IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 34, NO.

4, DECEMBER 2019 2267

Fault-Tolerant Control of PMSM With Inter-Turn

Short-Circuit Fault
Jiayuan Zhang , Student Member, IEEE, Wei Zhan , Senior Member, IEEE,
and Mehrdad Ehsani , Life Fellow, IEEE

Abstract—Fault diagnosis and fault tolerant (FT) control of The objective of this paper is to study the inter-turn short
electric drive systems have been extensively studied by many re- circuit (SC) faults and related FT control. According to Cintron-
searchers. Naturally, one would like to use fault diagnosis infor- Rivera et al., SC faults account for 30% to 40% of faults in
mation to improve FT control to achieve good post-fault perfor-
mance while it is safe to do so. In this paper, a novel FT control PMSMs [3]. The physical structure of inter-turn SC fault can
method is proposed for permanent magnet synchronous motor with be found in [4], [5]. Fault severity of this fault is characterized
inter-turn short circuit fault. Given fault severity, the proposed FT by two parameters, SC percentage μsc and fault resistance Rf .
control can reduce torque ripple while keeping reasonable torque Abundant work [6]–[22] in this area focus on fault detection.
output. The theoretical derivation, simulation, and experimental
There are relatively fewer work in the area of estimation of
validation are presented in this paper.
fault severity. Nakamura et al. estimated SC turns of induction
Index Terms—Fault tolerant control, torque ripple, inter-turn motors with application of hidden Markov model (HMM) [23].
short circuit fault, permanent magnet synchronous motor, field Gu proposed model-based method to estimate SC ratio and
oriented control.
insulation resistance [24]. Fan et al. proposed a method to
detect different interturn short-circuit fault severity by analyzing
I. INTRODUCTION zero-sequence current [25]. Zhang et al. proposed estimation
of fault parameters with statistics-based HMM for dc brushed
ERMANENT magnet synchronous motors (PMSM) have
P been widely used in many industrial applications due to its
advantages in power density, efficiency and dynamic response
motors [2]. Yuan et al. proposed a method to estimate number
of short circuit turns at standstill condition [26]. Although
some of these results are not directly applicable in this pa-
characteristics. With the help of diagnostics, PMSMs are ex-
per due to difference in motor type/structure, these research
pected to work when minor faults occur. The limp-home mode
works provide motivation for the FT control proposed in this
designed for electric vehicle is an example of such applications
paper.
[1]. High performance is expected for many applications even
In the area of FT control, PMSM with SC fault has been
with the occurrence of minor faults. To this end, fault tolerant
studied. A common and intuitive method is to cut off the
(FT) control is proposed to improve post-fault performance.
faulty phase and operate the motor with the remaining windings
Fault detection is a yes or no conclusion. On the contrary,
[27]–[29]. However, with this approach, the torque capability
estimation of fault severity provides how severe the fault is and
is severely impaired as a result of losing one phase winding.
sometimes with specific data estimation such as short circuit
The alternative is to continue to use the faulty phase. In this
resistance value [2]. With accurate fault severity estimation, it is
situation, the output capability will be less impaired, but torque
easier to determine whether it is appropriate to keep the motor
ripple can be a problem. Jeong et al. [30] studied how to reduce
running. In the case of minor faults, the continued operation
such torque ripple. However, their work has two drawbacks.
may be permitted. If serious faults or quickly aggravating faults
Firstly, the fault resistance was assumed to be zero, which may
occur, the decision may be to shut down the motor immediately.
not be a valid assumption. Secondly, the effect of fault current
Knowing the type of fault and the severity may help determine
on torque was ignored in their work. Inspired by their work, a
the proper response. More importantly, information of fault
novel FT control considering fault current is proposed in this
severity can be helpful in optimizing FT control, which is the
paper to reduce the torque ripple by utilizing the fault severity
main topic in this paper.
estimation. The two drawbacks in [30] will be addressed in this
paper. There are other control strategies available if redundancy
Manuscript received May 30, 2019; revised July 20, 2019; accepted August is introduced [31]–[34]; however, this assumption is not used in
7, 2019. Date of publication August 19, 2019; date of current version November this paper.
21, 2019. Paper no. TEC-00604-2019. (Corresponding author: Wei Zhan.)
The authors are with the Electrical & Computer Engineering, Texas A&M
University College Station, College Station, TX 77843 USA (e-mail: jiayuanz@
tamu.edu; wei.zhan@tamu.edu; ehsani@ece.tamu.edu). II. DERIVATION OF FT CONTROL
Color versions of one or more of the figures in this article are available online
at http://ieeexplore.ieee.org. The objective of this paper is to find whether the FT control
Digital Object Identifier 10.1109/TEC.2019.2936225 can be optimized with more information on fault severity. To

0885-8969 © 2019 IEEE. Personal use is permitted, but republication/redistribution requires IEEE permission.
See http://www.ieee.org/publications_standards/publications/rights/index.html for more information.

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2268 IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 34, NO. 4, DECEMBER 2019

minimize torque ripple, one must first understand how it is

generated. It will be shown that a healthy PMSM supplied with
3-phase balanced current generates constant torque. However,
if a faulty PMSM is supplied with 3-phase balanced current,
the fault current if is generated in the short circuit loop. This
causes the current through the winding with SC not equal to
the supplied phase current. As a result, the cancellation of the
time varying terms in the torque calculation cannot be achieved
and the the torque becomes a function of time. The variation in
torque is called torque ripple.
To understand torque ripple, the first-principle equations are Fig. 1. Modified FOC scheme.
derived for a PMSM with SC fault. There are several reasonable
assumptions to be used. First, the sum of the 3-phase current
must be equal to 0 (1), assuming there is no neutral lines the the substitution of (4)–(7), (3) can be simplified as follows.
PMSM. Secondly, Kirchhoff’s voltage law can be applied to the  
2π
SC loop, as illustrated in (2). The voltage drops due to self- Torque = K(ia sin(θ) + ib sin θ −
inductance, mutual inductance, resistance, and back EMF are 3
 
all taken into consideration in this equation. 2π
+ ic sin θ + − if μsc sin(θ)) (9)
3
ia + ib + ic = 0 (1)
This equation reveals the relationship between instantaneous
d(ia − if ) currents and output torque. From (9), one can see that when
if rf = (ia − if )Ras1 + Las1 + eas1
dt there is no fault, i.e., if = 0, torque will be constant.
dia dib dic When there is a fault, if = 0, then the torque is in general
+ Mas1,2 + Mas1,b + Mas1,c (2) a function the phase angle. This is verified in simulation later.
dt dt dt
Therefore, torque ripple exists unless additional steps are taken.
where ia , ib , ic are phase currents, if is the fault current, rf is The only option is to find the “unbalanced” three phase currents
the short circuit resistance, Ras1 is the winding resistance being and fault current ia , ib , ic , if that satisfy (1), (2) and (9).
shorted, Las1 is the winding inductance being shorted, eas1 is In addition to finding such ia , ib , ic , if , there is a practical
the induced winding emf being shorted, Mas1,2 is the mutual issue of how to implement the possible solution into motor
inductance between the winding being shorted and the winding control system. Here, the FT control is proposed to be combined
not being shorted in phase A, Mas1,b is the mutual inductance with existing field oriented control (FOC).
between the winding being shorted and the winding not being FOC can achieve closed-loop speed control. The PI controller
shorted in phase B, and Mas1,c is the mutual inductance between generates reference of quadrature current isq , or reference of
the winding being shorted and the winding not being shorted in torque based on (10). Inverse Park and Clarke transformation and
phase C. Based on the power conservation principle, the output Space Vector Pulse Width Modulation (SVPWM) are applied
torque can be calculated as in (3). to generate gating signals to the inverter with the objective of
generating reference of isq . In other words, if isq is supplied to
ia ea + ib eb + ic ec − if eas1 the PMSM, the output torque in given by the following equation.
Torque = (3)
ωmech
Torque = ψf i∗sq (10)
where
where ψf is the permanent magnet flux. If the three currents
in the PMSM are decomposed into balanced terms and “unbal-
ea = Kωmech sin(θ) (4)
  anced” terms, then the resulting torque is the superposition of all
2π torque components, that is, the torque generated with FOC. Then
eb = Kωmech sin θ − (5)
3 FT control is effectively integrated with existing FOC. The only
  remaining problem is to determine the “unbalanced” currents so
2π
ec = Kωmech sin θ + (6) that the output torque is constant.
3 The new FOC scheme is shown in Fig. 1, where the un-
eas1 = μsc ea (7) balanced current components are indicated as “Inject ?”. The
closed-loop speed control and speed PI controller are reserved,
Nas1 Ras1
μsc = = (8) while SVPWM is discarded since 3-phase winding is non-
Nas Ras symmetric. Instead, hysteresis control is used in Fig. 1.
Assuming that the SC fault is in phase A. An unbalanced
where ωmech is mechanical speed of PMSM, Nas1 is the number
current component −2i0 is injected into phase A and i0 is
of winding turns being shorted, Nas is the total number of phase
injected into the other two phases. Then one has
winding turns, ea is the emf in phase A, eb is the emf in phase B,

ec is the emf in phase C, and μsc is the short circuit ratio. With i∗a = i∗a − 2i0 (11)

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ZHANG et al.: FAULT-TOLERANT CONTROL OF PMSM WITH INTER-TURN SHORT-CIRCUIT FAULT 2269


i∗b = i∗b + i0 (12) TABLE I
SPECIFICS OF PMSM IN EXPERIMENT

i∗c = i∗c + i0 (13)
The first terms on the right hand side of each equation are the
current components generated by original FOC, while the second
term is the additionally injected current. Clearly (1) is satisfied.
Substituting (11)–(13) into (9), one gets
 
2π
Torque = K(i∗a sin(θ) + i∗b sin θ −
3
2π
+ i∗c sin(θ + )) + K(−3i0 − if μsc )
3
   
2π 2π
= K(I sin(θ) sin(θ) + I sin θ − sin θ −
3 3
   
2π 2π
+ I sin θ + sin θ +
3 3 Fig. 2. Circuit model of faulty phase winding.

+ K(−3i0 − if μsc ) sin(θ) (14)

   
When FOC is used to supply 3-phase balanced current, the first 2 2
term on the right hand side of (14) is constant since it is the same K2 = rf + Ra2 1 − μsc , K3 = ωe Las2 − μsc K1
3 3
expression that was discussed earlier for no SC fault condition. (24)
Set the second term on the right hand side of (14) to zero,
then the torque becomes constant with a value of 1.5KI. One K4 = μsc Kemf ωe , K5 = K1 iqs ωe (25)
can solve for if : Since (21) holds for any θ value, it follows that I0 = A and
3 ϕ0 = B.
if = − i0 (15) To summarize, the unbalance current i0 is found. It satisfies
μsc
the constraint of sum of 3-phase current equal to 0. The modified

Assuming i0 has the following form 3-phase reference current will lead to the fault current if such
i0 = I0 sin(θ + ϕ0 ) (16) that a constant torque is generated. Note that FOC is kept in
the way that the desired torque is controlled by FOC and the
then the fault current is derived as closed-loop speed control is also kept as the same.
3 It is possible that the format shown in (11)–(13) is not the only
if = − I0 sin(θ + ϕ0 ) (17) solution. However, as far as torque ripple is concerned, there
μsc
cannot be a better solution that the one presented in this section
Applying inverse Clarke transformation and substituting (16) since it is zero. Therefore, other solutions are not pursued.
into (11)–(13), one gets the following Now that the feasibility of zero torque ripple has been proven
 in theory, the next steps are to validate the theoretical result in
i∗a = i∗sq sin(θ) − 2I0 sin(θ + ϕ0 ) (18)
  simulation and experimental testing.
 2π
i∗b = i∗sq sin θ − + I0 sin(θ + ϕ0 ) (19)
3 III. VALIDATION IN SIMULATION
 
 2π The proposed FT control is validated in simulation first. The
i∗c = i∗sq sin θ + + I0 sin(θ + ϕ0 ) (20) PMSM used in experiments is non-salient and has 4 pole pairs,
3
double layer winding and 36 stator slots. The parameters in the
Substituting (17)–(20) into (2), again assuming all machine pa- simulation model are set to values to match this particular motor
rameters including fault degree are known, one gets an equation so that comparison between simulation and experimental results
with the following form can be done. The motor parameters are listed in Table I.
I0 sin(θ + ϕ0 ) = A sin(θ + B) (21)
A. Modeling of PMSM
where Modeling of PMSM has been well-studied, so has modeling

μsc K42 + K52 K5 K3 PMSM with inter-turn SC fault [6]–[20]. Although minor dis-
A= −  , B = arctan − arctan crepancy may exist in previous work, a simple circuit model
3 K22 + K32 K4 K2
(22) of SC shown in Fig. 2 is commonly accepted. In this model,
self-inductance, resistance and back EMF are taken into consid-
K1 = Las2 + Ma1a2 − μsc M (23) eration. In addition, the mutual inductance in the same phase

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2270 IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 34, NO. 4, DECEMBER 2019

between the winding in SC and the winding not in SC also

needs to be considered. In experiments, it can be calculated
based on measurements. Measured parameters will be directly
used in simulation. However, the mutual inductance in (26)
and (27) cannot be easily measured. Since the windings have
ferromagnetic cores, it is reasonable to make the following
assumptions.
Ma1b = Ma1c = μsc Mab (26)
Ma2b = Ma2c = (1 − μsc )Mab (27)
where Ma1b is the mutual inductance between phase A shorted
winding and phase B, Ma1c is the mutual inductance between
phase A shorted winding and phase C, Mab is mutual inductance Fig. 3. Three-phase current from simulation.
between phase A and phase B, Ma2b is the mutual inductance
between phase A not shorted winding and phase B, and Ma2c
is the mutual inductance between phase A not shorted winding
and phase C.
Eqs. (28)–(32) are derived based on the circuit model and (33)
calculates the torque.
dia d(ia − if )
Van = (ia − μsc if )Rs + L1 + L2
dt dt
dib dic
+M +M + Kωe sin(θ) (28)
dt dt
dib dia dic
Vbn = ib R s + L s +M +M
dt dt dt
 
2π dif
+ Kωe sin θ − − Mas2,b (29)
3 dt
Fig. 4. Measured and calculated fault current from simulation.
dic dia dib
Vcn = ic Rs + Ls +M +M
dt dt dt
2π dif Park and Clarke transformation, reference of 3-phase current
+ Kωe sin(θ + ) − Mas2,c (30)
3 dt i∗abc can be derived. This current superimposed with additionally
d(ia − if ) injected current is the modified reference of 3-phase current.
if Rf = (ia − if )Ras1 + Las1 + eas1 With hysteresis control, the controller will provide required gate
dt
driving signals.
dia dib dic
+ Mas1,2 + Mas2,b + Mas2,c (31) The SC condition was set as μsc = 0.145, rf = 0.4Ω in phase
dt dt dt A to match the experimental SC condition. The reference speed
ia + i b + i c = 0 (32) is 110 rpm. SC Fault is inserted at t = 0.3 sec. FT controller kicks
ia ea + ib eb + ic ec − if eas1 in at t = 0.5 sec. Three phase current, fault current, and torque
Torque = (33) are plotted in Fig. 3–5. One can see clear differences among the
ωmech
three operating mode: normal operation (between 0-0.3s), SC
where Van , Vbn , Vcn are 3-phase voltages, M is mutual induc- without FT control (between 0.3–0.5 s), and SC with FT control
tance between difference phases, and ωe is the electrical speed. (between 0.5-0.8 s).
Eqs. (28)–(33) can be used to model a healthy PMSM as well, Fig. 3 shows that three-phase currents are not balanced once
by letting SC occurred. Fig. 4 shows that the calculated fault current in
the controller matches the measured fault current in the PMSM
μsc = 0; if = 0; L1 = Ls ; Ma12 = 0 (34)
closely after t = 0.5 sec. This means the FT control has in-
direct control over fault current. Fig. 5 shows that the torque
B. Simulation Results ripple is low when there is no fault, followed by significant
The model for PMSM derived in previous subsection was torque ripple when fault occurs with no FTC. Eventually the
implemented in Simulink using (28)–(33). torque ripple returns to low level with FT control. The torque
The controller is contained in the rectangle in Fig. 1. In the ripple is reduced by about 89% with FT control. Fig. 6 displays
normal operating mode, the injected current is 0. In FT mode, the torque curve simulated at a higher reference speed of 500
a closed-loop speed control is still deployed to generate i∗sq , to rpm. The torque ripple is significantly increased (Note that
which the torque is proportional. With application of inverse Figs. 5 and 6 have different scales), and the FT can still reduce

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ZHANG et al.: FAULT-TOLERANT CONTROL OF PMSM WITH INTER-TURN SHORT-CIRCUIT FAULT
Fig. 5. Torque in simulation (at 110 rpm).
Fig. 6. Torque in simulation (at 500 rpm).
the torque ripple to a level that is compatible to the no fault
condition.
C. Sensitivity Analysis
Simulation results are based on the assumption that all pa-
rameters in the model are precisely known. However, in reality,
fault parameters can only be estimated with certain accuracy.
The motor parameters also have tolerance bands. One would
like to know how sensitive the new FT control is in regards to
these inaccuracies.
In this subsection, two types of sensitivity analysis will be
studied. First, the sensitivity with respect to the fault parameter
estimation. Second, the sensitivity with respect to the variation
in motor parameters.
The fault parameters can be classified into two categories:
fault resistance rf and SC ratio μsc , since all inductance values
related to SC can be solely determined by μsc . Each of the two
fault parameters μsc and rf are changed by certain percentages
away from the nominal value. The torque ripple is simulated
for these fault parameter values. This process is repeated for
different nominal values of the two fault parameters. It was a
tedious process; however, this process was automated by running
an mfile in MATLAB.
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2271
Fig. 7. Sensitivity analysis of SC ratio.
Fig. 8. Sensitivity analysis of fault resistance.
The results from the fault parameter sensitivity analysis are
shown in Figs. 7 and 8. The x axis is the fault parameter
estimation error in percentage. The y axis is the nominal value
for the SC parameters. Instead of plotting the the absolute value
of the torque ripple, which increases as the nominal value of the
output torque increases, the ratio of the torque ripple with FT
control to the torque ripple without FT control is plotted. In a
sense, this ratio is a “normalized” torque ripple. In Figs. 7 and
8, the z axis is the normalized torque ripple.
From Figs. 7 and 8, one can draw the following conclusions:
1) The better the fault severity estimation is, the lower the
normalized torque ripple is. (The best estimation is marked
with a red line as lowest normalized torque ripple for each
SC parameter.)
2) When the fault parameter estimation is beyond certain
threshold, the FT control generates torque ripple higher
than no FT control.
Since the FT control can be potentially used in combination
with any fault estimation method, the sensitivity analysis results
is critical in determining whether a specific torque ripple re-
duction level can be achieved using a specific fault parameter
estimation method with a known estimation accuracy. Note that
the results in Figs. 7 and 8 are for the specific motor used in
2272
Fig. 9. Sensitivity analysis of SC ratio with fixed SC ratio.
Fig. 10. Sensitivity analysis of fault resistance with fixed fault resistance.
the simulation. The values may change when motor parameters
change.
To conduct the sensitivity analysis with respect to variation in
motor parameters, the Monte Carlo Analysis is applied. The fault
parameters of μsc = 0.4/2.75 rf = 0.4Ω are used. Random
values for each motor parameter are generated in MATLAB
(5% random error with uniform distribution) and assigned to the
model. For each value, the normalized torque ripple is calculated.
The results are plotted in Figs. 9 and 10, where it is assume that
the exact values of the fault parameters are known. Similar plots
can be generated for fault parameters with any given accuracy.
IV. EXPERIMENTAL VALIDATION
A. Experimental Setup
The experimental setup is shown in Fig. 11. The PMSM motor
model is 130SYM04025. The controller is implemented in a
DSP TMS320F28335 development board. Note that not only
the 2 phase currents were measured, but also the fault current
was measured. The fault current was not used in the controller,
it was purely for comparison and analysis purposes.
Fig. 12 shows the hardware setup in the experiment. The PC
in the setup is to send a trigger for fault insertion and starting
the FT control and is not used for any other controlling purpose.
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IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 34, NO. 4, DECEMBER 2019
Fig. 11. Experimental setup.
Fig. 12. Hardware setup in experiment.
Fig. 13. Setup of SC fault.
The software program was developed based on FOC scheme.
Once FT control kicks in, the additional current component will
be calculated and added on original current reference. After that,
the gating driver signal is generated based on hysteresis control.
Fig. 13 shows the SC point, where the insulation of wire was
worn out by sand paper and a wire was soldered. This wire was
externally connected with a power resistor to emulate the fault
resistance rf . A hole was drilled in the PMSM shell to have the
wire externally extended. The power resistor can be replaced
by resistors with different values. Different values for the short
circuit resistance were tested with similar results. Extremely low
values were not tested since this can cause a damage to the motor
and FT control should not be used in this case. In simulation,
the resistance value was set to 0.0001Ω and the results were
no different from other values. Therefore, this situation was not
tested in experimental work.
The PMSM shaft is attached with fan blades as a load. The
torque load is a function of speed. Therefore, different load
ZHANG et al.: FAULT-TOLERANT CONTROL OF PMSM WITH INTER-TURN SHORT-CIRCUIT FAULT
Fig. 14. Fault current measured and calculated in experiment.
Fig. 15. Torque in experiment.
conditions can be achieved by setting the speed to different
levels.
B. Experimental Results
Due to the limitation of experimental setup, torque was not
directly measured, instead it was calculated based on the current
measurement using (9).
For easy comparison with the simulation results, the reference
speed was set to 110 rpm. The load torque was 0.4 Nm.
To illustrate the effectiveness of fault current estimation in the
controller, the calculated fault current and the measured fault
current in the PMSM in FT mode are plotted in Fig. 14 for
comparison. It can be seen the two currents are very close.
Fig. 15 shows the filtered torque in 3 cases: no fault (t = 0–0.3
s); fault without FT control (t = 0.3–0.5 s); fault with FT control
(t = 0.5–0.8 s). When there is a SC fault, with FT control a 68%
torque ripple reduction was achieved compared to the case of
no FT control. The torque ripple reduction for other condition is
shown in Table II. It can be seen from this table that the torque
ripple reduction does not change much when speed changes.
The torque ripple reduction with FT control was lower than
that from simulation. The possible causes for this discrepancy
include motor parameter, measurement, and model inaccuracy.
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2273
TABLE II
TORQUE RIPPLE REDUCTION UNDER DIFFERENT CONDITIONS
Fig. 16. Estimated SC ratio versus torque ripple.
Fig. 17. Estimated fault resistance versus torque ripple.
C. Sensitivity Analysis
Fig. 15 is plotted based on the condition that the SC fault
parameters μsc and rf are known. However, in practice these
fault parameters can only be estimated. The sensitivity analysis
with respect to the fault parameters was also performed in
experiments. The SC fault parameters were intentionally set in
the controller to be x% away from the measured values. Similar
to the sensitivity analysis in simulation, the SC resistance was
first set to rf = 0.4Ω, the SC ration μsc was then varied from
−40% to 40% error in steps of 20%. For comparison, both
torque ripple ratios from experiment and simulation are plotted
in Fig. 16. Next, the SC ration μsc was set to 0.145 and the SC
resistance rf was varied from − 80% to 50% away from the
measured value. The torque ripple ratio from the experiment
is plotted together with the simulation result for comparison
in Fig. 17. From Figs. 16 and 17, one can conclude that the
experimental results are similar to those in simulation.
2274 IEEE TRANSACTIONS ON ENERGY CONVERSION, VOL. 34, NO. 4, DECEMBER 2019
V. CONCLUSIONS AND FUTURE WORK
In this paper, the original FOC is reconfigured as FT control
when fault severity estimation is available. The new FT control
decreases the torque ripple while using the faulty phase to maxi-
mally retain torque capability. The new FT control is validated in
simulation and experiment. Sensitivity analysis was conducted
to provide user information on fault severity estimation accuracy
requirement. This FT controller can be used in a situation where
the estimated fault severity is determined to be safe to keep the
motor running.
Future work includes: modifying the proposed FT control to
applied to other types of motors; developing a more accurate
model to further decrease torque ripple; using adaptive control to
reduce the dependence on accuracy of modeling and parameter
estimation; measuring torque directly instead of calculating it
based on current measurement; and conduct the experiments at
higher motor speeds.
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ZHANG et al.: FAULT-TOLERANT CONTROL OF PMSM WITH INTER-TURN SHORT-CIRCUIT FAULT
Jiayuan Zhang received the B.S. degree in electrical
engineering from the Huazhong University of Science
and Technology, Wuhan, China, in 2013, and the
Ph.D. degree in electrical engineering from Texas
A&M University, College Station, TX, USA, in 2019.
His research interests include power electronics and
motor control.
Wei Zhan received the D.Sc. degree in systems sci-
ence from Washington University in St. Louis, MO,
USA, in 1991. From 1991 to 1995, he was with the
University of California, San Diego, USA and Wayne
State University, Detroit, MI, USA. From 1995 to
2006, he worked in the automotive industry as a Sys-
tem Engineer. In 2006, he joined the Electronic Sys-
tems Engineering Technology Faculty, Texas A&M
University, College Station, TX, USA. His research
activities include control system theory and applica-
tions to industry, fault diagnosis, system engineering,
robust design, modeling, simulation, quality control, and optimization.
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2275
Mehrdad Ehsani (S’70–M’81–SM’83–F’96–
LF’15) is currently the Robert M. Kennedy Professor
of electrical engineering with Texas A&M University,
College Station, TX, USA. He is the Co-Author of
more than 400 technical papers, 19 books, an IEEE
standards book, and 30 U.S. and EU patents. He has
won more than 130 Prize Paper and other awards in
IEEE and others, including IEEE-VTS Avant Garde
Award for his contributions to the hybrid electric
vehicle technology and the 2003 IEEE Field Award
in Undergraduate Teaching. He has founded and
led several IEEE and other international conferences and has served on the
governing bodies of IEEE Power Electronics Society, Industry Applications
Society, and Vehicular Technology Society. He is a Fellow of SAE, has been a
Distinguished Lecturer of several IEEE societies, a Consultant to more than 60
U.S. and international companies and government agencies, and a registered
Professional Engineer in the state of Texas.