International Conference on Emerging Trends in Electrical, Electronics and Sustainable Energy Systems (ICETEESES16)

Performance Investigation of Permanent Magnet

Synchronous Motor (PMSM) Drive Supplied
from Hybrid Sources
A.K. Gautam1, S.P. Singh2, J.P. Pandey3 and T.N. Shukla4
AbstractProton Exchange Membrane (PEM) fuel cell
and battery are hybridized together to share the current in a
Hybrid Electrical Vehicle (HEV) power demand. This paper
presents, the of fuel cell and battery performance under
different conditions such as motoring and regenerative mode
of Permanent Magnet Synchronous motor derive which will
be beneficial for Electric Vehicle application. The sluggish
response of fuel cell dominated by temperature and fuel
delivery system, fast load dynamics will main cause of high
voltage drop with in short interval of time which is recognize
as full starvation phenomena. Therefore a suitable fuel cell
system to supply power for electric vehicle application and to
improve system performance during transient condition,
there is a need of at least one auxiliary source. In this work
fuel cell work as main source and battery will be auxiliary
source. The electrical and heat energy generated directly
from fuel cell by electro-chemical reaction process.
In this work, A 48 V li-ion battery act as storage device
is used to full fill the transient peak demand which is cant be
fulfilled by Fuel Cell. The Output voltage maintain constant
with the help of PI controller. The Hybrid power is fed using
Voltage Source Inverter (VSI) to 3- Permanent Magnet
Synchronous Motor Derive. The proposed system is verified
through simulation results using MATLAB/Simulink.

Todays mostly vehicles use petroleum as main fuel

which belongs to fossil fuel-based energy or traditionalbased energy resources. According to The United State
Energy Information Administration (EIA) report stated
that the United States consumed 18.7 million barrels of
crude oil per day in the first half of 2009, and it is
supposed that the global number of vehicles will increase
from 700 million to 2.5 billion in the upcoming 50 years.
The latest report of U. S. Census Bureau is that, the
United States exported 268,000 barrels per day of
petroleum in 2014, which was the highest level of exports
of last 15 years. Exports have increased razor-sharply
since the start of 2013 and have exceeded 200,000 barrel
per day in five of the past six months.
As increasing the demand of the crude oil in global
market. The export of crude oil increases largely the result
of rising U. S. crude production, which is shown by the
graph given below.

Keywords: Proton Exchange Membrane Fuel Cell

(PEMFC), Battery, Hybrid Electric Vehicle (HEV), Permanent
Magnet Synchronous Motor (PMSM)1

I.

INTRODUCTION

Renewable energy, energy conservation and

sustainable transport become global concern along with
the issues of the reduction of economic dependency on
fossil fuel-based energy, but we know that existing fossil
fuel-based resources are limited also have a significant
unfavorable affect on the our environment due to raising
the level of harmful gases such as CO2, CO, and SO2 etc
in the environment and contribute to raise global warming.
1Lecturer, EED, Kamla Nehru Institute of Technology,
Sultanpur, (U.P.)228118, India
2Assistant Professor, EED, Kamla Nehru Institute of
Technology, Sultanpur, (U.P.)228118, India
3,4Professor, EED, Kamla Nehru Institute of Technology,
Sultanpur, (U.P.)228118, India
E-1mail:abhi.knit2012@gmail.com, 2singhsurya12@gmail.com,
3tojppandey@rediffmail.com, 4tns.shukla@gmail.com

Fig. 1: U.S. Crude Export (January-1995-April 2014)

Thousand Barrels Per Day

As per above analysis it is announced that if rate of

petroleum consumed same as present time then the global
petroleum resources could be used up to within 50 years.
Then this problem assumed as world level. So to improve
fuel economy in vehicle has gained attention as
worldwide.
Thus, many research work done about sustainable
transport like Hybrid Electric Vehicle (HEV), Electric
Vehicle (EV), Fuel Cell Hybrid Vehicle (FCHV), and
Plug-In Hybrid Electric Vehicle (PHEV) have established
to be a useful solution for current energy and surroundings
concerns. With nonstop research of Energy-Storage
System (ESS) and power electronics, electric drive trains
fully or partially replace Internal Combustion Engine
(ICE) in today vehicles. Thus, researchers are interesting
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Performance Investigation of Permanent Magnet Synchronous Motor (PMSM) Drive Supplied from Hybrid Sources 293

to investigate hybrid Energy-Storage System with huge

capacity, fast charging/discharging, long existence, and
least cost. For the purpose of making hybrid vehicles
competitive with conventional vehicles in the market,
additional research efforts should be focused on
decreasing cost and improving efficiency. Other efforts
are increasing electric driving range of future advanced
vehicles. by introducing transformational ESSs capable of
improving fuel consumption [5].
One of the sustainable transports, FCHVs, is using
two energy sources to support their electric power train.
The primary power source is PEMFC and the second
energy source is the energy buffer (battery or supercapacitor) to be hybridized to the fuel cell system [6]. The
Proton Exchange Membrane Fuel Cell (PEMFC) mass
represents one of the most used solutions as primary
energy source in Energy. Generation system and vehicle
application due to small size, the alleviative of
construction, a fast start-up time and low-operating
temperature. Mostly drivers would not admit more than
15-20 minutes charging times on long drive for EVs so
that the refueled time is one FC vehicle advantage when it
can refuel in 3-5 minutes.
II. HYBRID POWER SOURCES &
ENERGY STORAGE SYSTEMS
There are many power sources which are used in
vehicle technology. Electrical energy systems used in
electric and hybrid vehicles may consist of batteries and
fuel cells. In order to compensate the deficiencies of these
sources of energy system have been designed hybrid
energy storage systems. These systems combine the
advantages of each source to ensure a more efficient
storage system [1], [4].

invented in the 19th century. In 1839, Sir William Grove, a

Welsh judge and scientist, assembled the first Fuel Cell.
Since then, Fuel Cell has been first and foremost used in
research settings. The National Aeronautics and Space
Administration (NASA) selected PEMFCs for the space
program in the 1960s, rejecting both nuclear power, which
had a higher safety risk, and solar power, which had a
higher cost [8]. Fuel Cell provided power for the Gemini
and Apollo missions and at present, it provides water and
electricity to the space shuttle. Despite their high-profile
use in 6th space program, the commercialization of Fuel
Cell technology was not explored until the early 1980s. A
basic structure of fuel cell is shown in Fig. 2.

Fig. 2: Basic Fuel Cell Components [4]

In addition to manufacturing cost, fuel generation and

distribution
have
also
prevented
widespread
commercialization. Most FCs consumes pure hydrogen or
hydrogen well-off gas as the primary fuel [5].
A typical deviation curve always consists of three
regions as shown in Fig. 3.

A. Fuel Cell
A fuel cell is an electro-chemical device which
converts chemical energy into electrical energy directly
[10]. A fuel cell consists of a pair of electrodes and an
electrolyte just like a battery. Unlike a battery, the species
consumed during the electro-chemical reaction are
continuously refilled; therefore there is no need to
recharge the fuel cell. Fuel cell (FCs) is capable to
produce electrical energy with high efficiency, no
emissions, and low operational noise with help of
hydrogen gas and air. By products are exhaust water,
gases, and waste heat. The supplied electrical energy can
be consumed in the operation of electrically powered
accessories and vehicles for propulsion. Proton Exchange
Membrane Fuel Cell (PEMFCs) utilize a solid polymer
electrolyte membrane operate at low temperature, and are
considered in many suitable vehicle applications (such as
motorbikes, car, buses, tramways, or aircraft) [10], [12].
Although recent reporting portrays FCs as a newly
promising energy source, this technology was actually
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Fuel Cell Current

Fig. 3: V-I Curve of Fuel Cell

The first regions represent the activation voltage drop

due to sluggishness of chemical reactions taking place at
electrode faces. The delay depends on the pressure and
operating temperature inside chamber, where pair of
electrodes and the catalyst used. The second region
represents the approximate 25 losses due to the internal
resistance of fuel cell stack. At last, the third region
represents the mass transfer losses resulting with the
change in concentration of reactants which is used in fuel
cell. In order to accurately mold the fuel cell dynamics,
interrupt tests, and current step must be made on a real
stack [20].

294 International Conference on Emerging Trends in Electrical, Electronics and Sustainable Energy Systems (ICETEESES16)

B. Battery
A battery is an electro-chemical cell which can be
charged electrically to give a static potential for power or
released electric current when needed.
Basically, a battery consists of an anode, cathode, and
an electrolyte. Table I shows the characteristics and
advantages of different batteries which are commonly
used in Electric vehicle applications.

Figure 4 shows typical discharge characteristics

comprising three sections;

TABLE 1: CHARACTERISTICS AND ADVANTAGES OF B ATTERIES

Sr. Type of
Characteristics
No. Batteries
Sealed
Can hold a charge
1. Lead Acid
up to 3 year
battery

2.

Nickelcadmium
battery

Fast, even energy

discharge

3.

NickelMetal
Hydride
battery

Power capacity I
1.2 V-1200 to 1500
mAh, and extended
life 2300 mAh,
battery life 2.5 to 4
hours

4.

Lithium
Ion
battery

Stable and safe;

highest power
capacity

Classic Uses
Backup power
source in
Emergency
Appliances,
audio and
video
equipment,
most popular
batter
Cellular
Phones;
Portable
Computers;
same as for
Ni-Cd
batteries
Portable
computers;
cellular
phones; same
as for Ni-Cd
batteries

Fig. 4: Typical Discharge Characteristics

Benefits
Reasonably
Priced
widely
available;
Relatively
inexpensive

unused
capacity
remains
usable

The first region shows the exponential voltage drop

when the battery is charged. This area is variable which is
depend on battery rating. The second shaded region
represents the charge that can be take out from the battery
until the voltage drops lower than the battery nominal
voltage. At last, the third region represents the total
discharge of the battery, when the voltage level decreases.
If the battery current is negative then the battery will
be recharge which is shown in the graph below by charge
characteristic;

Twice the
charge
capacity of
Ni-Cd; selfdischarge is
slow

C. Importance of Batteries in Vehicle Technology

The importance of batteries in Electric Vehicles has
been verified in the history. After the invention of
rechargeable lead acid batteries and motor, there was
seen first electric vehicle on the road shortly in the late
1800s [14]. In the first phase of 1900s, there was a golden
age of EVs. At that time, the quantity of EVs was
approximately double that of gasoline power cars. EV
batteries have quite difference from those batteries which
is used electronic devices such as laptops and cell phones.
They are required to hold high power (up to a hundred
kW) and high energy capability (up to tens of kWh) within
a limited space and weight and at a reasonable price.
Widespread research efforts and a lot off investments have
been given to the advanced battery technologies which are
suitable for Electric Vehicles all over the world. Due to
the higher specific energy and energy density of Li-ion
batteries is expected to grow up fast in EVs. The Electric
Vehicle battery
Used in electric vehicle application modeled properly
to full fill power management demand of the load. The
performance of the battery used in EVs vary with its
operating conditions like temperature, charging and
discharging current, SOC and its service time also vary.

Fig. 5: Typical Charge Characteristics

State-Of-Charge of 100% indicates battery is fully

charged and a SOC 0% indicates a battery fully
discharged.
The State-Of-charge (SOC) is calculated as;
S O

1 0 0 1

id t

III. PERMANENT MAGNET SYNCRONOUS

MOTOR (PMSM)
Nowadays, two types of permanent magnet AC motor
are available and used in drive application. They are
Permanent Magnet Synchronous Motor (PMSM) and
Brush less DC motor (BLDC).
A. PMSM Equations & its Motion Model
Figure 6 Shows the stator and rotor flux linkage

and of PMSM can be drawn with the rotor flux (d-q),

f

stator flux (x-y), and stationary (DQ) frames

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Performance Investigation of Permanent Magnet Synchronous Motor (PMSM) Drive Supplied from Hybrid Sources 295
as '

q axis

changed. The voltage equations in the rotor reference

frame are as follows:
d d
v d = R d id +
r q
(1)
dt

d axis

cs

bs

v q = R q iq +

a axis

bs

'

cs

'

as

Fig. 6: Two Pole Three Phase Surface Mounted PMSM

By considering rotor reference frame the equivalent d

& q axis
Stator winding transform to the reference frame
revolving at rotor speed. This consequence of this
transformation gives zero speed differential rotor and
stator magnetic field, and the stator d & q axis winding
have fix phase relationship with the rotor magnet axis
which is the d axis.
The angle between the stator flux linkage and rotor
flux linkage is load angle assuming stator resistance
negligible.
B. Voltage and Current Equations
B

Z
V sB

I zB

sB

VSA
Z

sA

I zA

sC

Iz

VSC

iq
Vs

ix

id

d
D

(2)

q = L q iq

(4)

Where Lm is the mutual inductance. Substituting the

flux linkage shown above the stator voltage equations will
be as per equation given below;
v q = R s iq + r ( L d id + f ) + L q iq
(5)
v d = R s i d + r L q i q + ( L d i d + f ) R d + L d id (6)
Arranging the above equations in matrix form:
r Ld iq r Lmi f
vq Rq + Lq
+
(7)
=
Rd + Ld id f
vd r Lq
The developed motor torque is given by equation (8);
3
P ( d i d q i d )
2

(8)

3
P ( d i d + ( L d L q ) i q i d )
2

(9)

f is the flux through the stator windings due to the

permanent magnet.
f = Lm i f
(10)
Te = TL + B m + J
And
m =

Fig. 8: The Stator and Rotor Flux Linkages in Different Frames

During transient operation, varies and the stator and

rotor flux rotate at different speeds. Since the electrical
time constant is normally much smaller than the
mechanical time constant, therefore the rotating speed of
the stator flux with respect to the rotor flux can be easily

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+ r

current in the rotor is zero, because there is no flux along

this axis in the rotor, by assumption.
Then the flux linkages associated with d & q axis are
given in the following equations (3) & (4);
d = Ld id + L m i f
(3)

Te =

By substituting the flux linkages of inductances and

current gives developed motor torque

Fig. 7: Layout and Symbols for Three-phase PMSM Electric

Motor Windings

dt

Where Rd & Rq are the q- axis and d- axis winding

resistances
Which are equal and referred to stator resistance Rs?
The permanent magnet excitation can be modeled as a
constant current source i f the rotor flux along direct axis,
,
so the direct axis rotor current is i f . The quadratic axis

Te =

dm
dt

(11)

(T e + T L + B ) d t
J

(12)

Gives;
m =r

2
P

In the above equation

where as

(13)

is the rotor electrical speed

is the rotor mechanical speed.

296 International Conference on Emerging Trends in Electrical, Electronics and Sustainable Energy Systems (ICETEESES16)

IV. CONTROL TECHNIQUES

The input and output power flow can be controlled by
adjusting duty ratio. Basically, it is used to control the
input and output current and voltage to full fill the power
demand. The main problem associated with switching
converter include complexity, noise, harmonics and high
cost.
A. Control Technique of Switching in
Voltage Source Inverter
The varying speed of an AC drive in effective manner
is to supply the three phase inverter of variable frequency
and variable voltage. It is obtained by a DC link voltage
by a current control inverter to avoid core saturation
keeping v/f ratio constant.
The different controlled technique can be used for
VSI switching. In this work, HBPWM current control
techniques are used for switching of VSI.
1) HBPWM current control
The HBPWM is an instantaneous feedback current
control method of Pulse Width Modulation where the
actual current continuously track the command current
within a predefined hysteresis band.

Fig. 10: Conventional HBPWM Inverter Control Method

The hysteresis current controller gives output pulses

to the inverter according this rule
i m , r e f i m keeps the output pulse at the same
state im , ref im > let output pulse =1(high)

im , ref im < let output pulse =0(low)Where m=a,

b, c phases and is the hysteresis band
The algorithm for this scheme is:
i m , re f ( t ) = I m , re f S in ( w t )

Upper band
iu = i m , r ef ( t ) + i

(14)

Lower band il = i m , ref ( t ) i

(15)

Where
If,

i =hysteresis band limit

im > iu , V

V dc

(16)

V
im < iu , V m o = d c 2

(17)

mo

Else, maintain the same state. Where m=a, b, c phases its

load current and Vdc is the dc link voltage of the inverter[3].
Fig. 9: Principle of Hysteresis Band Current Control

The Figure 9 explain the principle of operation of

HBPWM.
The sine reference current of desired magnitude and
frequency can be generated by control circuit and it is
compared actual phase current. If the current exceeds
prescribed hysteresis band the upper switch will be turn
off and lower switch will be turn on. Therefore output
voltage vary from +0.5Vd to -0.5Vd, and current starts to
decay. If the current crosses lower prescribed hysteresis
band then lower switch will be turn off and the upper
switch will be turn on.
The inverter becomes as a current source with peak to
peak ripple which is control within prescribed hysteresis
band irrespective of fluctuation in Vd.. Fig. 10 shows the
normalization factor k which is used for the purpose of
scaling of current error input to the hysteresis band pulse
width modulation controller. PS is the pulse separation
circuit for the separation of pulses to the IGBTs in the
upper and lower leg of the inverter [4].

Fig. 11: Control Block Diagram for HBPWM

V. PROPOSED SYSTEM
Figure 12 shows the block diagram of proposed
system supplied from Hybrid sources (fuel cell and
battery) used for electric vehicle system. The proposed
system consists of power converter, Hybrid source (Fuel
Cell and Battery), inverter, Permanent Magnet
Synchronous Motor, Power management system. In this
system fuel cell work as a primary source. Primary source
connected to drive through boost converter which
increases low voltage delivered by Primary source up to
the level required by PMSM drive system.
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Performance Investigation of Permanent Magnet Synchronous Motor (PMSM) Drive Supplied from Hybrid Sources 297

Since Fuel Cell has relatively longer time to reach the

required proper temperature of chamber for chemical
reaction.
The proposed system will start using hybrid source
whenever systems demand the high torque. Moreover load
is allow to draw required amount of power from the
battery and then from Fuel Cell for efficient operation of
Hybrid Source by increasing the efficiency of Fuel Cell.
In this system an auxiliary source using lithium-ion
battery which is rechargeable is used to fed the power
demand to the drive system during transients conditions.
This battery is connected to the drive system through
bidirectional converter. This converter is used to allow
charging and discharging of battery during drive operation
cycle.
The most important point in this proposed system
presented here is to balance the power requirement
between hybrid sources and load. FC supplies the power
continuously to the load whereas battery provides power
to the system during transient operation. For the power
management, system determines the reference current
signals to the boost converter; bidirectional converter; for
motor drive in order to manage accurately the power
demand from the two electrical sources. Moreover the
system also determines the reference signals for the
bidirectional converter during regenerative braking
operation.
Different power electronic converter topology exists
in literature which suggests how to connect fuel cell with
utility DC bus. The requirement of DC bus voltage
depends on application. A basic boost converter can be
used as Fuel Cell converter because it operated as a
current control in a continuous conduction mode [3].

SIMULINK environment. All the parameters of fuel cell

and battery are shown simultaneously below.
TABLE 2: SIMULATION PARAMETERS OF PMSM
Sr. No.
1.
2.
3.
4.
5.
6.
7.
8.
9.

PMSM Drive Parameters

Stator resistance
Direct-axis inductance
Quadratic-axis inductance
Number of pole pairs
Moment of inertia
PM flux linkage
Rated Speed
Rated Power
Friction constant

Symbols
R
Ld
Lq
p
J
PM
m
P
C

Values
0.62
0.002075
0.002075
4
0.0003617
0.08627
471.23
2.826
9.444e-5

Unit

mH
mH
poles
[kg.m2]
Wb
Rad/sec
K Watts
[N. m. s]

a.

The PEMFuel Cell parameters used in proposed

system are as follows
Stack power: Nominal = 5998.5W
Maximum = 8325W
Fuel cell resistance = 0.07833 ohms
Nernst voltage of one cell [En] = 1.1288V
Nominal Utilization: Hydrogen = 99.56%
Oxidant = 59.3%
Nominal Consumption: Fuel = 60.38 slpm
Air = 143.7 slpm
Exchange current [io] = 0.29197 A
Exchange coefficient [] = 0.60645
b. Battery Parameters
Lithium ion battery used in proposed system having
nominal voltage is 48 V with a capacity of 21.0989 Ah.
The important parameters of lithium ion battery are as
follows:
Initial State of Charge = 88%
Maximum Capacity = 70.8333 Ah
Rated capacity = 68 Ah
Fully charged voltage=52.2632 V
Nominal Discharge Current=13.6 A
Internal Resistance = 0.0070588 ohm
VI. SIMULATION RESULTS & DISCUSSIONS

Fig. 12: Block Diagram of the Proposed System

B. Simulation Parameters
The PMSM drive parameters used for simulation
work are shown in Table II
The PMSM drive performance analyzed on the basis
of Hybrid (Fuel cell and Battery) supply in MATLAB/

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Simulation results for investigation of performance of

PMSM drive supplied from Hybrid source are discussed
under different conditions such as transient operation,
acceleration and de-acceleration operation. These
conditions fulfill by different cases of the proposed
system, which are given as follows:
Case 1: Drive Response during the Entire Period.
Case 2: Drive Response for constant speed at 1000
rpm during starting (0-1sec).
Case 3: Drive Response when both speed (10002000rpm) and torque (2-4Nm) changes
simultaneously.
Case 4: Drive response for constant speed at 2000
rpm during Load torque (4 to -4Nm).

298 International Conference on Emerging Trends in Electrical, Electronics and Sustainable Energy Systems (ICETEESES16)

Case 5: Drive Response when both speed (20001000rpm) and torque (-4 to 2Nm) changes
simultaneously.
Case 6: Drive response for constant Load torque at 2
Nm and speed changes (1000 to 1500 rpm).
Case 7: Drive Response during the Entire Period

Figure 16 shows variation in speed with variation of

load torque. Speed is constant at 1000 rpm at starting and
vary at the instant 2sec to 2000 rpm which is constant until
6sec. At the instant 6 sec it again varies from 2000 rpm to
1000 rpm (deceleration) until 8sec. At the instant 8 sec
speed vary from 1000 rpm to -1500 rpm (regenerative)
and remains constant until 10 sec.

Fig. 13: DC Link Voltage

Fig. 17: Load Torque of PMSM Drive

Figure 13 Shows the DC-link voltage having

magnitude of 300 V. In Fig.13, during transient operation
we observe high transient voltage due to high starting
torque of the machine.

Figure 17 shows the variation of load torque at

different time instant, and we observe that due to sudden
step change of load torque gives transient at different
instant.

Fig. 14: DC Link Current

Figure 14 shows DC link Current which is varying

with the variation of load torque. We observe high starting
current due to high starting torque supplied by the
machine. The power requirement during starting is
fulfilled by two sources fuel cell and battery
simultaneously.

Fig. 18: Fuel Cell Current

Figure 18 shows the variation of fuel cell current

response of proposed drive system.

Fig. 19: Fuel cell voltage

Fig. 15: Permanent Magnet Synchronous Motor (PMSM) Stator Current

Figure 19 shows the fuel cell voltage response during

entire period of operation. During starting period the fuel
cell supply voltage drop up to 55V due to high current
demand of load, after that fuel cell voltage remains
constant at 70 V.

Figure 15 shows the three phase stator current of

Permanent Magnet Synchronous Motor Drive which is
varying with variation of load torque.

Fig. 20: State of Charge of the Battery

Fig. 16: Speed Response of Drive System

Figure 20 shows the state of charge (SOC) of the

Battery for entire period of operation. This fig. shows
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Performance Investigation of Permanent Magnet Synchronous Motor (PMSM) Drive Supplied from Hybrid Sources 299

charging and discharging pattern of the battery with

variation of load torque and rotor speed.

Fig. 25: Speed Waveform of PMSM Drive during Starting

Fig. 21: Current Response of the Battery for Drive System

Figure 21 shows the current response of the Battery

for the entire period of operation.

Fig. 26: Current Response of Battery at Starting Condition

Fig. 22: Voltage Response of the Battery for Drive System

Figure 22 shows the battery voltage level at different

cases mentioned above of load torque. During starting
period battery voltage fluctuate due to high current
demand of load. Voltage level of battery is decreasing
when load demand is increasing and voltage is increasing
when battery in charging mode.

Fig. 27: State of Charge of the Battery at Starting Condition

In this case, the battery supply the power from

starting period to 0.2 sec mean while fuel cell takes some
time in their chemical reaction after that it is ready to
supply the power to the system from 1 sec onward
separately.
Case 3: Drive Response when both speed (1000-2000
rpm) and torque (2-4Nm) changes
simultaneously
Fig. 23: Power Management of System during Entire Period of Operation
of the Motor (Sky Blue), Battery (Red) and Fuel Cell (Black)

Figure 23 shows the power management of the system

during entire period of operation of the Motor (Sky Blue),
Battery (Red), and Fuel cell (Black). It is observed that
requirement of power of the system during entire period is
full filled by Hybrid sources (Battery, Fuel Cell).
Case 2: Drive Response for constant speed at 1000
rpm during starting (0-1sec).

Fig. 24: Stator Current Waveform of PMSM Drive during Starting

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Fig. 28: Stator Current Waveform of PMSM

a during Transisent Condition

Fig. 29: Speed Settling Response of PMSM during Transisent Condition

300 International Conference on Emerging Trends in Electrical, Electronics and Sustainable Energy Systems (ICETEESES16)

Fig. 30: State of Charge of the Battery during Transisent Condition

Fig. 31: Current Response of Battery during Transisent Conditition

In this case, the load torque suddenly changes from

2Nm to 4Nm at the instant 2 sec, and speed also changes
from 1000rpm to 2000rpm. The state of charge (SOC) of
the battery decreases due to increment in load torque and
power is supplied by the battery during this condition.
Case 4: Drive response for constant speed at 2000
rpm during Load torque (4 to -4Nm).

Fig. 35: Current Response of Battery under Load Condition

In this case, the load torque suddenly changes from 4

Nm to -4Nm at the instant 4 sec, at the constant speed of
2000rpm. The state of charge (SOC) of the battery
increases up to 87.999%, due to regenerative mode of
operation and power is supplied to the battery during this
condition. Fig. 35 shows the negative current response due
to under load condition (regenerative operation)
Case 5: Drive Response when both speed (2000-1000
rpm) and torque (-4 to 2Nm) changes
simultaneously.

Fig. 36: Stator Current Waveform of PMSM

Fig. 32: Stator Current Waveform of PMSM under Load Condition

Fig. 37: Speed Settling Response of PMSM

Fig. 33: Speed Settling Response of PMSM under Load Condition

Fig. 38: State of Charge of the Battery

Fig. 34: State of Charge of the Battery under Load Condition

Fig. 39: Current Response of Battery

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Performance Investigation of Permanent Magnet Synchronous Motor (PMSM) Drive Supplied from Hybrid Sources 301

In this case, the load torque suddenly changes from -4

Nm to 2 Nm at the instant 6 sec, and speed also changes
from 2000rpm to 1000 rpm. The state of charge (SOC) of
the battery decreases up to 87.995%, due to increment in
load and we observe small fluctuation due to change of
mode of operation.
Case 6: Drive response for constant Load torque at 2
Nm and speed changes (1000 to 1500 rpm).

applications. The system supplied by hybrid sources (Fuel

Cell and Battery) shows better performance under
different loading conditions. The speed of PMSM drive
can be controlled above and below, their reference speed.
The performance analysis of Hybrid Sources supplied
PMSM drive has been done and verified by simulation
results. The simulation results validate the proposed
system by managing power requirement of the system
with the help of Fuel cell and battery using current
controller.
REFERENCES
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Fig. 40: Stator Current Waveform of PMSM Regenerative Mode

[3]

[4]
[5]
Fig. 41: Speed Settling Response of PMSM in Regenerative Mode

[6]

[7]

[8]

Fig. 42: State of Charge of the Battery in Regenerative Mode

[9]

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[11]
Fig. 43: Current Response of Battery in Regenerative Mode

In this case, the load torque is constant at 2Nm but

speed changes from 1000 rpm to -1500 rpm (regenerative
mode) at the instant 8sec. The state of charge (SOC) of the
battery increases up to 88.099%, due to regenerative mode
of operation and power is supplied to the battery during
this condition. Fig. 43 shows the negative current response
due to regenerative mode of operation.
VII. CONCLUSIONS
This paper presents a proposed system for PMSM
drive supplied from Hybrid sources for electric vehicle
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