Modeling and Control of a Dual Stator Multiphase Induction Motor
for Electric Vehicle Technology
Abstract: — This paper presents the dynamic modeling and speed control of a Dual Stator Multiphase Induction Motor (DSMIM) in
MATLAB/Simulink environment. The torque production and load sharing capability of the model is analyzed under free acceleration
conditions when subjected to a frictional load profile. Its speed control operation is realized using the conventional V/f and vector based
Indirect Field-Oriented Control (IFOC) methods. The torque and speed tracking ability of the machine with the chosen control techniques
were simulated. The better dynamic performance of IFOC controlled DSMIM drive model establishes its utility in Electric Vehicles (EV)
technology and research. Credibility of the proposed model in EV application is verified by testing it against the standard Modified Indian
Drive Cycle (MIDC). The corresponding torque and speed waveforms obtained under the drive cycle analysis are illustrated. The proposed
model well supports sudden load changes with a better load sharing competence.
Keywords: — DSMIM, d-q equivalent circuit, Dynamic model, MATLAB/Simulink, V/f control and IFOC control.
Received: March 23, 2024. Revised: September 8, 2024. Accepted: November 9, 2024. Published: December 17, 2024.
1. Introduction
Induction motors (IMs) rule the world’s motor
population. Single-phase IMs are extensively used in
household appliances like vacuum cleaners, fans, washing
machines, centrifugal pumps, blowers as it is featured with
simple construction, high reliability and cheaper cost [1-3].
Three phase IMs are hyped in industrial utility. They are
also exceedingly preferred in many of the traction
applications like tram cars, metro cars, Electric Multiple
Units (EMUs) and electric railway locomotives [4-6]. A
propulsion unit in Electric Vehicle (EV) should essentially
develop enough starting torque to overcome vehicle inertia
and should operate at better efficiency for a wider load
range [7-9]. Three phase IMs in EV propulsion units, are
bound to inbuilt disadvantages like low power factor,
efficiency drops at low loads and high input surge current.
Therefore, with the stipulation of satisfying high-efficiency
demands, high load demands, and longer driving range a
conventional three phase IMs are subjected to renovations
in their constructional arrangement [10]. These renovations
lead to the discovery of configurations such as Multiphase
Induction Motors (MIMs) and Dual Stator Winding
Induction Motors (DSWIMs). MIM, whose number of
phases is greater than three, gained popularity with the
growth and expansion of power electronic drives [11-13].
Its stator windings are shifted symmetrically by 360 o/
number of phases and are designed with the idea of
building an IM along with its control electronics as a single
system. Reduced current per phase without increasing the
voltage per phase, lower dc-link current harmonics,
reduced torque pulsations, increased torque to current ratio
and increased fault tolerance with reference to its three-
phase counterpart are the major aspect for its wider
utilization in submarines, rail traction, avionics and
Electric Vehicle (EV) applications [14-16].
The concept of load sharing and torque producing
capability headed its importance in EV with the escalation
of load during drive [17]. The research explorations
proposed a configuration that included a secondary stator
winding along with the existing primary stator winding.
This type of configuration is usually termed as a Dual
Stator Winding Induction Motor (DSWIM) [18, 19]. The
two sets of insulated stator windings in this configuration
are wound in the same stator core and are excited
separately by two inverters depending upon the load
demand. This configuration affords better reliability,
effective torque and speed controllability and fast dynamic
response. But the presence of dual stator windings on the
same stator core would magnetize the entire stator core
even at lesser load demand with the excitation of any one
the stator windings. This set stage for the development of
more iron losses and improper stator core utilization [20,
21]. Therefore, it highly suffers from efficiency
deterioration at light loads. Thus, to decrease harmonics,
increase fault tolerance capability, increase loading
capacity and energy efficiency a novel constructional
arrangement with dual stators and increased number of
phases is proposed. The cross-sectional view of the Dual
Stator Multiphase Induction Motor (DSMIM) is shown in
Figure 1. Its design includes two separate stator cores.
Each consisting a symmetrical five phase star connected
winding, sharing a common hollow cage rotor. The stators
are excited selectively, to support the varying load torque
demands. During the excitation the individual stator core
magnetization will greatly reduce the iron losses and
improve efficiency. Thus, an EV propulsion unit
encompassing DSMIM is expected to exhibit an energy
efficient performance at various operating points. It is also
benefited with the features of IM, DSWIM and MIM. A
sensible selection of controller will effectively reduce the
M. SOWMIYA1, G. RENUKA DEVI2
1Department of Electrical and Electronics Engineering,
Anna University, Chennai,
INDIA.
2Department of Electronics and Communication Engineering,
School of Engineering, JNU, New Delhi,
INDIA.
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complexity of the traction unit and improves its
performance characteristics. V/f and Indirect field-oriented
control (IFOC) are the widely utilized speed control
techniques in many of the traction units [22-24]. Vector
Control allows a precise and wide control over speed at all
four quadrants.
Figure 1. Cross-Sectional view of DSMIM
Direct vector control methods are more advanced and
respond ten times faster than indirect vector control
methods but it involves flux or torque sensors that add
complexity and cost on implementation. Considering this
as a major constraint, the implementation of a direct vector
control method loses credibility in many industrial and
traction applications [25, 26]. In IFOC the rotor position is
premeditated from the speed feedback. This eliminates the
problems associated with the flux sensors as they are
absent. This control method is characterized by an
improved torque response, dynamic speed accuracy, Short-
term overloading capability, precise low-speed operation,
reduction of motor size, cost and power consumption.
These properties establish the utility of IFOC in EV
application.
An EV driving pattern commonly known as a drive
cycle is characterized by acceleration, cruising, coasting
and braking. It is built with reference to the real time road
and traffic conditions. Drive cycle analysis assist in energy
efficiency calculations at different stages of the driving
pattern to predetermine EV’s net energy requirement [27,
28].
The paper is organized to present the dynamic model of
DSMIM in section 2. Its load sharing analysis and its
results under free acceleration condition are illustrated in
section 3. Speed control analysis of the drive is carried out
with the conventional v/f open loop controller, v/f closed
loop controller and a vector based IFOC. Its torque and
speed tracking capability are illustrated through the results
in section 3
2. Dynamic Modeling of DSMIM
Transient analysis and high-performance drive control,
such as vector control is initiated by the development of a
dynamic model [29, 30]. DSMIM modelling necessitates
the consideration of following assumptions: (i) isolated and
sinusoidal distribution of stator windings, (ii) negligible
saturation, (iii) negligible effect of eddy current, friction
and windage losses and (iv) uniform air gaps. Since the
two stators are electrically isolated two sets of d-q
equivalent circuits are framed for analysis and therefore
two sets of d-q modelling equations are obtained under a
common reference frame. D-axis and q- axis equivalent
circuit of DSMIM while exiting the outer and inner stators
are represented from Figure 2 to Figure 5 respectively.
Figure 2. D- Axis Equivalent Circuit of Outer Stator
Figure 3. Q- Axis Equivalent Circuit of Outer Stator
Figure 4. D- Axis Equivalent Circuit of Inner Stator
Figure 5. Q- Axis-Equivalent Circuit of Inner Stator
For simplicity in analysis the dual stator d-q voltage
equations are derived under stator reference frame i.e.,
fixing θe = 0. The d-q voltage equations while exciting the
outer stator is given by equation (1) and equation (2)
respectively.
1 1 1 1ds ds s dr e qs
d
V i R dt
(1)
1 1 1 1qs qs s qr e ds
d
V i R dt
(2)
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The d-q voltage equations while exciting the inner
stator is given by equations (3) and (4) respectively.
2 2 2 2ds ds s dr e qs
d
V i R dt
(3)
2 2 2 2qs qs s qr e ds
d
V i R dt
(4)
The d-q rotor voltage equations while exciting either
the individual stator or while simultaneously exciting both
the stators is given by equations (5) and equation (6)
respectively.
()
dr dr r dr e r qr
d
V i R dt
(5)
()
qr qr r qr e r qr
d
V i R dt
(6)
The d-q flux linkage component of the stator, air gap
and rotor while exciting the outer stator are represented
from equations (7) to equation (12) respectively.
1 1 1 1 1
()
ds ls ds m ds dr
L i L i i
(7)
1 1 1 1 1
()
qs ls qs m qs qr
L i L i i
(8)
1 1 1
()
dm m ds dr
L i i
(9)
1 1 1
()
qm m qs qr
L i i
(10)
11
()
dr lr dr m ds dr
L i L i i
(11)
11
()
qr lr dr m qs qr
L i L i i
(12)
The d-q flux linkage component of the stator, air gap
and rotor while exciting the inner stator are represented
from equation (13) to equation (18) respectively.
2 2 2 2 2
()
ds ls ds m ds dr
L i L i i
(13)
2 2 2 2 2
()
qs ls qs m qs qr
L i L i i
(14)
2 2 2
()
dm m ds dr
L i i
(15)
2 2 2
()
qm m qs qr
L i i
(16)
12
()
dr lr dr m ds dr
L i L i i
(17)
12
()
qr lr dr m qs qr
L i L i i
(18)
The d-q flux linkage component of the air gap and rotor
while simultaneously exciting the inner and outer stator are
represented from equations (19) to equation (21)
respectively.
12dm dm dm
(19)
12qm qm qm
(20)
1 2 1 1 2 2
()
dr dr lr m m ds m ds m
i L L L i L i L
(21)
The d-q components of the outer stator current are
obtained by equation (22) and equation (23) respectively.
1 1 1
1
1 1 1 1
()
()
ds lr m m dr
ds
ls lr ls m m lr
L L L
iL L L L L L
(22)
1 1 1
1
1 1 1 1
()
()
qs lr m m qr
qs
ls lr ls m m lr
L L L
iL L L L L L
(23)
The d-q components of the inner stator current are
obtained by equation (24) and equation (25) respectively.
2 2 2
2
2 2 2 2
()
()
ds lr m m dr
ds
ls lr ls m m lr
L L L
iL L L L L L
(24)
2 2 2
2
2 2 2 2
()
()
qs lr m m qr
qs
ls lr ls m m lr
L L L
iL L L L L L
(25)
Later the d-q stationary current components of the two
stators are converted into its equivalent five phase
components using Inverse Clark's transformation. The
rotor d-q currents developed under dual stator excitation is
given by equations (26) and equation (27) respectively.
1 2 1 1 2 2
1 2 1 2 1 1 2 2
()
()
dr lr m m m ds m ds
dr
lr ls ls m m m ls m ls
L L L L L
iL L L L L L L L L
(26)
1 2 1 1 2 2
1 2 1 2 1 1 2 2
()
()
qr lr m m m qs m qs
dr
lr ls ls m m m ls m ls
L L L L L
iL L L L L L L L L
(27)
Under mode I the net electromagnetic torque
1e
T
is
developed by exciting the outer stator. It is given by
equation (28)
1 1 1 1
[]
e m qs dr ds qr
T PL i i i i
(28)
Under mode 2 the net electromagnetic torque
2e
T
is
developed by exciting the inner stator. It is given by
equation (29)
2 2 2 2
[]
e m qs dr ds qr
T PL i i i i
(29)
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Under mode 3 the net electromagnetic torque
e
T
is
developed by the algebraic addition of the torques
produced on exciting the outer and inner stator since both
the stator windings are excited by a synchronized power
supply. The torque equation under this mode is given by
equation (30).
12e e e
T T T
(30)
The speed
m
developed by the rotor is given by the
equation (31).
()
2
m e l
PT T dt
J
(31)
With the above equations dynamic model of a Dual
stator Five Phase Induction Motor is developed in
MATLAB/ Simulink. The developed model could further
be fitted in the analysis of its free acceleration
characteristics and load characteristics.
3. Free Acceleration Characteristics of
DSMIM
The DSMIM considered for case study is of 11 HP rated
power, 5 phase, 230 V per phase, 50 Hz, 4 pole and 1440
rpm. The 9HP outer stator excitation supports a rated load
demand of 44 Nm and the 2 HP inner stator excitation
supports a rated load demand of 8 Nm. A synchronized
excitation of the dual stators supports a net load demand of
52 Nm.
The five phase modelling parameters used for the
analysis were taken from the two, three phase IM modeling
parameters in [31, 32]. The magnetizing inductance
developed while exciting the five-phase winding set is
calculated from equation (32).
(5 ) (3 )
2
mm
n
LL
(32)
Thus, the machine parameters used for dynamic modeling
are listed in Table 1.
Table 1. DSMIM Parameters
The dual five phase stator windings are supplied by two
separate and identical five phase neutral leg Voltage
Source Inverters (VSIs). The VSIs are made to operate
under the same operating conditions as listed in Table 2.
Table 2. Voltage Source Inverter Parameters
Sinusoidal Pulse Width Modulation (SPWM) technique
is used in the pulse generation of both the five phase VSIs.
The SPWM technique used in the simulation study is
exhibited in Figure 6.
Figure 6. SPWM Pulse Generation
A triangular carrier of amplitude 1V is compared with
five sinusoidal references of which are phase shifted by 720
[33, 34]. The amplitude of the sinusoidal reference is fixed
with the value equal to the modulation index i.e., 0.8 V. It
is important to maintain a common switching frequency
for the two inverter switches in order to synchronize their
switching pattern [35]. This condition synchronizes the
flux generated during the dual stator excitation and hence
torque generated by them.
Dynamic model of DSMIM is developed and made to
operate at its rated load demand. Excitation to the dual
stator windings is provided by the VSIs modeled above.
The per phase voltage developed by the 5 phase VSI is
shown in Figure 7.
Stator
Inner
Stator
Outer
Stator
Rated Power (P)
2 HP
9 HP
Rated Current (I)
2 A
11A
Stator Resistance (Rs)
10 Ω
1.47 Ω
Stator Leakage Inductance (Lls)
0.04 H
1.834 H
Rotor Resistance (Rr)
6.3 Ω
1.393 Ω
Rotor Leakage Inductance (Llr)
0.04 H
1.834 MH
Magnetizing Inductance (Lm)
1.05 H
0.139 H
Rotor
Rotor Frictional constant (B)
0.03Kgm2
Rotor Inertia (J)
0.0015Nms
Input voltage (Vdc)
560 V
Average input current (Idc)
2.2 A
No. of legs
5
Modulation index (MI)
0.8
Operating frequency (fr)
50 Hz
Switching frequency (fs)
10 K Hz
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Figure 7. Five Phase Stator Voltage
A voltge of 230 V RMS is generted at the output of the
inverters. For the case of identifying the percentage of
Total Harmonic Distorsion (THD) in the generated voltage
waveform, Fast Fourier Transform (FFT) analysis is
carried out through the simulation. The THD window
developed for one complete cycle of the per phase voltage
Va and it is depicted in Figure 8.
Figure 8. Speed Tracking of open loop V/f Controlled DSMIM
The THD in the voltage waveform is identified to be
2.34%. This harmonic content is expected to effect in
lesser ripple content in the torque and speed waveforms at
the output. The stator current, torque and speed waveforms
developed by the simulation are analyzed. The stator
current developed at the outer and inner stator windings are
shown in Figure 9 and Figure 10 respectively.
Figure 9. Five Phase Outer Stator Current
Figure 10. Five Phase Inner Stator Current
From Figure 9 and Figure 10 it is noticeable that under
rated load demand, the excitation of outer stator winding
and inner stator winding produces five phase currents of
11A rms and 2A rms respectively.
Study on load sharing between the stators are made by
testing the model under 10%, 25%, 75% and 100% of the
full load demand. The torque developed by the outer stator
and the inner stator is depicted in Figure 11 and Figure 12
respectively. The net torque developed by DSMIM is
depicted in Figure 13. Speed developed during this rated
load condition is depicted in Figure 14.
Figure 11. Torque Developed by Inner Stator at Rated Load Demand
Figure 12. Torque Developed by Outer Stator at Rated Load Demand
Figure 13. Net Torque Developed by DSMIM at Rated Load Demand
Figure 14. Speed Developed by DSMIM at Rated Load Demand
It is observed from Figure 11 and Figure 12 that during
10% of total load demand that is during the time interval
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between 0s and 5s only the inner stator is excited to
generate torque and the outer stator is kept unexcited. Once
when the load demand rises at 5s to 25% which is greater
than the full load torque developed by the inner stator, the
excitation now shifts to the outer stator developing torque
during the time interval between 5s and 10s. When the load
demand further rises to 75 % and full load, both the stators
are excited to develop torque that gets algebraically added
and satisfies the net load demand during the interval
between 10s and 20s.
Figure 13 depicts the total torque developed by the
DSMIM tracks the applied load torque with a torque ripple
of 15.8 %. Figure 14 shows the speed developed by the
DSMIM which gradually decreases with the increase in
load demand. It is also noticeable that the load sharing
between the stators is based on the power rating of the
machine under individual stator excitations. The outer
stator and the inner stator in the model contribute to 85%
and 15% of the total load demand respectively.
4. Speed Control of DSMIM
IM speed control is quite challenging as its rate of
change of speed is very low for its entire loading range.
The V/f controlled DSMIM drive and IFOC controlled
DSMIM drive were analyzed by providing a desired speed
pattern of 25% of rated speed followed by 50%, 100% and
75% of the rated speed at regular time intervals of T= 1 s.
The load demand patterns were chosen to be 10% of full
load followed by 25%, 75% and 100% of full load at
regular time intervals of T=1 s.
Speed control technique proposed for DSMIM should
precisely control speed with less complexity without
deteriorating the performance of machine.
4.1 Open loop V/f speed control of DSMIM
Open loop V/f control is the most common and simple
speed control method used in IMs. This method of speed
control in DSMIM should maintain the synchronized dual
stator voltage proportional to the frequency while
achieving desired speed.
Figure 15. Simulation Block diagram of open loop V/f Controlled
DSMIM
Figure 16. Torque Tracking of open loop V/f Controlled DSMIM
Figure 17. Speed Tracking of open loop V/f Controlled DSMIM
It is observable from Figure 16 that the developed torque
signal spikes at every instant of load change. The switch
over in excitation between outer and inner stator in
satisfying the load demand correspondingly led to the
development of high signal spikes. The developed torque
tracks the load demand with a torque ripple of 23.46%.
assisted. Figure 17 depicts that the actual speed tracks the
reference speed at all three desired speed conditions
chosen within its operating range with a steady state error
less than 5%.
4.2 Closed loop V/f speed control of DSMIM
Closed loop V/f control for the proposed DSMIM
configuration utilizes a simple PID controller that changes
the frequency of the VSIs in accordance to the desired
speed signal [36]. It also maintains a constant V/f ratio at
every instant of control.
Figure 18. Simulation Block diagram of Closed Loop V/f Controlled
DSMIM
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Figure 19. Speed Tracking of Closed loop V/f Controlled DSMIM
Figure 20. Speed Tracking of Closed loop V/f Controlled DSMIM
From Figure 19 it is noticeable that the developed torque
tracks the load demand with a torque ripple of 6.38%.
Figure 20 depicts that the actual speed tracks the
reference speed at all the three desired speed conditions
within its operating range with a steady state error less than
4%.
4.3 Indirect Field Oriented Control of
DSMIM
Linear characteristics of a conventional PID controller
does not complement an accurate speed control action in a
motor load set due to the nonlinear parameter variation
during its entire operation. [37, 38]. Thus, this high
dynamic requirement of the machine could be satisfied
only by an advanced control technique that is capable of
considering the non-linearity.
Figure 21. Simulation Block diagram of Indirect Field Oriented
Controlled DSMIM
Vector Control allows a precise and wide control over
speed at all four quadrants. Direct vector control methods
are more advanced and respond ten times faster than
indirect vector control methods but it involves flux or
torque sensors that add space, complexity and cost on
implementation. Considering space and cost as major
constrains, implementation of a direct vector control
method loses credibility in many industrial and
transportation applications. IFOC scheme for induction
motor grabs attention towards research due to its simplicity
in implementation regardless of number of phases at the
inverter to produce an n-phase stator current or voltage. It
allows a very precise and rapid control of the
electromechanical torque from low and zero speed
conditions. Figure 21 depicts the schematics of IFOC for a
dual stator five phase induction motor.
This controller model includes two conventional IFOCs
and they are designed with machine parameters with
respect to the outer and inner stator. The outer speed
control loop is formed by reducing the error between the
reference and actual speed using a PID controller. The
inner current control loop involves the estimation of the
reference d-q stator current by considering a constant
reference rotor flux linkage. They are then compared with
the actual d-q stator current sensed from the stator
windings. The error between them is reduced using a
hysteresis controller to generate pulse and trigger the
inverter switches for the synthesis of voltage.
Figure 22. Torque tracking of IFOC Controlled DSMIM
Figure 23. Speed Tracking of IFOC Controlled DSMIM
From Figure 22 it is visible that the largeness of spikes
that occur at every instant of load change is curbed due to
the accuracy built by IFOC. The developed torque tracks
the load demand with a torque ripple of 2.47%. Figure 23
depicts that the actual speed tracks the reference speed at
all the three desired speed conditions chosen within its
operating range with a steady state error less than 2%.
The speed Vs torque curve for the DSMIM drive with
V/f speed control and IFOC scheme are plotted and
compared as shown in figure 24.
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Figure 24. Speed Tracking of IFOC Controlled DSMIM
D) Single IFOC or V/f - IFOC for an EV applied DSMIM
An EV drive is anticipated to occupy less space and
complexity. With this aim it is appreciable to design a
single IFOC or a combination of V/f-IFOC for speed
control action. In the proposed DSMIM configuration the
inner stator is designed to be surrounded by the outer
stator. Therefore, the dual stator’s dimension and hence
their parameters become non-identical. IFOC design solely
depend upon the stator and rotor parameters hence it is not
possible to have a single IFOC in common for dual stators
of DSMIM. IFOC works precisely at low-speed operations
henceforth could preferably be limited to inner stator speed
control with V/f control method for the outer stator speed
control. But during dual stator operation it is quite difficult
to synchronize the switching frequency of the pulses
developed by two different controllers. Only a
synchronized switching pattern could develop a
synchronized five phase voltage pattern that enhances the
developed torque.
The above stated reasons rule out the ideology of using a
single IFOC or a combination of V/f-IFOC for DSMIM
drive.
5. Drive Cycle Testing on IFOC-
DSMIM Drive
The reliability of the proposed Indirect Field Oriented
Controlled DSMIM for Electric vehicle application is
tested against modal drive cycle reference and transient
drive cycle reference. The modal drive cycle pattern
defines a protracted speed patterns that assist analysis
purposes. The transient drive cycle reference defines the
real time driving pattern of a vehicle. Modified Indian
drive cycle (MIDC) and Highway Fuel Economy Test
drive cycle (HWFET) were chosen for the speed tracking
analysis under a frictional load pattern.
5.1 Modified Indian Drive Cycle
MIDC is used as a standard drive cycle in India for
Type-1 test of BSIV 4 wheeled vehicles. It is mostly
similar as that of the New European Driving Cycle, which
is made up of four Urban Driving Cycles and an Extra-
Urban driving cycle. However, the maximum speed in the
MIDC has been reduced to 90 km/h considering Indian
driving conditions. The torque and linear speed developed
by the drive is shown in Figure 24 and Figure 25
respectively.
Figure 25. Torque Tracking of IFOC Controlled DSMIM under MIDC
Figure 26. Speed Tracking of IFOC Controlled DSMIM under MIDC
From Figure 25 it is observable that the model develops
and traces the given frictional load torque profile with a
torque ripple of 1.8 %. Figure 26 depicts that the proposed
drive model effectively traces the speed pattern in MIDC
with a noticeable dip during braking at 890s due to the
sudden raise in load.
5.2 Highway Fuel Economy Test Drive Cycle
HWFET is develop by the by the U.S. Environmental
Protection Agency (U.S. EPA) for the determination of
fuel economy of light duty vehicles. The maximum speed
in the HWFET cycle is 90 km/h and it has no stop overs
for a long duration of 765s. It covers a total distance of
16.45 km for one cycle. It is useful in the fuel economy
analysis of the highway light vehicles.
Figure 27. Torque Tracking of IFOC Controlled DSMIM under HWFET
Figure 28. Speed Tracking of IFOC Controlled DSMIM under HWFET
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From Figure 27 it is observable that the model develops
and traces the given frictional load torque profile with a
torque ripple of 1.76 %. Figure 28 depicts that the
proposed drive model effectively traces the speed pattern
in HWFET.
6. Conclusion
Dynamic model of DSMIM was successfully developed
in MATLAB/Simulink environment. The percentage load
sharing between the stators and its transient performance
were studied from the free acceleration characteristics.
Speed control operation of the drive is analyzed with a
conventional V/f controller and a vector based IFOC
controller. The speed and torque waveforms attained
through the analysis were illustrated. The results depict
that both V/f and IFOC controllers tracks the desired speed
and torque within its operating range. The accuracy of the
controllers was determined by calculating the steady state
error in speed and the percentage torque ripple in
developed torque. The Steady state error in speed while
using a V/f controller is less than 4% and while using an
IFOC controller is less than 2%. The results also exhibit
that indirect Field oriented Controlled DSMIM model
exhibit the advantage of lesser torque ripple with better
tracking accuracy at low speed. Therefore, this model finds
its importance in an EV application. It is tested against the
standard MIDC and HWFET drive cycle. The model tracks
the drive cycle pattern for a given frictional load profile
with a steady state error of 2 %. This analysis paves way in
predetermining the drive’s energy efficiency under various
driving patterns that supports in the erection of an effective
EV system.
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M. Sowmiya, G. Renuka Devi
E-ISSN: 2732-9984
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The authors equally contributed in the present
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problem to the final findings and solution.
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Scientific Article or Scientific Article Itself
No funding was received for conducting this study.
Conflict of Interest
The authors have no conflicts of interest to declare
that are relevant to the content of this article.
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DOI: 10.37394/232022.2024.4.20
M. Sowmiya, G. Renuka Devi
E-ISSN: 2732-9984
200
Volume 4, 2024
