Energy Regeneration during Deceleration of Direct
Torque Control of Induction Motor Drive for
Electric Vehicles
Pravinkumar D. Patel
Electrical Engineering
Gujarat Technological University
Ahmadabad, India
pravin07in@gmail.com
Abstract—In this paper, an energy regeneration during
deceleration of direct torque control based induction motor
drive for a heavy electric vehicle is presented. Charging and
discharging of supercapacitor by bidirectional converter
during acceleration and deceleration is studied. DC bus voltage
observed during deceleration or braking. The energy
recovered in supercapacitor in every deceleration is fed back
through bidirectional converter during a transient increase of
loading or during acceleration. Energy recovery during
deceleration and braking makes energy efficient direct torque
controlled induction motor drive.
Keywords—Energy recovery, regeneration, electric vehicle
(EV), direct torque control, induction motor drive
I. INTRODUCTION
Direct Torque Control (DTC) is used as a basic technique
for the electric vehicle based on induction motor drives, in
this paper. The DTC was initially introduced in the middle
of 1980s [1], Takahashi Isao and Noguchi Toshihiko
proposed a technique called DTC for the control of
induction motor [1][2], which gives quick torque response
and is highly efficient. Fig.1 shows a block diagram of a
direct torque control method for induction motor [3]. In
1986, Depenbrock proposed new “direct self-control
(DSC)”, is a simple method of signal processing which
gives an excellent dynamic performance to control the
torque of an induction motor [2]. Direct control methods of
induction machines based on hysteresis regulation of flux
and torque have advantages that very less computational
requirement, the absence of the current controller and co-
ordinate transformations, have simple structure and good
dynamic behaviour.
Fig.2 shows speed-torque characteristics for variable
frequency drive operation. When induction motor
commanded to decelerate from higher speed(N) to lower
speed(N’), its synchronous speed also transit from Ns to Ns’
Fig. 1. Block Diagram of Direct Torque Control of an Induction Motor
978-1-5386-8158-9/19/$31.00 ©2019 IEEE
Saurabh N. Pandya
Electrical Engineering Department
Lukhdhirji Engineering College, Morbi
Gujarat, India
saunipandya@gmail.com
as shown in fig. 2. Hence, during transition actual speed of
induction motor is N and new synchronous speed Ns’, hence
regenerative action occurs as Ns’<N for a short period of
time during which energy regeneration is possible. Energy
recovery by charging supercapacitor or battery through the
bidirectional converter is shown in fig. 3. The power circuit
diagram for energy regeneration of DTC based induction
motor drive is shown in fig. 3. During acceleration, the
battery supplies the power, and during the load transient,
capacitor helps to provide more power and battery restrict to
deep discharge ultimately increase battery life.
Many researchers have discussed an EV application using
DTC based induction motor drive and its capability for an
electric vehicle[4][5][9]. Discuss different forces required to
overcome by induction motor drive for EV Applications [4].
Rapid acceleration gain by the flux weakening with the six-
step mode of flux weakening strategy [4]. Some benefits of
DTC as Electrical Vehicle Drive selection like (1)The
ability of a wide range of speed variation operations with the
maximum ability of torque. (2) DTC is reliable to provide a
robust field weakening and support frequent start-stop and
acceleration. (3) Wider speed range [4][5]. S.Harada et al.
Fig. 2. Speed torque characteristics for Variable frequency drive operation
show regenerative energy improved up to 16% by optimal
deceleration trajectory method [6]. A. Taut et al. developed
detection circuit works on point at which recovery occurs.
Charging supercapacitor at constant power topology means
the transfer of power available from the power source to the
supercapacitor at constant voltage and constant current rate
with the supercapacitor voltage is less than 40 % of the
maximum and charging current should be lower than 2.5
times the usually required. Energy obtains from deceleration
is converted to dc and stored in a supercapacitor having
voltage depending on the deceleration time and speed of
required deceleration [7]. In high speed, high inertia load
drive applications, the kinetic energy stored can be
recovered during deceleration period up to 80% rather than
dissipating it into a braking resistance[8].
In the present work, energy recovery from induction motor
DTC drive is studied. Energy recovery equations are
reviewed in the third section; Simulation results during the
deceleration period are observed and found supercapacitor
charging due to high inertia energy recovered from
induction motor and load. During acceleration, if a heavy
load applied instantly, capacitor discharge and helped to the
battery to supply motor.
II. PROPOSED TOPOLOGY
The multifunctional dc-dc converter is proposed
by Xinxiang Yan et al. for axial flux permanent
brushless dc machine (BDCM) [9]. Fig. 3 shows
suggested power topology for DTC based three
phase induction motor drive is simulated using
Fig. 3. Diagram of energy recovery of DTC based induction motor
drive[9]
Fig. 4 (a) acceleration boost converter (b) deceleration buck converter
operation
MATLAB/ Simulink. The working of the topology is
easily understood by fig.4. Direct Torque
Control method is used to control inverter, and
the buck-boost bidirectional converter is
controlled by the current control strategy [10].
During acceleration, supercapacitor bank (SC)
and battery need to fed to dc link using boost
converter. Mostly, during the initial transient
period and suddenly increased load transients
are supplied by a supercapacitor as it
discharging rate is faster than the battery. As
Deceleration of motor and load increases dc link
voltage increases, so regeneration of energy
possible. Hence voltage of dc link is higher
than battery terminal voltage. Here, buck
converter is used to charge supercapacitor
meanwhile battery is also charge. So energy
recovery occurs frequently in electric vehicle
applications, The same concept may be utilised
for energy recovery in applications like lift,
textile mills, paper mills etc.
III. ENERGY RECOVERY EQUATIONS
Energy obtains from deceleration is rectified and stored in a
supercapacitor for a while obtain during braking or
deceleration period. Bidirectional buck-boost converter used
for energy recovery. The proposed topology is capable
enough of providing four quadrants operation with
regenerative braking and conversion of kinetic energy to
electric energy by means of charging the battery and
supercapacitor and hence ultimately improves the efficiency
of the system. Following equations helps to understand the
behaviour of energy recovery [11].
Stored energy during acceleration
(1)
If Tm=TL and the motor is starting slip S1=1, reach to full
speed S2 =0,
(2)
During reverse rotation braking s1=2 and s2=1.
(3)
During regenerative braking,
Consider application for which the speed is to be reduced
from twice synchronous speed to synchronous speed.
During braking action, initial slip is -1 and final slip settles
to zero. s1=-1 and s2=0.
(4)
Where, I= Inertia, S1= Initial slip, S2= Final slip, mechanical losses to the motor, inverter losses, bidirectional
synchronous speed, Tm=Motor electromagnetic Torque, converter losses.
TL= Load torque, ωs= synchronous speed, ω= Actual speed.
IV. SIMULATION RESULTS AND DISCUSSION
The Table I shows the induction motor parameters for which
simulation using MATLAB/SIMULINK is done and the
results are shown here for proposed topology. Fig. 4 (a)
depicts acceleration mode during which boost converter
operated and fig 4 (b) represents deceleration mode in which
buck converter action occurs and hence charging of
supercapacitor occurs and works as energy storage device.
Initially it has 300 V and get charge from battery up to 600
V. Supercapacitor voltage increases from 580 V to 720 V
during the deceleration period.
In a simulation study, the reference speed of the motor is
changed to 500 rpm at time 0 sec, 1400 rpm at 0.4 sec, 0
rpm at 1 sec with no load. Battery current was observed
during acceleration in fig. 5. Supercapacitor voltage
demonstrated in fig. 6 rises from 580 V to 720 V. Fig.7 Fig. 8 Stator Current (A), speed (rpm), Electromagnetic Torque (N.m)
shows battery voltage 650 V constant during both of the induction motor
acceleration and deceleration cycle from 0 sec to 1.8 sec.
Stator Current (A), Speed (rpm), Electromagnetic Torque IV. CONCLUSION
(N.m) are clearly shown in fig. 8. Supercapacitor voltage
and current graph are shown in fig. 9. Supercapacitor
voltage(V) versus time(s) graph showed 300 V at t=0 sec
and charged up to 580 V till 1 sec, and charging from 580
V to 720 V during deceleration from 1 sec to 1.8 sec. The
kinetic energy of the induction motor is 0.5Iω2 = 429 J at
t=1 sec. Recovered energy in supercapacitor during
deceleration is 112 J. Hence, 26% energy recovered, and the
remaining energy contributes to electrical losses,
Fig. 9 (a) Supercapacitor voltage(v) verses time(s) graph, 300 V initial
voltage (t=0sec) and charged up to 580v until 1sec, and charging from
580v to 720 v during deceleration from 1 sec to 1.8 sec

TABLE I. THREE PHASE INDUCTION MOTOR PARAMETERS

Fig. 9 (b) Supercapacitor current positive shown for charging, negative

Parameters Ratings
Fig. 5. Battery Current through diode during acceleration ( 0 to 1 Sec) for discharging.
Rated Power 5.4 HP
Frequency 50 Hz
Rated Voltage 400 V
Rated Speed 1440 rpm
Pole pairs 2
Stator resistance 1.4 Ω
Stator leakage inductance 5.83x10-3 H
Fig. 7 Battery voltage 650 V during acceleration-deceleration cycle Rotor leakage inductance 5.83x10-3 H
Air gap inductance 404x10-3 H
Rotor time Constant(J) 0.04 kg.m2

Friction factor(F) 0.0029 N.m.s


Fig.6 Supercapacitor voltage increases from 580 v to 720v during
deceleration
Energy regeneration during deceleration of the electric
vehicle by direct torque control drive for the induction
motor is presented. Supercapacitor as an energy storage
device is charging during deceleration shown by voltage
increasing across it. Energy regeneration during deceleration
of the electric vehicle is studied and simulated for DTC
based electric vehicle recovery drive using MATLAB
/SIMULINK. The kinetic energy recovered in
supercapacitor is about 26% during deceleration of vehicle
using the proposed method. Energy regeneration improves
the overall efficiency of the system.
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