DIGITAL SIMULATION OF PWM INVERTER-INDUCTIONMOTOR DIRVE SYSTEM FOR ELECTRIC VEHICLES

C.C.CHAN*,Senior Member IEEE,J. WU**,G.L.ZHU** and T.W.

CHAN*

* Dept.of Electrical & Electronic Engineering,

University of Hong Kong,Hong Kong
** Institute of Radio & Automation,
South China University of Technology,Guangzhou,China

Abstract - This paper presents a new digital INTRODUCTION

simlation approach for closed loop PWM inverter
Pulse-width Modulated (PWM) inverter systems have
drive system. The main features of this approach lie
been widely used in many industrial processes ranging
in : (i) its suitability for closed loop PWM inverter
from uninterruptable power supplies (UPS) to
drive system with any control law, and (ii) providing
variable-voltage variable-frequency (VVVF) speed
real time control simulation, since both the
control drives. The operational advantages of PWM
modulation index and the frequency ratio of a PWM
inverters are well recognized, and there are many
scheme are considered to be real time variables. This
literatures [1’2’3’41concerning the improvement of
simulation approach was used to study the steady state
digital computer simulations and computer-aided
and dynamic performance of a PWM inverter-induction
design techniques for PWM inverter systems. The
motor closed loo^ drive svstem for electric vehicles.
operational characteristics of PWM inverters depend
intrinsically upon quite complex modulation processes
NOMENCLATURE
and, for this reason, very few theoretical and
experimental results have been published concerning
stator phase voltage
the digital simulation for closed loop PWM inverter
pole voltage of inverter
drive systems. The available simulation approaches
phase angle, radians
for open loop system are constrained that both
modulation index
modulation index (M) and frequency ratio ( R I should be
frequency rat io
constant values over a PWM period. This constraint,
function of carrier waveform
however, cannot be satisfied for closed loop systems.
function of modulating waveform
Therefore, this paper introduces a new simulation
a mod b is the remainder when a divided by b
approach for closed loop PWM inverter-induction motor
slope of line segment xy
drive systems, in which M and R can be simultaneously
changed. This simulation approach was used for the
study of a PWM inverter-induction motor drive system
for electric vehicles. The simulation results agreed
closely with the actual system test results.

KEY WORDS: Digital simulation technique, Variable

speed a.c.drives, PWM inverter drives, Electric
vehic1es.

0
Fig.1 Inverter

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 SURVEY OF PWM TECHNIQUE From equation (31, the output pole voltage of a
AND SIMULATION OF PWM INVERTER PWM inverter is either positive constant magnitude or
negative, if both values of M and R are kept in
Fig.1 shows an ideal pole-voltage modulated constant over a cycle of the modulating wave.
bridge inverter. Since the output voltages of Unfortunately, the values of M and R are
inverter are the pole voltages, these voltages have to instantaneously changed if a closed loop control
be transformed to phase voltages UA, U and Uc : system is employed. The intersection points cannot
B

‘A0
‘BO

jco
] (1)
directly
equation ( 3 ) .
be calculated from equation
In accordance with the modulation
principle of PWM waveforms, a new simulation approach
is introduced and the intersection points can be
(2) or

To clarify the survey of PWM techniques, it is determined only by the modulating waveform and the
helpful to recognize three distinct approaches magnitude of the carrier waveform.
currently in vogue to formulate the PWM switching The concept is illustrated in Fig.2. A
strategy. These are (i) Natural sampled PWM; (ii) triangular wave with altitude of 2 units and frequency
Regular sampled PWM and (iii) Optimised PWM. of R”, is to represent the carrier signal. It is
Most analogue implemented PWM inverter control shifted vertically by one unit so as to suit the
schemes employ natural sampling technique. In situation in closed loop control systems. The shifted
practical implementation, a triangular carrier wave is waveform is shown in Fig.3. The slope of sides OA and
compared directly with a sinusoidal wave to determine AD of the shifted waveform are :
the switch instants and the resultant pulse widths.
The intersection points between the carrier waveform
and the modulating waveform are formulated by

e. n
= - -.
M sine. + (i-O.5)E ; i=1,2,.,2R
:

(2)
9nOA =

rnAD =
-
-
2R”s
-
II
2%
1J (4)

2R (-111 R n
This means 2R intersection points will be The height of the shifted waveform can be
produced over one cycle of the modulating waveform. expressed by either
Equation (2) can be solved by Newton-Raphson iteration f’ (tl) = 3lIOA(tl) mod 4 or
cl
method provided that M and R are kept constant over a
f:2(tl) = { 311AD(tl) mod 4 1 + 4
period of modulating wave.
depending on when the time tl is applied. Therefore,
In regular symmetric PWM, the switching angles
the original triangular waveform fc(t) can be deduced
can be analytically specified. In a regular
by :
symmetrically sampled wave with modulation depths less
than unity, the switching angles lie strictly within f (t) = min t fc;(t). :PcH(t) } - 1 (5)
successive intervals of length n/R in the phase f,(t)
variable. For modulation depth exceeds unity, some
switching points may spill over into neighbouring
4
divisions. In general, the pulse may be limited to
its nominal phase interval and the intersection points
can be classified by the following equations :
-1
FI g.2 Trianglar carrier waveform

-{ - -
ezi-1
=

=
lR
-TI
{
4i 3 M sin(2i-1):

4i - 1 + M sin(2i-1)-
R
II
}

}
and

e2i
2R R I Fig.3 Shifted triangular carrier waveform

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 m
where
To generate a PWM waveform, it is simple and
convenient for a sinsoidal waveform to represent a
modulating signal. Consider a sine wave :

f (t) = M sin(wst-#)
both altitude and frequency can
(6)
be
(7) Read parameter

varying and 0 5 M 5 1, f’,,(t) z: L 2Ro,i~ I t nod 4

2R
#=Clor?-. f’,,(tf 3 t[ 2Rw,/n I t Mod 4) t 4
3
Since both R and M can be varying with time
without affecting the PWM waveform, this mathematical
I
model can be employed in closed loop PWM inverter
drive systems. It is illustrated in Fig.4.
When fm(t) > fc(t) ; U = +v
When fm(t) 5 fcft) ; U = -v
The main features of this new approach are :
(i) few calculations are involved,
(ii) the equations are not necessary to be solved,
(111) real-time calculation can be implemented,
(iv) the effect of changing M and R on PWM waveform
can be reflected, hence, closed loop control
system analysis can be performed.
Fig.5 shows the flow-chart which is suitable for
both natural sampled PWM and regular PWM techniques.

t o phase voltage

Print results

U
Fig.5 Flow chart for PWM generation

SIMULATION OF PUM INVERTER DRIVE SYSTEM

FOR ELECTRIC VEHICLES

A substantial research program on the development

of high-performance PWM inverter drive systems for
electric vehicles was launched in the University of
Fig.4 PWM generation
Hong Kong.[ 5 ’ s 1 This new simulation approach was used
for the study of the system.

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 A. CONTROL STRATEGY B. LOAD CHARACTERISTI[C AND CONTROL INPUT
The controller of the electric vehicle consists To process the real-time digital simulation for
of execution unit, logic unit, pulse-width closed loop PWM inverter-induction motor drive system,
compensation unit and protection unit for overcurrent, other than the initial conditions of each variable and
overvoltage, and overtemperature. The execution unit paramenters for element, the load characteristic for
of the system is designed to optimize the overall the motor must be known, and the type of inputs to the
drive system with the following main features : electric vehicle should be identified.
(i) Proper matching between various subsystems, When climbing a sllope, the typical load torque of
including battery, inverter, and motor so as to the vehicle is a step function and the frictional
maximize the utilization of the equipment and to torque is proportional to the vehicle speed.
extend the driving range of the vehicle. When the vehicle is cruising, the signal from the
(ii) Providing maximum-available torque at given accelerating padel via a ramp input clamper within 0.2
motor and inverter rating, and better seconds becomes the input of the controller. When the
acceleration performance and climbing initial conditions of each variable are set, the
capability. outputs of the controller and the PWM inverter can be
(iii) Providing constant high torque at the lower calculated, hence the performance of the drive system
speed range and constant high power at higher can be found. The real-time simulation for dynamic
speed range in order to satisfy both performance of the c:losed-loop drive system were
acceleration and high-speed cruising. carried out by repeating the iteration process.
(iv) Providing smooth acceleration and deceleration. The overall system consists of three parts: (i)
Fig.6 shows the block diagram for the execution the controller, (ii) PWM inverter and (iii) the
unit subject to the above-mentioned control strategy. induction motor. To simulate the induction motor, the
In accordance with the transfer functions in each synchronous rotating axis method'" is adopted in this
block, the equations for the performance of the simulation system. Fig.7 shows the flow-chart for
controller can be expressed. In order to ensure the simulation of closed loop system.
motor operates within the allowable torque-speed
region, the signal w is passed through clamper C. SIMULATION RESULTS
circuits to limit the slip within the positive and The simulation computer program for closed-loop
negative maximum-allowable values, which are frequency drive system was writtsen in BASIC language on IBM-PC
dependent (Fig.6). At any time, not more than one so as to make it simple and easy to implement. The
clamper is working. At normal motoring mode the simulation was performed for on-road test of an
positive clamper works, while at regenerative braking electric vehicle.
or down-hill driving mode the negative clamper works.

Ramp
I n ut I
( AccePe*at* ng)
WR

wB braking speed command

wM motor speed
w slip
wR required synchronous speed
w synchronous speed
TM load torque Fig.6 Block diagram of the control system

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 The PWM waveform for line voltage is shown in
Fig.8. Fig.9 shows the simulated motor current
waveforms which agreed closely with the actual test 50 J
result shown in Fig.10.
Fig.11 shows the simulated rotor angular speed, i3
electromagnetic torque and load torque. In Fig.lla,
the command speed was applied, it can be seen that the
system was able to accelerate up to command speed. In
-50
Fig.llc, a sudden disturbance is applied, hence the 1 2 3 4 5* .CQ5 sec

speed reduced and the electromagnetic torque is

changed accordingly.
The actual on-road test results of the vehicle is
shown in Fig.12. The vehicle is run at constant speed
(58
* 1
and then the foot brake is applied. It can be seen
that the simulation result agreed with the actual test
result (Fig.12).
When the motor speed increased steadily and
smoothly at above constant rate, the motor torque
should be about constant, this was verified by the
simulation of the electromagnetic torque shown in
Fig.llb.

No c> pre-set time

t
3

I Display the results

(-2-) Fig.10 Actual current waveform

Fig.7 Flow chart for simulation of
closed loop control system

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 ICONCLUSION

This approach is proven able to simulate the

performance of a closed loop PWM inverter-induction
motor drive system. [ts main feature is not only to
make calculations simple, but the effect of change of
frequency ratio and modulation index also can be
studied. Moreover, it is also suitable for closed
loop PWM inverter drive systems with any control law.
On the whole, this simulation approach is convenient,
flexible and tally with actual results.

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