applied

sciences
Article
Motor Vector Control Based on
Speed-Torque-Current Map
Jianjun Hu 1,2, *, Meixia Jia 2 , Feng Xiao 2 , Chunyun Fu 2 and Lingling Zheng 2
1 State Key Laboratory of Mechanical Transmissions, Chongqing University, Chongqing 400044, China
2 School of Automotive Engineering, Chongqing University, Chongqing 400044, China;
jiameixia23@163.com (M.J.); 15079140747@163.com (F.X.); fuchunyun@cqu.edu.cn (C.F.);
lingling66zh@gmail.com (L.Z.)
* Correspondence: hujianjun@cqu.edu.cn; Tel.: +86-139-9607-3282




Received: 1 November 2019; Accepted: 16 December 2019; Published: 20 December 2019


Abstract: In order to effectively extend the mileage of pure electric vehicles, the influence of the
electromechanical energy conversion principle and the dynamic control of a permanent magnet
synchronous motor (PMSM) on the performance of pure electric vehicles are studied with a dual-motor
drive system as a carrier in this paper. A vector control strategy based on the speed-torque-current
map of a motor is proposed, considering the bus voltage fluctuation influenced by battery charge
and discharge. By constructing a complete vehicle model including the dynamic control model of
the motor, the power distribution control strategy of a dual-motor coupling mode considering the
dynamic characteristics of the motor is developed and simulated on the MATLAB platform. The
results show that the dynamic model of the motor is closer to the actual running conditions. The
proposed control strategy effectively reduces the demand power, decreases the energy consumption
of the electric drive system, and extends the mileage of the vehicle.

Keywords: control strategy; dynamic control; pure electric vehicle; speed-torque-current map

1. Introduction
As the only source of propulsion, the dynamic characteristics and the performance of the motor
are very important to vehicles. In order to meet the needs of vehicle research, the study of motors
from static control strategy to dynamic control strategy can make the vehicle run more efficiently. The
efficiency and torque characteristics of the motor directly determine the effect of the control strategy. It
also has a direct impact on the power loss of the motor and the mileage of the vehicle.
In recent years, the permanent magnet synchronous motor (PMSM) is increasingly used as the
power source in pure electric vehicles. Multi-power source systems are also taken seriously because of
their wide efficiency range and multi-mode flexibility [1]. At present, the drive control strategy of a
multi-power driven vehicle is mainly designed based on the static characteristics of the transmission
system components [2]. In [3], a rule-based control strategy for a dual-motor coupling driven pure
electric vehicle is designed to obtain the optimal acceleration performance. In [4], the dynamic
programming algorithm is used to optimize the mode switching threshold value of a dual-motor
coupling electric drive system with rotational speed coupling mode, and the optimized control strategy
significantly improves the economic efficiency of the vehicle. Wang [5] comprehensively considered
the problem of motor temperature rise, which leads to its efficiency and torque decline in the process
of designing the coordinated control strategy of the whole vehicle powertrain. It effectively reduces
the frequency of motor failure due to the temperature rising. Li [6] investigated the PMSM control
system through combining the method of rotor field-oriented control and the space vector control
strategy. Zhou [7] established the dynamic model of the PMSM and the efficiency model of the inverter

Appl. Sci. 2020, 10, 78; doi:10.3390/app10010078 www.mdpi.com/journal/applsci

Appl. Sci. 2020, 10, 78 2 of 21

module of the motor controller. He studied the speed and torque characteristics of the motor, as well
as size and quality characteristics, and designed the control strategy based on torque compensation in
the dynamic mode and economic mode. In order to improve the performance of PMSM when it is
used as a motor to drive the vehicle, the working principle of this type of motor has been thoroughly
analyzed, and its current vector control scheme is optimized [8–15]. Most of the motor dynamic
models established by the above scholars are used to study the speed and torque response and energy
consumption performance, but the influence of motor dynamic control on the vehicle drive control
strategy has not been further studied.
Furthermore, if only the static characteristics of components are considered in the formulation of
the control strategy of the driving system, there will be a big discrepancy between the operating state
of the system and the actual operation process. The influence of dynamic process and control on the
performance of the vehicle cannot be ignored; otherwise, performance errors of the vehicle may be
caused. The major defects of the static model are as follows.
(1) In the static model, the speed and torque of the motor can step change; that is, the working
point of the motor can step change instantaneously. However, in practical running, the change of the
speed and the torque is not an ideal step process. If the static model is used as the basis of the driving
strategy, its dynamic and economy performance have a large deviation from the actual running. (2)
The actual operation of the motor is affected by the control parameters, and there is always torque
fluctuation. However, these characteristics cannot be reflected in the static model. (3) In the process of
coupling drive, the efficiency of different working modes is only considered in the static model, but
the mode-switching process and the energy loss are ignored in the process. The dynamic model and
control of the motor can fully respond to the whole process of mode operation and mode switching,
which is in good agreement with the actual operation process of the motor. The combination of
dynamic control and the multi-power vehicle model can reflect the characteristics of speed–torque and
energy consumption. Exploring the influence of dynamic control on the performance of multi-power
vehicles can be used to guide the formulation of the control strategy of a multi-power coupled electric
drive system.
The rest of the paper is organized as follows. Section 2 introduces the electric drive system
configuration and the main parameters that are used in the subsequent strategy. In Section 3, a novel
vector control strategy of PMSM based on the speed-torque-current map is proposed. Then, the
proposed control strategy is validated in Section 4 to evaluate the results of the running of the motor
controlled by the new strategy.

2. Electric Drive System Configuration and Main Parameters

The configuration of the dual-motor drive system [16] is shown in Figure 1. The system consists
of two drive motors (MG1 and MG2), one planetary gear, three clutches (C1, C2, and C3), one brake
(B1), two gear pairs (Gear 1 and Gear 2), and one main reducer (Final Drive). This electric drive system
can realize four working modes including MG1 driving alone (M1), MG2 driving alone (M2), torque
coupling drive (M3), and speed coupling drive (M4), as shown in Figure 2. The vehicle working modes
and the corresponding component status are listed in Table 1.

Table 1. Vehicle working modes and the corresponding component status. This electric drive system
can realize four working modes: MG1 driving alone (M1), MG2 driving alone (M2), torque coupling
drive (M3), and speed coupling drive (M4).

Mode MG1 MG2 C1 C2 C3 B Power Flow

M1 M C OFF OFF ON OFF Figure 2a
M2 C M OFF ON OFF ON Figure 2b
M3 M M OFF ON ON ON Figure 2c
M4 M M ON ON OFF OFF Figure 2d
 C2
Final Drive
Output shaft

Appl. Sci. 2020, 10, 78 3 of 21

Appl. Sci. 2020, 10, x FOR PEER REVIEW 3 of 22

B1
C1
Figure 1. Electric drive system configuration. The system consists of two drive motors (MG1 and
MG2), one planetary gear, three clutches
MG1 (C1, C2, and C3),
MG2 one brake (B1), two gear pairs (Gear 1 and
Gear 2), and one main reducer (Final Drive).
Gear 2
Gear 1 C3
Table 1. Vehicle working modes and the corresponding component status. This electric drive system
can realize four working modes: MG1
C2 driving alone (M1), MG2 driving alone (M2), torque coupling
drive (M3), and speed coupling drive (M4). Final Drive
Output shaft
Mode MG1 MG2 C1 C2 C3 B Power Flow
M1 M C OFF OFF ON OFF Figure 2a
M2 C M OFF ON OFF ON Figure 2b
M3 M M OFF ON ON ON Figure 2c
Figure 1. Electric drive system configuration. The system consists of two drive motors (MG1 and
Figure 1. Electric drive system configuration. The system consists of two drive motors (MG1 and
M4MG2), one planetary
M gear,M ON
three clutches ONC3), oneOFF
(C1, C2, and brake (B1), OFF Figure
two gear pairs (Gear 2d
1 and
MG2), one planetary gear, three clutches (C1, C2, and C3), one brake (B1), two gear pairs (Gear 1 and
Gear 2), and one main reducer (Final Drive).
Gear 2), and one main reducer (Final Drive).

B 功率流 B
Table 1. 功率流 working modes and the corresponding
Vehicle component status. This electric drive system
Power Flow Power Flow
C1
can realize four working modes: MG1 driving alone (M1), MG2C1driving alone (M2), torque coupling
MG1
MG1 MG2
MG2 (M4). MG1
M1 MG2
MG2
M2
drive (M3), and speed couplingMG2
drive

Mode MG1 MG2 C1 C2 C3 B Power Flow

C3 C3
M1 C2 M C OFF OFF C2ON OFF Figure 2a
M2 C M OFF ON OFF ON Figure 2b
M3 M M OFF ON ON ON Figure 2c
M4 M M ON ON OFF OFF Figure 2d

B B
Power Flow（a）
功率流 功率流
Power Flow
（b）
C1 C1

功率流 MG1
MG1 B MG2
MG2
MG2 MG1
M1
功率流 BMG2
MG2
M2
Power Flow Power Flow
C1 C1
C3 C3
MG1
M1 MG2
M2 MG1
M1 MG2
M2
C2 C2

C3 C3
C2 C2

（a） （b）

功率流 B B
功率流
Power Flow Power Flow
C1 C1
MG1
M1 （c） MG2
M2 MG1
M1 （d） MG2
M2

Figure 2. The power flow of different

C3 working modes. (a) MG1 driveC3alone; (b) MG2 drive alone; (c)
Figure 2. The power
Torque couplingflow of(d)
C2
drive; different working
Speed coupling modes. (a)C2MG1 drive alone; (b) MG2 drive alone; (c)
drive.
Torque coupling drive; (d) Speed coupling drive.
The main parameters of the system are shown in Table 2.

（c） （d）

Figure 2. The power flow of different working modes. (a) MG1 drive alone; (b) MG2 drive alone; (c)
Torque coupling drive; (d) Speed coupling drive.
Appl. Sci. 2020, 10, x FOR PEER REVIEW 4 of 22

The main parameters of the system are shown in Table 2.

Appl. Sci. 2020, 10, 78 4 of 21
Table 2. Main parameters of the system.

Component Table 2. MainQuantity

parameters(Unit)
of the system. Value
Rated/peak power (kW) 22/46.5
Component Quantity (Unit) Value
MG1 Rated/maximum speed (rpm) 2880/5636
Rated/peak power (kW) 22/46.5
Rated/maximum torque (Nm) 73/154
MG1 Rated/maximum speed (rpm) 2880/5636
Rated/peak power
Rated/maximum torque (kW)
(Nm) 10/20.573/154
MG2 Rated/maximum
Rated/peak powerspeed (kW)(rpm) 3300/8338
10/20.5
MG2 Rated/maximum torque(rpm)
Rated/maximum speed (Nm) 29/59
3300/8338
Planetary gear Rated/maximum
Ratio ktorque (Nm) 2.6 29/59
Planetary gear Ratio k
Gear 1 Ratio i1 2.92 2.6
Gear 1 Ratio i1 2.92
Gear Gear
2 2 Ratio
Ratio ii22 1.2 1.2
FinalFinal
drive drive Ratio
Ratio ii00 4.05 4.05
Type
Type Li-ionLi-ion
Battery pack pack
Battery Rated voltage
Rated voltage (V)(V) 333 333
Rated capacity (Ah) 78
Rated capacity (Ah) 78

3. Motor
3. Motor Vector
Vector Control
Control Strategy
Strategy Based
Based on
on Speed-Torque-Current
Speed-Torque-Current Map
Map

3.1. Motor
3.1. Motor Model
Model and
and Operation
Operation Constraints
Constraints
The motor
The motorMG1MG1is is
taken as an
taken as example for modeling.
an example The PMSM
for modeling. with three-phase
The PMSM and four-pair
with three-phase and
poles is selected, whose parameters are shown in Table 3.
four-pair poles is selected, whose parameters are shown in Table 3.

Table 3. MG1 parameters.

Table 3. MG1 parameters.
Symbol
Symbol Value
Value
p
pn 88
ϕf
φ 0.0642 Vs
0.0642 Vs
Ld (1e−2 H) 0.0707
L (1e−2−2H) 0.0707
0.0707
Lq (1e H)
L (1eRs H）
−2 0.0707
0.0354 Ω
R 0.0354 Ω

There is always power loss in the working process of a motor, which leads to the fluctuation
There is always power loss in the working process of a motor, which leads to the fluctuation of
of speed and torque. The iron loss model can not only reflect the changes of motor voltage, current,
speed and torque. The iron loss model can not only reflect the changes of motor voltage, current,
flux, and torque, but can also express the changes of the controllable loss including copper loss and
flux, and torque, but can also express the changes of the controllable loss including copper loss and
iron loss caused by the winding current, which is widely used in the PMSM loss modeling [17]. The
iron loss caused by the winding current, which is widely used in the PMSM loss modeling [17]. The
equivalent circuit diagram of the PMSM dynamic model employed in this paper is shown in Figure 3.
equivalent circuit diagram of the PMSM dynamic model employed in this paper is shown in Figure
Considering the loss caused by the stator eddy current and hysteresis effect, an iron loss resistance
3. Considering the loss caused by the stator eddy current and hysteresis effect, an iron loss resistance
R (ω) is added to the equivalent circuit in parallel.
R c(ω) is added to the equivalent circuit in parallel.

id Rs iod iq Rs ioq
ωLqioq
+ -
icd icq
- +
ωLqioq ωφf
ud Rc(ω ) uq Rc(ω )
+ -

（a） （b）
Figure 3.
Figure Equivalent circuit
3. Equivalent circuit diagram
diagram of of the
the permanent
permanent magnet
magnet synchronous
synchronous motor
motor (PMSM)
(PMSM) dynamic
dynamic
model. (a) d-axis equivalent circuit, (b) q-axis equivalent circuit.
model. (a) d-axis equivalent circuit, (b) q-axis equivalent circuit.
Appl. Sci. 2020, 10, 78 5 of 21

The voltage equivalent equations of the dynamic model are as follows.

" # " # " #
ud iod Rs uod

= Rs + 1+ (1)
uq ioq Rc uoq
" # " #" # " #
uod 0 −ωρLq iod 0
= + (2)
uoq ωLd 0 ioq ωϕf
(
iod = id − icd ,
(3)
ioq = iq − icq
ωρLd ioq

 icd = − Rc ,


(4)
 icq = ω(ϕf +Ld iod )


Rc

The iron loss resistance Rc is calculated by [18]:

1
Rc = K
. (5)
Kf ωh

Due to the limits of battery voltage, temperature, the bearing capacity of components, and PWM
(pulse width modulation) modulation methods, the current and voltage supply capacity of the inverter
is limited respectively to ilim and Udc_lim . The motor armature current is and terminal voltage us
expression and constraints are as follows:
q
is = i2d + i2q ≤ ilim (6)
q
us = u2d + u2q ≤ Udc_lim . (7)

The expressions of electromagnetic torque Te and the motion equation of the PMSM are as follows:

3 h   i
Te = pn ϕd ioq + Ld − Lq iod ioq (8)
2
dωr
Te = TL + J
. (9)
dt
The relationship between ωr and ω is as follows:

1 1 dθs
ωr = ω= . (10)
pn pn dt

3.2. Speed-Torque-Current Map Integrated Current Control

At present, the control strategies of the motor current mainly include the maximum torque current
ratio (MTPA) control, maximum current voltage (MCMV) control, and maximum torque voltage ratio
(MTPV) control.
MTPA control is a control method aiming to obtain the maximum output torque with the minimum
input of a stator current vector within the limits of voltage and current [19,20]. The control equation of
its boundary line is as follows:
q  2
−ϕf + ϕf 2 + 4 Ld − Lq iq 2
id = . (11)
2(Ld − Lq )

MCMV control is one of the weak magnetic control methods. Its characteristic is that the
current vector and voltage vector are the limits of the current and the voltage of the inverter bus,
vector and voltage vector are the limits of the current and the voltage of the inverter bus,
respectively [21]. When the motor speed is adjusted to a certain speed of ω , the control equation of
(i , i ) in this region is as follows:

Appl. Sci. 2020, 10, 78 6 of 21

⎧ _
( )
⎪i =
. (12)
respectively [21]. When the motor speed ⎨ is adjusted to a certain speed of ωm , the control equation of
(iq , id ) in this region is as follows: ⎪ i = − i −i
⎩
 r
Udc_lim 2

−(Ld id +ϕf )2



 ω m
MTPV control enables the motor  ito

q =achieve the maximum . speed by making full use(12)
of the

 q Lq
voltage vector supplied by the inverter
 [22–24].


 id = − For i2lim the
− i2q tab-mounted PMSM, the reference current
vector and the voltage control equation of MTPV is as follows:
MTPV control enables the motor to achieve the−φ maximum speed by making full use of the voltage
i =
⎧ the tab-mounted
vector supplied by the inverter [22–24]. For PMSM, the reference current vector and
L
the voltage control equation of MTPV is as follows:U (13)
⎨i = − _
⎩
 L
−ϕ f ω
 id =

Ld
(13)

U
 iq = − Ldc_lim


⎧ q ωs
_
⎪u = r
L −Lq 2
 
ϕf − ϕf 2 +8U2dc_lim Ldq ωs . (14)

⎨ uq =



  
L −L
⎪ u = − U −4 Ldq ω−sq u . (14)


q _
⎩



 ud = − U2 2

dc_lim − uq


To sum up, the running trajectories of the boundaries of the three control strategies in the d-q
To sum up, the running trajectories of the boundaries of the three control strategies in the d-q
coordinate system are shown in Figure 4. OA, AB, and BC represent the running trajectories of the
coordinate system are shown in Figure 4. OA, AB, and BC represent the running trajectories of the
three control strategies (MTPA, MCMV, and MTPV) in the d-q coordinate system, respectively.
three control strategies (MTPA, MCMV, and MTPV) in the d-q coordinate system, respectively.
Q axis

Voltage limit circle

Current limit circle
MCMV
A
B
MTPA

MTPV

C O
D axis

speed
increased

Figure 4. Running trajectories of three current control strategies. MCMV: maximum current voltage;
MTPV:
Figure maximum
4. Running torque voltage
trajectories ratio;
of three MTPA:control
current maximum torque current
strategies. MCMV: ratio.
maximum current voltage;
MTPV: maximum torque voltage ratio; MTPA: maximum torque current ratio.
To analyze the influence of different current control strategies on the motor speed–torque
characteristics, the external characteristics under different strategies are obtained, as shown in Figure 5.
To analyze the influence of different current control strategies on the motor speed–torque
characteristics, the external characteristics under different strategies are obtained, as shown in
Figure 5.
 Appl. Sci. 2020, 10, x FOR PEER REVIEW 7 of 22
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MTPA boundaries
MCMV boundaries
MTPV boundaries
MTPA
Peak boundaries
Power curve
MCMV
Peak boundaries
torque curve
MTPV boundaries
Peak Power curve

(Nm) (Nm)
Peak torque curve

TorqueTorque

Motor Speed (rpm)

Figure 5. Speed-torque characteristics of different control strategies.

Motor Speed (rpm)
Aiming to combine Figure5.5.
Figure the advantages
Speed-torque
Speed-torque of the above
characteristics
characteristics three control
ofdifferent
of different strategies, a comprehensive
controlstrategies.
control strategies.
control strategy is proposed in this paper to expand the motor working range to its maximum within
the scope
Aiming
Aiming oftothe inverterthe
tocombine
combine bus
the capacity.
advantages
advantages The
of ofprinciples
the above of three
three
the above the comprehensive
control strategies,
control control strategycontrol
a comprehensive
strategies, are as
a comprehensive
follows:
strategy is proposed
control strategy in this paper
is proposed to expand
in this paper tothe motorthe
expand working
motorrange to its
working maximum
range within the within
to its maximum scope
of thescope
the inverter
of thebusinverter
capacity. The
bus principles
capacity. Theofprinciples
the comprehensive control strategy
of the comprehensive are asstrategy
control follows:are as
(a) The MTPA control strategy is adopted in the peak torque area to minimize the copper loss and
follows:
(a) TheironMTPA
loss. control strategy is adopted in the peak torque area to minimize the copper loss and
(b) In
(a) iron
Thethe high-torque
MTPA
loss. controlregion
strategy of is
the weak magnetic
adopted in the peakfield, the MCMV
torque area to control
minimize is adopted
the copperto transit to
loss and
(b) In the
iron MTPV
theloss. control range.
high-torque region of the weak magnetic field, the MCMV control is adopted to transit to
(c) MTPV
(b) the
In the control
high-torque
MTPV controlis used
region
range. to extend the speed
of the weak range
magnetic of the
field, the motor
MCMVincontrol
the high-speed
is adoptedregion of the
to transit to
weak
the magnetic
MTPV control field.
range.
(c) MTPV control is used to extend the speed range of the motor in the high-speed region of the weak
(c) magnetic
MTPV
With the control
field. isprinciples,
above used to extend the speed
the external range of boundary
characteristic the motor ofin current
the high-speed
control isregion of the
obtained, as
weak magnetic field.
shown in Figure 6. Compared with the single current control strategy, the designed comprehensive
With the above principles, the external characteristic boundary of current control is obtained, as
control
Withstrategy
the abovehas aprinciples,
wider speed therange under
external the same torque,
characteristic boundarywhich improves
of current the utilization
control ratio
is obtained, as
shown in Figure 6. Compared with the single current control strategy, the designed comprehensive
of the input
shown in Figurecurrent vector and
6. Compared withvoltage vector
the single and maximizes
current the overall
control strategy, working
the designed range of the
comprehensive
control strategy has a wider speed range under the same torque, which improves the utilization ratio
motor.
control strategy has a wider speed range under the same torque, which improves the utilization ratio
of the input current vector and voltage vector and maximizes the overall working range of the motor.
of the input current vector and voltage vector and maximizes the overall working range of the
motor.
MTPA boundaries
MCMV boundaries
MTPV boundaries
MTPA
Peak boundaries
power curve
MCMV
Peak boundaries
torque curve
MTPV boundaries
(Nm) (Nm)

Peak power curve

Peak torque curve
TorqueTorque

Motor Speed (rpm)

Figure6.6. Boundary
Figure Boundary design
design of
of comprehensive
comprehensive control
controlstrategy.
strategy.
Motor Speed (rpm)

Figure 6. Boundary design of comprehensive control strategy.

Appl. Sci. 2020, 10, 78 8 of 21
Appl. Sci. 2020, 10, x FOR PEER REVIEW 8 of 22

Basedon
Based onthe
thedesigned
designedcurrent
currentcontrol
control boundary
boundarycurve,
curve,the
thespeed
speedand
andtorque
torqueare
aretraversed
traversedand
and
substituted into Equations (8) and (9) to obtain the current of the d axis and q axis of all the
substituted into Equations (8) and (9) to obtain the current of the d axis and q axis of all the workwork
points. The
points. Theresulting
resultingspeed–torque–current
speed–torque–current map
map of
of the
the d-axis
d-axis and
and q-axis
q-axis are
are shown in Figure 7.

D axis current (A)

(a)
Q axis current(A)

(b)
Figure
Figure 7. Current map of
Current map ofthe
theintegrated
integratedcontrol
control strategy.
strategy. (a)(a) d-axis
d-axis current
current map;
map; (b) q-axis
(b) q-axis current
current map.
map.
3.3. Motor Vector Control Strategy
3.3. Motor Vector
In order to Control
solve theStrategy
nonlinear problem of the PMSM current in the weak magnetic region, a
vector control strategy is designed
In order to solve the nonlinear forproblem
the motor of based on thecurrent
the PMSM speed–torque–current map, as region,
in the weak magnetic shown in a
Figure 8. When the motor runs in the weak magnetic region, the d and q-axis
vector control strategy is designed for the motor based on the speed–torque–current map, as currents are obtained
shown
using
in the lookup
Figure 8. Whentablethe method.
motor runs Thisinmethod
the weak avoids the control
magnetic problems
region, caused
the d and by the
q-axis nonlinear
currents are
current, which in turn extends the weak magnetic working region of the motor.
obtained using the lookup table method. This method avoids the control problems caused by the It is convenient to
obtain the current,
nonlinear current inwhich
the deep weakextends
in turn magnetic theregion
weakbymagnetic
using theworking
lookup table.
regionBesides,
of the the following
motor. It is
problems can
convenient to also be solved:
obtain it is difficult
the current in the to obtain
deep weakthemagnetic
current simply
regionbybyusing thethe
using weak magnetic
lookup PI
table.
controller, and the dynamic response of the motor is slow.
Besides, the following problems can also be solved: it is difficult to obtain the current simply by
using the weak magnetic PI controller, and the dynamic response of the motor is slow.
Appl. Sci. 2020, 10, x FOR PEER REVIEW 9 of 22
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iq_ref uq_ref
+ ΔN 转速环PI控
Speed PI T_ref Speed-Torque
Speed-Torque Speed PI
电流环PI控制
controller -current MAP controller SVPWM
N_ref 制器 -current MAP 器
iq_ref
id_ref ud_ref
uq_ref
+ - ΔN 转速环PI控
Speed PI T_ref Speed-Torque
Speed-Torque Speed PI
电流环PI控制
controller -current MAP controller SVPWM
N_ref 制器 -current MAP 器
- N_cur N_cur id_ref ud_ref
Iq Id
Converter
逆变器
N_cur N_cur
Iq Id
Iα IaConverter
逆变器
Clarke Park Ib
Transmission Transmission Ic
Iβ
Iα Ia
Clarke Park Ib
Transmission Transmission Ic
Iβ PMSM

PMSM
Figure 8. Vector control strategy based on the speed–torque–current map.

As shown inFigure Figure

Figure 8.8.8,
Vector
Vector control
controlstrategy
strategybased
a speed–torque–current on
basedmaponthe
the speed–torque–current
speed–torque–current
link map.
is added to the vectormap. control strategy
between the speed control link and the current control link. The output reference torque T_ of the
Asshown
shown inFigureFigure 8,aaspeed–torque–current
speed–torque–currentmap maplink linkisisadded
addedto tothe
thevector
vectorcontrol
controlstrategy
strategy
speedAs loop and in the actual8,motor speed are the inputs to this link. The reference currents of the d and
betweenthe
between thespeed
speedcontrol
controllink linkandandthe
thecurrent
current controllink. link.TheTheoutput
output referencetorquetorqueTT_ _ref ofofthe
the
q axes corresponding to the current speed and control
the target torque can be reference
obtained by a lookup table.
speedloop
speed loop and
and thethe actual
actual motor speed are the inputs inputs to this
this link.
link. The
Theofreference currents ofofthe
thedregion
dand
andq
Since the speed–torque–current map contains thetoinformation reference
the weak currents
magnetic
qaxes
axes corresponding
corresponding toto
thethe current
currentspeed
speedandandthethe
target torque
target can can
torque be obtained
be by a by
obtained lookup
a table.table.
lookup Since
(including the deep weak magnetic region), the currents of the d and q axes are constrained in the
the speed–torque–current
Since the speed–torque–current map contains the information
mapcircle.
contains the the of the weakofmagnetic
information the weak region (including
magnetic the
region
voltage limit circle and current limit It solves transition problems of current control in
deep weakthe
(including magnetic
deeprangesregion),
weak the currents
magnetic of the
region), the d and q axes are d
constrained
q axesinbytheconstrained
voltage limitincircle
different working and the problem of currents of the
torque fluctuation andcaused are current or voltage the
and current
voltage limitlimit
circlecircle.
and It solves limit
current the transition
circle. It problems
solves the oftransition
current control in different
problems working
of current ranges
control in
over-saturation.
and the problem
different working of torque and fluctuation caused of by current or voltage over-saturation.
Charging and ranges
discharging the problem
are always presenttorque
in thefluctuation causedof by
driving process purecurrent
electricorvehicles,
voltage
Charging and discharging are always present in the driving process of pure electric vehicles,
over-saturation.
which leads to the change of battery SOC (state of charge). The relationship between the battery
which leads to and
Charging the change of battery are SOC (state of charge). The relationship between the battery voltage
voltage and SOC is discharging
shown in Figure always present
9. The change ofinthe
thebattery
driving process
voltage of pure
causes the electric
dynamicvehicles,
change
and SOC
which is shown
leads the in
toamplitude Figureof9.battery
change The change (state
of the of
battery voltage causes the dynamic changebattery
of bus
of bus voltage [25], which inSOC turn affects charge).
the d-axisThe relationship
current and q-axis between
current,the as well as
voltage and
voltage amplitude
SOC is [25],
shown which in in turn9.affects
Figure The the d-axis
change of current
the batteryand q-axis causes
voltage current,theas dynamic
well as the speed
change
the speed and torque characteristics of the motor.
and torque characteristics of the motor.
of bus voltage amplitude [25], which in turn affects the d-axis current and q-axis current, as well as
the speed and torque characteristics of the motor.
380
(V) (V)

380
360
voltage

360
340
voltage
Battery

340
320
Battery

320
300
0 0.25 0.50 0.75 1.00
300 Battery SOC (-)
0 0.25 0.50 0.75 1.00
Figure 9. Relationship betweenBattery
batterySOC (-) and state of charge (SOC).
voltage
Figure 9. Relationship between battery voltage and state of charge (SOC).
The external characteristics of the motor under different bus voltages are shown in Figure 10.
The Figure 9. Relationship between battery different
voltage and state of charge
are(SOC).
It isexternal
shown characteristics
in Figure 10 thatof the motor
when theunder bus
bus voltage decreases,voltages shown
the control in Figure
boundary 10.the
and
maximum torquecharacteristics
The external boundary of the motor
of the move
motor to the
under left, which
different reducesare
bus voltages theshown
motor in
working
Figure range.
10.
If the influence of bus voltage variation is ignored, the operation of these areas cannot be controlled.
When the voltage increases, the bus voltage cannot be fully utilized. When the voltage decreases, the
working point may be outside the allowable motor working range, which leads to the over-current or
over-voltage protection. The influence of bus current on the motor can also be seen from the perspective
of current control of d and q axes, which is shown in Figure 11. When the bus voltage is U1, the motor
works at points A1 and A2 to realize torques T1 and T2, respectively. If the bus voltage increases from
U1 to U2, then the motor working points are B1 and B2, which improves the utilization ratio of the bus
 Maximum torque
curve

电机转矩（N.m）
100

(N.m)
80

Torque
Appl. Sci. 2020, 10, 78 10 of 21
60
MTPA boundary
voltage. On the contrary, if T1 and T2 are the required torques, the motor works at points B1 and B2.
40 curve
If the bus voltage decreases from U2 to U1 and the control strategy still takes B1 and B2 as working
Appl. Sci. 2020,In
points. 10,this
x FOR PEER REVIEW
situation, the current regulator saturates and loses its ability to regulate the current. 10 of 22
20

160
0
udc=450V
0 1000 2000 3000 4000 5000 6000 7000 8000
udc=550V
140 Motor speedrpm）
电机转速（ (rpm) udc=650V

Figure120
10. External characteristics corresponding to different bus voltages.
Maximum torque
curve
电机转矩（N.m）

It is shown in Figure
100 10 that when the bus voltage decreases, the control boundary and the
(N.m)

maximum torque boundary of the motor move to the left, which reduces the motor working range. If
80
the influence of bus voltage variation is ignored, the operation of these areas cannot be controlled.
Torque

When the voltage increases, the bus voltage cannot be fully utilized. When the voltage decreases, the
60
working point may be outside the allowable motor working range, which leads to the over-current
MTPA boundary
or over-voltage protection.
40
The influence
curve of bus current on the motor can also be seen from the
perspective of current control of d and q axes, which is shown in Figure 11. When the bus voltage is
U1, the motor works at 20 points A1 and A2 to realize torques T1 and T2, respectively. If the bus
voltage increases from U1 to U2, then the motor working points are B1 and B2, which improves
0 bus voltage. On the contrary, if T1 and T2 are the required torques, the
the utilization ratio of the
0 1000 2000 3000 4000 5000 6000 7000 8000
motor works at points B1 and B2. If the bus
Motor voltage
电机转速（speedrpm）decreases from U2 to U1 and the control
(rpm)
strategy still takes B1 and B2 as working points. In this situation, the current regulator saturates
and loses its ability to regulate
Figure
Figure 10.10. the characteristics
External
External current.
characteristics corresponding
corresponding toto
different busbus
different voltages.
voltages.

It is shown in Figure 10 that when the bus voltage decreases, the control boundary and the
Q axis

maximum torque boundary of the motor move to the left,Voltage whichlimit circle the motor working range. If
reduces
Current limit
the influence of bus voltage variation is ignored, the operation of circle
these areas cannot be controlled.
When the voltage increases, the bus voltage cannot be fully utilized. When the voltage decreases, the
MTPA
B2
working point may be outside the allowable motor working range, which leads to the over-current
T2
A2 B1
or over-voltage protection. The influence of A1 T1
bus current on the motor can also be seen from the
perspective of current control of d andMTPVq axes, which is shown in Figure 11. When the bus voltage is
U1, the motor works at points A1 and A2 to realize torques T1 and T2, respectively. If the bus
voltage increases from U1 to U2, then the motor working points are DB1 axisand B2, which improves
the utilization ratio of the bus voltage. On the contrary, if T1 and T2 are the required torques, the
motor works at points B1 U2 and B2. U1If the bus voltage decreases from U2 to U1 and the control
U2>U1
strategy still takes B1 and B2 as working points. In this situation, the current regulator saturates
and loses its ability to regulate the current.
Q axis

Voltage limit circle

Figure 11. Influence of bus voltage change on the value of the d-q axis current.
Figure 11. Influence of bus voltage change on the Current
valuelimit
of circle
the d-q axis current.
Considering the fluctuation of bus voltage, theMTPA
relationship between the actual bus voltage Udc_act
B2
and the currents of the d and q axes is as follows: T2
A2 B1
T1
!2 A1
Udc_act
MTPV = (Lq iq )2 + (Ld id + ϕf )2 . (15)
ωs

D axis

U2 U1
U2>U1
 Considering the fluctuation of bus voltage, the relationship between the actual bus voltage
U _ and the currents of the d and q axes is as follows:
_
= (L i ) + (L i + φ ) . (15)
Appl. Sci. 2020, 10, 78 11 of 21

Equation (15) indicates that the bus voltage fluctuation can be corrected by the motor speed.
Equation (15) indicates that the bus voltage fluctuation can be corrected by the motor speed.
Specifically, when the bus voltage changes, the motor speed can be appropriately increased or
Specifically, when the bus voltage changes, the motor speed can be appropriately increased or decreased
decreased by μ times to correct the voltage, as shown in the following equation:
by µ times to correct the voltage, as shown in the following equation:
_
μ=
U
µ= U _
 dc_lim


 dc_act
. (16)
_ 2
= (L i ) + (L i + φ ) . (16)
 
 U dc_lim 2 2
= ( L i ) + ( L i + ϕ )


 ωµ
s
q q d d f

Based on
Based onEquation
Equation(16),
(16),a speed
a speed modifier
modifier considering
considering the influence
the influence of busofvoltage
bus voltage
is addedis added
to the
to the speed–torque–current
speed–torque–current map linkmapto link to develop
develop a vectora vector
controlcontrol strategy,
strategy, as shown
as shown in Figure
in Figure 12.
12. The
The real-time
real-time bus bus
voltage U_ U_cur
voltage obtained
obtained fromfrom
the the voltage
voltage sensor
sensor is is used
used asasthe
theinput
inputtoto the
the speed
compensator, and
compensator, variable N
and variable N__cps represents
represents the
the speed
speedafter
afterthe
thecompensation.
compensation.

iq_ref uq_ref
+ ΔN Speed PI T_ref Speed-Torque Current PI
SVPWM
N_ref controller -current MAP controller
- id_ref ud_ref
N_cps
N_cur Speed
modifier Iq Id
Converter
U_cur N_cur

Iα Ia
Clark Park Ib
transformation transformation Ic
Iβ

PMSM

Figure 12.
Figure Vector control
12. Vector control strategy
strategy considering
considering bus
bus voltage
voltage fluctuation.
fluctuation.

To validate
To validatethe thecontrol effect
control of the
effect of proposed vector
the proposed control
vector strategy,
control a working
strategy, conditioncondition
a working is designedis
in which the bus voltage and load torque are 650 V and 20 Nm, respectively.
designed in which the bus voltage and load torque are 650 V and 20 Nm, respectively. Besides,Besides, the motor speed
the
first accelerates
motor speed from 0 to 1000from
rpm,0 and thenrpm,
againand
accelerates from 1000 to 5000 rpm after the speed
Appl. Sci. first accelerates
2020, 10, x FOR PEER REVIEW to 1000 then again accelerates from 1000 to
12 5000
of 22 rpm
stabilizes for a short period (around 100 ms). The simulation results are shown
after the speed stabilizes for a short period (around 100 ms). The simulation results are shownin Figures 13 and 14. in
Figures 13 and 14.
6000
转速(rpm)
Speed(rpm)

4000 Reference speed

Actual speed
2000
0
0 0.05 0.1 0.15
Time(s)
Time(s)
时间(s)
Torque(N.m)

150
转矩(Nm)

Reference torque
100 Actual speed
50
0
0 0.05 0.1 0.15
Time(s)
Time(s)
时间(s)
axes current(A)

200
d-q轴电流(A)

d-axis current
100 q-axis current
0
-100
D-q

0 0.05 0.1 0.15

Time(s)
Time(s)
时间(s)
current(A)

200
A phase current
相电流(A)

100
B phase current
0
-100 C phase current
Phase

-200
0 0.05 0.1 0.15
Time(s)
时间(s)

Figure 13. Motor

Figure performance
13. Motor performancewithout
without considering bus
considering bus voltage
voltage variation.
variation.

6000
4000
Speed(rpm)

2000 Reference speed

Actual speed
0
0 0.05 0.1 0.15
 200

current(
A phase current

相电流(A)
100
B phase current
0
-100 C phase current

Phase
-200
0 0.05 0.1 0.15
Time(s)
时间(s)
Appl. Sci. 2020, 10, 78 12 of 21
Figure 13. Motor performance without considering bus voltage variation.

6000
4000

Speed(rpm)
2000 Reference speed
Actual speed
0
0 0.05 0.1 0.15

Time(s)

Torque(N.m) 150
100 Reference torque
Actual speed
50
0
0 0.05 0.1 0.15
D-q axes current(A)

Time(s)
200
d-axis current
100 q-axis current
0
-100
0 0.05 0.1 0.15
Time(s)
Phase current(A)

200 A phase current

100 B phase current
0
C phase current
-100
-200
0 0.05 0.1 0.15
Time(s)

Figure Motor
14. 14.
Figure Motorperformance consideringbus
performance considering bus voltage
voltage variation.
variation.

It is seen
It is seen fromfrom Figure
Figure 13 13 that
that ininthe
theprocess
process of speed
speedregulation,
regulation,torque andand
torque current fluctuate
current fluctuate
greatly
greatly due to due to effect
the the effect of the
of the busbus voltagechanges.
voltage changes. However,
However, inin
Figure 14, 14,
Figure the the
current and torque
current and torque
fluctuations
fluctuations are greatly
are greatly reduced
reduced duringthe
during thespeed
speed regulation
regulationperiod
period(1000–5000
(1000–5000rpm), whenwhen
rpm), the bus
the bus
voltage changes are taken into consideration. The results in these two figures indicate that the speed
voltage changes are taken into consideration. The results in these two figures indicate that the speed
modifier with bus voltage regulation well reduces the torque and current fluctuation in the speed
regulation process, which is beneficial to the output speed–torque characteristics of the motor.

4. Verification of the Proposed Vector Control Strategy

4.1. System Power Distribution Strategy

In the actual operation process of the motor, when the output demand is constant, the position of
the working point has an impact on the speed regulation process and the energy consumption of the
motor. However in the static model, the working point is well determined. Based on vehicle model
and PMSM dynamic model established in the previous section, the speed–torque characteristics and
the energy consumption characteristics of system are analyzed when the system demand changes. In
the coupling modes, the torque distribution strategy and speed distribution strategy are shown in
Figures 15 and 16, respectively.
Due to the difference between the static model and the actual operation, the minimum energy
consumption point calculated by the static model may not be accurate for the motor. Therefore, the
power distribution strategy based on the dynamic control enables the vehicle to operate at the working
point with the minimum energy demand, thereby reducing the vehicle energy consumption.
 In the actual operation process of the motor, when the output demand is constant, the position
of the working point has an impact on the speed regulation process and the energy consumption of
the motor. However in the static model, the working point is well determined. Based on vehicle
model and PMSM dynamic model established in the previous section, the speed–torque
characteristics and the energy consumption characteristics of system are analyzed when the system
Appl. demand changes.
Sci. 2020, 10, 78 In the coupling modes, the torque distribution strategy and speed distribution13 of 21
strategy are shown in Figures 15 and 16, respectively.

Vehicle condition Motor torque

traversal module traversal module
input：speed、acceleration、 input：Torque range of MG1&MG2
initial torque of MG1 and MG2 of related speed and target speed.
output：actual
speed of MG1 output：target torque of MG1&MG2
&MG2

Module of power computation

IGBT switch IGBT switch

MG1-MCU MG2-MCU
State State

Switch loss、 Switch loss、

Converter Converter
Conduction loss Conduction loss
Iron loss、 PMSM- Iron loss、 PMSM-
Copper Loss MG1 Copper Loss MG2
Mechanical loss Mechanical loss
Output Output
power power

Power demand of drive system

The target torque value of MG1 and MG2 with the lowest power
demand of the driving system under the working condition

Figure Motor
15. 15.
Figure performance
Motor performancewithout
without considering thebus
considering the busvoltage
voltagevariation
variation power
power distribution
distribution
Appl. Sci. 2020,
strategy
strategy 10,
of theof xthe
FOR PEER
torque
torque REVIEW
coupling
coupling mode.
mode. 14 of 22

Vehicle condition Motor torque

traversal module traversal module
input：speed、acceleration、 input：Speed range of MG1&MG2
initial torque of MG1 and MG2 of related speed and target speed.
output：actual
speed of MG1 output：target speed of MG1&MG2
&MG2

Module of power computation

IGBT switch IGBT switch

MG1-MCU MG2-MCU
State State

Switch loss、 Switch loss、

Converter Converter
Conduction loss Conduction loss
Iron loss、 PMSM- Iron loss、 PMSM-
Copper Loss MG1 Copper Loss MG2
Mechanical loss Mechanical loss
Output Output
power power

Power demand of drive system

The target speed value of MG1 and MG2 with the lowest power
demand of the driving system under the working condition

Figure
Figure 16. 16. Motor
Motor performancewithout
performance without considering
considering the
thebus
busvoltage
voltagevariation power
variation distribution
power distribution
strategy
strategy of the
of the speed
speed coupling
coupling mode.
mode.

Due to the difference between the static model and the actual operation, the minimum energy
consumption point calculated by the static model may not be accurate for the motor. Therefore, the
power distribution strategy based on the dynamic control enables the vehicle to operate at the
working point with the minimum energy demand, thereby reducing the vehicle energy
consumption.

4.2. Simulation Analyses

Appl. Sci. 2020, 10, 78 14 of 21

4.2. Simulation Analyses

Based on the configuration considered in this paper, two vehicle models which are configured
with the static and dynamic models are established for simulation studies. The following three working
conditions are employed for verification purposes: 0–100 km acceleration, torque coupling mode, and
speed
Appl. Sci.coupling
2020, 10, x mode.
FOR PEER REVIEW 15 of 22

4.2.1.
of the 0–100 km/h Acceleration
static model, Simulation
and the torque of MG2 is less than that of the static model. The lines of the torque
aligned with the static model after 5.57 s because in the mode switching process, the speed
In the simulation of 0–100 km/h acceleration, when the vehicle speed is lower than 60 km/h, the
regulation of the two motors caused the change of motor torque. This situation is similar to the
torque coupling mode is adopted; otherwise, the speed coupling mode is adopted. The results are
actual motor operation, indicating that the dynamic model can well reflect the actual motor speed
shown in Figure 17.
regulation process.
MG1 Speed Speed(km/h)

100

50 Dynamic
Static
0
0 5 10 15
6000 A
(rpm)

4000
C
2000 Dynamic
B Static
0
0 5 10 15
8000
MG2 Speed

6000
(rpm)

4000
2000
Dynamic
Static
0
0 5 10 15
200
MG1 Torque
(Nm)

0
Dynamic
Static
-200
0 5 10 15
100
MG2 Torque

0
(Nm)

Dynamic
Static
-100
0 5 10 15
Time(s)

Figure
Figure 17. Motor
Motor performance without
without considering
consideringbus
busvoltage
voltagevariation.
variation.Comparison
Comparisonofof the
the results
results of
of
thethe dynamic
dynamic model
model andand static
static model.
model.

4.2.2.Response delay andMode

Torque Coupling torque fluctuation always
Performance exist in the actual process of motor speed regulation.
Simulation
Figure 17 shows that due to the response delay, the 0–100 km/h acceleration time resulting from the
According to the flow shown in Figure 15, the designed simulation condition of the torque
dynamic model is 14.22 s, which is 0.12 s more than that of the static model (14.10 s). The reason
coupling mode is as follows: during the period from 0 to 0.05 s, the vehicle speed is adjusted to 18
is that the speed and torque response characteristics of the dynamic model are closer to the actual
km/h. In this process, the torque is adjusted to the required torque. After 0.05 s, the vehicle
motor operating characteristics. Different from the step response in the mode switching process of the
accelerates to 19.7 km/h with 1.8889 m/s2 acceleration during 0.25 s. When the vehicle speed is 18
static model, it can be seen from the speed diagram that the time required for the motor to complete
km/h and the acceleration is 1.8891 m/s2, the required torque and speed of the main reducer are 224
mode switching is almost 0.28 s in the dynamic model, which is not shown in the static model. Torque
Nm and 720 rpm, respectively. According to the dynamic equation of the torque couple mode, the
fluctuation always exists in the dynamic model but not in the static model. The fluctuation in the
speeds of MG1 and MG2 are 1494 rpm and 2237 rpm, respectively. Under the corresponding speed
process of mode switching is more apparent, which is shown in the enlarged red circle areas for the
constraint, the maximum electromagnetic torques of MG1 and MG2 can achieve 153 Nm and 75 Nm,
torques of MG1 and MG2. In this process, the torque of MG1 is greater than that of the static model,
respectively. The torque intervals of MG1 and MG2 are [−153 Nm, 153 Nm] and [−75 Nm, 75 Nm],
and the torque of MG2 is less than that of the static model. The lines of the torque aligned with the
respectively. Moreover, the torques of MG1 and MG2 (i.e., T and T ) are also limited by the
static model after 5.57 s because in the mode switching process, the speed regulation of the two motors
demand torque T of the main reducer, namely:
caused the change of motor torque. This situation is similar to the actual motor operation, indicating
that the dynamic model can well reflect the actual motor speed regulation process.
T = T ∙ (k + 1) ∙ i ∙ η ∙ η + T ∙ i ∙ η . (17)

The motor electromagnetic torque is the sum of the load torque and the speed regulating
torque. If the load torque is too large, the motor will lose the ability to regulate the speed. In order to
meet the requirements of the output characteristics of the main reducer, the initial and target torques
of MG1 are limited in the range of [−2 Nm, 148 Nm] based on Equation (17).
Appl. Sci. 2020, 10, 78 15 of 21

4.2.2. Torque Coupling Mode Performance Simulation

According to the flow shown in Figure 15, the designed simulation condition of the torque
coupling mode is as follows: during the period from 0 to 0.05 s, the vehicle speed is adjusted to 18
km/h. In this process, the torque is adjusted to the required torque. After 0.05 s, the vehicle accelerates
to 19.7 km/h with 1.8889 m/s2 acceleration during 0.25 s. When the vehicle speed is 18 km/h and the
acceleration is 1.8891 m/s2 , the required torque and speed of the main reducer are 224 Nm and 720
rpm, respectively. According to the dynamic equation of the torque couple mode, the speeds of MG1
and MG2 are 1494 rpm and 2237 rpm, respectively. Under the corresponding speed constraint, the
maximum electromagnetic torques of MG1 and MG2 can achieve 153 Nm and 75 Nm, respectively.
The torque intervals of MG1 and MG2 are [−153 Nm, 153 Nm] and [−75 Nm, 75 Nm], respectively.
Moreover, the torques of MG1 and MG2 (i.e., Tm1 and Tm2 ) are also limited by the demand torque To
of the main reducer, namely:

To = Tm2 ·(k + 1)·i2 ·η2 ·ηp + Tm1 ·i1 ·η1 . (17)

The motor electromagnetic torque is the sum of the load torque and the speed regulating torque.
If the load torque is too large, the motor will lose the ability to regulate the speed. In order to meet the
requirements of the output characteristics of the main reducer, the initial and target torques of MG1 are
limited in the range of [−2 Nm, 148 Nm] based on Equation (17).
Under the same working condition, the torque of MG1 is 88 Nm according to the motor static
model control strategy, which is set as the initial MG1 torque. That is, T1 = 88 Nm. In this section,
Appl. Sci. 2020, 10, x FOR PEER REVIEW 16 of 22
the MG1 target load torque value (T1* = −2 Nm) is taken as an example to analyze the speed–torque
characteristics during
characteristics duringthe transition
the process
transition of two
process of motor working
two motor points under
working pointsthis working
under this condition.
working
The dynamic response process of the two motors is shown in Figure 18.
condition. The dynamic response process of the two motors is shown in Figure 18.

MG1 torque
MG2 torque
Torque (Nm)

Time(s)
Speed (rpm)

MG1 speed
MG2 speed

Time (s)

Figure 18. Changes

Changes of
of speed
speed and
and torque
torque of
of MG1
MG1 and MG2.

demonstrates the
Figure 18 demonstrates the change
change of the two motor speeds,
speeds, as as the
the vehicle
vehicle speed
speed is adjusted to
18 km/hat,
km/hat, no
no load
loadcondition
conditionduring
duringthetheperiod
periodofof0–0.045
0–0.045s.s.InInthe
theperiod
periodofof0.045–0.05
0.045–0.05 s, s,
thethe
torques
torquesof
thethe
of twotwo
motors
motorsare are
adjusted to the
adjusted to demand torque
the demand corresponding
torque corresponding to the to
condition (i.e., 18(i.e.,
the condition km/h18vehicle
km/h
speed and
vehicle 1.8991
speed andm/s2
1.8991acceleration. At the moment
m/s2 acceleration. of 0.05 of
At the moment s, the
0.05motor MG1 isMG1
s, the motor loaded by theby
is loaded target
the
target torque of −2 Nm, and the torque of MG2 is calculated from the real-time load torque and the
load torque of MG1.
In the torque coupling mode, the torques of MG1 and MG2 can be coupled arbitrarily, as long as
the output torque of the vehicle meets requirements. This means that countless combinations of the
torques of MG1 and MG2 exist. The economy of each combination can be measured by the demand
power of the electric drive system. According to the flow shown in Figure 16, the MG1 target torque
 Figure 18. Changes of speed and torque of MG1 and MG2.

Figure 18 demonstrates the change of the two motor speeds, as the vehicle speed is adjusted to
18 km/hat, no load condition during the period of 0–0.045 s. In the period of 0.045–0.05 s, the torques
Appl. Sci. 2020, 10, 78 16 of 21
of the two motors are adjusted to the demand torque corresponding to the condition (i.e., 18 km/h
vehicle speed and 1.8991 m/s2 acceleration. At the moment of 0.05 s, the motor MG1 is loaded by the
targetof
torque torque
−2 Nm, of −2
andNm,
theand the of
torque torque
MG2ofisMG2 is calculated
calculated from the from the real-time
real-time load torque
load torque and theand the
load
load torque
torque of MG1. of MG1.
In the torque couplingmode,
In the torque coupling mode,the
thetorques
torquesofofMG1
MG1andandMG2
MG2can canbebecoupled
coupledarbitrarily,
arbitrarily,asaslong
longasas
the output torque of the vehicle meets requirements. This means that countless combinations ofofthe
the output torque of the vehicle meets requirements. This means that countless combinations the
torquesofofMG1
torques MG1and andMG2MG2exist.
exist.The
Theeconomy
economyofofeach eachcombination
combinationcan canbebemeasured
measuredbybythe thedemand
demand
power of the electric drive system. According to the flow shown in Figure 16, the
power of the electric drive system. According to the flow shown in Figure 16, the MG1 target torque MG1 target torque
is
is traversed
traversed to obtain
to obtain the corresponding
the corresponding demand
demand power power of electric
of the the electric drive,
drive, as shown
as shown in Figure
in Figure 19. 19.

Power
System demand
Demand power（kW)
(kW)

MG1MG1target torque (Nm)

target torque（N.m)

Figure 19. Demand power under different MG1 target torques.

Figure 19. Demand power under different MG1 target torques.
When the demand torque is constant in the torque coupling mode, the torque of MG1 is 88 Nm on
the point of the allocated power obtained from the static model. In the dynamic model, the demand
power of the electric drive system first decreases and then increases with the increase of the MG1 target
torque, as shown in Figure 19. Note that the starting point T1 ∗ = −2 Nm, the final point T1 ∗ = 148 Nm,
and the trough point T1 ∗ = 68 Nm are employed in the simulation studies, as shown in Table 4.

Table 4. Demand power under different MG1 target torques.

MG1 Target Torque/Nm MG1 Power/kW MG2 Power/kW Demand Power/kW

−2 0.248 25.856 26.104
68 13.476 8.073 21.549
88 17.814 4.007 21.822
148 32.297 −5.157 27.140

The motor static model cannot reflect the loss during the transition process of the motor working
point, so the optimal power distribution scheme of the two motors cannot be obtained when the power
demand of the system is fixed. If the vehicle demand torque is constant, MG1’s target torque is too
high, which results in MG1 working near the peak torque. If the target torque of MG1 is too small, then
MG2 will work near its peak torque, and vice versa. These situations will lead to an increase in system
losses and lower efficiency. The transformation law of demand power with MG1 target torque is shown
in Figure 19, when the demand torque is constant. Table 4 shows that when the MG1 target torque
is 148 Nm, the demand power of the electric power system reaches a maximum of 27.140 kW. When
the target torque is 88 Nm in the static model, the average demand power of the system is 21.822 kW.
When the target torque is 68 Nm (obtained from the dynamic model), the demand power of the system
has a minimum of 21.549 kW, which is 1.27% lower than the average power consumption obtained by
the static model, and 20.6% lower than the maximum demand power of the electric drive system.
Appl. Sci. 2020, 10, 78 17 of 21

4.2.3. Speed Coupling Mode Performance Simulation

In the speed coupling mode, when the required torque is constant, the speeds of both motors can
change within a certain range, and the system power consumption corresponding to different speed
combinations is also different. According to the flow shown in Figure 16, the simulation condition is
designed as follows: from 0 to 0.05 s, the vehicle speed is adjusted to 60 km/h. In this process, the
torque is adjusted to the demand torque. Then, the vehicle travels from the initial speed of 60 km/h to
the target speed of 60.43 km/h, with an acceleration of 0.48 m/s2 for 0.25 s.
Under the above conditions, the demand torque and speed of the main reducer are 75 Nm and 2430
rpm, respectively. The corresponding torques of MG1 and MG2 are 51 Nm and 24 Nm, respectively.
Under the restriction of corresponding speed, the maximum speeds of MG1 and MG2 are 5600 rpm
and 8500 rpm, respectively. The speed ranges of MG1 and MG2 are [−5600 rpm, 5600 rpm] and [−8500
rpm, 8500 rpm], respectively. In addition, the speeds of MG1 and MG2 are also constrained by the
demand speed of final drive, which is described as follows:

ωm1 ·k + ωm2
ωo = . (18)
i0 ·(k + 1)

To meet the requirements of the main reducer output characteristics, the speed range of MG1
under this condition is [−295 rpm, 5600 rpm] based on Equation (18).
The target speed n1 ∗ = 3590 rpm of MG1 is taken as an example to analyze the speed–torque
characteristics during the working point transfer process. The dynamic responses of MG1 and MG2
Appl.shown
are Sci. 2020,
in10, x FOR 20.
Figure PEER REVIEW 18 of 22

MG1 torque
Torque (Nm)

MG2 torque

Time(s)
Speed (rpm)

MG1 speed
MG2 speed

Time (s)

Figure 20.
Figure 20. Changes of speed and torque of MG1 and
and MG2.
MG2.

As
As shown
shownin inFigure
Figure20,20,ininthetheperiod
periodofof
0–0.045
0–0.045s, the
s, thespeed
speedof the
of thetwotwo
motors
motorsare are
adjusted to the
adjusted to
speed whenwhen
the speed the vehicle speedspeed
the vehicle is 60 km/h. In the In
is 60 km/h. period of 0.045–0.05
the period s, the torques
of 0.045–0.05 of the two
s, the torques motors
of the two
are adjusted to the demand torque corresponding to the condition (i.e., 60 km/h 2
motors are adjusted to the demand torque corresponding to the condition (i.e.,speed
60 km/handspeed
0.48 m/s
and
acceleration). At the moment
0.48 m/s2 acceleration). At the of 0.05 s, the
moment MG1s, speed
of 0.05 the MG1 is adjusted
speed istoadjusted
the target
to speed of 3590
the target speedrpm;
of
meanwhile, the torque the
3590 rpm; meanwhile, of MG1
torque increases
of MG1and that of and
increases MG2that decreases
of MG2asdecreases
these twoasmotors
these twoneed extra
motors
torque to overcome
need extra torque tothe rotational
overcome theinertia forceinertia
rotational when force
the speedwhenchanges.
the speed changes.
According
Accordingtoto thethe
power distribution
power flow inflow
distribution Figurein16, all of the
Figure 16,energy
all ofconsumption
the energycorresponding
consumption
to the target speed
corresponding n1*target
to the of MG1 can be
speed n1*obtained.
of MG1 Whencan bethe vehicle When
obtained. speed is the60.43 km/h,
vehicle the range
speed of
is 60.43
n1*
km/h,is [−295 rpm,of5600
the range rpm].
n1* is [−295When the initial
rpm, 5600 rpm].speed
When of theMG1 is speed
initial set to 3242 rpm,
of MG1 theto
is set target
3242 speed
rpm, theof
MG1
targettraverses
speed ofinMG1 the interval
traverses ofin[−295 rpm, 5600
the interval of rpm]
[−295 to obtain
rpm, 5600the demand
rpm] power
to obtain theofdemand
the electric
power drive
of
the electric drive system. The demand power of the system, corresponding to different target speeds
of MG1, is shown in Figure 21.
 0.48 m/s acceleration). At the moment of 0.05 s, the MG1 speed is adjusted to the target speed of
3590 rpm; meanwhile, the torque of MG1 increases and that of MG2 decreases as these two motors
need extra torque to overcome the rotational inertia force when the speed changes.
According to the power distribution flow in Figure 16, all of the energy consumption
corresponding to the target speed n1* of MG1 can be obtained. When the vehicle speed is 60.43
Appl. Sci. 2020, 10, 78 18 of 21
km/h, the range of n1* is [−295 rpm, 5600 rpm]. When the initial speed of MG1 is set to 3242 rpm, the
target speed of MG1 traverses in the interval of [−295 rpm, 5600 rpm] to obtain the demand power of
the electric
system. drive system.
The demand powerThe demand
of the power
system, of the system,
corresponding corresponding
to different to different
target speeds target
of MG1, speeds
is shown
inof MG1,21.
Figure is shown in Figure 21.

Demand power (kW)

MG1 target speed (rpm)

Figure 21.21.Demand
Figure Demandpower
powercorresponding
correspondingtoto
different target
different speeds.
target speeds.

The
Theoptimal
optimalspeedspeedofofMG1
MG1n1* n1*
obtained
obtainedfrom
from the static
the model
static model ofof
the motor
the motoris is
3590 rpm.
3590 rpm.InInthe
the
dynamic model, it is seen from Figure 21 that with the increase of target speed n1*
dynamic model, it is seen from Figure 21 that with the increase of target speed n1* of MG1, of MG1, the system the
demand
system power
demand first decreases
power and then increases.
first decreases and then The following
increases. The points of the
following MG1of
points target speedtarget
the MG1 n1*
are selected in the simulation studies: the starting point of the decreasing function is −295
speed n1* are selected in the simulation studies: the starting point of the decreasing function is −295 rpm, the
trough point
rpm, the is 1867
trough rpm,isand
point 1867the final
rpm, point
and theof thepoint
final increasing
of thefunction is 5600
increasing rpm.isTable
function 56005rpm.
shows the 5
Table
demand power
shows the at different
demand powerMG1 target speeds.
at different MG1 target speeds.

Table 5. Demand power of the electric drive system at different MG1 target speeds.

MG1 Target Speed/rpm MG1 Power/kW MG2 Power/kW Demand Power/kW

−295 7.615 16.291 23.906
1867 14.347 7.745 22.092
3590 21.53 2.013 23.543
5600 31.56 −2.965 28.595

Table 5 shows that the power of MG1 increases and that of MG2 decreases, with the increase of
the MG1 target speed n1*. When the optimal speed (3590 rpm) obtained by the static model is taken as
the target speed of MG1, the average demand power of the drive system is 23.543 kW, which is not
the minimum demand power of the electric drive system under this condition. When the MG1 target
speed n1* is 5600 rpm, the maximum power demand of the electric drive system is 28.595 kW. This is
because when the target speed of MG1 is 5600 rpm, the speeds of motor MG1 and MG2 need to be
adjusted from 3242 rpm to 5600 rpm, and from 733 rpm to −4165 rpm, respectively. This is a large
speed regulation process, which leads to power loss. When the target speed of MG1 is 1867 rpm, the
minimum demand power of the electric drive system can be obtained, i.e., 22.092 kW. This minimum
value is 6.16% lower than the average demand power obtained from the static model and 22.74% lower
than the maximum demand power of the electric drive system.

5. Conclusions
In this paper, the mechanical and electrical energy conversion mechanism and dynamic control
of PMSM are studied in order to analyze the impact on the performance of pure electric vehicle.
Considering the influence of bus voltage fluctuation on motor performance, a vector control strategy
based on the speed–torque–current map is designed. In this study, three working conditions were
formulated, including the 0–100 km/h acceleration condition, speed coupling condition, and torque
Appl. Sci. 2020, 10, 78 19 of 21

coupling condition. They have been used to study the dynamic characteristics and energy consumption
characteristics of the double motor coupling mode. The simulation results show that compared to
the static control model, the dynamic control model can better reflect the actual working process of
the motor. In the torque coupling mode, the minimum demand power of the system, corresponding
to the optimal MG1 target torque, is obtained from the dynamic characteristics of the motor. This
power is 1.27% lower than that obtained from the static model and 20.6% lower than the maximum
demand power of the system. In the speed coupling mode, the minimum demand power of the system,
corresponding to the optimal MG1 target speed, is also obtained from the dynamic characteristics
of the motor. This power is 6.16% lower than the demand power corresponding to the MG1 target
speed obtained by the static characteristics and 22.74% lower than the maximum demand power of the
system. The above results show that the proposed vector control strategy based on the dynamic model
of the speed–torque–current map achieves optimal power distribution of the electric drive system, and
effectively reduces the energy consumption of the electric drive system and extends the mileage of the
car. This research results in this article lay a theoretical foundation for further improving the dynamic
performance of electric vehicles.

Author Contributions: J.H. wrote the first draft of the manuscript, proposed the design method. M.J. designed
the process of control strategy and the performance simulation method, completed the verification of the strategy,
and dealt with the simulation data. F.X., L.Z., and C.F. provided insights and additional ideas on presentation. All
authors have read and agreed to the published version of the manuscript.
Funding: This work was funded by the Chongqing Key Research and Development Program (Project
No. cstc2018jszx-cyztzx0047), and the National Key Research and Development Program of China under
Grant 2018YFB0106100.
Conflicts of Interest: The authors declare no conflict of interest.

Nomenclature
id Armature current vector of the d-axis
iq Armature current vector of the q-axis
ud Voltage vector of the d-axis
uq Voltage vector of the q-axis
icd Iron loss current of the d-axis
icq Iron loss current of the q-axis
iod Current vector of the d-axis
ioq Current vector of the q-axis
Ld Inductance of the d-axis
Lq Inductance of the q-axis
Rs Copper loss resistance
Rc Iron loss resistance
ϕf Flux
Ω Electrical angular velocity
ρ Salient pole ratio
Kf Eddy current loss coefficient
Kh Hysteresis loss coefficient
is Armature current
us Terminal voltage
Te Electromagnetic torque
pn Number of pole pairs
TL Load torque
J Moment of inertia
ωr Angular velocity
θs Electrical angle
n1* Target speed
fsw Inverter switching frequency
Appl. Sci. 2020, 10, 78 20 of 21

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