~
IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO.
on a Macintosh +, and proved to be fast and easy to understand and
implement.
ACKNOWLEDGMENT
The authors would like to express their sincere thanks to the Editor,
Dr. Andrew P. Sage, and three referees for their exhaustive review
and valuable comments and suggestions that were very helpful in
improving this paper.
REFERENCES
Analysis, Flight Test & Evaluation of Honeywell, McDonnell-Douglas
& RCA Airborne Collision Avoidance Systems (ACAS), U.S. Dept.
Transport., FAA, Washington, DC, Rep. No. FAA-RD-76-17.
M. A. Fischetti and T. S. Perry, Our burdened skies, IEEE Spectrum,
vol. 23, no. 11, pp. 36-37, 1986.
V. L. Golich, Airline deregulation: economic boom or safety bust,
Transport. Quart., vol. 42, no. 2, pp. 159-179, 1988.
W. H. Harmon and R. S. Kennedy, TCAS I1 Design and Validation of
the high-traffic-density surveillance subsystem, Project Rep. ATC 126,
Lincoln Lab, MIT Rep. No. DOT/FAA/PM084/5, Feb. 12, 1985.
V. R. Hunt and A. Zellwegger, Strategies for future air traffic control
systems, Computer, vol. 22, no. 2, pp. 19-32, 1987.
V. R. Hunt and G. V. Kloster, The FAAs advanced automation
program, Computer, vol. 20, no. 2, pp. 14-17, 1987.
T. G. Lombardo, Collision-proof airspace, IEEE Spectrum, vol. 17,
no. 9, pp. 85-87, 1980.
M. Mizumachi and T. Ohmura, Separation and collision risk in air
traffic control, Electron. Commun. in Japan, vol. 60-B, no. 11, pp.
86-93, 1977.
T. S. Perry and P. Wallich, A matter of margins, IEEE Spectrum, vol.
23, no. 11, pp. 38-50, 1986.
A. Pool, Historical development of collision risk models in en-route
air traffic, Int. J. Aviation Safety, vol. 1, no. 4, pp. 447-457, 1984.
D.A Rossman and R. J. Kirchoff, Ground based collision avoidance
function for the 1980 air traffic control system, IBM Corp., Fed. Syst.
Div., 1980.
Summary user evaluation report on the traffic alert and collision
avoidance system (TCAS 11) limited installation program, Oct. 1988,
Bendix/King Air Transport Avionics Division, Ft. Lauderdale, FL.
H. M. Toong and A. Gupta, Automating air-traffic control, Technol.
Rev., vol. 85, no. 3, pp. 41-54, 1984.
T. Williamson and N. E. Spencer, Development and operation of the
traffic alert and collision avoidance System (TCAS), Proc. IEEE, vol.
77, no. 11, 1989, pp. 1735-1744.
L. B. Zarrelli, Analysis of active BCAS alert rates and protection based
on actual aircraft tracks, MTR-80W267, The MITRE Corp., Feb. 1982.
Design and Implementation of a Fuzzy Controller
for a High Performance Induction Motor Drive
Chang-Ming Liaw and Jin-Biau Wang
Abstract-A limit-cycle controlled induction motor drive with a fuzzy
controller is designed and implemented. The torque and flux of the
proposed drive system are regulated by the limit-cycle control technique.
It follows that very quick torque response can be achieved. Since the
dynamic model of this type of drive system is not easy to obtain, a
Manuscript received October 6, 1990; revised March 23, 1991.
The authors are with the Department of Electrical Engineering, National
Tsing Hua University, Hsinchu, 30043, Taiwan, R.O.C.
IEEE Log Number 9101210.
0018-9472/91$01.00 0 1991 IEEE
4. JULYIAUGUST 1991 92 1
fuzzy controller is developed and used in the speed control feedback
loop to obtain good dynamic rotor speed response. The fuzzy algorithms
in the proposed controller are systematically found from the intuition
and experience about the motor drive systems. The experimental results
indicate that good dynamic speed performance can be achieved by the
proposed controller. Moreover, since the rotor parameters are not needed
in the implementation of the drive system, and due to the inherent
feature of high adaptive capability possessed by the fuzzy controller, the
performance of the controlled drive system is rather insensitive to the
parameter and operating condition changes.
I. INTRODUCTION
Today, the field-oriented control method [ 11-[7] has made pos-
sible the application of induction motor drives in high performance
industrial applications where only dc motor drives were previously
available. In a perfect field-oriented induction motor, the coupling
between the d and q axes is eliminated, hence, high performance of
drive can be obtained. However, the decoupling characteristic of the
field-oriented induction motor drive depends on the motor parameter
changes [l],[ 2 ] , [7]. Thus without applying more sophisticated con-
trol techniques, such as, adaptive control, variable structure system
control, robust control, etc., very good performance with parameter
insensitive property still cannot be achieved.
In this paper, a quick response induction motor drive using a
fuzzy controller is presented. In the proposed drive system, a ROM
table [8] is used to select the prescribed optimal switching pattern
for the PWM inverter. Selection of switching pattern is based on
limit-cycle control technique, such that under the preset constant
flux condition, a very fast torque response can be achieved with
minimized switching frequency. Although this drive system has the
novel feature of possessing very fast torque response, good dynamic
speed response is not easy to achieve. The chief reason is that
accurate dynamic drive model is difficult to obtain, and hence, the
controller design based on mathematical derivation is quite difficult
to perform. To overcome this difficulty, a speed controller based on
the fuzzy control algorithms [9]-[ 131 is developed and implemented,
such that good dynamic responses both in the speed following the
regulation characteristics can be achieved. The fuzzy algorithms
adopted in the proposed controller are systematically found according
to intuition and experience about the motor drive systems. Having
testing the effectiveness of the proposed fuzzy controller by computer
simulation, the hardware of the drive system is implemented, and the
software realization of the fuzzy control algorithms is carried out
using a PC-386 personal computer. The experimental results indicate
that good dynamic speed response can be achieved by the proposed
controller. Moreover, since the rotor parameters are not needed in the
implementation of the drive system, and due to the inherent feature
of highly adaptive capability possessed by the fuzzy controller,
the performance of the controlled drive system is quite robust and
insensitive to the parameter and operating condition changes.
11. THE LIMITCONTROLLED INDUCTION MOTORDRIVE
The configuration of the power circuit used in the proposed drive
system is shown in Fig. 1, which is composed of two sets of three-
phase inverters, an open-delta connected induction motor, and a three
serially connected inductor ( L Ofor
) reducing the zero phase sequence
current in the motor. The input to the inverter is a fixed magnitude
dc voltage E. If U,, t b , and vc represent the line-to-he terminal
motor voltages supplied by the inverter, the d - q voltage vector in
 922 IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO. 4, JULYIAUGUST 1991

TABLE I
THE REDUNDANCY
CHAUCTERISTICS
OF THE SWITCHING
VOLTAGE
VECTORS

dq voltage Terminal
vector voltage
groups vectors Switching modes
Group v, ( v a ?v b . v c ) ( ( S l a , S Z a ) , ( S l b r SZb). (Slcr S2c)

IG

( E ,0,- E )
(0,E . - E )
(-E. E,O)
( - E , 0,E )
(0,-E. E )
( E .-E. 0)
LG
( E .-E, - E )
( E ,E . - E )
r/,5 (-E, E, -E)
LG2 (-E. E. E )
v17 ( - E , -E, E )
v18 ( E ,-E. E )

complex form can be expressed by
Although 26 = 64 different switching modes are produced by
the operations of inverter switches, only 27 (Va,V b , V,) terminal
voltage combinations and 19 distinct d - y equivalent voltage vector
classes can be generated, since some switching modes yield the same
terminal voltage vectors, and some terminal voltage vectors result
in the same d - q voltage vector. According to their amplitudes,
these d - y voltage vector classes VO- VIS can be divided into
three groups, namely the zero group (ZG:Vo), the intermediate
group (IG,Vl - Vi) and the large group ( L G , & - V I E )Each .
distinct d - y voltage vector class is composed of a different
number of terminal voltage vectors and switching modes. Table I lists
these redundancy characteristics for reference. The different terminal
voltage vectors in each equivalence d - q voltage vector class can be
selected to minimize the zero phase sequence current in the motor.
Also, the different switching modes in each terminal voltage vector
can be used to equalize the switching frequencies of two inverters.
Fig. 2 shows the combined three d - q voltage vector groups and the
12 switching areas, where the ith area is identified by using a area
index B,, which is defined as
0, : (i - l ) ( ~ / 6 <
) CY <i(~/6), i = 1,2,...,12 (2)
 ~

923
IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO. 4, JULYIAUGUST 1991

1
i
I I I.

loop 1

loop. 2
L _______-_-
- --
Inverter 1
(T*-T)

Fig. 1. The configuration of power circuit used in the proposed drive system.

V (E,-E,-E)
13

ii
++io- h i 0

o i *

Fig. 3. The hysteresis index generating schemes. (a) Flux index. (b) Torque
index. (c) Current index.

A. Flux Control
The stator voltage vector I., in (3) supplied by the inverter is
constant at each switching interval. If R, is neglected, the flux linkage
Fig. 2. The equivalent d - q voltage vector groups and switching areas. at a particular switching interval can be expressed as
$8 =Kt + @so. (4)
components of flux linkage that is calculated by
The stator flux linkage is regulated by the limit-cycle control tech-
nique such that its amplitude is forced to track the setting value l @ s l *
within a hysteresis band lAdSJ:

(Iol - !y)< l@sl +<. , , I ( lAdS1> .

where R, is the stator resistance, and pSo is the initial value of Os
at the beginning of the switching interval. It is worth mentioning
that some problems arise from the integration operation at very
low velocity regions. The reason for this is that the operation of
integrators cannot be done perfectly at near zero velocity because of
the small induced electromotive force in the motor, so that control of
os might be unstable when R, deviates from the correct value. These
problems can be negligible at relatively high velocities such as above
2 Hz. However, another calculation of @ 9 must be employed below
2 Hz [8].
The objectives of switching mode selection are 1) giving quick
torque response under constant flux level; 2) reducing zero phase
sequence current; and 3) minimizing and equalizing the switching
frequencies of inverters. The algorithms [8] for switching mode
selection are described as follows.
2 (5)
The switching condition of 143I can be identified by a flux index $ t ,
i = 0.1; ($0, $ 1 ) = (0. 1).The status 0 and status 1 denote that
the flux linkage needs to be increased and decreased, respectively. The
flux index can be generated using a hysteresis comparator shown in
Fig. 3(a).
B. Torque Control
In order to force the generated torque T to track the command
T* within a desired hysteresis band with minimum response time, a
four-loop hysteresis five-level comparator shown in Fig. 3(b) is used
for choosing the d - q voltage vector. In general, at low speed or
a steady-state operating condition, the voltage vectors in IG and ZG
are selected, i.e., operating in loop 2. Now if the command T is
increased letting I(T* - T)I > AT2/2, this will cause the control
 924 IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO. 4, JULYIAUGUST 1991

to switch from loop 2 to loop 1, and furthermore, the switching

stays in LG. When the generated torque increases to let IT* - TI <
AT1/2(AT2 > ATl), the switching will change to loop 2. However,
if I(T* - T ) J < (AT2/2), due to command change or disturbance,
the voltage vector will be selected back from loop 2 to loop 1. The
present torque can be calculated by

T = d'dsiqs - @qsids. (6)

Based on the previous analyses, the torque index t , ( i = 0 , 1 , 2 , 3 . 4 )
used to identify the present torque condition can be obtained from
Fig. 3(b) as

( t o , t l . t 2 , t 3 3 t 4 ) = (-2, -1,o. 1, 2)
(CCW LG, CC\V IG, ZG, CW IG, CW LG)
(7)
where CW and CCW denote clockwise and counter clockwise re-
spectively.

C. Zero Phase Sequence Current Reduction ~ ~~~

At any instant, using the measured variables, the area index 8,

is determined first. Then the torque index t , and the flux index dt
are obtained from the comparators of Fig. 3(b) and (a). According to
these three indexes, the dq voltage vectors, and hence, the switching
modes at all conditions can be determined. However, since the
induction motor is open-delta connected, the neutral points of the
motor are not isolated and zero phase sequence current io exists.
It is known that the change of io is dependent on the magnitude
and polarity of VO Va & + + V, developed by the inverter. By
supposing that io A i, + +
ib i, is calculated from the measured
phase current, the hysteresis loop with three-level comparator shown
in Fig. 3(c) can be used to yield the current index I * ,which is defined
as
Iz= IO = 1. if io > Ai0
I , = I1 = 0, if - Ai0 < io < Ai0
I , = 12 = -1, if io < -Aio.
According to the identified current index I , and using the equivalence
set concept of Table I, the terminal voltage vector is changed such
that io is reduced, but the d - q equivalence voltage vector is not
altered.
D. Switching Frequency Coordination of the Inverter
Having determined the terminal voltage vectors at every instant
using the limit-cycle control algorithms for torque, flux and zero
phase sequence current, the switching modes can be determined.
However, the switching frequencies of the two inverters may not be in
balance. Table I shows that when the terminal voltage V,(z = a , b , c)
equals to E or - E , the switching mode ( S I ~ ,isS uniquely
~~)
determined as (1,O) and (0, l), respectively. However, for the case
of Vr = 0, the switching modes (Sir, SzZ) = (0,O) and (1,l) can
be selected alternately to equalize the switching frequencies of the
two inverters.
E. Implementation of the Switching Mode Generation Mechanism
The configuration of the whole drive system is shown in Fig. 4,
in which block 1 is the power circuit; block 2 shows the torque
and flux estimating circuits; the switching mode generating scheme
is shown in blocks 3 and 4; and block 5 denotes the proposed
fuzzy controller, which is realized digitally using a PC-386 personal
computer. According to the above analyses, the switching mode
Fig. 4. The configuration of the proposed drive system.
pattern, without considering the frequency coordination, is programed
and stored in a ROM circuit. The 10-b address of the ROM is
constructed by using the torque index (3 b), flux index (1 b), zero
current index (2 b), and area index (4 b). The outputs from the ROM
circuit are processed by the equalizing circuits to yield the actual
switching signals for the inverter transistors.
111. THE PROPOSED FUZZY CONTROL ALGORITHMS FOR
MOTOR DRIVES
Generally, the requirements for a high performance motor drive
system are: 1) fast tracking of set point changes without overshoot;
2) the maximum speed dip and the restore time due to step load
(8)
change must be kept small as much as possible; and 3) the stead-state
errors both in the command tracking and load regulation cases must be
zero. In order to achieve these requirements, the outer feedback loops
for controlled variables of the drive system must be added. Since the
dynamic drive system model is not necessary for the fuzzy controller
design, and the performance of the fuzzy controller is insensitive
to the parameter changes, it is very suitable in this application.
Theoretic bases of the fussy set theory have been introduced in
many literatures [9]-[ 131. However, unfortunately, there is no mature
guidance for fuzzy control algorithm determination. In the following,
the development of the fuzzy controller for the motor drive system
is described in detail.
A. Dynamic Signal Analysis
For convenience of incorporating the intuition and experience into
the fuzzy control algorithms, the behavior of the dynamic rotor speed
response is first investigated. The speed error and the speed error
change of the drive system are defined as
e ( k ) w:(k) - w l r ( k ) (9)
Ae(k) A e ( k ) - e ( k - 1)
(10)
where d J : ( k )is the speed command in kth sampling interval, d r ( k )
is the speed response in kth sampling interval, e ( k ) is the speed error
in kth sampling interval, and Ae(k) is the speed error change in kth
sampling interval.
IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO, 4, JULYIAUGUST 1991 925

The general waveforms of the drive rotor speed response and the
command are drawn in Fig. 5(a). According to the magnitude of e
and the sign of Ae, the response plane is roughly divided into four
areas. The index used for identifying the response area is defined as
VI
vi
0
a, : e > O and Ae < 0 , up: e <O and Ae < O C

as: e < O and Ae > O . a4: e > O and Ae > 0. a

Lz

(11)
I I I I t time
For further increases in the resolution of the behavior representation,
the response around the set point and the extremes in Fig. 5(a) are
(a)
emphasized in Fig. 5(b) and (c), respectively. The crossover index
e, for identifying the slope of the response across the set point is
defined as
c1 : ( e > 0 -+ e < 0) and Ae <<< 0
s e t point
c2: (e > O + e < O ) and Ae<O C

c3: (e > O + e < O ) and Ae<O

c4: (e < 0 + e > 0 ) and Ae>O time

cj : (e < 0 + e > 0) and Ae >> 0

cg : (e < 0 -+ e > 0) and Ae >>> 0. (12)
1

Also, the magnitude index for representing the extent of overshoot

and undershoot is defined as
VI
0
VI

rn1 : Ae N 0 and e <<< 0 8 point

m2: Ae-0 and e<O L
6l

m3: Ae-0 and e<O

m4: AeEO and e>O time

m j : Ae-0 and e>>O

m6 : Ae - 0 and e >>> 0. Fig. 5. The dynamic drive speed response behavior.

TABLE I1
THESTATEPLANEOF ERRORAND ERROR
CHANGE
B. Linguistic Control Rules
Ae e NB NM NS ZE PS PM PB
The three types of indexes previously mentioned can be combined
and shown in the state plane of Table I1 for reference, where the NB .... .... . . .: c1 :... .... ....
qualitative statements are quantized by using the linguistic set defined NM a2 . c2 . a1
as NS 1 c3 .
. . . . . . . . . . . . . . . . . . . . . . . .
{NB. N h l , NS, ZE, PS. PM, PB} (14)
ZE m6 mj m4 ZE m3 m2 mi
where N is negative, P is positive, 3 is big, M is medium, S is small, PS . . . . . . . . . . . .. c4 :... ........
and ZE is zero. PM , c5 . a4
a3 :
The linguistic control rules defined according to Fig. 5 and Table I1 PB . C6 .
are listed in Table 111. The conditional rules are implied in the table, ............ . . . . . . . . . . . .
~~~ ~

see for example, the element of the first row and seventh column
that implies TABLE 111
IF e is P B a n d A e is NB THEN t h e control input is P B . THE LINGUISTIC
CONTROLRULES

(15) l e e NB NM NS ZE PS PM PB
~~ ~

NB ZE PS PS PM PM PB PB
NM NS ZE PS PS PM PM PB
NS NS NS ZE PS PS PM PM
C . Membership Functions NS ZE PS PS PM
ZE NM NS
Having defined the fuzzy linguistic control rules, the membership PS NM NM NS NS ZE PS PS
functions corresponding to each element in the linguistic set must PM NB NM NM NS NS ZE PS
PB NB NB NM NM NS NS ZE
be defined. Depending on particular applications, many types of ~~ ~

membership functions can be defined. For simplicity, the trapezoidal

functions shown in Fig. 6 are proposed, where the universes of
discourse of the error and error change are -1.2 V (the scaling
factor is 1 V to 360 r/min) to 1.2 V (-6. - 5 . . 5,6) and -0.3 to
s.,
0.3 V (-6, -5,. . . , 5 , 6 ) . respectively. The quantizations of e and
Ae are shown in Table IV. The control input is also quantized into
thirteen levels. It is obvious that the membership functions shown in
Fig. 6 can also be mathematically expressed as:
 926 IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO. 4, JULYIAUGUST 1991

6 2 x > 2 NB NM NS ZE PS PM PB

- 2 / 3 ( ~- 0.5) + 1, 2 2 x > 0.5 1 jf

ZE: f = 1, 1/2 2 x > -0.5

2/3(x + 0.5) + 1, - 112 2 x > -2

- 0, - 2 > ~ > - 6
02xC-G

1.5 2 x >0
-6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6
2.5 2 x > 1.5
+
- 2 / 3 ( ~ 2.5) + 1. 4 2 .Z > 2.5 Fig. 6. The membership functions

TABLE IV
-0, 2 2 ~ > - 6 QUANTIZED ERROR
AND ERROR
CHANGE

2 / 3 ( ~- 3.5) + 1, 3.5 2x > 2 error e (mV) error change Ae (mV) quantized level
PM: f = 1, 4.5 2 x > 3.5 -1200 -300 -6
- 1000 -250 -5
- 2 / 3 ( ~- 4.5) + 1, 6 2 x > 4.5 -800 -200 -4
-600 - 150 -3
- 0, x>6 -400 - 100 -2
-200 -50 -1
0 0 0
200 50 1
400 100 2
600 150 3
800 200 4
1000 250 5
1200 300 6

NS: f = 1 1 , - 2.5 < x 5 -1.5 Iv. DESIGNAND IMPLEMENTATION

OF THE FUZZY CONTROLLER
-4 < x 5 -2.5 Generally, the fuzzy controller that is based on the decision table of
Table V, cannot lead to excellent performances both in the transient
- 6 < ~ 5 - 4 and static periods. Since the quantization level is too coarse, the
- 0, -2<x<6 overshoot and hunting around the set point in the static period may
result. To solve this problem, the fine decision tables are usually
+
- 2 / 3 ( ~ 3.5) + 1, - 3.5 <x 5 -2 used to replace the coarse table when the error falls within a preset
NM:f= - 4.5 < x 5 -3.5 limit. However, this increases the complexity of the system and
1,
thus the process time is increased. To solve this problem, a fuzzy
2/3(x + 4.5) + 1, -6 <x 5 -4.5 controller for the motor drives is proposed in Fig. 7, in which an
integral controller is used to replace the fine tables. When the error
- 0, x < -6 falls within a specified region (i.e., le1 < E ) , the fuzzy controller
- 4 < ~ < 6 is disconnected (but the final control input contributed by the fuzzy
controller is memorized by an integrator), and the integral controller
- 5.5 < x 5 -4 remains for eliminating the error in steady state. Since the integral
-6 5x < -5.5. action must be dominated in the static period, and the overshoot in
the tracking case must be avoided, a simple integral control having
(16) the ability of error adaptation is proposed by setting

The parameters of Iirs and Iirp are chosen as 15 and 20, respectively,
D. Decision Looku~Table in this case.
The parameters G, and Gd in Fig. 7 are used to adjust the
With the control rules shown in Table 111 and the membership
sensitivity of the quantization of error and error change. Although
functions defined in Fig. 6, many sets of control inputs exit for a
these parameters can be tuned according to the particular applications,
pair of error and error change. A lot of approaches [9-131 have been
they are all set to unity here for simplicity. On the other hand, contrary
proposed to synthesize the final control action. The most commonly
to that of the integral controller, the design of Go is emphasized in the
used is perhaps the center-of-gravity method. Using this method, the
improvement of transient response speed. It follows that the output
tracking decision table can be constructed from Table I11 and (16),
gain Go is set as
which is shown in Table V. The ioutine for constructing the lookup
decision table is listed in the Appendix. Go = IC,, + I<,, ( e l (18)
IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO. 4, JULYIAUGUST 1991 921

TABLE V
THE LOOKUPDECISIONTABLE

n e e -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6

-6 0 1 2 2 2 3 4 4 4 5 6 6 6
-5 -1 0 1 2 2 2 3 4 4 4 5 6 6
-4 -2 -1 0 1 2 2 2 3 4 4 4 5 6
-3 -2 -2 -1 0 1 2 2 2 3 4 4 4 5
-2 -2 -2 -2 -1 0 1 2 2 2 3 4 4 4
-1 -3 -2 -2 -2 -1 0 1 2 2 2 3 4 4
0 -4 -3 -2 -2 -2 -1 0 1 2 2 2 3 4
1 -4 -4 -3 -2 -2 -2 -1 0 1 2 2 2 3
2 -4 -4 -4 -3 -2 -2 -2 -1 0 1 2 2 2
3 -5 -4 -4 -4 -3 -2 -2 -2 -1 0 1 2 2
4 -6 -5 -4 -4 -4 -3 -2 -2 -2 -1 0 1 2
5 -6 -6 -5 -4 -4 -4 -3 -2 -2 -2 -1 0 1
6 -6 -6 -6 -5 -4 -4 -4 -3 -2 -2 -2 -1 0

Computer- !-Drive
, lnduction +
motor
; + load

I I sw oDen

decision

w ration

I
I
I
I

I
I
I

Fig. 7. The block diagram of the proposed fuzzy controller

with li,, = 5 , I<,, = 0.5. It is obvious from (18) that the output
gain can be kept high in the transient period and then automatically
reduced when it enters the static period. Accordingly, the output gain
also has the error adaptive capability.
Before implementing the proposed controller, the computer simu-
lation is first carried out. Since the dynamic model of this proposed
drive system is rather difficult to find by the analytical derivation,
the stochastic modeling technique developed in [14] is applied to
estimate the continuous model of the proposed drive system. With
the white noise superimposed on-line to a constant torque command
equal to 3 V (corresponding to 37.5% rated torque), the rotor speed
signal and the noise input signal are recorded, filtered, and sampled
by a data acquisition system. The continuous model shown in Fig. 7
estimated from the sampled data is
1.1781
H p ( s )= s + 1.7167'
Without the proposed controller and from this estimated model, the
dynamic speed responses of the drive system to a unit-step torque
command and to a unit-step load torque disturbance show that (the
scaling is 1-V torque signal is 0.5 "/rad, 1-V speed signal=360
r/min):
1) response time t,, = 1.3 s;
2) steady-state error of tracking = 0.314 V (113 r/min);
3) maximum dip Addm = 0.686 V (246 r/min); and
4) steady-state error of regulation = -0.686 V (-247 r/min).
In order to improve the response, the proposed controller is applied.
Fig. 8(a) and 8(b) shows, the unit-step speed tracking and unit-
step load regulation responses. The effectiveness of the proposed
controller can be observed by comparing the results shown in Fig. 8
and that of above. The dynamic rotor speed responses obtained by
the conventional PI controller with lip= 5, K I = 5 are also shown
in Fig. 8(a) and (b). The results indicate that the proposed controller
gives better performances both in the tracking and the regulation
characteristics. For testing the robustness of the proposed controller,
Fig. 8(c) shows the rotor speed response when the model of (19) is
suddenly changed to
at t = 2 s. The result shows that the response is insensitive to the
parameter changes.
V. EXPERIMENTAL
RESULTS
To further test the effectiveness of the proposed drive system,
the hardware implementation of the drive system and the soft-
ware realization of the proposed fuzzy controller using a PC-386
personal computer are performed. The motor used in this drive
system is a 3-phase 60-Hz open A-connected 4-pole 220-V 1-
Hp induction motor. Fig. 9(a) shows the dynamic speed responses
due to a step speed command (Aw: = 180 r/min) applied when
the motor was operated at ( w . 0 = 360 r/min, RL = 18.7 0) and
928 IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS, VOL. 21, NO. 4, JULYIAUGUST 1991

I A
540rpm 900rpm
360rpm 72Orpm

m
(RL=ls.757) :,5sE (RL=18.7R) 0.5k

z A: Proposed c o n t r o l l e r
B: P I c o n t r o l l e r
5
amm
0.0
0 1 2 3 4 5 6 7 8
time (sec.)

o*on
Load t o r q u e a p p l i e d
Fig. 9. The measured dynamic speed responses of the drive system with

?/
the proposed controller. (a) Step tracking response. (b) Step load regulation
characteristics.
m
m A: Proposed c o n t r o l l e r
5 B: PI c o n t r o l l e r
U
a -0.05 following and load regulation characteristics are achieved. Moreover,
m

APPENDIX

m
a,
1-5 t P l a n t p a r a m e t e r s changed
THE
begin
ROUTINGFOR CONSTRUCTING THE

off line calculated decision table

DECISIONTABLE
LOOKUP

g
m
1.0 IL for il = 1 . . . . . n 1 do
ai for i z = 1 n 2 do
begin
0.5 sum := 0;
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 weight sum := 0:
time (sec.) for each liguistic rules j = 1 . . . .. n do
begin
a [ j ] := min{R21(il). RZ2(i2)}:
Fig. 8. The simulation results. (a) Unit-step tracking response. (b) Unit-step b ( j ] := wJ * a [ j ] :
load regulation characteristic. (c) Unit-step tracking response with plant model
changed from H p ( s ) to H p l ( s ) at t = 2 s.
sum := sum + a[j];
weightsum := weightsum +
b[j]:
end
( d T o = 720 r/min, R L = 18.7 a), respectively. The results indicate applied the center of gravity method
that good speed following responses are obtained. As to the load table [ i l ] [ i 2 :=
] weightsum/sum;
regulation characteristics, a permanent magnet dc generator with end
switched resistors is used as the dynamic load of the proposed end
drive system. Fig. 9(b) shows the dynamic speed responses due where
to step load changes at two different operating conditions. Good . .
t l indexes denote the quantization levels of error e and
, ~
speed regulation characteristics are also observed from the results
error change Ae.
in Fig. 9(b). Moreover, the control performances of the proposed
R,1. RI2 membership functions,
controller are rather insensitive to the operating condition changes.
w J
element in the universe discourse.

VI. CONCLUSION
The control system design and implementation of a high per-
formance induction motor drive have been presented in this paper.
Based on the limit-cycle control technique, very fast torque dynamic
response under constant flux condition is achieved. To further obtain
good dynamic speed responses both in the following and load distur-
bance regulation characteristics, a fuzzy controller and a systematic
design procedure for forming the fuzzy algorithms are proposed. The
algorithms are systematically constructed based on the experience
about the motor drive system. Having tested the performance of the
proposed controller by simulations, the implementations of the drive
system and the proposed controller are performed. The experimental
results show that good dynamic speed responses in both the command
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