage components is performed by an extraction
rewrite (18) in the following form: of the fundamental components directly on the (𝛼 − 𝛽) axes.
{ Moreover, the authors have determined the mathematical
isd → isd + Qd Z
isd → isd + Qq Z (23) model with integral effect which links the inputs voltages
and their fundamental components, and the application of
with this theory on DSIM in a faulty case controlled by SMC
{ [ ] gives the following equations:
Qd = 1 0 1 0 . . . 1 0
[ ]
∫ (29)
Qq = 0 1 0 1 . . . 0 1 vs𝛼𝛽1 (t) = ej𝜔t e−j𝜔t̂
vs𝛼𝛽1 (t)dt

The derivative of (23) is given by:

∫ (30)
vs𝛼𝛽2 (t) = ej𝜔t e−j𝜔t̂
vs𝛼𝛽2 (t)dt

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Equation (29) can be expressed by the following transfer where K and G are the constants of adjustment, vs𝛼1, vs𝛽1,
function after Laplace transformation: vs𝛼2 and vs𝛽2 are the control voltages along the axes (𝛼 − 𝛽),
vs𝛼1, ̂
̂ vs𝛽1, ̂vs𝛼2 and ̂ vs𝛽2 are the fundamental components of
vs𝛼𝛽1 s + j𝜔F
H(s) = = vs𝛼1, vs𝛽1, vs𝛼2 and vs𝛽2 , respectively, and 𝜔F and 𝜔F1 are the
( )2 (31)
̂
vs𝛼𝛽1 s2 + 𝜔F two fundamental pulsations. Consequently, the fault terms
generated by the FDC block are given by:
Now, let’s do a graphical analysis of H(s) based on [32]. � � � 𝜔 �
We introduce two constants K1 and K2 in (31), and the new ⎧ vfault (s) = v (s) − K v (s) − ̂ vs𝛼1 (s) − sF ̂
vs𝛽1 (s)
⎪ s𝛼1 s𝛼1 s
� �
s𝛼1
�
transfer function is written as follows: ⎪ fault K � 𝜔F
v
⎪ s𝛽1 (s) = vs𝛽1 (s) − s
v s𝛽1 (s) − ̂
vs𝛽1 (s) − s
̂
vs𝛼1 (s)
(s + K1 ) + j𝜔F ⎨ � � � 𝜔F1 �
G
H(s) = K2 ( )2 (32) ⎪ vs𝛼2 (s) = vs𝛼2 (s) − s vs𝛼2 (s) − ̂
fault
vs𝛼2 (s) − s ̂ vs𝛽2 (s)
(s + K1 )2 + 𝜔F ⎪ � � � 𝜔F1 �
⎪ vfault (s) = v (s) − G v (s) − ̂ v (s) − ̂
v (s)
⎩ s𝛽2 s𝛽2 s s𝛽2 s𝛽2 s s𝛼2 (35)
By putting K2 = 20 and varying K1, the three-dimensional
Bode diagram of H(s) can be drawn as in Fig. 2. From (35), the FDC diagram, adjusted to the two fundamen-
The Bode phase diagram in Fig. 2a shows that the input tal pulsations 𝜔F and 𝜔F1, is presented in Fig. 3.
signals and their fundamentals are in phase at f = 50 Hz The scheme of the proposed FTC for DSIM is depicted in
because Arg|H(s)| = 0 rd. On the other hand, from the Bode Fig. 4. The extraction of the undesirable terms is carried out
magnitude shown in Fig. 2b, it can be noted that the Mag directly after the (α–β) transformation in the control scheme.
|H(s)| = 0 dB at K1 = 20; therefore, K1 = K2 = K = 20, and This strategy makes it possible to obtain the fundamental of the
in this case the new expression of H(s) is given by: reference control voltages and guarantees good performances
when faults appear. The new control law is expressed by:
(s + K) + j𝜔F
H(s) = K ( )2 (33)
(s + K)2 + 𝜔F ⎧ v∗ = vNs𝛼𝛽1,2 − vfault
⎪ s𝛼𝛽1,2 s𝛼𝛽1,2

From (33), the relationship between the control voltages and ⎪

⎪ ⎡ v∗ ⎤ ⎡ vN ⎤ ⎡ vfault ⎤
their fundamentals is as follows: ⎪ ⎢ s𝛼1 ⎥ ⎢ s𝛼1 ⎥ ⎢ s𝛼1 ⎥
⎪⎢ ⎥ ⎢ ⎥ ⎢ ⎥
K� � 𝜔F ⎪ ⎢ v∗s𝛽1 ⎥ ⎢ vNs𝛽1 ⎥ ⎢ vfault
⎧̂vs𝛼1 (s) = vs𝛼1 (s) −̂
vs𝛼1 (s) − ̂
v (s) s𝛽1 ⎥
s s𝛽1 ⎨⎢ ⎥ ⎢ ⎥ ⎢ ⎥ (36)
K� �
s
⎪ 𝜔F ⎪ ⎢ ∗ ⎥ = ⎢ N ⎥ − ⎢ fault ⎥
⎪̂vs𝛽1 (s) = vs𝛽1 (s) −̂
vs𝛽1 (s) − ̂
v (s)
s s𝛼1 ⎪ ⎢ s𝛼2 ⎥ ⎢ s𝛼2 ⎥ ⎢ s𝛼2 ⎥
v v v
G� � (34)
s
⎨ 𝜔F1 ⎪⎢
⎪̂vs𝛼2 (s) = vs𝛼2 (s) −̂
vs𝛼2 (s) − ̂
v (s) ⎥ ⎢ ⎥ ⎢ ⎥
s s𝛽2 ⎪ ⎢ ∗ ⎥ ⎢ N ⎥ ⎢ fault ⎥
G� �
s
⎪ 𝜔F1
⎪ ⎢ vs𝛽2 ⎥ ⎢ vs𝛽2 ⎥ ⎢ vs𝛽2 ⎥
⎩̂vs𝛽2 (s) = vs𝛽2 (s) −̂
vs𝛽2 (s) − ̂
v (s)
s s𝛼2
s ⎪⎣ ⎦ ⎣ ⎦ ⎣ ⎦
⎩

where vNs𝛼1, vNs𝛽1, vNs𝛼2 and vNs𝛽2 denote the nominal controls.

(a) (b)

Fig. 2  3D Bode diagram of H(s): a phase in 3D of H(s) in terms of frequency and K1, b gain in 3D of H(s) in terms of frequency and K1

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 Arabian Journal for Science and Engineering

Fig. 3  Fault detection and com-

pensation block

Fig. 4  Scheme of the proposed

FTC for DSIM

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Arabian Journal for Science and Engineering
7 Simulation Results and Interpretation
The DSIM studied in this paper is powered by two voltage
source inverters with a pulse width modulation (PWM) con-
trol strategy. Its nominal electrical and mechanical param-
eters are given in Table 1. The reference speed is fixed at
+ 200 rd/s and − 200 rd/s in speed reversal mode. Through-
out the simulation, the value of the reference flux is main-
tained at 1 Wb thanks to a weakening block.
7.1 Healthy Case (Pre‑fault)
In this simulation part, some tests using the MATLAB/Sim-
ulink environment are performed to show the performance
of the sliding mode control in the transitional and perma-
nent regime for a balanced DSIM (un-faulty operation). The
DSIM is only under the load torque (equal to the nominal
value 14 Nm) applied at t = 1 s, followed by a reversal of
speed at t = 1.5 s.
Figure 5 shows the performance of the SMC in various
operating modes of the DSIM, such as startup, load applica-
tion and reverse speed. Figure 5a presents the rotor speed
signal; after t = 0.15 s, the speed follows its reference value
(200 rd/s) without overtaking by imposing a short transient
regime and a small average static error. There are no oscil-
lations in the speed response after t = 1 s, which explains
the rejection of the load torque effect. At t = 1.5 s, the SMC
ensures a precise and fast speed reversal with a good ref-
erence tracking (− 200 rd/s). Figure 5b illustrates a good
electromagnetic response with a nominal load application.
At startup and speed reversal, the electromagnetic torque has
oscillations with respective peaks of 107 Nm and − 60 Nm,
after a fast dynamic; the torque compensates the friction
losses and the load torque. No ripple in the steady-state elec-
tromagnetic signal proves that the SMC scheme is able to
compensate the external load torque. Figure 5c proves that
the SMC is also able to correctly lead the flux to its desired
reference (1Wb) even under load torque disturbances and
Table 1  Machine parameters [2]
Parameters Identifiers and values
Voltage 230–380 V
Frequency 50 Hz
Stator resistance Rs1 = Rs2 = 3.72 Ω
Rotor resistance Rr = 2.12 Ω
Stator leakage inductance Ls = 0.022 H
Rotor leakage inductance Lr = 0.006 H
Resultant magnetizing inductance Lm = 0.3672 H
Moment of inertia J = 0.0662 kg m2
Viscous friction coefficient Kf = 0.001 kg m2/s
speed reversal. Figure 5d presents the direct and quadratic
current components that reflect the temporal evolution of
rotor flux and electromagnetic torque, respectively. Finally,
Fig. 5e shows the behavior of the line current isa1 of the
first stator having a steady-state sinusoidal waveform (see
the zoom of isa1 shown in Fig. 5f), slightly affected by the
switching frequency generated by the inverters.
7.2 Degraded Mode (Post‑fault)
In order to prove the effectiveness and the robustness of
the proposed FTC, disturbances of 50% of nominal values
are introduced into the resistive parameters (increasing of
50% in Rr, Rs1, Rs2) and into the mechanical parameters
(increasing of 50% in J) followed by a load torque equal
to the nominal torque at t = 1 s, after that an effect of stator
and rotor faults is introduced at t = 2 s. In practical terms,
the increase in resistance is directly related to the heating
of the coil windings of the machine following an operation
restrictive (application of a significant load torque) that can
cause a rotor failure [29] and the increase in the moment of
inertia is generally caused by a coupling between an induc-
tion machine and a reducer, as in the case of a hybrid electric
vehicle [33].
The simulations presented in Fig. 6 illustrate the perfor-
mances of the SMC in degraded mode. We clearly notice
that the nominal control (SMC) ensures robustness against
parameters variation and load torque disturbance, but it is
unable to properly master the unbalanced machine in the
presence of stator and rotor faults. After t = 2 s, high ripples
appear in the signals of speed, electromagnetic torque and
flux as shown in Fig. 6a–c, respectively, the stator phase
current loses its sinusoidal form as illustrated in Fig. 6d.
The simulations presented in Fig. 7 show the effectiveness
of the proposed FTC when the faults detection and compen-
sation block is active. This control scheme rejects the load
disturbance effect, ensures robustness against parameters
variation and can compensate the effect of rotor and stator
faults without modifying the gains of the nominal control.
Compared with the SMC during the faulty operation, we can
make the following remarks concerning the temporal evolu-
tion of the rotor speed, the flux, the electromagnetic torque
and the stator current:
• The ripples are completely disappeared in the signals of
rotor speed and flux (see Fig. 7a, c). The proposed FTC
guarantees a better speed and flux response with precise
reference tracking, almost as in the case of healthy opera-
tion.
• The oscillations are considerably reduced in the signals
of electromagnetic torque and stator phase current, as
shown in Fig. 7b, d. The electromagnetic torque response
is acceptable, the signal keeps its uniform shape with
13

Fig. 5  Performances of the (a)
SMC in healthy conditions
(c)
(e)
small ripples nearly between + 10 and + 18 Nm, and
these oscillations do not have a great influence on the
good functioning of the system. On another side, the
line current signal with the proposed FTC is closer to
the sinusoidal form than with SMC (see the zoom of
isa1 presented in Fig. 7d), the current amplitude does not
exceed the nominal value, and it only increases by 1.5 A
in steady state with a small oscillations caused by the
faults effect and the switching frequency generated by
the inverters.
7.3 Rotor Speed Frequency Analysis
The fast Fourier transform (FFT) results plotted in MAT-
LAB at a speed of w = 200 rd/s (with load) for both control
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Arabian Journal for Science and Engineering
(b)
(d)
(f)
methods are shown in Fig. 8a, b. It is clearly demonstrated
that the amplitudes of the harmonics in the SMC are higher
than those in the proposed FTC.
With sliding mode control, there are many important har-
monics in the speed signal caused by stator and rotor faults.
Figure 8a shows that there are three main harmonics of low
frequency presented at f = 0.04 Hz, f = 0.1 Hz and f = 0.2 Hz
indicated by red, black and green ellipses, respectively. The
harmonic of f = 0.04 Hz has the maximum amplitude, with
a value equal to 15.78. With the proposed FTC, all harmon-
ics have low amplitude and therefore negligible. Figure 8b
presents an area of the speed spectrum in a frequency range
where harmonics are not significant. It can be observed
that the amplitude of the highest rotor speed harmonic at
f = 0.2 Hz is very low. The frequency analysis shows that the
Arabian Journal for Science and Engineering

Fig. 6  Simulations of the SMC (a) (b)

in presence of stator and rotor
faults

(c) (d)

Fig. 7  Simulations of the pro- (a) (b)

posed FTC in presence of stator
and rotor faults

(c) (d)

13

Fig. 8  Spectrum analysis of (a)
rotor speed at w = 200 rd/s: a
SMC, b proposed FTC
proposed FTC provides good results than the SMC in terms
of harmonics reduction in rotor speed.
8 Conclusion
In this paper, a design of a highly innovative fault-tolerant
control for DSIM is presented. The proposed FTC is based
on the sliding mode control with a fault detection and com-
pensation block in order to eliminate the effect of rotor and
stator faults by reducing speed ripples at steady state and
steer properly the flux to its desired reference even when
faults occur. For the aim to compensate the effect of rotor
and stator faults in the double-star induction machine, a
subtraction of the control signals (fault voltages) from the
nominal control is performed by the FDC block. Simula-
tion results show the high robustness and effectiveness of
the proposed FTC compared to the SMC during the faulty
operation. The proposed FTC is able to satisfactorily man-
age post-fault operation and can be used in crucial industrial
applications.
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