2nd International Conference on Electrical and Electronics Engineering (ICEEE) and XI Conference on Electrical Engineering (CIE 2005)

Mexico City, Mexico. September 7-9, 2005

Intelligent Control of the Regenerative Braking

in an Induction Motor Drive
S. Cholula, A. Claudio, J. Ruiz
Electronics Department, CENIDET, Cuernavaca, Mor., MEXICO
Phone/Fax: +52 (777) 318-77-41, 312-24-34 Email: peabraha@cenidet.edu.mx

Abstract-- This work deal with the problem related to the system and the fuzzy controller are implemented in the
energy recovered in an induction motor drive. During Matlab/Simulink® program .
deceleration , a regenerative braking control strategy allows
the recovery of the mechanical energy stored in an inertial
mass. This process involves the conversion of the kinetic energy II. MODEL OF DE SYSTEM
into electric energy. The parts that compose the system are a Fig. 1 shows the schematic model of lector-mechanical
squirrel cage induction motor variable frequency drive and
system emulating the electric car. This general scheme
controller and the mechanical system (flywheel) representing
the inertia of the automobile. In order to test the performance
shows the involved components, which are: induction
of the intelligent control, it is compared with a conventional motor, flywheel, disc brakes, ball bearings, and shaft.
control scheme. The conventional control scheme is used to Bearings
generate the samples of the input and output signals, which
allows the identification of the dynamics of the system (plant).
Also, it is used as a reference for the performance of the
intelligent control. shaft

Keywords—Regenerative braking, EV, induction motor

Induction
Nomenclature Motor Brake
Flywheel
disc
RS, Rr: Stator and rotor resistances.
Fig. 1. Schematic model of the mechanical/electrical system.
Lls, Llr: Stator and rotor leakage inductances.
Lm: Mutual inductance. The ac motor drive is modeled by a SPWM function
Ls, Lr: Stator and stator Self inductance. that give the three phases power supply to induction
isd, isq, is0: currents within the framework dq0 of the stator. motor at variable frequency. The inertia flywheel
ird, irq, ir0: currents within the framework dq0 of the rotor. represent the electric car mass and other aero dynamical
Vsd, Vsq, Vs0: voltages applied to the windings dq0 of the stator.
s: variables of the stator.
conditions.
r: variables of the rotor.
Ȧ: speed (electrical) in the stator. III. DYNAMIC INDUCTION MOTOR MODEL
p: number of pairs of poles
The principle of the IM is based on the induced voltage
Ȧr: angular velocity of the rotor.
and current into the rotor by the action of applying an ac
voltage at the stator, similar as the effect of a
I. INTRODUCTION
transformer. The secondary frequency (rotor) of an
This paper proposes an analysis of an electro-mechanical
induction motor is not the same of the primary as in a
system that represent the ac induction motor drive and the
transformer. The rotor frequency of the IM depend on
inertia of an electric car. An analytical model of the electro-
the rotor speed, this difference define the IM sliding (s).
mechanical system is implemented in Matlab/simulink
In order to simplify the IM model the equivalent model
considering the most important parts: induction motor (IM),
of a typical three-phase induction motor has been
and the mechanical system (flywheel, disc brakes, bearings,
considered. The model equations obtained are much
transmission and shaft), based on [1]-[6] The flywheel and
more simple to solve in comparison with the equations
disc brakes represent the automobile inertia. A tuning
of the original machine [9][10][11]. Table 1 presents the
strategy, proposed by Ziegler- Nichols, for conventional
Frames of Reference (MR) more common [5][10] and
control parameters is used [7]. After obtaining , a fuzzy
Fig. 2 shows the equivalent circuit that represents it.
control of the mechanical/electrical system is implemented
in order to follow the speed reference of the electric car. TABLE 1
Based on the Hybrid State Transition Kernel (NHTE) FRAMES OF REFERENCE (MR) MORE COMMONLY USED
method, the fuzzy controller is synthesized from the system MR
Interpretation Variable
Transfor
inputs and the corresponding outputs, this method has been speed -mation
fdq0 ó
applied satisfactory in [8]. The fuzzy controller uses the Z Rreferred to arbitrary MR.
fd , f q , f 0
.
Takagi-Sugeno type rules, tuned by means of ANFIS, a tool fdq0s ó
of Matlab/Simulink®. This intelligent controller aims to i) 0 Referred to stator MR .s
fds, fqs, f0
r
perform a better following of driving speed set point and ii) Zr Referred to fixed rotor MR
fdq0 ó
.r
improve the regenerative braking by diminish the action of fdr, fqr, f0
e
Referred to synchronous fdq0 ó
the dissipative mechanical brake. The mechanical/electrical Ze .e
revolving MR fd e , f q e , f 0

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 disq (9a)
Vrq Z  Zr  Lmisd  Lm  Z  Zr  Lr ird   Rr  Lr d
 irq
The transformation equations to translate from three phases dt dt

to two axis abcÆdq0 are the following ones: Vr 0  Rr  Lrl dtd  ir 0 (10a)
In order to obtain the mathematical representation for
ªd º ª0 3  3 º ªa º ªa º ª 0 2 2º ª d º (1) stator dq0 model (Table 1) of the IM, is required that the
«q » 1« » « » 1«
1 2»» «« q »»
 1  1 » ««b »» «b » 3  speed of the equal stator to zero for MR Ȧ=0 is selected,
« 2«
« » 2
3«
¬« 0 ¼» ¬1 1 1 »¼ «¬ c ¼» ¬« c ¼» ¬« 3  1 2»¼ «¬ 0 »¼ and like the variables of voltage of Vs0=Vr0=0, as well as
where the voltages in the Vrd=Vrq=0 rotor, then the currents
is0=ir0=0, the matrix of equations are following [3],[5],
[9]:
ªVs d º ª Rstat  dtd Ls 0 d
dt Lm 0 º ªIsd º
« » « 0 Rstat  dt Ls
d d » « » (14) 0 Lm
«Vs q » « dt » « Isq »
« 0 » « dtd Lm Zr Lm Rrot  dtd Lr Zr Lr » « Ir d »
« » « »« »
¬ 0 ¼ «¬ Zr Lm d
dt Lm Zr Lr Rrot  dtd Lr »¼ «¬ I r q »¼
where
Ls Lm  Lsl , Lr Lm  Lrl
The variables Vsd, Vsq and Vs0 are generated by [5], [9],
[10], [11]:
Vsc  Vsb (15)
V sd
3
Vsq
 2Vsa  Vsb  Vsc  (16)
3
Vsa  Vsb  Vsc (17)
Fig. 2. IM equivalent circuit for d-q axis Vs 0
3
The equations of the electrical system are have been taken where Vsa, Vsb and Vsc are the three-phase excitation:
from [5],[9], [10]. The equations for the stator are:
dO (2) Therefore the variables voltage amplitude (Amp) and
Vsd Rs isd  sd  ZOsq synchronous speed (Ȧsinc), will be generated by the
dt
d Osq control.
Vsq Rs isq   ZOsd (3) The generated torque Te based on the currents:
dt
L I I  I I 
3P (18)
d Os 0 (4) T
Vs 0 Rs is 0  e
2 2
m sq rd sd rd

dt Using the generated torque Te, the torque of T0 load,

where the magnetic flux viscous friction B and the rotor momentum of inertia the
Osd Lsl isd  Lm  isd  ird  (5) J; the angular acceleration dȦe can calculate like:
Osq Lsl isq  Lm  isq  irq  (6) dZ r 1
(Te  BZ r  TO ) (19)
dt J
Os 0 Lsl is 0 (7)
The equations for the rotor:
dO
Vrd Rr ird  rd  Z  Z r  Orq (8)
dt
d Orq
Vrq Rr irq   Z  Z r  Ord (9)
dt
d Or 0 (10)
Vr 0 Rr ir 0 
dt
where the magnetic flux
Ord Lrl ird  Lm  isd  ird  (11)
Orq Lrl irq  Lm  isq  irq  (12)
Oro Lrl ir 0 (13)
Fig. 3. Current and voltage measurement of the IM stator .
Some arrangements are needed in equations 1-12, obtaining
itself: A. Validation of the stationary model
di (2a) A ac three-phase voltage source is used to supply the
Vsd  Rs  Ls dtd  isd  Z Ls isq  Lm rd
 Z Lmirq
induction motor. In order to validate the behavior of IM,
dt
dirq (3a) the ac voltage source of 20Volts/60Hz is applied. The
Vsq Z Lsisd   Rs  Ls d
dt  isq  Z Lmird  Lm
dt current and voltage measurements are obtained line to
Vs 0  Rs  Lsl dtd  is 0
(4a) line. Fig. 3 shows the obtained experimental results.
disd (8a)
Vrd Lm  Z  Zr  Lm isq   Rr  Lr d
dt  ird  Z  Zr  Lr irq
dt

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 The parameters of the analytical model of IM are taken from Bearings Bearings

[12]. An induction motor from De LORENZO MICROLAB Shaft

DL10280 has been used.

Flywheel Disc brakes

Fig. 5. Mechanical system composed by flywheel and disc brakes.

The IM produces a torque T0, applying to flywheel of

inertia and a torque TL is considered at the disc brake.
By the Newton´s law, the differential equations of the
system are [2], [6]:
d 2D1 dD1
T J
0 0 B 0 K D  D  0 1
(20)
2
dt 2 dt
Fig. 4. Simulation results of the IM model in Matlab/Simulink.
d 2D 2 dD 2
TL J1  B1  K 1 D 2  D 1  (21)
dt 2 dt
The IM behavior is observed in Fig. 4 during the start considering a rigid shaft, with D1 D2 , and adding
transient and until it reaches the steady state. From the
equations 20 and 21:
comparative analysis of the experimental and simulation
d 2D 1 dD
results it can be observed that they are similar waveforms. T  T J  J 
0 L 0 1  B  B  1 (22)
0 1
It demonstrates that the IM analytical model has been dt 2 dt
correctly implemented.
By the observed thing in the experimental results, it could be The torque TL is the magnitude defined by the brake
that the difference between the IM real and its analytical disc model given by (23), see Fig. 6 [14].
model can be due to a voltage sag of the ac voltage of the
source, which does not happen in the simulation. TL = Ff r (23)
f = friction coefficient,
TABLE 2. F = drive force
SIMULATION PARAMETERS r = coordinate of force location
Variables Value of the variable
Inertia of the rotor J=0.0018049 Kg*m2
Coefficient of viscous friction B=0.0001 N*m*rad*s
Number of poles P= 2
Stator mutual inductance Lm=0.016788989 H.
Mutual impedance Xm=6.3293 ȍ
Inductance in the winding of the stator Ls=0.0004551831372 H.
Impedance in the winding of the stator Xs=0.1716 ȍ Fig. 6. Disc brake geometry with annular brake contact area.
Inductance of dispersion in the windings
Lr=0.0006827747059 H.
of rotor
Impedance in the winding of rotor Xr=6.3293 ȍ Model implementation
Resistance of the windings of stator Rstat=0.2928 ȍ.
Resistance of the windings of rotor Rrot=0.1527 ȍ
In order to implement the model of the electro
Moment of inertia of the steering wheel J0=0.1232999 Kg*m2 mechanical system in Matlab/Simulink®, the structure
Moment of inertia of the brake disc J1=(J0/1000) Kg*m2 of Fig. 7 is considered.
Viscous friction B0=0.0003 N*m*rad*s
Viscous friction B1=B0/100 N*m*rad*s
Plant
Function dq0
IV. MODEL OF THE MECHANICAL SYSTEM generator model Output
For the representation of the mechanical model the scheme signals
presented in the Fig. 5 is considered, which represents the
inertia flywheel (J0) and the disc brakes (J1), being
connected by a shaft, and supported on bearings. Where the
sum of inertias J0 + J1 is the representation of the total
inertia of the automobile [4][12][13].
The coefficient of friction of the bearings by each one is Fig. 7. General scheme of the plant including SPWM function and IM.
Bi/2, of such way that the effective friction in the flywheel
of inertias is B0 and in the disc brake B1. In the scheme shown in Fig. 7, we can appreciate the
entrance variables voltage amplitude (Amp),
synchronous speed (Ȧsinc) and mechanical torque (TL),
and generated exit mechanical speed (Ȧe). In order to
only complete the system (she plants) they need the
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 controller and the slogan, normally contributed by the driver
car, who stops in serious case the reference speed (Ȧref).
V. CONTROL STRATEGIES
In the previous sections Ȧe has been defined like the control
variable of output the variables of input (Amp), (Ȧsinc) and
(TL), being these signals used to generate the controllers, as
one is in Fig. 8.
Fig. 8. System (it plants) and control.
A. Conventional control
1). PI control for MI
For the design of the control of IM, the variables of control
are: the amplitude of the voltage (Amp) and the synchronous
speed (Ȧsinc), see Fig. 8. From the error generated between
the speed of reference and the mechanical speed, the
following equations are deduced:
(24)
³
Amp K P (Zref  Ze )  K I (Zref  Ze ) dt  K1Ze
(25)
Wsinc K P (Zref  Ze )  K I ³ (Zref  Ze ) dt  Ze
Where the KP and KI are the gain of control PI, to calculate
the gains the method of Ziegler and Nichols is used.
From Amp and Ȧsinc the three-phase excitation is generated,
as it is possible to be observed in the equations (14-17).
2). Control of the mechanical brake
The brake will be driven when MI this decelerating, as long
as it fulfills following the conditional ones for the
application of the pair to the brake disc
d Z ref dt  0 š Pot _ elec ! 0 š error  0 Ÿ TL
dȦref/dt: acceleration
Pot_elec: electrical power
error: difference between speed of reference and mechanical
speed.
Once action the brake takes a proportional control (P), to
generate the torque, from the error generated between the
speed of reference and the mechanical speed, where torque
TL is:
Fig. 9. Diffuse control implementation of the electro-mechanical
system.
a) b)
Fig. 10. Diffuse control training data, a) IM training, b) mechanical
brake training.
With it matrices of n×m are obtained data, where the n -
rows correspond to the moments of sampling in which
the data and the m are taken - columns correspond to the
antecedents and the consequent one. The time of
sampling T is constant during the stage of the data
acquisition.
Once obtained the signals of entrance and exit of the
plant generated with aid of the conventional control,
ANFIS® was used to train or to tune the intelligent
control. Parallel simulations become of the conventional
control and diffuse control, with systems (plant)
identical, comparing their performance.
2) Hybrid State Transition Kernel (NHTE)
The approach considers the function of transition of
states to define the process of data acquisition with
intentions of identification and control [7][8][15][16].
The system to control has X(t) states of dimension N
and U(t) entrances of P dimension, to see figure 11a.
The control and the measurement of the state update
with periods of sampling of T seconds.
Since access to a component of X is only had, we say
X0(t), is used an observer to consider the no visible
components of state X.
Once collected the data of the plant, it is possible to
obtain, by means of the NHTE an inverse plant control.
With the previous thing it is possible to generate U(t)
TL K F Zref  Ze  (27)
KF = gain of the control
B. Intelligent control
The diffuse control of IM by means of method NHTE will
consider generating the control signals which are (Amp),
(Ȧsinc) (Fg. 9). The brake diffuse control will be used to
generate the torque (TL) as it is in Fig. 9.
For the obtaining of the diffuse control, provided generated
exit and input data’s are taken to the system (plants) of the
same one. The system (it plants) is excited so that it follows
a reference signal, this must cover all the dynamic range that
could happen in operation, to see Fig. 10.
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controls that make journey to the plant from their initial
state X(t) to a following state X(t+T) dice, to see Fig.
11b.
The limitation of control NHTE is that the wished state
cannot be very far from the present state. The advantage
is that the wished state exactly obtains in T seconds
(more or less noise and errors of measurement). If we
want to reach "a distant" state of the present state, we
must do it in several small steps of T seconds each one.
At the time of using controller NHTE, in X(t) the real or
considered state is fed on the plant. In X(t+T) the
wished state is fed, where at least one of the
components comes from the slogan signal as it is in the
figure 11c. Like result, the neuronal network or the
diffuse control will respond with the U(t) control that
 we must apply to the plant during the interval [t, t+T) [Ruiz
1999].
a) b)
c)
Fig. 11. a) Components identification of a of the NHTE strategy, b) NHTE
control of inverse plant, c) NHTE control connected to the plant.
The following step is to propose a reference signal yref(t) that
it represents the handling of the conductor at different
moments from acceleration, constant speed and deceleration.
It was both observed the performance of controller and the
answer of the system (it plants).
VI. SIMULATION RESULTS
The following step is to control MI with its load (flying of
inertia), as well as the mechanical brake, during the course
of cycles of acceleration, constant speed and deceleration of
the slogan yref(t).
It is considered that the speed that an electrical vehicle
reaches, is of approximately 100Km/hr. = 27.77777m/seg.,
adapting it to our model where the radius of the steering
wheel is of r=0.18m., and Ȧ it is the angular velocity of the
steering wheel, then:
v 27.7777m / seg.
v Zr ?Z 154.3209rad / seg. 1473.6568rpm.
r 0.18m
The terminal velocity that we will handle will be of
160rad/seg. § 28.8m/seg. § 1527.887rpm. § 103.68Km/hr.
In the speed practices reference (Ȧref) is determined by the
capacity of the car, desires of the conductor during the
passage and the conditions of the highway.
The speed of reference (Ȧref) used in the simulations design
being taken into account:
x That during the training, the work space was left to place
setting using speeds superior to the pre-established ones
well previously.
x That in the training data there was sufficient samples of
several rates of acceleration, deceleration and constant
speed.
First the system is controlled (it plants), with a conventional
control, to verify the electrical power (Pot elec) of entrance,
mechanical power (Pot mec) of exits, losses of stator (Pot
elec) and rotor (Pot rot), during the transitory one
(acceleration and deceleration) (table 3).
A speed of reference sets out (Ȧref(t)) that the system (it
plants) must follow, as it is in fig. 12, observing the
mechanical speed (Ȧe(t)) generated by MI, the synchronous
speed (Wsinc(t)) generated by the conventional control, at
every moment of time.
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TABLE 3
FORMULAS OF POWER IN AN INDUCTION MOTOR
Powers electrica of entrante Pot ele Pot elec = Vs*Is
Losses in copper of the stator
Pot estat =3Is2Rstat
Pot estat
The losses in the nucleus
Pot núcleo=3((Is+Ir)2)*Rm
Pnúcleo.
Power of the air gap Pot entreh = Pot elec – Pot
Pot entreh. estat - Pot nucleo
Resistivas losses of the rotor
Pot rot =3Is2Rrot
Pot rot.
Mechanical power of exit
Pot mec = Te*Ȧe.
Pot mec.
The gains of the conventional control that were used
for the simulation are the following ones (table 4).
TABLE 4
PARAMETERS OF GAIN OF THE CONTROL
PI control: Wsinc KP = 2, and KI = 0.01
PI control: Amp KP=3, KI=0.001, K1=0.05
K2=1.4 (deceleration)
P control: TL
K2= 8 (at Ȧref § 0)
¨T for diffuse control 0.0001Seconds
Fig. 13 shows the torque (Te(t)) of MI and the torque of
brake (TL(t)). Fig. 14 shows the electric (Pot elec) and
mechanic (Pot mec) power of the system. It is observed
during the acceleration and constant speed, a positive
electrc power and during the deceleration it is negative.
Losses are considered constant defined by mechanical
friction, see table 2.
Fig. 15a shows mechanical speed waveforms Ȧe(t)
which is compared with the speed reference (Ȧref(t))
using two controllers: conventional control and the
intelligent control. Figs. 15b and 15c shows a zoom, it
can be observed that the intelligent control is better
than the conventional control.
In fig. 16 is observed the torque Te(t) generated by MI.
Drastic oscillations are observed with intelligent
control.
In fig. 20 is observed a comparison of the electrical
power (Pot elec(t)), which is controlled by the
conventional control and the intelligent control.
In fig. 17 is observed the comparison of the mechanical
power (Pot mec(t)), which is controlled by the
conventional control and the intelligent controlime.
VII. CONCLUSIONS
x The analytical model MI is approximated to MI of the
proving stand used in the thesis [12] (Fig. 3 and 4).
x Regenerative braking by means of the controls is
obtained conventional and intelligent during the
deceleration (Fig. 20), this is observed by the negative
electrical power, during the deceleration.
x The training data of the system (plant) generated
inputs and outputs, are determining for the efficient
representation of an intelligent control.
x The intelligent control in the accelerations and
constant speed, is better than the conventional
control, because at every moment of sampling T, Ȧe §
Ȧref, it can be observed at the fig. 17b, comparing the
 signals of speed of reference (Ȧref) and the mechanical
speed (Ȧe) of the system.
x The torque (Te) generated by IM is observed in the Fig.
19, it is controlled by the intelligent control. It is exerted
with greater torque, because the control in each ¨T, the
mechanic speed Ȧe § Ȧref.
x Part of the problematic one of the intelligent control in
the decelerations, must to that in the training data the
decelerations was not considered expositive.
x Another point can be is that the sets that were taken for
the tuning of the control are not sufficient for the diffuse
control, since three sets were considered for each
antecedent, this is reflected in the oscillations that the
mechanical speed in the deceleration of the system
has (plant).
x To the stored being a kinetic energy in the inertia
steering wheel, and to want to reduce its speed
drastically, the control will present/display the
necessary signals of control for the pursuit of the
reference signal (figs. 18a, 18b and 18c), this will
depend of which so fast it is the deceleration that at its
moment is taken.
x The collected data of training for the diffuse control
variable (TL) single represent a small portion of an
acquired training (fig. 18c).

Fig. 13. IM torque (Te), and brake torque(TL). Fig. 14. Stator electrical power (Pot_elec) and
Fig. 12. Reference (Ȧref), mechanical (Ȧe), and
mechanical power (Pot_mec) comparison.
synchronous speed (Ȧsinc).

Fig. 15a. Reference (Ȧref) and IM mechanical Fig. 15b. Zoom during the acceleration transient. Fig. 15c. Zoom during the deceleration transient.
speed (Ȧe) for conventional and diffuse control.

Fig. 16. IM generated torque (Te) for Fig. 20. Electrical power (Pot elec(t)) in the Fig. 21. Mechanical power (Te*Ȧe)
conventional and intelligent control. stator.

ACKNOWLEDGMENTS [2] L. Chiang “Dynamic analyses of Mechanical Systems”.

This research was supported by the National Council
System of Technological Education-COSNET (contract
number (520.04-P).
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