Steady-state characteristics of DFIM : the

potentialities o ntegration in electrical traction

systems
Mouna Zerzeri (  mounazer@hotmail.fr )
Université de Sousse, Ecole Nationale d'Ingénieurs de Sousse, LATIS- Laboratory of Advanced
Technology and Intelligent Systems
Adel Khedher (  adel_kheder@yahoo.fr )
Université de Sousse, Ecole Nationale d'Ingénieurs de Sousse, LATIS- Laboratory of Advanced
Technology and Intelligent Systems
Faïçal Jallali (  jallali_f@yahoo.fr )
Université de Sousse, Institut Supérieur des Sciences Appliquée et de Technologie de Sousse

Research Article

Keywords:

DOI: https://doi.org/

License:   This work is licensed under a Creative Commons Attribution 4.0 International License.
Read Full License

Additional Declarations: No competing interests reported.

Steady-state characteristics of DFIM : the potentialities of
integration in electrical traction systems

Mouna Zerzeria , Adel Khedhera and Faı̈çal Jallalib

a
Université de Sousse, Ecole Nationale d’Ingénieurs de Sousse, LATIS- Laboratory of
Advanced Technology and Intelligent Systems, 4023, Sousse, Tunisie; b Université de Sousse,
Institut Supérieur des Sciences Appliquée et de Technologie de Sousse, LATIS- Laboratory of
Advanced Technology and Intelligent Systems, 4003, Sousse, Tunisie;

ARTICLE HISTORY
Compiled February 5, 2023

ABSTRACT
This article discusses doubly-fed induction machines integration possibilities in vari-
able speed traction systems. The steady-state characteristics, performances and en-
ergy balance of a Doubly-Fed Induction Motor (DFIM) are studied and investigated.
The novelty in our design lies in investigating the mechanical characteristics and the
electrical performance of the DFIM based on the d − q model as a function of the
magnitude, the phase angle and the slip related to the rotor voltage frequency.
From this point of view, the main contributions of this study are: (i) a wide operat-
ing speed range, covering sub-synchronous and super-synchronous, (ii) a low ratio of
rotor and stator voltage magnitudes and (iii) maximum torque and high-efficiency
corresponding to the vehicle mechanical request. The paper presents detailed anal-
ysis and simulation results of some DFIM performances as a function of the voltage
applied in its rotor windings. To show and approve the effectiveness and merits of
the proposed DFIM in VSTS, a comparative study with induction motor is discussed
and experimental tests are provided through a DSP.

KEYWORDS
Doubly-Fed Induction Motor; Variable Speed Traction Systems; steady-state
characteristics; maximum torque; high efficiency; rotor voltage controlling
parameters

1. Introduction

The Doubly-Fed Induction Motor (DFIM) was firstly studied in 1899 [1] as a variable
speed motor fed on both sides by the network without any frequency converter and
operated with a double synchronous speed [1–5]. Then, several authors have worked on
the same configuration and presented simulation and experimentation studies on vari-
able speed control. This control adjusts the rotor supply frequency obtained through
the use of alternator driven at variable speed and connected to the rotor rings [1,6–8].
In recent years, the emergence of power electronics has made new modes of operation
for DFIM possible. Several researches have been devoted to the study of DFIM in
generator mode applied to the energy conversion systems [5,9–20]. Other authors and

CONTACT Mouna Zerzeri. Email: mounazer@hotmail.fr

this paper propose the use of the machine in motor mode, as an interesting alternative,
for high power applications such as rail traction, marine propulsion, and metallurgy
[21–29,32,33]. Variable Speed Traction Systems (VSTS) equipped with the DFIM have
appeared in recent years in Electric Vehicle (EV) applications [21–29,32,33]. The se-
lection of the traction motor in the EV system is a crucial step in the design of the
VSTS. The required qualities of the electric machine in the VSTS are wide-ranging
torque-speed characteristics, an elevated power-weight ratio, high efficiency of the
whole drive system, high robustness and reliability [27–29,32,33]. Depending on the
needs of electric machines in EVs, the researchers have made an extensive study of
several structures and a comparative study on the use of various electric traction mo-
tors in the aim to identify the most suitable one for EV applications was reported in
[32,34–36]. Based on the comparative study in a literature review [37,38], the VSTS
equipped with Induction Motors (IMs) have been the most common candidates ow-
ing to their reliability, robustness, and ease-of-maintenance. The IMs have the most
mature technology compared to other AC competitors. In Figure 1, the torque-speed
characteristic of an induction motor has been shown.

Torque (N.m)
max
Tem

DFIM

IM
Speed (rad/s)
0
0 ωb 2ωb 3ωb 4ωb

Figure 1. Comparison of torque-speed region of DFIM to that of IM.

The presence of break-down torque in the constant power region, the reduction of IM
efficiency due to rotor losses at high speed, and lastly, the low power factor are ones
of the main deficiencies of IMs. Many attempts have been conducted by researchers to
overcome these issues, such as the use of dual inverters to provide both constant torque
and constant power regions, incorporating DFIMs for excellent low-speed performance
and decreasing rotor winding losses at the design stage [33]. For these comparison
purposes, DFIM and IM parameters (torque production and base speed) remain the
same. Exceeding the base speed ωb , the DFIM is able to sustain the same operating
frequency for the first winding while boosting the operating frequency of the other
for super-synchronous speed operation. The increase of the second winding frequency
can proceed until the induced voltage in the second winding reaches the maximum
inverter voltage at 2ωb . The same contention is made for the speed range above 2ωb
where the flux weakening and constant power operation begin. In this way, the torque
and the speed of the DFIM are all doubled as illustrated in Figure 1.
The structure of DFIM used in this work includes two converters placed on both sides
sharing a common battery pack with a joint DC-bus voltage and are each rated at
one-half of the total power as shown in Figure 2.

2
 DC
battery

Wheel

Rotor power Stator power

converter converter
Vs
Vr V1 
V2   f s ,ϕ s
 f r ,ϕ r

Differential
Gearbox
DFIM

Wheel

Figure 2. Representative diagram of electric vehicle drive train.

The aim and the originality of this work lie in the use of the DFIM in VSTS where two
objectives are generally considered for such application, namely maximum torque and
high efficiency. Therefore, accurate knowledge of the drive steady-state operation is
necessary to extract optimum performances in VSTS applications. Steady-state opera-
tion analysis are rarely reported in literature reviews [1,4,6–8,11–13,17,33,42–44], they
usually deal with the dynamic control of this drive [9,10,25,28,29,39–41]. Most of the
approaches presented in the literature [7,18,20] are based on the classical steady-state
equivalent circuit of DFIM. In [2,3,45–47], the inadequacy of the classical equivalent
circuit of the DFIM is stated and then an accurate equivalent circuit is suggested.
In addition, the DFIM models in the d − q reference frame assuming an underlying
assumption of negligible stator resistance is highlighted in [8]. In this paper, we have
attempted to bypass some approximations which are commonly used in previous works
for good dynamic modeling of these machines. Thereby, the main idea proposed in this
work deals with the detailed analysis of the overall mechanical performances of the
DFIM as a function of the voltage applied in its rotor. The injected voltage is charac-
terized by three parameters which are the frequency, the magnitude, and the internal
angle, i.e. the phase angle of its Park form. An approach to determine the optimal rotor
excitation voltages for maximum torque and high efficiency of the DFIM is revealed.
Proceeding from the physical principle and basic equations of DFIM, this paper de-
duced the model of DFIM in the d−q reference frame. Based on this model, this paper
analyzed the characteristics of DFIM under steady-state and so, the rotor and stator
currents, the different powers as well as the electromagnetic torque, and the efficiency
are all expressed as a function of the magnitude, the phase angle and the slip related to
the rotor voltage frequency. Then, relevant calculation analysis was carried out based
on electromagnetic torque and efficiency curves. The simulation results of the DFIM
are compared with those of singly fed IM. Finally, experimental tests are realized to
validate the theoretical approach. They consist to implement the Space Vector Pulse
Width Modulation technique in real-time on a Digital Signal Processor (DSP). Then
this technique has been experimentally tested on a developed laboratory prototype of

3
two inverters feeding the DFIM. Therefore, two different supplying scenarios for this
machine are analyzed in detail:

• Variation of the rotor voltage with different amplitudes and angles of phase shift
at constant slip (rotor frequency),
• Variation of the slip at constant magnitude and phase of the rotor voltage.

In both cases, we consider that the stator side converter provides a fixed voltage which
corresponds to the nominal quantities of the machine.
The rest of the paper is organized as follows: the first part of the study presents the
steady-state and dynamic Park model of the DFIM. The second part investigates the
analytical formulation of powers, efficiency, and torque. The next part exposes the
simulation results of DFIM and IM mechanical performances and efficiency, then a
comparative study is discussed. Experimental results are provided in section V. We
finish this paper with some conclusions and remarks.

2. Doubly-fed induction machine modeling

In this part, we propose to develop the modeling of the DFIM used as electrical vehicles,
as shown in Figure 2. It is a three-phase wound rotor induction motor connected
through its windings to two bidirectionally power converters which share the same
battery pack with a common DC-bus voltage. The proposed modeling study is the per-
phase Park model. it is developed considering the following DFIM supplies conditions:
• The three-phase windings of the stator are star connected and fed by a three
phase balanced system, the frequency and the phase angle are respectively de-
noted by Vs , fs and ϕs .
• The three-phase windings of the rotor are connected to a power converter via
brushes and slip rings. They are also powered by a balanced three-phase system,
the frequency and the phase angle are respectively denoted by Vr , fr and ϕr .
The voltage relations on rotor and stator sides are obtained by Kirchhoff’s and
Faraday’s laws applied to the schematic representation, of Figure 3, as follows [2–
4,27,28,30,31]:

dφs
 V 1 = Rs Is + dt


(1)
 V 2 = Rr Ir + dφr


dt

By considering the conventional Park transformation [4]

  h i h i
V = R + L jω + d I + M jω + d I


 1 s s dt 1 dt 2
h i  h i (2)
 V 2 = M jωr + d I 1 + Rr + Lr jωr + d

I2

dt dt

4
with:
(
V 1 = v sd + jvsq ; I 1 = isd + jisq
(3)
V 2 = v rd + jvrq ; I 2 = ird + jirq

where:
• V 1 and V 2 are respectively the stator and rotor voltages vectors,
• I 1 and I 2 are respectively the stator and rotor currents vectors,
• Rs and Rr are respectively the stator and rotor resistances,
• Ls and Lr are respectively the stator and rotor leakage inductances,
• ω and ωr are respectively the stator and rotor angular velocity,
• M is the mutual magnetizing inductances.
The mechanical equation is expressed as follows:

d
J Ωm = Tem − Tl (4)
dt
where:
• Ωm : mechanical rotational speed,
• J: inertia,
• Tl : load torque,
• Tem : Electromagnetic torque, given by:
⋆
Tem = P M ℑm(I 1 I 2 ) (5)

where ℑm (·) and (·)∗ indicate the imaginary part and the complex conjugate, respec-
tively and P is the pair-pole number.
A summary of the different spatial displacement angles and a schematic representation
of the different windings of the DFIM in the d-q frame are given by Figure 3.

3. DFIM steady-state analysis

3.1. Expressions of the rotor and stator voltages and currents

In this part, the steady state approach is developed to study the behavior of VSTS.
Under the steady-state condition and considering ωr = sω (where s is the slip), the
steady-state space vectors of stator and rotor voltages can be expressed from (2) as:

 V1
 = (Rs + jωLs )I 1 + jM ωI 2
(6)
 V2 Rr + jωL I
  
s = jM ωI 1 + s r 2

5
 q-axis

vsq
isq d-axis

vrq V2 V1
vsd
irq isd
δ φS vrd Rotor
θR ird a-phase axis
θS
θ ira vra stator
isa a-phase axis
vsa

Figure 3. Different spatial displacement angles

As previously mentioned, the study is mainly based on the investigation of the perfor-
mances of the DFIM controlled by its rotor supply. Thus, in what follows, we propose
to develop the analytical equations derived from the voltage model and which makes it
possible to calculate the various quantities involved in the DFIM performance analysis.
Let us consider that the control voltages are defined by the complex form as follows:
 √
 V 1 = |V1 | = 2Vs
√ √ (7)
 V
2 = 2Vr ejδ = 2kVs ejδ

where:
• k=V r
Vs is the magnitude ratio of the rotor and stator voltages,
• δ = (V\
1 , V2 ) = ϕr + θ0 , is the phase angle between the stator and the rotor
voltage vectors (see Figure 3).
and that in the instantaneous form of the stator and rotor voltage expressions, the
frequencies fr and fs are defined from the slip relationship as:
(
fs = 50Hz
(8)
fr = sfs

Therefore, the rotor and stator currents of the DFIM can be computed from the
steady-state model (6) as follows:
  
 I1 =

 1 Z r V 1 − Z m Vs2
∆
(9)
 
1 −Z V + Z V 2

 I =

2 m 1 s s
∆

6
with:

Zr = Rr + jL ω
s r






 Zs
 = Rs + jLs ω
(10)



 Z m = jM ω



 ∆ 2
= Z sZ r − Z m

By substituting equations (7) and (9), I 1 and I 2 can be expressed in terms of δ, k and
s as follows:
 √ V 
⋆ ⋆ k jδ

I = 2 s Z ∆ − Z ∆ e
 1
|∆|2
r m s


√ V   (11)
−Z m ∆ + Z s ∆ ks ejδ
⋆ ⋆
 I2 = 2 s2


|∆|

In the following, we propose to analyze the performance, the power flow, the mechan-
ical characteristic and the efficiency of the DFIM.

3.2. steady-state mechanical equation

Under steady-state, Ωm is constant, so the electromagnetic torque expression becomes:

Tem = Tl (12)

The load torque in electric vehicle is expressed as follows:

Tl = k1 Ω2m + k2 (13)

where k1 and k2 are respectively speed constant and torque constant defined as follows:
2

 k1 = 12 r 2 ρSf Cx

G
(14)
 k = rF

2 G rr
k1 and k2 depend on the characteristic parameters of the electric vehicle. The calcu-
lation details of these constants are given in Appendix A.

3.3. Basic power relations of the DFIM

From the steady-state model developed in the previous subsection, we notice that it is
possible to analyze DFIM power relationships as function of the rotor voltage, which
will allow us to study different operation modes of the machine. Therefore, in this
section, the basic power and electromagnetic torque expressions are derived from the
steady-state model as a function of the parameters characterizing the variation of the
rotor voltage such that s, k and δ. Then, the expression of the efficiency in the case of

7
the motor operation, is deduced for the two operation modes: super-synchronous and
sub-synchronous.
The schematic bloc diagram of the active power balance of the DFIM with motor
convention is presented by Figure 4.
where:
• Pm is the output mechanical power applied to machine shaft,
• P1 is the stator input electrical power,
• P2 is the rotor electrical power,
• pf are the friction and windage losses which are considered negligible,
• pc = pcs +pcr are the copper losses that occur in both stator and rotor conductors.
The sign of the mechanical and electrical powers Pm and P1 respectively defines the
operation of the machine as a motor or a generator. It gives a positive sign for Pm and
P1 in the case of motor operation. While the rotor power P2 changes sign depending
on whether the slip is positive or negative.

Figure 4. Schematic of the active power balance of the DFIM in the motor operation.

3.3.1. Electrical power in the stator and rotor of the DFIM

By considering that the stator and the rotor windings are supplied by the three phase
balanced voltages, which are given by the equation (2), stator active and reactive
power are given by:

3h
 i
∗ ∗
 Ps =
 ℜ(V 1 I 1 ) − R s I 1 I 1
2



(15)
3


Qs = ℑm(V 1 I ∗1 )


2

8
by replacing V 1 and I 1 by their analytical expressions (7) and (11), equation (15) can
be rewritten as follows:
2 k2
 
2 Xm Rr


 Ps = 3Vs 2 − 2 Rs



 ∆ s s
    
k Xm Rr Rr


 2

 + 3Vs Rs X r − Xs cos δ − Rs + σXr Xs sin δ
s ∆2 s s




(16)
2
  2 
V Rr


Qs = 3 s2 Xs + σXr2 Xs


2




 ∆ s
Vs2 k
    
Rr Rr




 + 3 2 X m Rs X r + Xs sin δ + Rs − σXs Xr cos δ
∆ s s s

with :
2
Xr = Lr ω, Xs = Ls ω, Xm = M ω and σ = 1 − LML
s r
By considering that the stator and the rotor windings are supplied by the three phase
balanced voltages of the equations (2), rotor active and reactive power are given by:

3h
 i
¯ ∗ ∗

 Pr = ℜ(V I
2 2 ) − R I I
r 2 2
2



(17)
3


Qr = ℑm(V 2 I ∗2 )


2

by replacing V 2 and I 2 by their analytical expressions (7) and (11), equation (17) can
be rewritten as follows:
2
  2 
2 Xm k
Pr = 3Vs 2 R s − Rr


∆ s




2
     
2 Xm Rr Rr


− 3Vs k 2 Rs X r − Xs cos δ + Rs + σXr Xs sin δ





 ∆ s s
(18)

k 2 Vs2


2 2



 Q r = 3 R s X r + σX s X r
s ∆2 




V2
   
Rr Rr


− 3 s2 kXm Rs Xr + Xs sin δ + Rs − σXs Xr cos δ



∆ s s

By considering equations (16) and (18), we demonstrate that:

Pr = −sPs (19)

3.3.2. Output mechanical power of the DFIM

In motor operation case, characterized by Ps > 0, and by considering the active power
flow diagrams illustrated by Figure 4, the mechanical power applied to the machine
shaft is:

9
 • In the case of sub-synchronous operation :

 Pm = Ps − | Pr | −pf
(20)
| Pr |= sPs


• In the case of super-synchronous operation :


 Pm = Ps + | Pr | −pf
(21)
| Pr |= −sPs


Accordingly, the mechanical power is always positive and has the same expression in
sub- and super-synchronous operations modes:

Pm = Ps − sPs = (1 − s)Ps (22)

The mechanical power can also be written as a function of the rotor supply parameters
δ, k and s as follows:

Vs2 2 Rr k2
 
Pm = 3(1 − s) 2 Xm − 2 Rs
∆ s s
2
     (23)
V k Rr Rr
+ 3(1 − s) s2 Xm Rs Xr − Xs cos δ − Rs + σXr Xs sin δ
∆ s s s

3.4. Efficiency of the DFIM

The efficiency η of the DFIM can be expressed as the ratio of useful and absorbed
power:

Pu
η= (24)
Pa

Where:
• In the case of sub-synchronous operation :

Pa = P1 − P2 (25)

• In the case of super-synchronous operation :

Pa = P1 + P2 (26)

In both cases, P1 and P2 are transformed into useful power and some losses. So the
expression of the efficiency turn to be:

Pm
η= (27)
P1 ± P 2

10
with:
3

∗

 P1 = ℜ(V 1 I 1 )
2



(28)
3


P2 = ℜ(V 2 I ∗2 )


2

3.5. Electromagnetic torque

The mechanical power is equal to Pm = Tem .Ωm . So, by using equation (23), Tem is
given as follows:

P Vs2 2 Rr k2
 
Tem =3 X − 2 Rs
ω ∆2 m s s
2
     (29)
P Vs k Rr Rr
+3 X m Rs X r − Xs cos δ − Rs + σXr Xs sin δ
ω ∆2 s s s

with:

(1 − s) ω
Ωm = (30)
P

Referring to expression (29), we can note that the electromagnetic torque, Tem , is the
sum of three torque components, noted as: Ts , Tr and Tsr , with:
2

P kVs Xm R X − Rr X cos δ − R Rr + σX X sin δ
h    i



 T sr = 3 ω s ∆ 2 s r s s s s r s




X m 2 V 2 Rr
  
Ts = 3 P ω ∆ s s (31)




 2 2
 Tr = −3 P Xm Vr Rs

 

ω ∆ s2
Where:
• Tsr is a synchronous torque and is produced by the interaction of the stator and
rotor fields,
• Ts is an asynchronous torque, constant for a given slip, and produced by the
voltage V1 applied to the stator. It acts as a motoring torque in a sub-synchronous
operation and as a generating torque in a super-synchronous operation,
• Tr is an asynchronous torque, constant for a given slip and is produced by
the rotor excitation voltage Vsr = k Vss . It acts as a generating torque in sub-
synchronous and super-synchronous operations.

4. Investigation of the DFIM features

Unlike the squirrel cage IM, the performances and mainly the mechanical characteristic
of the DFIM depend not only on the applied stator voltage, but also on the injected

11
rotor voltage V2 [4,8,39,46]. Therefore, in this section we investigate the mechanical
characteristic and the electrical performance of the DFIM as a function of the injected
rotor voltage. The parameters and rated values of the DFIM used in the simulation
tests are given in Appendix B.

4.1. No-load speed characteristics at variable rotor voltage

By considering that the mechanical power is zero, from equation (20), the no-load slip,
s0 , can be expressed as:

Rr Xs
s0 = 2 − X X )k sin δ]
.k. cos δ (32)
[Xm Rr + (Xm s r

Equation (32) shows that the no load slip may become positive or negative by properly
adjusting one of the two variables (δ and k), or both of them. By analyzing this
function, if δ is held constant, s0 has a nearly linear variation of k. If k is kept constant,
s0 becomes an approximate cosine function of δ. Figure 5 shows the no-load slip curve
as a function of the angle δ for different values of k. The curves depicted in Figure 5
0.6
k = 0.2
k = 0.15
k = 0.1
0.4 k = 0.05

0.2
no load Slip : s0

−0.2

−0.4

−0.6
−90 −30 30 90 150 210 270
δ (°)

Figure 5. No-load slip of DFIM versus δ for different values of k.

indicates that the no-load slip may become positive or negative by properly adjusting
the rotor voltage phase δ as follows:
• s0 > 0 if δ ∈] − 90◦ , 90◦ [,
• s0 < 0 if δ ∈]90◦ , 270◦ [,
• s0 = 0 if δ = 90◦ .
These results are different from the conventional IM whose s0 is always zero. DFIM
can operate at various no-load modes such as sub-synchronous or super-synchronous.
The variation of the s0 is obtained by the variation of the rotor voltage so that for
s > s0 , the machine operates as a motor whereas, for s < s0 the DFIM operates as a
generator. Thus, the no-load slip of DFIM can vary in a quite wide range by taking
into account the effect of the rotor excitation voltage.

12
4.2. Torque-speed characteristics at variable speed
For a better characteristic analysis, torque curves are drawn at different conditions
of the injected rotor voltage in terms of magnitude k and angle δ. The stator voltage
is assumed to remain fixed in this study. According to the previous analysis, the
electromagnetic torque is composed of three components. To highlight the relationship
between these three torques, Figure 6 shows curves of stator asynchronous torque Ts ,
rotor asynchronous torque Tr and synchronous torque Tsr for a fixed rotor voltage V 2
chosen as follows:
(
V 2 = 0.1 V 1
(33)
δ = 234◦

k=0.1, δ=234°
400
T
s

300 Tr
Torques: Ts, Tr, Tsr and Tem (N.m)

T
sr
200 Tem

100

−100

−200

−300

−400
0 500 1000 1500 2000 2500 3000
Speed (rpm)

Figure 6. Electromagnetic torque of DFIM versus speed for k = 0.1 and δ = 234◦ .

As it is known, a conventional IM operates in motoring mode for positive slip val-

ues and generating mode for negative slip values. The pull-out torque of IM is given
at slip equal to smax = 0.2252 and smin = −0.2252 where asynchronous torque gets
extremum value. Around smax value, synchronous electromagnetic torque is shifted
to a major positive value. At smax , the maximum asynchronous torque is 212.5 N.m
and the amplitude of synchronous torque is 129 N.m. Thus, due to the introduction
of synchronous torque, the overload capability of the DFIM is improved compared
to conventional induction motors going up to twice the overload of an asynchronous
mode which corresponds perfectly to the mechanical demand of the electric vehicle.
For a fixed maximum slip smax , the torque characteristic as a function of the angle
δ for different values of k is depicted in Figure 7. At given positive slip, the electro-
magnetic torque varies as a sinusoidal wave with the rotor phase angle. The torque
amplitude increases with the rise of magnitude when the torque is a concave function
and, decreases with the rise of magnitude when the torque is a convex function. When
the rotor voltage is zero, the torque keeps constant and the synchronous torque is null.
We can also observe that the maximum slip allows the torque characteristic shifting
towards the positive values which corresponds to the motor mode by respecting the
rotor magnitude limits (k = 0.14). This feature is called torque offset. For better il-

13
 s
max
400
k=0
k=0.05
350 k=0.07
k=0.1
300 k=0.14

250

Tem (N.m)
200

150

100

50

0
0 δmin 120 180 δ 300 360
δ (°) max

Figure 7. Electromagnetic torque of DFIM versus angle δ for different values of k.

lustration of the effect caused by torque offset, Figure 8 shows the operation range of
synchronous torque added to asynchronous torque as a function of the speed at a fixed
angle δ and for different values of k. According to Figure 8, the effects caused by the

δmin δmax
250 400
k=0 k=0
k=0.05 350 k=0.05
k=0.07 k=0.07
200
k=0.1 k=0.1
300
k=0.14 k=0.14

250
150
Tem (N.m)

Tem (N.m)

200

100
150

100
50
50

0 0
0 250 500 750 1000 1250 1500 0 200 400 600 800 1000 1200 1400 1600
Speed (rpm) Speed (rpm)
(a) (b)

Figure 8. Electromagnetic torque of DFIM versus speed at fixed δ and for different values of k : (a) δmin = 54◦ ,
(b) δmax = 234◦ .

injected rotor voltage are as follows:

• For the same ratio k, there are two torques: a minimum torque that corresponds
to the minimal rotor angle and a maximum torque that corresponds to the
maximal angle.
• Adjusting δ can change the operation range of electromagnetic torque. For δmin ,
the no-load slip is positive and the mechanical characteristic will move for a
sub-synchronous range. Whereas for δmax , the no-load slip is negative and the
mechanical characteristic will move for a super-synchronous range.
• The increase of k in sub-synchronous operation will lead to the electromagnetic
torque decrease while in super-synchronous operation the electromagnetic torque

14
 variation is proportional to the variation of ratio k. When k=0, torque charac-
teristic of DFIM is an asynchronous torque curve of IM.
The addition of the synchronous torque to the IM asynchronous torque makes it pos-
sible to increase the torque of DFIM by properly choosing a rotor phase angle and
to extend the DFIM operation in motor mode in both sub-synchronous and super-
synchronous. This characteristic allows DFIM to be more suitable for electric vehicle
applications. To better define the limits of each operating mode, Figure 9 illustrates
the torque-speed characteristics of the machine at fixed k and for different values of δ.

k = 0.1 k = 0.1
350 300

δ=270° δ=100°
300
δ=300° 250 δ=120°
δ=330° δ=140°
250 δ=350° δ=160°
200

200
Tem(N.m)

Tem(N.m)
150
150

100
100

50
50

0 0

−50 −50
0 200 400 600 800 1000 1200 1400 0 200 400 600 800 1000 1200 1400 1600 1800
Speed(rpm) Speed(rpm)
(a) (b)

Figure 9. Electromagnetic torque of DFIM versus speed for k = 0.1: (a) δ ∈ [−90◦ , 90◦ ], (b) δ ∈ [90◦ , 270◦ ]

Referring to Figure 9, it can be seen that if we choose the rotor phase angle in the range
[−90◦ , 90◦ ] (including minimum phase angle δmin ), the mechanical characteristic is
moved in sub-synchronous operation mode. Whereas, when the rotor phase angle in the
range [90◦ , 270◦ ] (including maximum phase angle δmax ), the mechanical characteristic
is shifted in super-synchronous operation mode. The angle δ allowing extremum torque
for a given speed and a rotor voltage magnitude, can be derived from the expression of
the electromagnetic torque Tem by considering d Tem = 0. It is calculated as follows:
dδ

Rs Rsr + σXr Xs
 

δTmax = arctan     (34)

R r
X s s − Rs X r

From this expression, it can be seen that δTmax is independent of k. For each slip s, it
exists a unique angle δ that gives a maximum torque. In the same way, we can provide
a maximum torque by adjusting the ratio k. Indeed, for constant phase angle and slip,
the equation (29) can be transformed as follows:

Ak 2 + Bk + C = 0 (35)

where A, B and C are real coefficients obtained from Equations (31). The ratio k for
which the electromagnetic torque becomes extremum for a given speed is expressed as

15
follows :
B
kTmax = − (36)
2A
Which gives:
    
s Rr Rr
kTmax = Rs X r − Xs cos δ − Rs + σXs Xr sinδ (37)
2Xm Rs s s

From this expression, it can be seen that kTmax is dependent of δ and s. Based on
the results mentioned above, by properly choosing the ratio k and the angle phase δ
around their maximum value, the DFIM electromagnetic torque increases which is the
desired objective for EV applications.

4.3. Efficiency characteristics at variable speed

In this part, we consider that DFIM is fed by a variable rotor voltage and we search
to investigate its efficiency for two fixed slips: one to highlight the operation in sub-
synchronous mode and another to study the performance in super-synchronous one.
The chosen slips are in the area between the maximum slip and the minimum slip. Let
us consider s = +0.11 for sub-synchronous mode and s = −0.04 for super-synchronous
mode. Figure 10 depicts the efficiency curves in both cases and for different values of
k. According to Figure 10 we can note that:

s=+0.11 s = −0.04
1 1
k=0
k=0.02 k=0.05
k=0.07
k=0.05
0.95 k=0.1
k=0.07
0.95

0.9
0.9
η

0.85
η

0.85

0.8

0.8
0.75

0.75
0.7
−100 −80 −60 −40 −20 0 20 40 60 80 100 140 150 160 170 180 190 200 210 220
δ(°) δ (°)

(a) (b)

Figure 10. Efficiency of DFIM versus δ at fixed speed for different values of k: (a) s = +0.11, (b) s = −0.04.

• As it is previously mentioned, the area that corresponds to a subsynchronous

operation is in the range [−90◦ , 90◦ ]. In this area, the DFIM efficiency is higher
than IM efficiency in the range of δ ∈ [−90◦ , 20◦ ] while DFIM efficiency is lower
than IM efficiency in the range of δ ∈ [20◦ , 90◦ ] (Figure 10a).

• Likewise, the area that corresponds to a super-synchronous operation is in the

range [90◦ , 270◦ ]. We found that, for k < 0.1, the zone of the high efficiency

16
 (η > 0.85) is reached for δ ∈ [160◦ , 208◦ ] (Figure 10b).

• The motor efficiency increases as k increases in sub-synchronous mode while it

decreases as k increases in super-synchronous mode and efficiency is high for
sub-synchronous operation compared to super-synchronous ones.
Figure 11 shows the iso-efficiency curves in the (δ, k) plan. As presented in Figure 11,

0.35

η=0.55
0.3

0.25

η=0.65
0.2
k η=0.7

0.15 η=0.75

0.1

η=0.9 η=0.9
0.05
η=0.8
η=0.83 η=0.83
0
0 50 100 150 200 250 300 350 400
δ(°)
(a) (b)

Figure 11. Iso-efficiency curves of DFIM for: (a) s = +0.1, (b) s = −0.1.

it is possible to localize, in the (δ, k) plan, areas where the efficiency is at least 0.8
allowing to define the high-efficiency areas. It can be seen that high-efficiency areas
are located nearby the δ = 0◦ axis for positive slip values and around the δ = 180◦ axis
for negative slip values. For k ratio, the value does not exceed 0.2 for both operating
modes. Moreover, the efficiency of IM is 0.83. Due to the rotor injected voltage of
DFIM, the efficiency is enhanced which satisfies the second objective of the electric
vehicle request.

5. Experimental results

To show the effectiveness of the proposed DFIM in VSTS, an experimental test bench
equipped with two variable speed drives were designed. These letters are built using
a diode rectifier and two-level voltage inverters with 1200 V /30 A IGBTs and their
associated control board as well as DFIM speed, stator and rotor acquisition board.
It consists of a DSP Board eZdspF 28335 from Spectrum Digital. Its operating clock
frequency is 150M Hz. The development tool used for the DSP is the Texas Instru-
ments Code Composer Studio v.3.3. The two inverters are controlled by the SVPWM
technique with the switching frequency is set to fsw = 5kHz. The proposed algo-
rithm which includes the modulation and commutation schemes was implemented on
TMS320F28335 DSP as illustrated in the block diagram of Figure 12. A photo of the
realized prototype is illustrated in Figure 13.
The parameters of the used DFIM in experimental test are summarized in Table 1.
The DFIM cannot operate directly in dual feed mode, it must be in short-circuited
rotor to ensure the asynchronous operation mode. Therefore, an electrical circuit has

17
 isc
isb
isa
ira
irb
irc

differential probe
USB port

Figure 12. Block diagram of the developed hardware platform

Scope

DC Source

Computer
DT
DFIM DC-Motor

Inverter
Rectifier

Acquisition card
Control card
DSP

Figure 13. Photo of the developed experimental test bench of the variable speed drives feeding a DFIM

18
 Table 1. Nominal values and parameters of the
DFIM used in exprimental test

Nominal values Parameters

Pn 0.5 kW Rs 15.26 Ω
Vsn 230 V Rr 8.17 Ω
Isn 1.8 A Ls 0.426 H
Irn 3.54 A Lr 0.175 H
f 50Hz M 0.24 H
Nn 1440 rpm J 0.0178 Kg.m2
P 2 f 0.00539 N.m.red−1 s

been carried out to guarantee this operation. We considered a short-circuited rotor

with no load and then at t = 10s, we supply the rotor. The stator reference voltage
is characterized by a frequency equal to 50Hz and RMS value equal to 230V . Based
on the study of DFIM in steady-state, we have highlighted two types of rotor voltage
injection in order to validate the theoretical simulation results in section 4, namely sub-
and super-synchronous speed for the DFIM motor operating mode. We illustrate by
Figure 14 the torque versus slip characteristic for k = 0.08 and for two load angles δ:
• δ1 = 180◦ to highlight the super-synchronous motor operating mode.
• δ2 = 300◦ to highlight the motor operating mode in sub-synchronous.

k=0.08
3.5
3
2.5
δ1=180°
Tem (N.m)

2
δ2=300°
1.5
1
0.5
0
−0.2 0 0.2 0.4 0.6 0.8 1
Slip: s

Figure 14. Electromagnetic torque of DFIM versus slip s for k = 0.08

For a motor mode, we can observe from this figure that when δ2 ∈ [−90◦ , 90◦ ], the
torque-speed characteristic of DFIM is shifted to sub-synchronous operation. Whereas,
when δ1 ∈ [−90◦ , 270◦ ], this characteristic is shifted for super-synchronous operation.
Experimental results for these two scenarios are given in figures 15 and 16. These
figures show the rotational speed, the inverter line-to-line voltage Urab on the rotor
side, the rotor and the stator currents respectively. The experimental results are similar
to those carried out by simulation, which confirms the theoretical approach developed
in the previous section.

6. Conclusion

The aim and the originality of this work lie in the use of the DFIM in VSTS. A compar-
ison focused on the steady-state characteristics, between conventional IM and DFIM
has been treated in this paper. In order to extract the most appropriate motor for EV

19
 20 V
0.2 s

250
rpm
2s

Short-circuited rotor Fed rotor Short-circuited rotor Fed rotor

(a) (b)

1.4A
Ira Irb Irc Isa Isb Isc 1.4A
0.2 s 5ms

Short-circuited rotor Fed rotor Fed rotor

(c) (d)

Figure 15. Experimental results for k = 0.08 and δ = 180◦ : (a): N (rpm), (b): Urab (V), (c): Ir (A), (d): Is
(A)

applications, two criteria have been considered: maximum torque and high efficiency.
The novelty in our design resides in investigating the mechanical characteristics and
the electrical performance of the DFIM based on the d − q model which are a function
of the injected rotor voltage. This latter depends on three parameters: k, δ and s. By
varying k and δ of the rotor injected voltage, the DFIM mechanical characteristics are
shifted from the super-synchronous to the sub-synchronous speed range to generate
the mechanical power. It was found that, compared to conventional IMs, summing-up
the synchronous torque with the asynchronous torque makes it possible to increase
the DFIM electromagnetic torque in wide speed range and to improve the overload
capability. This is a valuable and attractive feature of EV applications. We also defined
the appropriate rotor voltage, based on the choice of the adequate values of δ and k, in
order to obtain a maximum torque corresponding to the vehicle mechanical request.
The investigation of the second criterion has been done using the iso-efficiency curves.
It was found that at each operation mode (at sub- or super-synchronous mode), there
is a well-defined range of δ and k that gives high efficiency. It has been deduced that
the DFIM could be suitably integrated into traction motoring systems compared to
the IM. Experimental tests are carried out to show that the speed exceeds the nominal
one and operates in a motor mode when varying the load angle δ and the slip s, which
validates the theoretical approach of the DFIM integration into traction system.

20
 20 V
0.2 s

250
rpm
2s

Short-circuited rotor Fed rotor Short-circuited rotor Fed rotor

(a) (b)

Ira Irb Irc Isa Isc Isb 0.7A

10ms
1.4A
0.2 s

Short-circuited rotor Fed rotor Short-circuited rotor Fed rotor

(c) (d)

Figure 16. Experimental results for k = 0.08 and δ = 300◦ : (a): N (rpm), (b): Urab (V), (c): Ir (A), (d): Is
(A)

Declarations

Ethical Approval
Not applicable

Competing interests
Not applicable

Authors’ contributions
Conceptualization, Mouna Zerzeri and Adel Khedher; Methodology, Mouna Zerzeri;
Software, Mouna Zerzeri; Validation, Mouna Zerzeri, Adel Khedher and Faal Jallali
and ; Investigation, Mouna Zerzeri and Adel Khedher; Writingoriginal draft prepa-
ration, Mouna Zerzeri; Writingreview and editing, Mouna Zerzeri, Adel Khedher and
Faal Jallali; Visualization, Mouna Zerzeri; Supervision, Adel Khedher and Faal Jallali.

21
Funding
No funding

Availability of data and materials

Not applicable

References

[1] Vicatos, M. S., Tegopoulos, J. A.: ’Steady state analysis of the doubly-fed induction gener-
ator under synchronous operation’, IEEE Trans. on Energy Conv., vol. 4, no 3, pp. 495-501,
1989,
[2] Kumar, V . S. S., Thukaram, D.:’Alternate Proof for Steady-State Equivalent Circuit of a
Doubly Fed Induction Machine’, IEEE Trans. On Power Electr., vol. 31, no 8, pp. 5378-5383,
2016,
[3] Kumar, V . S. S., Thukaram, D.: ’Accurate steady-state representation of a doubly fed
induction machine’, IEEE Trans. On Power Electr., vol. 30, no 10, pp. 5370-5375, 2015,
[4] Masmoudi, A., Toumi, A., Kamoun, M., Poloujadoff, M.,: ’Power flow analysis and effi-
ciency optimization of a doubly fed synchronous machine’, Proceedings Electric Machines
and Power Systems, 1993, (21), pp. 473-491,
[5] Babypriya, B., Anita, R.: ’Modelling, simulation and analysis of doubly fed induction
generator for wind turbines’, Journal of Electrical Engineering, vol. 2, no 5, pp. 1517-1521,
2014,
[6] Ioannidou, M. G., Tegopoulos J. A.: ’Performance of Doubly-Fed Induction Motor with
Controlled Rotor Voltage Magnitude and Phase Angle’, IEEE Trans. on Energy Conversion,
vol. EC-2, no. 2, pp. 301-307, 1987
[7] Miller, T. J. E.: ’Theory of Doubly-Fed Induction Machine in the Steady-State’, In : Elec-
trical Machines (ICEM), 2010 XIX International Conference on. IEEE, pp. 1-6, 2010,
[8] Machmoum, M. Sargos, F. M. Le Doeuff, R., Cherkaoui, M.: ’Steady-State and stability
analysis of a doubly fed asynchronous machine supplied by a current controlled cyclocon-
verter’, IECON ’91, pp. 804-809, 1991,
[9] Pena, R. S., Clare, J. C. and Asher, G. M.: ’Vector control of a variable speed doubly-fed
induction machine for wind generation systems’, EPE Journal, vol. 6, no 3-4, pp. 60-67,
1996,
[10] Patin, N., Louis, J. P. and Monmasson, E.: ’Control of a stand-alone variable speed
constant frequency generator based on a doubly-fed induction generator’, EPE Journal, vol.
16, no 4, pp. 37-43, 2006,
[11] D. Aguglia, P. Viarouge, R. Wamkeue, and J. Cros,’Analytical determination of steady-
state converter control laws for wind turbines equipped with doubly fed induction genera-
tors’, IET Renewable Power Generation, vol. 2, no. 1, pp. 16-25, 2008,
[12] Ben Alaya J., Khedher A. and Mimouni M. F., ’Steady-State Analysis of DFIG for Wind
Power Generation System Drive’, International Journal of Energy, Issue 4, Vol. 6, pp. 123-
132, 2012,
[13] Chung, P. D.: ’Comparison of steady-state characteristics between DFIG and SCIG in
wind turbine’, International Journal of Advanced Science and Technology, vol. 51, pp. 135,
2013,
[14] Liu, C. H., and Hsu, Y. Y.: ’Effect of rotor excitation voltage on steady-state stability

22
 and maximum output power of a doubly fed induction generator’, IEEE Transactions on
Industrial Electronics, vol. 58, no. 4, pp. 1096-1109, 2010,
[15] Balogun, A., Ojo, O., Okafor, F., and Karugaba, S.: ’Determination of steady state control
laws of doubly-fed induction generator using natural and power variables’, IEEE Energy
Conversion Congress and Exposition, pp. 4099-4106, 2010,
[16] Balogun, A., Ojo, O., Okafor, F., and Karugaba, S.: ’Determination of steady-state and
dynamic control laws of doubly fed induction generator using natural and power variables’,
IEEE Transactions on Industry Applications, vol. 49, no. 3, pp. 1343-1357, 2013,
[17] Wu, M., and Xie, L.: ’Calculating steady-state operating conditions for DFIG-based wind
turbines’, IEEE Transactions on sustainable Energy, vol. 9, no 1, pp. 293-301, 2017,
[18] Kaleeswari, M., Madheswaran, M., and Vijayakumar, K.: ’Comparative study on steady
state performance of wind-driven DFIG system’, Conference on Emerging Devices and Smart
Systems (ICEDSS), pp. 76-81, 2018,
[19] Alkandari, A. M., Soliman, S. A., and Abdel-Rahman, M. H.: ’Steady state analysis of a
doubly fed induction generator’, Energy and Power Engineering, vol. 3, no 04, p. 393, 2011,

[20] Makhlouf, L., and Lassaad, S.: ’Steady state analysis of a doubly-fed induction generator’,
International Conference on Green Energy Conversion Systems (GECS), IEEE, pp. 1-6,
2017,
[21] Brown, G. M., Szabados, B. and Belmans, R.: ’The application of double-fed motors for
traction drives’, EPE Journal, vol. 1, no. 3, pp. 171-180, 1991,
[22] Vicatos, M.S. and Tegopoulos, J.A.: ’A Doubly-Fed Induction Machine Differential Drive
Model for Automobiles’, IEEE Trans on Energy Conversion, vol. 18, no. 2, pp. 225-230,
2003,
[23] Liu Y. and Xu, L.: ’ The Dual-Current-Loop Controlled Doubly Fed Induction Motor
for EV/HEV Applications’, IEEE Transactions on Energy Conversion, vol. 28, no. 4, pp.
1045-1052, 2013,
[24] Bouscayrol, A., Pietrzak-David, M., Delarue, P., Pena-Eguiluz, R., Vidal, P. E. and Keste-
lyn, X.: ’Weighted control of traction drives with parallel-connected AC machines’, IEEE
Transactions on Industrial Electronics, vol. 53, no 6, pp. 1799-1806, 2006,
[25] Debbou, M. and Pietrzak-David, M.: ’An optimal control strategy for innovative electric
naval propulsion system’, In Ecological Vehicles and Renewable Energies (EVER)’ 2015
Tenth International Conference on IEEE, pp. 1-7, 2015,
[26] Sediki, H., Abdeslam, D. O., Otmane-Cherif, T., Bechouche, A., and Mesbah, K.: ’Steady-
state analysis and control of double feed induction motor’, World Academy of Science,
Engineering and Technology, vol. 6, no 1, pp. 153-161, 2012,
[27] Zerzeri, M., Jallali, F., and Khedher, A.: ’Steady-state analysis of a variable speed traction
system using DFI-motor’, 18th International Conference on Sciences and Techniques of
Automatic Control and Computer Engineering (STA), IEEE, pp. 198-204, 2017,
[28] Zerzeri, M., Jallali, F., and Khedher, A.: ’A Robust Nonlinear Control Based on SMC
Approach for Doubly-Fed Induction Motor Drives Used in Electric Vehicles’, 1st IEEE
International Conference on on Signal, Control and Communication (SCC), 2019,
[29] Zerzeri, M., Jallali, F., and Khedher, A.: ’Robust FOC Analysis of a DFIM using an
SMFO: Application to Electric Vehicles’, 1st IEEE International Conference on on Signal,
Control and Communication (SCC), 2019,
[30] Zerzeri, M., and Khedher, A.: ’Optimal speedtorque control of doubly-fed induction mo-
tors: Analytical and graphical analysis’, Computers and Electrical Engineering, vol. 93, pp.
107258, 2021

23
[31] Zerzeri, M., and Khedher, A.: ’A sensorless mixed DFIM control strategy based on fuzzy-
PI speed controller and current sliding mode controller for electric vehicles’, International
Journal of Modelling, Identification and Control, vol. 38, no 3-4, p. 271-281, 2021
[32] Xu, L., Liu, Y., and Wen, X.: ’Comparison study of singly-fed electric machine with
doubly-fed machine for EV/HEV applications’, International Conference on Electrical Ma-
chines and Systems, IEEE, pp. 1-5, 2011,
[33] Vicatos, M. S., and Tegopoulos, J. A.: ’Doubly-fed induction motor differential cascade. I.
Configuration and analysis in the steady state’, IEEE transactions on Energy Conversion,
vol. 14, no 3, p. 361-366, 1999
[34] Hadji-Minaglou, J. R., and Henneberger, G.: ’Comparison of Different Motor Types for
Electricvehicle Application’, EPE Journal, vol. 8, no. 3-4, pp. 146-55, 1999,
[35] Cao, W., Bukhari, A. A. S., and Aarniovuori, L.: ’Review of Electrical Motor Drives
for Electric Vehicle Applications’, Mehran University Research Journal of Engineering and
Technology, vol. 38, no 3, pp. 525-540, 2019,
[36] Hashemnia, N., and Asaei, B.: ’Comparative study of using different electric motors in
the electric vehicles’, 18th International Conference on Electrical Machines, IEEE, pp. 1-5,
2008,
[37] Phatak, J. P., Venkatesha, L., and Raviprasad, C. S.: ’An Alternative Procedure for
Selection of Induction Motor for Electric Vehicle Application’, Journal of Computational
and Theoretical Nanoscience, vol. 16, no 8, pp. 3351-3358, 2019,
[38] Abdel-Khalik, A. S., Massoud, A., and Ahmed, S.: ’Nine-phase six-terminal pole-
amplitude modulated induction motor for electric vehicle applications’, IET Electric Power
Applications, vol. 13, no 11, pp. 1696-1707, 2019,
[39] Lecocq, D., Lataine, P. and Wymeersh, W., ’The Double-Fed Induction Motor Both Stator
and Rotor Voltages Controlled by Cycloconverters’, EPE Journal, vol. 1, no 2, pp. 103-111,
1991,
[40] Bonnet, F., Pietrzak-David, M. and Vidal, P.E.: ’Direct torque control of doubly fed
induction machine’, Bulletin of the Polish Academy of Sciences, vol. 54, no. 3, pp. 307-14,
2006,
[41] Vidal, P.E., Pietrzak-David, M. and Bonnet, F.: ’Mixed control strategy of a doubly fed
induction machine’, Electrical Engineering, vol. 90, no 5, p. 337-346, 2008,
[42] Goel, N., Sharma, P. R., and Yadav, S.: ’Performance analysis of doubly fed induction
machine’, Adv Technol Eng Sci, vol. 2, no. 06, pp. 284-289, 2014,
[43] Elsonbaty, N. A., Enany, M. A., and Diab, A. M.: ’Steady state modelling and ANFIS
based analysis of doubly-fed induction generator’, Michael Faraday IET International Sum-
mit: MFIIS 2015,
[44] Milki, . A. R. K. O., Vuki, . U. K. A. N., and tatki, S. A. . A.: ’Rotor Voltage Influ-
ence on the Characteristics of a Doubly Fed Induction Machine’, Rev. Roum. Sci. Techn.-
Electrotechn. et. Energ, vol. 59, no 1, pp. 249-258, 2014,
[45] Spertino, F., Di Leo, P., Ilie, I. S., and Chicco, G.: ’DFIG equivalent circuit and mismatch
assessment between manufacturer and experimental power-wind speed curves’, Renewable
energy, vol. 48, pp. 333-343, 2012,
[46] Yu, K., and Tang, P.: ’Novel Equivalent Circuit Model and Theoretical Analysis of Doubly
Fed Machine’, IEEE Transactions on Energy Conversion, vol. 34, no 2, pp. 1073-1081, 2018,

[47] Kumar, V. S. S.: ’Computation of Initial Conditions for Dynamic Analysis of a Doubly
Fed Induction Machine based on Accurate Equivalent Circuit’, IEEE International Electric
Machines and Drives Conference (IEMDC), pp. 307-313, 2019.

24
Appendix A.

The load torque in the motor is expressed as a function of the rolling resistance force
Frr , the aerodynamic drag force Fad , and the gravity force Fg – which are applied to
the EV – in the following form [27–29]:

Tlwheel r
Tl = = (Frr + Fad + Fg ) (A1)
G G
where r is the wheel radius, and Tlwheel is the wheel load torque. The rolling resistance
force is obtained by (A2):

Frr = Crr Mv g cos (α) (A2)

where g is the gravitational acceleration constant, and Crr is the rolling coefficient of
the wheels. The aerodynamic resistance force written in (A3) is proportional to: the
density of the air ρ, the square of the vehicle speed v, the wind speed v0 , the vehicle
frontal surface Sf and the latter’s coefficient of penetration into the air Cx .

1
Fad = ρSf Cx (v − v0 )2 (A3)
2

The gravitational force, expressed in equation (A4), is induced by gravity while driving
on a non-horizontal road. It depends essentially on the road slope.

Fg = ± Mv g sin (α) (A4)

In this study, we assume that the vehicle is driven on a flat road and the wind speed
is neglected. The load torque becomes as follows:

1 r2 r
Tl = ρSf Cx Ω2 + Crr Mv g (A5)
2 G2 G

The vehicle parameters are given in Table A1:

Table A1. Vehicle design param-
eters
Parameters Values
Mv 2000 kg
Sf C x 0.8
Crr 0.0015
R 0.29 m
ρ 1.28 Kg/m3
G 10
g 9.81 m/s2

Appendix B.

The parameters of the DFIM used in the simulations tests are shown in Table B1

25
Table B1. Nominal values and param-
eters of the wound rotor induction ma-
chine
Nominal values Parameters
Pn 10 kW Rs 0.29 Ω
Vsn 220 V Rr 0.38 Ω
Isn 24 A Ls 50 mH
f 50Hz Lr 50 mH
Nn 1455 rpm M 47.3 mH
P 2 J 0.5 Kg.m2

26
Supplementary Files
This is a list of supplementary les associated with this preprint. Click to download.

submissionelectricalengineering.zip
interact.cls
interactnlmsampleAuthor.tex
interact.cls
interactnlmsampleAuthor.tex
submissionelectricalengineering.zip