Proceedings, 2nd IFAC Conference on

Proceedings, 2nd IFAC Conference on

Modelling, Identification
Proceedings,
Proceedings, 2nd
2nd IFAC and Controlon
IFAC Conference
Conference of Nonlinear Systems
Modelling, Identification and Controlon
of Nonlinear
Available Systems
online at www.sciencedirect.com
Guadalajara,
Modelling,
Proceedings, Mexico,
2nd IFACJune
Identification
Modelling, Identification 20-22,
and
Conference
and 2018
Control
Control of
of Nonlinear
on Nonlinear Systems
Systems
Guadalajara, Mexico, June 20-22, 2018
Guadalajara,
Modelling, Mexico, June
Identification 20-22,
and 2018
Control
Guadalajara, Mexico, June 20-22, 2018 of Nonlinear Systems
Guadalajara, Mexico, June 20-22, 2018
ScienceDirect
IFAC PapersOnLine 51-13 (2018) 644–649
Brushless
Brushless DC motor control with unknown
Brushless DC
Brushless DC motor
DC motor control
motor control with
control with unknown
with unknown
unknown
Brushlessand
DC
and
and
variable
motor
variable
variable
torque
control
torque
torque
load
with
load
load unknown
and variable
and de
variable torque load
Alejandra la Guerra torque
Alejandra
∗ load ∗
∗ Luis Alvarez–Icaza ∗
∗
de la ∗
Guerra ∗ Luis ∗,∗∗Alvarez–Icaza ∗
Alejandra
Alejandra de de la Guerra
Lizeth
la Guerra ∗ Luis
Torres Alvarez–Icaza
Alvarez–Icaza ∗∗
∗ Luis
∗,∗∗
∗,∗∗
Alejandra de la Lizeth
Guerra
Lizeth Torres
TorresLuis ∗,∗∗
∗,∗∗Alvarez–Icaza
Lizeth Torres ∗,∗∗
∗ Lizeth Torres
∗ Instituto de Ingenierı́a, Universidad Nacional Autónoma
∗ Instituto de Ingenierı́a, Universidad Nacional Autónoma de
de México,
México,
∗
Instituto
∗Circuito
InstitutoEscolarde
EscolarIngenierı́a,
s/n,
de Ingenierı́a, Universidad
Ciudad Nacional
Universitaria,
Universidad Nacional Autónoma
Coyoacán,
Autónoma de
de México,
Mexico City
México,
∗Circuito s/n, Ciudad Universitaria, Coyoacán, Mexico City
Instituto
Circuito
04510,
Circuito de Ingenierı́a,
Escolar
Mexico
Escolar s/n,
(e-mail:
s/n, Universidad
Ciudad
Ciudad Nacional
Universitaria,
adelaguerraca@iingen.unam.mx,
Universitaria, Autónoma
Coyoacán,
Coyoacán, de
Mexico México,
e-mail:
Mexico City
City
04510,
Circuito
04510, Mexico
Escolar
Mexico (e-mail:
s/n,
(e-mail:Ciudad adelaguerraca@iingen.unam.mx,
Universitaria, Coyoacán,
adelaguerraca@iingen.unam.mx, e-mail:
Mexico
e-mail: City
04510, Mexico alvar@pumas.iingen.unam.mx,
(e-mail: adelaguerraca@iingen.unam.mx,
alvar@pumas.iingen.unam.mx, e-mail:
e-mail: e-mail:
04510, Mexico (e-mail: adelaguerraca@iingen.unam.mx,
alvar@pumas.iingen.unam.mx,
ftorreso@pumas.iingen.unam.mx)
alvar@pumas.iingen.unam.mx, e-mail:
e-mail: e-mail:
ftorreso@pumas.iingen.unam.mx)
∗∗
alvar@pumas.iingen.unam.mx,
ftorreso@pumas.iingen.unam.mx) e-mail:
∗∗ Cátedra CONACYT
ftorreso@pumas.iingen.unam.mx)
∗∗
∗∗ Cátedra CONACYT
ftorreso@pumas.iingen.unam.mx)
∗∗ Cátedra CONACYT
∗∗ Cátedra CONACYT
Abstract: This article presents the Cátedra
design of CONACYT
of an Active
Active Disturbance
Disturbance Rejection Rejection Controller
Controller
Abstract:
Abstract: This
This article
article presents
presents the
the design
design of an
an Active Disturbance Rejection Controller
(ADRC)
Abstract:
(ADRC) for
for the
This
the permanent
article presents
permanent magnet
magnet Brushless
the design DC
Brushless DC motor
of motor
an Active (BLDC)
(BLDC) to
Disturbance
to compensate
compensate Rejectionthe
the load torque
Controller
load torque
Abstract:
(ADRC)
variations
(ADRC) for
forin This
the
the
the articleshaft,
permanent
rotor
permanent presents
magnet
that
magnet the
does design
Brushless
not
Brushless of motor
DC
requires
DC an the
motorActive
(BLDC) Disturbance
measurement
(BLDC) to
to compensate
of
compensate Rejection
the the
rotor
the Controller
load
shaft
load torque
speed.
torque
variations
(ADRC)
variations forin
in the
the
the rotor
permanent
rotor shaft,
shaft, that
magnet
that does
does not
Brushless
not requires
DC it
requires the
motor
the measurement
(BLDC)
measurement to compensateof
of the
the rotor
theA
rotor shaft
load
shaft speed.
torque
speed.
An
An additional
variations
additional in advantage
the rotor
advantage of
shaft,
of this
thisthatcontroller
does
controller not is that
requires is easy
the to implement
measurement of and
the tune.
rotor numerical
shaft speed.
variations
An additional
simulation
An additional in
is the rotor to
advantage
included
advantage shaft,
of this
validate
of thisthat the
controller notis
doesproposed
controller that it
is requires
is that it isthe
it is
easy
is easy
scheme
thatscheme using
easy
to
to implement
measurement
to implement
the test of and
test emission
implement the tune.
and
emission
and rotor
tune.
cycle
tune.
A
A
A
numerical
shaft speed.
numerical
US06
numericalthat
simulation
An additional
simulation is included
advantage
is included
included to validate
of
to high thisspeed
validate the
controller
theandproposed
is that
proposed it is easy
scheme using
usingto the
implement
the test
test and with
emission cycle
tune.
cycle US06
A US06
numerical
US06 that
that
represents
simulation
represents an
is
an aggressive
aggressive to validate
high speed the high
proposed acceleration
scheme using driving
the behavior
emission cyclevariable load
that
simulation
represents
torque for
represents for aaaniscommercial
an included
aggressive
aggressive to motor
validate
high
high speed theand
designed
speed and
and
high
proposed
high
for
high
acceleration
schemevehicles.
acceleration
electrical
acceleration using driving
the test
driving
driving
behavior
emission
behavior
behavior
with
with
withcyclevariable
US06 load
variable
variable that
load
load
torque
represents
torque for aan commercial
aggressive
commercial motor
high
motor designed
speed
designed and for
high
for electrical
acceleration
electrical vehicles.
driving
vehicles. behavior with variable load
torque
© 2018,for IFAC a commercial
(Internationalmotor Federationdesigned for electrical
of Automatic Control) vehicles.
Hosting by Elsevier Ltd. All rights reserved.
torque
Keywords: for aBLDC
commercialmotor,motor Robust designed
Control,forActiveelectrical vehicles.
Disturbance Rejection Control
Keywords:
Keywords: BLDC BLDC
BLDC motor, motor,
motor, RobustRobust Control,
Robust Control,
Control, ActiveActive Disturbance
Disturbance Rejection
Active Disturbance Rejection Control Control
Keywords: Rejection Control
Keywords: BLDC
1. INTRODUCTION motor, Robust Control, Active Disturbance Rejection Control
1. in Pillay
Pillay andand Krishnan
Krishnan [1989], [1989], Lee Lee and
and Ehsani
Ehsani [2003],
[2003], Al- Al-
1. INTRODUCTION
1. INTRODUCTION
INTRODUCTION
in
in Pillay
Mashakbeh and
in Pillay and[2009]. Krishnan
[2009].
Krishnan Another[1989], Lee
type
[1989],type and
of
Leeofand Ehsani
controllers [2003],
Ehsani [2003],proposed Al-
Al-
Mashakbeh Another controllers proposed
This paper
This paper dealsdeals 1.with INTRODUCTION
with the problem
the problem of of controlling
controlling the the in arePillay
those and
Mashakbeh
Mashakbeh based Krishnan
[2009].
on fuzzy
[2009]. Another
fuzzy
Another[1989],
logictypeLeein
type
as ofand
of Lee Ehsani
controllers
and Pang
controllers Pang[2003],
proposed Al-
[1994],
proposed
This paper deals with the problem of controlling the are
are those
Mashakbeh
those based
based on
[2009].
on Another
fuzzy logic
logic as
type
as in
of
in Lee
Lee and
controllers
and Pang [1994],
proposed
[1994],
rotor
This
rotor shaft speed
paperspeed
shaft dealsfor forwithtraction in
the problem
traction in a vehicle. The
of controlling traction is
the Lee et
are those al. [1999],
based on Rodrı́guez
fuzzy logic and Emadi
as in Lee[2007].[2007].
and Pang [1994],
This
rotor paperspeed
shaft
responsible
rotor shaft ofdeals
speed forwith
converting
for the
traction
traction in a
problem
electrical
in
vehicle.
aa vehicle.
vehicle. The
The traction
of controlling
to mechanical
mechanical
The traction
energy
traction
is
is Lee
the
is are
Lee
et
et al.
Lee those
et al.
[1999],
al. based
[1999],on
[1999],
Rodrı́guez
fuzzy logic
Rodrı́guez
Rodrı́guez
and
andasEmadi
and in Lee[2007].
Emadi
Emadi and Pang [1994],
[2007].
responsible
rotor shaft
responsible of
speed
of converting
for
converting traction electrical
in
electrical a to
vehicle.
to The
mechanical energy
traction
energy is Although
Lee et al. for some
some
[1999], applications
Rodrı́guez and the
Emadi mentioned
[2007]. works can can
in such
responsible
in such a way
aa way that
of converting
that the
the vehicle
electrical
vehicle is
is propelled
to mechanical
propelled to
to overcome Although
energy Although
overcome for applications the mentioned works
responsible
in such wayof converting
that the electrical
vehicle is to mechanical
propelled to energy
overcome fulfill
Although the for some
someobjective,
control
for applications
applications in the mentioned
mentioned
challenging
the workstheir
scenarios
works can
can
aerodynamic drag, rolling resistance drag, to and kinetic fulfill the
in
in
such a waydrag,
aerodynamic
such a [Chan
aerodynamic waydrag,
that rolling
that
drag,
the vehicle
the
rolling vehicle
is propelled
resistance
is propelled
resistance drag,
drag, to and
and
overcome
kinetic
overcome Although
fulfill the control
performance
fulfill
kinetic performance the someobjective,
for may
control
control beapplications
objective,
impaired
objective,
in
in
challenging
in duethetomentioned
challenging
challenging
scenarios
the presence
presence works
scenarios
scenarios
their
can
their
of their
non-
resistance
aerodynamic
resistance [Chan and
and Cheng,
rolling
Cheng, 2015].
resistance
2015]. Therefore,
drag,
Therefore, the
and
the electric
kinetic
electric fulfill the may
control be impaired
objective, in due to
challengingthe scenarios of non-
their
aerodynamic
resistance [Chan drag, rolling
Cheng,resistance
andinterface 2015]. drag,electrical
Therefore, and kinetic
the electric
electric performance
linear dynamics,
performance may be
may variable impaired
variable
be impaired load due
due to
torque, the
to the widepresence
operating
presence of non-
of non-in-
drive serves
drive serves
resistance [Chanas
as an
and
an Cheng,
interface between
2015].
between the
Therefore,
the the
electrical and linear
and dynamics,
performance may be impaired load torque,
due to wide
the operating
presence of in-
non-
resistance
drive serves[Chanas an andinterface
an Cheng,
interface 2015].
between Therefore,
the system, the electric
electrical linear
tervals,
linear dynamics,
etc.
dynamics, variable
Therefore,
variable to load
and tervals, etc. Therefore, to guarantee a good performance torque,
guarantee
load torque, a wide
good
wide operating
performance
operating in-
in-
mechanical
drive serves subsystems
as in a transportation
transportation
between the electrical where
and
mechanical
drive
its job serves
mechanical
mechanicalis to
subsystems
as an interface
subsystems
transfer
subsystems
in
in a
energy
in a inbetween
a transportation
transportation
the needed
system,
electricalwhere
the direction
system,
system, and linear
where
with
where of the dynamics,
tervals,
of the
tervals, etc. Therefore,
BLDC
etc.
BLDC motor
motor
variable
Therefore,
it
load
tomay
it tomay
torque,
guarantee
be
guarantee
be aa wide
necessary
necessary
goodto
good operating
to proposein-
performance
performance
propose aaa
its job
mechanicalis to transfer energy in the needed direction with tervals,
of the
controller
of the BLDC etc.
BLDC to Therefore,
motor
compensate
motor it may it tomayguarantee
unknownbe a
necessary good
disturbances.
be necessary performance
to propose
In
to propose de laa
its job
highjob tosubsystems
is to
efficiency. transfer energy in a transportation
energy in the
the needed system, where
needed direction
direction with controller to
its
high
its
highjob
is
efficiency.
is to
efficiency.
transfer
transfer energy
in
in the needed direction
with
with of the BLDC
controller
Guerra
controller to compensate
et al.
al.
to motoranADRC
compensate
[2017]
compensate it may unknown
unknown
was
unknown
disturbances.
be necessary
disturbances.
proposed
disturbances. to the
for
In
propose
In
de
de la
InBLDC
de la
laa
high efficiency. Guerra
controller
Guerra et
et al.
al. [2017]
to compensate
[2017] anADRC
anADRC was
unknown proposed
disturbances.
was proposed
proposed for the
for the
the BLDC
InBLDC
desin-
BLDC la
The
high
The electric
efficiency.
electric machines normally considered for this kind motor,
Guerra however,
et the
[2017] mathematical
anADRC was model used
for has a
The electric machines
of application
The application
electric machines
are the
machines
normally
normally
the Direct
Direct
normally Current
considered
considered
motorfor
considered
for
for this
this kind
(DCM),
this kind
kind
motor,
the Guerra
motor, however,
et
inal.
gularityhowever,
motor, the[2017]
however, the
theanADRC
torque
the
mathematical
mathematical
definition.
mathematical wasThus,
model
proposed
model
model
used
for the
used
withused
the
has
aim
has
aa sin-
hasBLDC
to sin-
im-
a sin-
of
The
of electric
application are
machines
are the normally
Direct Current
Current motor
considered
motor (DCM),
for this
(DCM), the
kind
the gularity
motor, in the
however, torque
the definition.
mathematical Thus, model with the
used aim
has to
a im-
sin-
Induction
of applicationmotor (IM),
are(IM),
the Directthe Brushless
Current DC DC
motor motor(DCM), (BLDC) gularity
prove
the gularity thein the torque
proposed
inproposed
the torquescheme, definition.
scheme,
definition. the Thus,
ADRC
Thus, with
was
with the aim to
reformulated
the aim to im- im-
Induction
of motor the
the Brushless motor (BLDC) the prove the the ADRC was reformulated
andapplication
Induction
Induction
and the
motor
the Switched
Switched
motor are(IM),
the Direct
(IM),
Reluctance
Reluctance the Current
Brushless
motor
Brushless
motor
motor
DC
(SRM).
DC
(SRM). To(DCM),
motor
motor
To
(BLDC)
choose
(BLDC)
choose the
gularity
prove
for the
prove the
thethe inproposed
the torquescheme,
proposed
mathematical definition.
scheme,
model the the Thus,
ADRCwith
presented
ADRC was
inwas the
Chiassonaim to
reformulated im-
[2005]
reformulated
Induction
and the motor
Switched (IM),
Reluctance the Brushless
motor DC
(SRM). motor
To (BLDC)
choose the for
prove
for the mathematical
the proposed
mathematical model
scheme,
model presented
the ADRC
presented in
in Chiasson
was [2005]
reformulated
Chiasson [2005]
rightthe
and
right type
type of motor
Switched
of for a given
Reluctance givenmotorapplication,
(SRM).it itTois choose
important the for which has
thehas an alternative
alternative
mathematical modelrepresentation
presented inof ofChiasson
the mechanical [2005]
and
rightthe
type
to define
define
right type of motor
Switched
some
of motor
motor
for
for a
Reluctance
qualifying
for aa given
given
factors
application,
motor (SRM).
application,
related
application, itTo
toit
is important
is choose
important
power,
is the which
range
important for
whichthehas
dynamics.
which
an
mathematical
has an
This
an alternative
model,
alternative modelrepresentation
presented
representation
has been
representationused inof
for
the
the mechanical
ofChiasson [2005]
mechanical
Guerrero
the et al.
mechanical al.
to
right
to type
define some
of
some motorqualifying
for
qualifying a factors
given
factors related
application,
related to
toit power,
is range
important
power, range dynamics.
which has This
an model,
alternative has been
representationused for
of Guerrero
the et
mechanical
of
to speed,
define sometype of load
qualifying and cost
factors [Zeraoulia
related to et et al.,
power, 2006]. dynamics.
[2017],
range dynamics. whereThis model,
the
Thisthe model,rotor has
shaft
has been
beenspeedused is
usedisforfor Guerrero
controlled
Guerrerowith et
with al.
et al.aa
of
to speed,
define sometype of load
typeit qualifying and cost
factors [Zeraoulia
relateda to al.,
power, 2006].
range [2017],
dynamics. whereThisthe model,rotor shaft speed controlled
of
of speed,
Additionally,
speed, type of
is
of load
convenient
load and
and cost
to
cost [Zeraoulia
choose
[Zeraoulia et
motor
et al.,
that
al., 2006].
has
2006]. [2017],
Passivity
[2017], where
Based
where the rotor has
Controller
rotor shaftbeen
(PBC)
shaft speed
speedused
and isfor
is the Guerrero
controlled
speed
controlled et al.aa
with
estimate
with
Additionally,
of speed, type it is
of convenient
load and to
cost choose
[Zeraoulia aa motor
et that
al., has
2006]. Passivity
[2017], Based
where Controller
the rotor (PBC)
shaft speed and is the speed
controlled estimate
Additionally,
a reasonable
Additionally,
a reasonable
it
costis
it is and
cost
convenient
and market
convenient
market
to choose
penetration,
topenetration,
choose a motor motor
which
which
that
that has
relates Passivity
is obtained
has Passivity
relates is
Based
obtainedBased Controller
usingController
using aaa second
second order (PBC)
order
(PBC) and
filter
andof
filter
the
ofthe speed
thespeed
the estimatea
with
estimate
shaft position.
shaft position.
Additionally,
a reasonable
with its
a reasonable it
cost
availability is
cost and convenient
and and market
the
market to
cost choose
penetration,
of its
penetration, a motor
which
associated that
which relates has
relates
power Passivity
is obtained
Also, in
is obtained Based
using Controller
Cortés-Romero second
using a second et (PBC)
order
al.
order [2010] and
filter of
this
filterthis the
the
of the speed
shaft
model estimate
position.
is used to
shaftisposition. to
with
a
with its
its availability
reasonable cost
availability and and
and the
market
the cost of its
penetration,
cost of its associated
which
associated power
relates
power Also,
is in
obtained Cortés-Romero
using a second et al.
order [2010]
filter of themodel
shaft used
position.
technology.
with its availability and the cost of its associated power Also, Also,
design inanCortés-Romero
identification-based
inanCortés-Romero et al. [2010]
control
et al. [2010] this
scheme
this model
model is
based used
is usedon to
an
to
technology.
its availability and the cost of its associated power design identification-based control scheme based on
with
technology.
technology. Also,
design
algebraic
design inan
anCortés-Romero
identification-based
identification
identification-based et al. [2010]
method. controlthis
control scheme
schememodel is used
based
based on an
on to
an
an
The BLDC
technology. motor fulfills most of the requirements men- algebraic
design
algebraic an identification
identification-based
identification method.
method. control scheme based on an
The BLDC motor fulfills most of the requirements men-
The
tioned
The
tioned
BLDC
BLDCabove
motor
abovemotor with
fulfills
with fulfills
respectmost
respect
most
to the
to theof power
of the requirements
the
power
requirements
density and
density effi- algebraic
men-
andmen- effi- A numerical
numerical
algebraic
identification
simulationmethod.
identification is included
method. included to show show the perfor-perfor-
The
tionedBLDCabove motor
with fulfills
respect most
to theof the
power requirements
density and men-
effi- A
A numerical simulation
simulation is includedofto
is presence show the
tomeasurement the perfor-
perfor-
ciency
tioned
ciency as
above
as has
has been
with
been stated
respect
stated toby theEhsani
power et al.
density [2003]
and and
effi- mance
A of
numerical the ADRC
simulation in theis included to show the noise
tioned
ciency
Zeraoulia
ciency above
as et
as has
has with
al. been
[2006].
been respect
stated toby
Moreover,
stated bythe
by
Ehsani
power
Ehsani
this
Ehsani type
et
et
al.
etdensity
of
al.
[2003]
al.motors and have
[2003]
[2003]
and
and mance
effi-
and A
and
mance load
of
numerical
mance of
the
the ADRC
of torque
the simulation
ADRC
ADRCfor a
in theis presence
incommercial
in the
the included
presence
presence
of
oftomeasurement
motor
of show thefor
measurement
designed
measurement
noise
perfor-
noise
elec-
noise
Zeraoulia
ciency
Zeraoulia as et
ethasal.
al. [2006].
been
[2006]. Moreover,
stated
Moreover, by this
Ehsani
this type
typeet of
al.
of motors
[2003]
motors have
and
have and
mance loadof torque
the ADRCfor aaincommercial
the presence motor
of designed
measurement for elec-
noise
good market
Zeraoulia et al.availability
[2006]. Moreover, and associated
this type power technology
of motors have tricaland
trical load
and load torque
vehicles. for commercial motor
torque for a commercial motor designed for elec- designed for elec-
good market
Zeraoulia et al.availability
[2006]. and associated power technology vehicles.
good
good
cost.
market
cost. Nevertheless,
Nevertheless,
market availability
availabilityits Moreover,
its main
main
and drawback
and this type
associated
associated
drawback is
power
ispowerof motors
that
that
technology
the BLDC
the
have and
BLDC
technology tricalload
trical torque for a commercial motor designed for elec-
vehicles.
vehicles.
good
cost.
motor market
Nevertheless,
has a availability
short its main
main
constant and power
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Conference onof Nonlinear 644
Systems Identification and Control of Nonlinear
Guadalajara, Mexico, June
Systems Identification
Modelling, 20-22,
and 2018
Control of Nonlinear
2018 IFAC MICNON

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2. MATHEMATICAL MODEL 2.1 Line model

The BLDC motor has Y– connected windings on the stator In a BLDC motor with Y– configuration, the windings
with a non salient rotor with permanent magnets. The are connected to a central point and power is applied to
assumptions of this mathematical model are: the remaining end of each winding, which means that the
• Negligible saturation effects. stator currents are related by the expression
• Constant winding inductances. ia + i b + i c = 0 . (5)
• Same parameters in all phases. Therefore, the only available voltage are the differential
The mathematical model, proposed by Chiasson [2005], voltages, i.e., known as line-to-line voltages.
then reads, To obtain a model based on the measured variables, the
line-to-line voltages are substituted in equation (1a). Thus,
di the line-to-line electrical dynamics are given by
D = u − Ri + Ep E R ω (1a)
dt dil
dθ Dl = ul − Ril + Ep E Rl ω , (6)
=ω (1b) dt
dt where
dω 1 1 d  
= τe − τL (t) − ω , (1c) L−M 0 0
dt J J J Dl = 0 L−M 0 , (7)
0 0 L−M
where u ∈ R3 is the input voltage vector, i ∈ R3 is the
stator current vector, θ ∈ R is the angular rotor position, il = [iab ibc ica ]
T
= [ia − ib ib − ic ic − ia ]
T
ω ∈ R is the angular rotor velocity, J ∈ R+ is the rotor T T
inertia, d ∈ R+ is the friction coefficient, Ep is the voltage ul = [uab ubc uca ] = [ua − ub ub − uc uc − ua ]
constant, R ∈ R3×3 + is a diagonal matrix of the stator T
E Rl = [ab bc ca ] = [a − b b − c c − a ] .
T

resistances and D ∈ R3×3 is given by If the state vector is expressed as

 
L −M −M
x = [x1 x2 x3 ] = [il θ ω] , (8)
D = −M L −M , (2)
−M −M L the line model can be written as
where L ∈ R+ is the phase inductance and M ∈ R+ is the
mutual inductance with M = 73 L. Dl ẋ1 = ul − Rx1 + Ep E Rl x3 (9a)
ẋ2 = x3 (9b)
On the other hand, τe = −τp E TR i is the generated torque,
with τp ∈ R+ the torque constant and E R ∈ R3 the Back- 1 d 1
ẋ3 = τel − x3 − τL (t) . (9c)
EMF vector whose terms are defined as J J J
 
 (θ)  with τel = −τp E TRl x1 .
 2π 
 θ − 
ER =   3  , (3)
 2π  3. MAIN RESULT
 θ+
3
To satisfy the velocity tracking objective, a cascade scheme
where the function (θ) depends solely on the rotor angular is used, with the ADRC in the mechanical (external)
position. For this machine the Back-EMF can be modeled control loop and a PBC in the electrical (internal) control
has a trapezoidal function [Lee and Ehsani, 2003], given loop, it is assumed that all parameters are known. Also, it
by should be noted that precise measurement of the angular

 6θ position is required, either with an encoder or using the

 for − π/6 < θ ≤ π/6
π
 Hall effect sensor information as proposed in Simpkins and
1 for π/6 < θ ≤ 5π/6 Todorov [2010].
(θ) = 6(θ − π) (4)

 for 5π/6 < θ ≤ 7π/6



 π 3.1 Mechanical control loop
−1 for 7π/6 < θ ≤ 11π/6 .
For now on, the stator phases will be defined by the sub- To guarantee the speed tracking objective, x3 → x3d , the
indexes a , b and c, therefore the Back-EMF terms will be mechanical tracking errors must be defined as
denoted as
e2 = x2 − x2d (10)
a (θ) = (θ)
  e3 = x3 − x3d , (11)
2π
b (θ) = a θ − where
3 
  t
2π x2d = x3d (ϑ)dϑ , x2d (0) = x2 (0) . (12)
c (θ) = a θ + . 0
3
By substituting this definitions in equations (1b) and (1c)
Finally, τL (t) is the load torque. the mechanical error dynamics is given by

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ė2 = e3 (13a) thus

1 ėm = Am em + Bm r̄1 , (21)
ė3 = τel + z1 (t) , (13b) where
J  
0 1
where z1 (t), is defined as Am = (22)
−Λm2 −Λm3
d 1 and
z1 (t) = − x3 − τL (t) − ẋ3d . (14)
J J T 1
Equation (14) includes the unknown torque load and the Bm = [0 1] , r̄1 =(τel − τd ) + Λm3 ẽ3 + z̃1 , (23)
J
rotor speed, which are the signals we want to reconstruct where the gains Λm2 and Λm3 should be chosen such that
with the ADRC. For this, we will propose an internal Am is Hurwitz. Similarly, the mechanical system (13)
model for z1 (t), assuming this signal follows the next and (15) in closed loop with observer (16) deliver the
assumptions, estimation error dynamics
Assumption 1. z1 (t) is defined as
p−1
 ẽ˙ 2 = ẽ3 − λp+1 ẽ2 (24a)
z1 (t) = ai ti + r(t) , ẽ˙ 3 = z̃1 − λp ẽ2 (24b)
i=0
where i = 1, . . . , p and ai is a constant coefficients vector. z̃˙1 = z̃2 − λp−1 ẽ2 (24c)
 z̃˙2 = z̃3 − λp−2 ẽ2 (24d)
Assumption 2. At least the first p derivatives of the resi- ..
dual term r(t) exists, i.e., until r(p) (t).  .
By using assumptions (1) and (2) it is proposed an internal z̃˙p−1 = z̃p − λ1 ẽ2 (24e)
model for zi (t), with i = 1, . . . , p, z̃˙p = r(p) − λ0 ẽ2 , (24f)
ż1 = z2 (15a) By substituting (24a) into (24b), it can be obtained

ż2 = z3 (15b) ẽ¨2 + λp+1 ẽ˙ 2 + λp ẽ2 = z̃1 , (25)

.. and from (24c) and (25) it is
.
żp−1 = zp (15c) z̃˙1 = z̃2 − λp−1 ẽ2 ,
(3)
żp = r(p) (t) . (15d) = ẽ + λp+1 ẽ¨2 + λp ẽ˙ 2 .
2 (26)
To estimate the phase variables of the rotor shaft position Accordingly, using (24a)-(24f) in an iterative process it can
a Luenberger observer is proposed be found
(p+2) (p+1)
ẽ2 + λp+1 ẽ2 + . . . + λ1 ẽ˙ 2 + λ0 ẽ2 = r(p) . (27)
ê˙ 2 = ê3 + λp+1 ẽ2 (16a) Then, by defining the vector
1  T
ê˙ 3 = τd + ẑ1 + λp ẽ2 (16b) ẽO = ẽ2 ẽ˙ 2 · · · ẽ(p+1) , (28)
J 2
ẑ˙1 = ẑ2 + λp−1 ẽ2 (16c) equation (27) can be written as
ẑ˙2 = ẑ3 + λp−2 ẽ2 (16d) ẽ˙ O = AO ẽO + BO r̄2 , (29)
.. where  
. 0 1 0 ... 0
ẑ˙p−1 = ẑp + λ1 ẽ2 (16e)  0 0 1 ... 0 
AO =  .
 .. . . ..  (30)
ẑ˙p = λ0 ẽ2 , (16f)
.. .. . 
where the mechanical estimation errors and disturbance −λ0 −λ1 −λ2 . . . −λp−1
estimates are defined as ẽ2 = e2 − ê2 , ẽ3 = e3 − ê3 , T
BO = [0 0 0 · · · 1] , r̄2 = r(p) , (31)
z̃i = zi − ẑi , i = 1, ..., p with λ0 , ..., λp+1 the coefficients
of polynomial with AO ∈ Rp×p , BO ∈ Rp×1 constant matrices. More-
sp+2 + λp+1 sp+1 + · · · + λ1 s + λ0 = 0 . (17) over, {λ0 , ..., λp+1 } also should be chosen such that ma-
Using the estimates of observer (16) the desired torque can trix (30) is Hurwitz.
be defined as
3.2 Commutation
τd = J (−Λm2 e2 − Λm3 ê3 − ẑ1 ) , (18)
where Λm2 > 0 and Λm3 > 0 are constant gains. The To define the desired currents, it is used the commuta-
mechanical error tracking dynamics can be obtained by tion scheme presented in Chiasson [2005], where x11d =
substituting (18) and z̃1 = z1 − ẑ1 in (13b) Ip is1 (θ) with
1 
ė3 = (τel − τd ) − Λm2 e2 − Λm3 (e3 − ẽ3 ) + z̃1 . (19)  0 for − π/6 < θ ≤ π/6
J 

To simplify the representation of equations (19) and (13a) −1 for π/6 < θ ≤ 5π/6
is1 (θ) = (32)
it is defined the vector 
 0 for 5π/6 < θ ≤ 7π/6
T 
em = [e2 e3 ] , (20) 1 for 7π/6 < θ ≤ 11π/6 ,

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τd
and Ip = 2τ p
. This implies that only two phases, with system trajectories (37) will be finally bounded with a
the same magnitude but opposite sign, are active at any bound given by

time. The remaining desired phase currents are obtained λm
as x12d = Ip is2 and x13d = Ip is3 taking into account the y(t0 ) < ymax . (40)
λM
phase shift for each phase as follows,
  4. SIMULATIONS
2π
is2 (θ) = is1 θ −
3 To evaluate the performance of the proposed scheme are
  presented numerical simulations of mathematical model
2π
is3 (θ) = is1 θ + . (1) using the parameters of PMAC ME0913 BLDC motor
3 given in Table 1. The simulations were made in MATLAB
SIMULINK with a fixed step time T = 0.1 [ms] and the
3.3 Electrical control loop Runge–Kutta solver. Also, it was simulated noise in the
measured phase current using an AWGN Gaussian noise
The internal control loop objective is to regulate the stator block with a signal–to–noise ratio of 1 [dB] and input signal
phase currents, for this, is used a PBC power of 0.1 [mW].
dx1d
ul = Dl + Rx1d − Ep (ê3 + x3d )E Rl − Ke1 , (33) Table 1. ME0913 BLDC motor parameters
dt
where the stator current error is defined as
Parameter Value
e1 = x1 − x1d ,
with x1d the desired line current. Thus, the electrical error J 0.0045 [Kgm2 ]
dynamics are defined as d 0.001 [Kgm2 /s]
ė1 = −D−1 −1
l (R + K)e1 − Ep Dl E Rl ẽ3 (34) R 0.0125 [Ω]
L 1 [mH]
or in matrix form Ep 0.1909 [V/rad/s]
ė1 = Ae e1 + Be (t) (35) τp 0.1808 [Nm/A]
where Max Voltage 96 [V]
Rated torque 32.53 [Nm]

Ae = −D−1
l (R + K) In both cases the total inertia is the sum of the wheel
Be (t) = −Ep D−1 inertia Jw and the motor inertia J, where Jw = 12 mR2
l E Rl ẽ3 .
with m = 3.17515 [Kg] and a tire radius R = 0.2578 [m],
3.4 Closed loop dynamics thus Jw = 0.10552 [Kgm2 ].
To tune this controller Λm2 , Λm3 and K gains must
If we define the state vector be chosen to minimize the steady state tracking error,
 
T T
y = eT T
1 em eO , (36) while the observer poles must be chosen as far from
the closed loop dynamics can be written as the imaginary axis of the complex plane as the system
bandwidth allows it. In this case, the gains for the ADRC
ẏ = Ay + B(t) (37) controller are Λm2 = 0.5/J and Λm3 = 1.5/J and the
where
    electrical gain is K = 0.1910I with I ∈ R3×3 . For the
Ae O O Be (t) observer design, p = 5 and the poles of the polynomial
A = O Am O B(t) = Bm r̄1 . (38) approximation are p1 = p2 = p3 = p4 = p5 = −0.025. In
O O AO BO r̄2 the figures, the speed tracking error is identified as eω , the
control input is denoted as u and the output as ADRC.
Using (37), an analysis of the closed-loop dynamics of
the controller–observer scheme can be carried out, in a 4.1 Case 1: Trapezoidal reference
similar way to that presented in de la Guerra et al. [2016]
for the SRM. In this case, for reasons of space, we only In this case the load torque is shown in Figure 1 where the
present an outline of this analysis. It consists of three maximum torque load is equal to 50% of the rated torque,
parts: 1) It must be verified that the signals of interest with a maximum desired speed of 55 [rad/s]. Figure 2
(including ẽ2 , ẽ3 , z̃1 , ..., z̃p , e1 , e2 , e3 ) are bounded in a shows the speed tracking where the proposed scheme
region D. 2) Positive functions should be proposed for the can compensate the constant load torque in steady state.
mechanical dynamics, Vm , the estimation dynamics, VO , While, Figure 3 shows a constant speed estimation error
and for electrical dynamics, Ve . 3) Finally, it must proved and a speed tracking error that remains close to zero in
that the state y is finally bounded if the initial condition steady state. Figure 4 shows the input which is far below
y(t0 ) is small enough, using the positive functions defined the maximum voltage for all the simulation as in case 1;
in the previous point to form the function the control input form can be observe in the zoom window.
V (y) = Vm + VO + Ve ,
for which there exist positive gains λm and λM such as
4.2 Case 2: Driving cycle
λm y2 ≤ V (y) ≤ λM y2 , (39)
given Am and AO are Hurwitz, L > M and K = KT > In this case the reference is a test emission cycle
Ke |ω|I, with I ∈ R3×3 the identity matrix. Therefore, the US06 [U.S., 2008], designed to represent an aggressive

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20
10

15
5
τL [Nm]

u [V]
10
0

5 -5

0 -10
0 10 20 30 40 50 60 0 10 20 30 40 50 60
t [s] t [s]

Fig. 1. Load Torque for Case 1. Fig. 4. Input voltages for Case 1.
shows the tracking error and the bottom one shows the
60 estimation error for the proposed scheme. In Figure 8 it
can be observed that the input is below the maximum
50 voltage for all the route, also a zoom window shows control
input waveform. To evaluate the ADRC performance, the
40
ω [rad/s]

25
30

20
20

10 15
τL [Nm]

0
10
0 10 20 30 40 50 60
t [s]
5
Fig. 2. Speed tracking Case 1: ADRC (—), x3d (- - -).
0
2 0 100 200 300 400 500 600
t [s]
0
eω

Fig. 5. Load Torque for Case 2.

-2

0 10 20 30 40 50 60
150
t [s]
30

20
ê3

100
10
ω [rad/s]

0
0 10 20 30 40 50 60
t [s]
50

Fig. 3. Case 1. Top: Speed tracking error, Bottom: Esti-

mation error.
high speed and high acceleration driving behavior. The 0
0 100 200 300 400 500 600
cycle represents a 12.8 [Km] route with an average speed t [s]
of 77.9 [Km/h], maximum speed of 129.2 [Km/h], and a
duration of 592 [s]. For the conversion to [rad/s] it was Fig. 6. Speed tracking Case 2: ADRC (—), x3d (- - -).
used the tire radius R which corresponds to the tire of a
light vehicle. The load torque is shown in Figure 5 where RMS value of the speed tracking and estimation errors was
the maximum value is equal to 70% rated torque. Figure 6 calculated as shown in Table 2. In both cases, the low RMS
shows the speed tracking. While, in Figure 7, the top plot values of the speed tracking error, eω , shows that the load

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Chau, K., Chan, C., and Liu, C. (2008). Overview of

5
permanent-magnet brushless drives for electric and hy-
brid vehicles. IEEE Transactions On Industrial Elec-
tronics, 55(6), 2246–2257.
eω

0
Chiasson, J. (2005). Modeling and high performance
-5
control of electric machines, volume 26. John Wiley
0 100 200 300 400 500 600 & Sons.
t [s] Cortés-Romero, J., Luviano-Juarez, A., Sira-Ramı́rez, H.,
40 et al. (2010). Fast identification and control of an
uncertain brushless dc motor using algebraic methods.
20 In Power Electronics Congress (CIEP), 2010 12th In-
ê3

ternational, 9–14. IEEE.

0 de la Guerra, A., Arteaga-Pérez, M.A., Gutiérrez-Giles,
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neering Practice, 46, 115 – 128.
de la Guerra, A., Gutiérrez-Giles, A., and Alvarez-Icaza, L.
Fig. 7. Case 1. Top: Speed tracking error. Bottom: Esti-
(2017). Control por Rechazo Activo de Perturbaciones
mation error.
del Motor de Corriente Directa sin Escobillas. In
Congreso Anual de Control Automático AMCA 2017.
Monterrey Nuevo Leon.
20 Ehsani, M., Gao, Y., and Gay, S. (2003). Characterization
of electric motor drives for traction applications. In
10 Industrial Electronics Society, 2003. IECON’03. The
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0 Guerrero, C., Santibanez, V., Fabián, J.C., and Oller-

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Lee, B.K. and Ehsani, M. (2003). Advanced simulation
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Lee, C. and Pang, W. (1994). A brushless DC motor speed
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control technique for brushless DC motor drives. IEEE
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