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Robust_Control_of_Winding-Based_DC-Bus_Capacitor_Discharge_for_PMSM_Drives_in_Electric_Vehicles
Robust_Control_of_Winding-Based_DC-Bus_Capacitor_Discharge_for_PMSM_Drives_in_Electric_Vehicles
ABSTRACT Active discharge circuit is of great significance for discharging the dc-bus capacitor voltage
to safe voltage in the electric vehicles (EVs) based PMSM drive system when EVs encounter an emergency
such as a crash event. However, when electric vehicle occurs a collision, the active discharge circuit may be
damaged or failed, which poses a great electric threat to the passengers and succors. In order to resolve the
problem, this article proposes a winding-based dc-bus capacitor discharge method. To quickly discharge
the dc-bus capacitor energy, the machine windings are used as discharge resistance with active
discharge circuit fault. For the purpose of reducing the bus voltage to safe voltage as soon as possible,
the discharge method can be divided into two phases, rapid discharge stage and bus voltage regulation
stage. Firstly, the dc-bus voltage will be dropped to safe voltage due to the large flux-weakening current
applied to the d-axis. Secondly, in order to stabilize the bus voltage at safe voltage, an extended observer
state (ESO) is designed to estimate and compensate the total power loss that is regarded as disturbance in bus
voltage regulation stage. The parameters of the proposed ESO are designed and the tracking performance is
analyzed. Finally, the proposed discharge technique is validated by both simulation and experiments, which
are conducted on a three-phase SPMSM drive platform.
INDEX TERMS Permanent magnet synchronous machine (PMSM), winding-based discharge, dc-bus
discharge, extended state observer.
where id,q and ud,q are d-, q-axis stator currents and voltages, A. RAPID DISCHARGE STAGE
respectively. Rs is the stator resistance, and Ls the stator It is meaningful and safe to the passengers and rescuers if the
inductance. ωe is electrical angular velocity. p is the pole pair dc-bus voltage can drop to safe levels immediately when an
number. 9f is the flux linkage of the PMSM/G. Te is the active discharge is requested. As the motor speed is higher
electromagnetic torque. when the electric vehicles encounter an emergency, the back
The mechanical equation of the permanent magnet syn- electromotive force (EMF) is larger than safe voltage. Due
chronous motor can be expressed as to the dc-bus capacitor voltage track the back EMF, the
dωm dc-bus capacitor voltage can drop to safe voltage when the
J = Te − Bm ωm (2) back EMF is reduced to safe voltage.
dt
where ωm is the mechanical angular velocity, J and Bm are As the dc-bus voltage is approximately proportional to
inertia and mechanical damping coefficient respectively. the EMF of the PMSM, a large d-axis current is injected to
According to the reference direction relation of capacitor quickly reduce the EMF based on flux-weakening principle,
current shown in Fig. 2, the dynamic equation of capacitor and the q-axis current keep at zero at the moment in order
voltage udc can be expressed as to prevent the kinetic energy being converted into electrical
dudc energy [21].
C = idc (3) In order to reduce the analytical complexity, according
dt
to [22], the bus voltage can be expressed as
√ q
udc = 3ωe (ψf + Ls id ) − Rs i2d + i2q − 2Von (6)
where z1 and z2 are the estimated value of Ec and F respec- method. Two virtual switches are applied to select operation
tively. β1 and β2 are feedback gains respectively. Therefore, of the system. The port 1 is connected when the system work
the block diagram of ESO is shown in Fig. 3. in driving mode. At this time, the control method of the
PMSM can be vector control or direct torque control. Once
the drive system receives the active discharge requirement,
the port 2 is connected and the robust winding-based dis-
charge method is implemented. In order to make real-time
current can quickly track the given current when the system
work in normal operation and discharge mode, two PI con-
trollers are used in d-, q- axis current loop and the parameter
is designed according to [26] in this article.
the error between the original system and the ESO is derived
as
e1 = z1 − Ec , e2 = z2 − F
ė1 = e2 − β1 e1 (21)
ė2 = −β2 e1 − Ḟ
the ESO is investigated. Secondly, the tracking performance According equation (22), the following transfer function
of the proposed ESO-based strategy are concluded. In the can be obtained as
proposed strategy, the gain of β1 and β2 is very crucial for z1 (s) 2ω0 s + ω02
the system performance, so the parameters are investigated = (23)
Ec (s) s2 + 2ω0 s + ω02
firstly.
z2 (s) ω02
= (24)
A. PARAMETERS DESIGN FOR ESO Ec (s) s2 + 2ω0 s + ω02
Equation (11) can be rewritten in matrix form as Then the transfer function between the output error and the
( estimated total disturbance is
ż = Az + Bu + D(y − ŷ)
(17) e1 (s) s
ŷ = Cz =− (25)
F(s) s2 + 2ω0 s + ω02
α
T 01
where z = [z1 z2 ] , A = ,B = , C = [1 0], Therefore, the transfer function between the estimated total
00 0
D = [β1 β1 ]T disturbance error and the estimated total disturbance is
Let e = [z1 − Ec , z2 − F]T be the tacking error of the e2 (s) s2 + 2ω0 s
ESO. According to (9) and (17), the error state equation can =− (26)
F(s) s2 + 2ω0 s + ω02
be derived as
In order to analyze the effect of bandwidth for the esti-
ė = Am e (18) mation accuracy and select the proper value, the bode dia-
grams of the corresponding transfer function are presented
−β1 1
where Am = . Equation (18) shows that character- in Fig.6 Fig. 6 (a) and (b) show that the bandwidth of
−β2 0
the ESO has significant impact on total disturbance and
istic equation of the ESO is determined by the eigenvalues capacitor energy estimation accuracy. Fig. 6 (c) and (d)
of Am Hence, when β2 > 0, the error dynamics (18) is indicate that the bandwidth is higher, the disturbance esti-
asymptotically stable. mation error smaller. By properly tuning the parameters
The parameters of ESO can be designed according to the of β1 and β2 , the ESO can achieve fast tracking perfor-
desired bandwidth. More importantly, the following equation mance and estimation error smaller. The diagrams also show
should be satisfied: that Fig. 6 (c) and Fig. 6 (d) has very low gain while the
|sI − Am | = s2 + β1 s + β2 = (s + ω0 )2 ESO has a good estimation accuracy, which prove that the
(19)
ESO has strong robustness and disturbance rejection capa-
where I represent the identity matrix. Hence bilities. Therefore, the inner dynamic analysis the ESO can
track variables and total system disturbances accurately and
β1 = 2ω0 quickly.
β2 = ω02 (20) Although a large ω0 show better low frequency suppression
effect, but too large ω0 will introduce extra noise in a practical
where ω0 is the bandwidth of the ESO. And the bandwidth system. Thus, there exist a compromise for the selection
determines the performance of the observer tracking the total of ω0 [27]–[29].
disturbance Therefore, ESO parameters can be determined
once the bandwidth has been confirmed. C. PERFORMANCE ANALYSIS OF THE PROPOSED
METHOD IN CLOSED LOOP
B. TRACKING PERFORMANCE ANALYSIS FOR ESO Although, the performance of ESO has been analyzed,
Estimation and compensation of the system disturbance is it not considers current inner loop. In order to evaluate
important to improve the robustness. According to (11), the steady-state performance of the system, the system
Substituting (27), (28) and (29) into the (1), which gives
the following:
where
5 4 3 2
D(s) = a0 s + a1 s + a2 s + a3 s + a4 s + a5
N1 (s) = b0 s3 + b1 s2 + b2 s + b3
N2 (s) = c0 s4 + c1 s3 + c2 s2 + c3 s
a0 = Ls , a1 = β1 Ls + kcp + Rs
a2 = kci + β1 kcp + β1 Rs + β2 Ls + kcp kep
a3 = β2 kcp + β2 Rs + β1 kci + β1 kcp kep + kci kep
a4 = β2 kep kcp + β2 kci + β1 kci kep , a5 = β2 kep kci
b0 = kcp , b1 = β1 kcp + kci
b2 = β2 kcp + β1 kci , b3 = β2 kci
c0 = Ls , c1 = β1 Ls + kcp + Rs
c2 = kci + β1 kcp + β1 Rs + β2 Ls ,
c3 = β1 kci + β2 Rs
B. EXPERIMENTAL RESULTS
Experimental studies are conducted on a three-phase SPMSM
whose parameters are listed in Table 1. The experimental
platform is shown in Fig.13. In order to simulate the vehicle
drives system, the drive system is consistent with electric
vehicles drive system. Hence, A three-phase insulated gate
bipolar transistor inverter, supplied by a dc link voltage
FIGURE 12. Cure of the estimated total loss by ESO. of 310V, fed the SPMSM. A thin-film capacitor, UP3-21347K
420µF, is connected in parallel with the three phase-inverter.
Three Hall current sensors with model LT58-S7SP8 are used
by ESO and actual PMSM total loss is compared in Fig.12. to detect three-phase current. The DC-bus voltage is detected
Fig.12 show that the ESO can track the total loss well before by a voltage transducer LV25-P. A breaker, EV200A, is con-
C point. Since the dc-bus voltage reduce to zero at C point, nected in series on the dc-bus between the dc power supply
the total loss cannot be observed. In addition, it can be seen and the thin-film capacitor. In order to simulate the real
that ESO can effectively observe the total loss and compen- situation of powertrain system, The SPMSM is coaxially
sate it in the control law. connected to an inertia flywheel. The proposed strategy is
As far as the passenger and manufacturer concern, implemented in the digital signal processor TMS320F28335.
the dc-bus voltage should always keep at safe voltage Both the sampling and IGBT switching frequency are set
when the EVs happen to emergency. Hence for dc-bus to 10kHz.
capacitor discharge, a robust dc-bus voltage control tech- The experimental results based on conventional PI strat-
nique is required to avoid oscillation and overshoot of bus egy are demonstrated in Fig.14. When controller receives
voltage. the active discharge request at 1000 r/min, a calculated
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VI. CONCLUSION Unifrom Provisions Concerning the Approval of Vehicles With Regard to
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[25] C.-K. Lin, T.-H. Liu, J.-T. Yu, L.-C. Fu, and C.-F. Hsiao, ‘‘Model-free pre- JIAQIANG YANG (Senior Member, IEEE) was
dictive current control for interior permanent-magnet synchronous motor born in Jiangsu, China, in 1970. He received
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Electron., vol. 61, no. 2, pp. 667–681, Feb. 2014. Zhejiang University, Hangzhou, China, in 2004.
[26] S. Zhou, J. Liu, L. Zhou, and Y. Zhang, ‘‘DQ current control of voltage Since 2004, he has been a Lecturer, an Associate
source converters with a decoupling method based on preprocessed refer- Professor, and a Professor with the College of
ence current feed-forward,’’ IEEE Trans. Power Electron., vol. 32, no. 11, Electrical Engineering, Zhejiang University. From
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2012 to 2013, he was a Research Fellow with
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the College of Electrical and Computer, National
strategy for wide speed range operation,’’ IEEE Trans. Ind. Electron.,
vol. 64, no. 10, pp. 7862–7873, Oct. 2017. University of Singapore, Singapore. His research
[28] Z. Gao, ‘‘Scaling and bandwidth-parameterization based controller tun- interests include active power filters, flywheel energy storage systems, and
ing,’’ in Proc. Amer. Control Conf., Jun. 2003, pp. 4989–4996. the design and control of motor for electrical vehicle.
[29] Y. Xu, B. Zheng, G. Wang, H. Yan, and J. Zou, ‘‘Current harmonic sup-
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extended state observer,’’ IEEE Trans. Power Electron., vol. 35, no. 11,
pp. 12166–12180, Nov. 2020.
XIAOJUN ZHANG (Student Member, IEEE) was HAOLIN YANG was born in Shandong, China,
born in Shandong, China. He received the M.Sc. in 1996. He received the B.Sc. degree in electrical
degree in electrical engineering from Zhejiang engineering from Zhejiang University, Hangzhou,
University, Hangzhou, China, in 2018, where he China, in 2019, where he is currently pursuing
is currently pursuing the Ph.D. degree in electrical the M.Sc. degree in electrical engineering with the
engineering with the Department of Electrical College of Electrical Engineering.
Engineering. His current research interests include permanent
His research interests include electrical machines magnet synchronous motor (PMSM) control and
drives and power electronics. drives and High voltage SIC MOSFET drives.