3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018
Modeling and Sliding Mode DTC of an EV with
Four In-Wheel Induction Motors Drive
Abdelkader Ghezouani Brahim Gasbaoui
dept. of Electrical Engineering dept. of Electrical Engineering
University of bechar University of bechar
B.P 417, 08000, bechar, Algeria B.P 417, 08000, bechar, Algeria
gheabd@ymail.com gasbaoui_2009@yahoo.com
Abstract—in this study, a new direct torque control strategy
based on sliding mode control (SM-DTC) combined with the
space vector pulse width modulation is proposed for an electric
vehicle with four in-wheel drive (4WDEV). The proposed
traction system consists of four 15Kw induction motors (IMs)
mounted in the wheels that driven rear and front wheels. The
speed of each in-wheel induction motors drive is calculated
independently during the turning with an electronic
differential system. Where four PI speed controllers are used
to distributes the reference torque to each in-wheel IMs
according to the requirements of the driving. To show the
effectiveness of the proposed new control strategy SMDTC
combined with SVM on the traction system by 4WDEV. The
electric vehicle has been tested in different road constraints:
straight road, sloping road and the curved road to the right
and left using the Matlab / Simulink environment. The results
of the simulation show the stability of the vehicle during the
driving cycle.
Keywords—direct torque control (DTC),sliding mode control
(SMC),electric vehicle (EV),in-wheel induction motors,PI speed
controller.
I. INTRODUCTION
Actually, electric vehicles (EVs) including, full cell and
the hybrid vehicle has been developed very rapidly as a
solution to energy and environmental problem. Vehicles are
propelled by in-wheel or, simply, driven EVs are powered by
electric motors through transmission and differential gears,
while directly driven wheel motors [1]. The basic vehicle
configurations of this research have two directly driven
wheel motors installed and operated inside the driving
wheels on pure EVs (Fig.1). These wheel motors can be
controlled independently and have so quickly and the
accurate response to the vehicle motion control [2]. Like
most research on the torque distribution control of wheel
motor, wheel motors [3] proposed a dynamic optimal tractive
force distribution control for an EV driven by four-wheel
motors, thereby improving vehicle handling and stability [4].
The researchers assumed that wheel motors were all identical
with the same torque constant neglecting motor dynamics the
output torque was simply proportional to the input current
with a prescribed torque constant. Direct torque control has
become one of the most popular methods of control for
induction motor drive systems [5]. DTC can decouple the
interaction between flux and torque.
978-1-5386-4988-6/18/$31.00 ©2018 IEEE
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Jemal Ghouili
dept. Genie Electrique
Universite de Moncton
18, Avenue Antonine-Maillet,
Moncton, Canada
Jemal.ghouili@unmoncton.ca
Control, based on both torque and flux instantaneous
errors, and provides good torque response in steady-state and
transient operating conditions. The main advantages of DTC
are: absence of coordinate transformation and current
regulator, the absence of separate voltage modulation block,
the actual flux-linkage vector position does not have to be
determined, but only the sector where the flux-linkage vector
is located, etc. In addition, DTC minimizes the use of
machine parameters, so it is very little sensible to the
parameters variation [6]. In this article, sliding mode control
is used to improve the classic DTC of induction
motors. Were the advantages of conventional DTC and
sliding mode are combined into a single control strategy
called Sliding Mode-Direct Torque Control (SM-DTC). In
this technique, the hysteresis comparators and the switching
table used in the conventional DTC are replaced by sliding
mode controllers. The control voltages are synthesized using
the SVM strategy, which ensures that the switching
frequency is constant. The paper structure is organized as
follows: the main components of the proposed pull chain are
shown without section 2. Section 3 presents theproposed
SM-DTC control strategy of induction motor, the
mathematical model of 4WD electric vehicle and electronic
differential; as well the design of the PI speed controlleris
show in section 4. Regarding section 5, it shows the
simulation results. In the end, section 6 conclusions.
II. 4WD ELECTRIC VEHICLE DESCRIPTION
The traction chain of the four-wheel drive electric vehicle
4WDEV is shown in Fig.1. The power structure in this
traction chain is composed of four in-wheel induction motors
which are supplied by four three-phase inverters .The lithium
ion battery (Lithium-ion) is the main source of the vehicle. It
is coupled to a DC-DC bidirectional power bus (Buck-Boost
converter) controlled by a PI type voltage regulator. The DC
bus feeds the fourth induction motors through a voltage
inverter (DC-AC converter). However, the drive motor shaft
is coupled to the vehicle wheel via a power transmission line,
each motor equipped with a fixed ratio gear and attached to
the wheel constituting a driving wheel. This configuration is
integrated in the wheels with fixed gear. The control method
used for each in-wheel induction motor drive is the direct
torque control based on sliding mode control combined with
space vector modulation SMDTC (Fig.2). The in-Wheel
Motors are managed by an electronic differential. This
system uses the position of the throttle and the angle of the
steering wheel defined by the rotation of the wheel at the
main position as inputs.
 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

B. Sliding Mode Direct Torque Control Based on SVM one

in-wheel IM.
In this paper, the control strategy is based on the sliding
mode direct control of the torque and square stator flux of an
induction motor, the block diagram of the proposed strategy
is illustrated in Fig.2. The reference speed x5* and the
reference flux square |s*|2 are the control system inputs. The
speed of the motor is compared with the reference speed; the
error obtained is processed by an SMC type controller whose
output supplies the reference torque Te*. The estimated
square stator flux |s|2 and the estimated torque Te are
compared with their reference values |s*|2 and Te*
respectively. The obtained errors are applied to the SM-DTC
controller; the results of the controller are the stator voltage
values in the deposition (, ). The control signals (Vs and
Fig. 1. Electric vehicle with four in-Wheel drives EV4WD schematic Vs) are applied to the Vector Space Modulation (SVM)
diagram. block, which generates the practical combinations of (ON -
OFF) states of the inverter power switches.
A. Traction Motor Model

In This paper three-phase induction motors (IMs) are

used. The induction motor model, with the stator currents
and the stator flux as state variables, in the stationary (,
)reference frame can be expressed by [7]:
ª ⋅ º ª a x − x x + a x + a x x º ªα 0º
« x1 » « 1 1 2 5 2 3 3 4 5 » « »
« ⋅ » « a x + x x + a x − a x x » «0 α»
«x 2 » « 1 2 1 5 2 4 3 3 5 » « »
« ⋅ » « » + «1
«x 3 » = « a 4 x1 0 » U (1)
» « »
« ⋅ » « » «0
«x 4 » « a 4x 2 1»
» « »
« ⋅ » « » «
«x » ¬a 5 (x 2 x 3 − x1x 4 ) + a 6 x 5 + a 7 TL ¼ ¬ 0 0 »¼
¬ 5¼
With
­°[x 1 x 2 x 3 x 4 x 5 ]T = [i sα i sβ ϕ sα ϕ sβ ω r ]
T
Fig. 2. Proposed sliding mode direct torque control SM-DTC block
® (2)
°̄U = [u sα u sβ ]
T diagram.

Where us, us, s ,s, is, isare respectively the stator
voltage, stator flux and stator current vector components in
(, ) stator coordinate system; ris the rotor electrical
angular; Ls, Lr, M are stator, rotor and magnetizing
inductances respectively; Rs, Rrare respectively stator and
rotor resistances; Te and TL is electromagnetic torque and
load torque; J, fcare the rotor inertia and fractional
coefficient; p is the number of pairs poles .
C. Sliding Mode Torque and Stator Flux Controller Design
1) Selection of the sliding surface:
The sliding surface must be chosen in such a way that the
movement of the sliding mode is stable when the switching
function is equal to zero. The errors between the reference
and estimated value of square module of stator flux linkage
and torque are chosen as the switching function:
ª S1 º ªTe* − Te º ªTe − Te º
*

S=« »=« »=« 2 »

2 (5)
«¬S 2 »¼ «¬ψ *s − ψ s »¼ « ϕ s − ϕs »
*
For simplicity, we define the following variables
«¬ »¼
­ 1 § R L · Rr 1
°°a 1 = − ¨ R s + r s ¸¸, a 2 = ,a3 = α =
σ L s ¨© Lr ¹ σL s L r σL s (3) Where Te*, |s*|2 are respectively, the reference values of
®
°a = − R , a = 3 p 2 , a = − f c p , a = − p , a = 3 p torque and square module of stator flux linkage;Te, |s|2 are
¯°
4 s 5 6 7 8
2J J J 2 the estimated torque and square module of stator flux
linkage. The first function of (5) corresponds to the control
The estimated torque and the square module of stator flux law of theelectromagnetic torque. While the second function
linkage |s|2 is given by defines the control law of the square module stators flux
linkage.
ª Te º ª a 8 (x 2 x 3 − x 1 x 4 )º The motion projections of the system on S subspace are
« »=« 2
» (4) derived by differentiating the vector S.
¬« ψ s ¼» «¬ ϕ s = ϕ s α + ϕ s β »¼
2 2

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 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

ª g1 + q1 sgn (S1 ) + μ1S1 º

­ ⋅ dS ⋅
dT
∗
dT § ⋅ ⋅ ⋅ ⋅ · ª u *sα º
°S1 = 1 = e − e = Te* − a 8 ¨ x 3 x 2 + x 2 x 3 − x 4 x1 − x1 x 4 ¸ « » = − D −1 «
° dt dt dt ¨ ¸ » (12)
® © ¹ (6) «u* » «¬g 2 + q 2 sgn (S 2 ) + μ 2S 2 »¼
° ⋅ *
dS2 dψ s dψ s
⋅
∗
⋅ ⋅ ¬ sβ ¼
°S 2 = = − = ψ s − 2x 3 x 3 − 2x 4 x 4
¯ dt dt dt Considering the uncertainties parameters influence (e.g. Rs,
. . . . Ls, Lr and M), equation (8) can be rewritten as [8].
By substituting x 1 , x 2 , x 3 , x 4 from (1) into (6), we obtain
⋅ ª δ1 º
­⋅ ⋅ S = (G + Δ G ) + (D + Δ D )U = G + DU + « » (13)
°S1 = Te* − a 8 [− a 3ψ s x 5 + a 1 (x 2 x 3 − x1x 4 ) + x 5 (x1x 3 + x 2 x 4 )] ¬« δ 2 ¼»
° [
®− a 8 (x 2 − αx 4 )u sα − (x1 − αx 3 )u sβ ] (7) Where 1, 2 are the Lumped uncertainties defined as
° ⋅ ⋅
follows
°S2 = ψ ∗s − 2a 4 (x1x 3 + x 2 x 4 ) − 2x 3 u sα − 2x 4 u sβ
¯
ª δ1 º ª Δg 1 + Δd11 u sα + Δd 12 u sβ º
« »=« » (14)
2) Selection of the control law: «¬δ 2 »¼ «¬ Δg 2 + Δd 21 u sα + Δd 22 u sβ »¼
The second stage of the sliding mode direct torque 3) Stability proof of the proposed control SMDTC:
control SMDTC law design is to select the stator voltage The stability condition can be obtained from the
vector which has to be applied so that the torque and square Lyapunov stability theorem as,
module of stator flux trajectories stay on their sliding 1 ⋅ ⋅
surface. V1 = STS (15) T
V1 = S S
2
ª − q 1 sgn (S1 ) − μ1S1 + δ1 º
The derivatives of switching function (7) can be expressed = [S1 S 2 ] « »
as «¬ − q 2 sgn (S 2 ) − μ 2 S 2 + δ 2 »¼

⋅ ª⋅ º ª g1 º ª d11 d12 º = −μ1S12 − μ 2S2 2 − q1 S1 − q 2 S2 + δ1S1 + δ 2S2 (16)

S = « ⋅ » = G + DU = « » + «
S1
» U (8)
« » «¬g 2 »¼ «¬d 21 d 22 »¼
¬« 2 ¼»
S Then by choosingus = max (1) and us = max (2)
⋅
Where U = [u sα u sβ ]T is the stator voltage vector of V1 ≤ −μ1S12 − μ 2S2 2 (17)
the control law. The other parameters in (7) can be
By Lyapunov theory the stability of the system (15) is
calculated as follows:
guaranteed.
­ ⋅
°g1 = Te* − a 8 [− a 3ψs x 5 + a1 (x 2 x 3 − x1x 4 ) + x 5 (x1x 3 + x 2 x 4 )]
® ⋅
°
s − 2a 4 (x1x 3 + x 2 x 4 )
∗
¯g 2 = ψ III. 4WD ELECTRIC VEHICLE DYNAMIC MODELING

ªa 8 (x 2 − αx 4 ) − a 8 (x1 − αx 3 )º A. Vehicle dynamic

D = −« » (9) Based on the principals of vehicles mechanical and
¬« 2x 3 2x 4 ¼» aerodynamics. The external forces acting on the vehicle in
the longitudinal direction (Fig.3) [9]-[10]-[11] are: the
The switching function should be chosen in such a way rolling resistance force FRR due to friction of the vehicle tires
that the sliding mode motion is stable when the switching on the road; the aerodynamic drag force Faero caused by the
function is equal to zero. When the sliding mode is near the friction on the body moving through the air, and the climbing
switching surface, the exponential approach law is adapted to force FC, that depends on the road slope, the acceleration
avoid large flux and torque ripple. In this paper the switching force Facc.
surface dynamics are chosen as:
⋅
S i = − q i sign (S i ) − μ i S i ; i = 1,2 (10)
Where q i , μ i are the control gains, sign (S i ) is the sign
function.
If the system stays stationary on the switching surface,
then

­ ⋅
° S1 = S1 = 0 (11)
® ⋅
°S 2 = S 2 = 0 Fig. 3. Forces exerted on the 4WD electric vehicle.
¯
By substituting (11) into (10), the stator voltage vector The total tractive resistive force FR of the 4WDEV is the
U= [
u *sα u *sβ]T
in the stationary(, ) reference frame is
sum of resistive force, as in (18) [11]
FR = FRR + Faero + FC + Facc (18)
calculated as follows.
Where the force are given by:

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 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

The rolling resistance force (FRR):is defined by Where t efficiency of the gearbox; kgear is the gearbox
FRR = mgC R cos (α ) (19) coefficient.
The aerodynamic drag force (Faero):is given by
1
The total moment of inertia associated with the vehicle
2
Faero = ρ air A f C d Vveh (20) (Jij), in the motor referential is given by
2
The hill climbing force (FC):is the force on the vehicle to ­J ij = J wheel + J V + J m −ij
° 2
move up or move upward with a slope: ® 1 §¨ R w ·¸ (29)
= (1 − λ )
FC = ±mg sin(α) (21)
J
° V 2 ¨k m
¸
¯ © gear ¹
The force related to acceleration(Facc): is
dV Where Jwheelwheel is the shaft inertia moment including
Facc = m veh = mγ (22)
dt the motor and wheel inertia,Jv is the inertia moment of the
Finally the resisting couple FR is given by vehicle, represent the slipping of the wheel ( is usually
1 low and can be neglected if the adhesion coefficient of the
FR = mgC R cos (α ) + ρ air A f C d Vveh + mg sin (α ) (23)
2
2 road is high).
The final expression of total resistive torque TR is given by
TR = R w FR C. Modeling of Electronic Differential System (EDS)
1
= mgCR R w cos(α ) + ρair A f Cd R w Vveh + mgR w sin (α ) (24)
2 The EDS for vehicle Electric with four independent in-
2 wheels motors is a very complex control system, it needs the
control for different speeds simultaneously. Fig.4 (a) is
Where m (kg) is the total mass of the vehicle, g (m/s2) is presented the proposed electronic differential structure,
the acceleration of gravity; Cr is the tire rolling resistance where the left and right front wheels, the left and right rear
coefficient and  (rad) is the road slope angle; air (kg/m3) is wheels are controlled by using four in-wheel motors. The
the mass density of air; Af (m2) is the frontal area of the Induction motors are preferred due to the high-efficiency,
vehicle; Cdis the aerodynamic drag coefficient andVveh (m) high torque density, silent operation and the low
is the vehicle speed; Rw (m) is the wheel radius. maintenance favours of the electric vehicle application. Two
inputs steering angle and throttle position collectively are
decided the speeds of the right and left wheel (front and
B. Dynamics of the driving wheel rear) to prevent the vehicle from slipping. For a right turn,
The dynamics of each in-wheel motor drive system may the differential has to keep up a higher speed at the left front
be expressed as and left rear wheels than the right front and right rear wheels
dx 5 _ ij to prevent the tires from losing traction while turning. The
J ij = Te −ij − b ij ω ij − TR −ij {ij} = lf , rf , lr , rr (25)
dt Ackerman and Jeanted [11] shown Fig.4 (b) can be used. It
shows the kinematic model of the proposed system in a left
Jijand bijare the moment of inertia and friction coefficient turning manoeuvre. The relevant parameters are shown in
of each motor, respectively and subscripts lf, rf, lr and rr Table 1.
mean left-front, right-front, left-rear and right-rear, TABLE I. DEFINITION OF PARAMETERS IN KINEMATIC MODE.
respectively.
veh Reference speed of vehicle.
Where  Steering Angle ( ° )
1 Turning angle of left front wheel, ( ° )
TR R w
TR −ij =
= FR (26) 2 Turning angle of right front wheel, ( ° )
4 4 L Length of vehicle, (m)
Thin the speed of each in-wheel is given by d Width of vehicle, (m)
R Steering radius of center of rear axle
­.
° x 5 _ lf =
1
(Te−lf − b lf x 5 _ lf − TR _ lf ) R1 Steering radius of inside rear wheel.
° J lf R2 Steering radius of outside rear wheel.
°.
(Te−rf − b rf x 5 _ rf − TR _ rf )
1 r Steering radius of center of front axle.
x 5 _ rf =
°°
r1 Steering radius of inside front wheel.
J rf (27)
® . r2 Steering radius of outside front wheel.
° x 5 _ lr = 1 (Te−lr − b lr x 5 _ lr − TR _ lr ) vlf, vrf Linear speed of left front in-wheel and right front in-wheel
° J lr vlr, vrr Linear speed of left rear in-wheel and right rear in-wheel.
° .
° x 5 _ rr =
°¯
1
(Te−rr − b rr x 5 _ rr − TR _ rr ) From this model, the following characters can be calculated
J rr
Each motor is equipped with a fixed ratio speed reducer ­ Lw
°R = tan (δ )
and attached to the wheel constituting a driving wheel [20]. °
The gear is modelled by the gear ratio, the transmission ° dw
®R 1 = R − (30)
efficiency and its inertia, i.e. ° 2
­ x 5−ij °R 2 = R + d w
°ω wheel −ij = °¯ 2
® k gear (28)
°Twheel −ij = Te−ij k gear η t The steering radius of two front in-wheels motor drive
¯ can also be calculated by the geometrical relationship

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 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

­
°r = L2w + R 2
°
° 2 2 2 d w 2 (31)
®r1 = L w + R 1 = L w + ( R − )
° 2
° 2 2 2 dw 2
° r2 = L w + R 2 = L w + ( R + 2 )
¯
By applying the instantaneous centre theorem. The
angular velocity speeds of the two fronts and rear in-wheels
motor drive are given by
­ 2
§ d ·
° 1 + ¨¨ cot (δ ) − w ¸¸
° © 2 Lw ¹
°ω lf = ω veh
° 1 + (cot (δ ))2
°
°
° § d ·
2
° 1 + ¨¨ cot (δ ) + w ¸¸
°° © 2L w ¹
®ω rf = ω veh (32) (a)
° 1 + (cot (δ ))2
°
° § d tan (δ ) ·
°ω lr = ω veh ¨¨ 1 − w ¸
° © 2 L w ¸¹
°
° § d tan (δ ) ·
°ω rr = ω veh ¨¨ 1 + w ¸
° © 2 L w ¸¹
¯°
According to equation (31) and equation (32), the speed
reference of four in-wheels induction motors are expressed
as
­ 2
° § d ·
1 + ¨¨ cot (δ ) − w ¸¸
° © 2 Lw ¹
° x *5 _ lf = k gear ω *lf = k gear ω *veh
° 1 + (cot (δ ))2
°
° § d ·
2
°° 1 + ¨¨ cot (δ ) + w ¸¸
® * © 2 Lw ¹
(33)
° x 5 _ rf = k gear ω *rf = k gear ω *veh
° 1 + (cot (δ )) 2 (b)
° d w tan (δ ) ·
° x *5 _ lr * * § Fig. 4. (a) Proposed Electronic Differential, (b) Kinematic Model of the
= k gear ω lr = k gear ω veh ¨¨ 1 − ¸
2 L w ¸¹
EV4WD driven during a curve.
° ©
° * * * d tan (δ )
° x 5 _ rr = k gear ω lrr = k gear ω veh (1 + w ) D. Speed Controller design of IM Drive
°¯ 2L w
The synthesis of a command must be allowed by the
Wherekgear is the gearbox ratio, veh*is the angular calculation of the instructions to be applied to the actuators
reference speed of the vehicle and lf*, rf*, lr*,rr*are the so that the vehicle can perform a specified movement. A
speed references of left front wheel, right front wheel, left number of different type’s controller for speed control of an
rear wheel and right rear wheel respectively. induction motor for this electric vehicle application that has
beeninvestigated. PI (proportional and integral) is chosen for
simulation, as they are standard induction motor control
techniques. The structure of the speed regulation is shown as
the external loop in Fig. 5. The steering angle  and
reference angular speed of the vehicle veh* are fed to
Electronic Differential (ED). The ED algorithm produced
the speed reference of the front and rear in-wheel motor
(x *5 − lf , x *5 − rf , x *5 − lr , x *5 − rr ) . The reference and actual speed of
each in-wheels motor are the inputs of the speed controller
blocks. The speed error is used in PI. The closed-loop speed
controller generates the reference motor torque T*e-ij.

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 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

So resonance frequency nand damping ratio are given by

kI k p + b ij
ωn = , ξ= (37)
J ij 2 k I J ij
Therefore, kp and kican be determined as:

k I = ω 2n J ij , k p = 2ξωn J ij − bij (38)

The law of PI controller for the four in-wheel induction

motors is:
t
*
Te _ ij = ( *
k p x 5 _ ij ) ³ (x
− x 5 _ ij + k I
*
5 _ ij )
− x 5 _ ij dt (39)
0

E. Vehicle reference speed profile

Before calculating the reference torque has been made of

each motor wheel, it is necessary to define a speed profile
that faithfully represents the movements that the vehicle will
have to perform. The specified road trajectory is shown in
Fig. 5. General configuration of the four in-wheel Motor drives speed Fig. 6.This trajectory is defined by three phases
control strategy. successively.In the first one the vehicle is moving onthe
curved road at right side with speed of 50 km/h, the second
phase present the acceleration phase’s beginning with
a) The PI speed controller design 80Km/h in curved road at left side, and finally the vehicle is
moving up the slopped (climbing) road of 10%under30
If we want the effect of external disturbances to be zero km/h,the speed road constraints are described in Table 2.
and if the speed is constant. And assume all the initial
conditions are zero. The Laplace transfer function of (25) TABLE II. SPECIFIED DRIVING ROUTE TOPOLOGY
can be given as:
x 5 _ ij (s ) 1
Vehicle
G (s ) ≈
Phase Time (Sec) Event information
= (34) speed
Te−ij (s ) J ijs + b ij 01 0.4s < t <4s curved road at right side 50 km/h
Therefore, the closed PI controller loop is 02 4s < t <7.5s Acceleration and curved road 80 km/h
03 7.5s < t <10s Climbing a slope 10% 30 km/h
k ps + k I
F(s ) = (35)
J ijs + (k p + b ij )s + k I
2

The denominator in equations (43) can be rewritten as

2
s +
(k p + b ij ) s + k I (36)
J ij J ij

50Km / h 80Km / h 30Km / h STOP

β = 10 %

Phase 1 Phase 2 Phase 3

Strat 0 . 4s 4s 7.5s 10s
Finish

Fig. 6. Specify driving road topology.

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 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

IV. SIMULATION RESULTS
In this section, numerical simulations were carried out using
the Matlab / Simulink environment, on the traction system by
an electric vehicle propelled by four different 15Kw
induction motors integrated to the front and rear wheels
(4WDEV) depending on the model Figure 1. The proposed
the second turn (phase 02) as shown in Fig. 8. Table 5
presents the wheel speed values when the vehicle is located
in both bends. Note also in Fig. 8 a slight disruption of the
speed of the wheels when the vehicle climbing a slope (phase
03). Fig. 9 shows the linear speed of the vehicle. It can be
observed that the vehicle speed perfectly follows its
reference given by the driver.
30

Steering Angle [degrees]

system uses the vehicle speed generated by the driver
through the accelerator pedal, the steering wheel angle and 20
the slope angle as input parameters. The In-Wheel Induction 10
Motors quads are controlled by the direct torque control
strategy based on the sliding mode control, through a voltage 0
inverter powered by a DC voltage source delivered by a Li- -10
P h as e 1 P h as e 2 P h as e 3
Ion type battery. Table 3 summarizes the mechanical and -20
aerodynamic characteristics of 4WD electric vehicles. The 0 2 4 6 8 10
induction motor parameters are given in Table 4. Time [s]

TABLE III. PROPOSED 4WD ELECTRIC VEHICLE PARAMETERS. Fig. 7. Steering angle variation.

Parameters Name Value Front Left Wheel

120
Wheel radius, Rw (m) 0.32 Rear Right Wheel
30
Vehicle mass, m (kg) 1300 100

Wheels Speed [km/h]

Rear Left Wheel
Aerodynamic drag coefficient, Cd 0.3 Front Right Wheel 28
Vehicle frontal area, Af (m2) 2.60 80 8.5 9 9.5
Tire rolling resistance 7oefficient, Cr 0.01 Slope
Air density, air (kg/ m2) 1.2 60
Gear coefficient, kgear 5 Left Turn
Width of vehicle, d(m) 1.5 40
Length of vehicle, L(m) 2.5
20 Rigth Turn
P h as e 1 P h as e 2 P h as e 3
TABLE IV. INDUCTION MOTOR PARAMETERS. 0
0 2 4 6 8 10
Parameters Name Value Time [s]
Rotor Inductance, Lr (H) 0.0651 Fig. 8. Four wheels speed variation in different phases.
Rotor Inductance, Ls (H) 0.0651
Mutual Inductance, M (H) 0.06419 120
Stator Resistance, Rs (Ohm) 0.2147 Actual Vehicle Speed
Vehicle Speed [km/h]

Rotor Resistance, Rr (Ohm) 0.2205 100 50 Refrence Vehicle Speed

Number of pole pairs , p 2
Motor- load inertia, J (Kg.m2) 0.102 80 0
0 0.5
Rated power, J (Kw) 15 60
Viscous friction coefficient, J (N.m.s) 0.009541
40
To ensure and confirm the effectiveness of the SMDTC 20
control strategy on the traction system by 4WDEV. The P h as e 1 P h as e 2 P h as e 3
system has been subjected to a change in the reference speed 0
0 2 4 6 8 10
according to the topology shown in Fig. 6. At this stage of
Time [s]
operation two turns are imposed by the driver on the vehicle
(a)
chassis by steering angle, one to the right (phase 01) at time t
Speed Error [km/h]

= 1.7sec and the other at left t = 5.5sec. Figure 7 shows the 50

Vehicle Speed Error
curve of the steering angle of the front wheels given by the
driver. The positive value corresponds to a right turn ( = 20 0
°), and the negative value corresponds to a left turn ( = -8 °).
Figure 8 shows the linear speed of each wheel, we assume P h as e 1 P h as e 2 P h as e 3
-50
that the turns are made at a constant speed, the driver gives a
steering angle * which begins to be a steering angle of the 0 2 4 6 8 10
front wheels. The electronic differential immediately acts on Time [s]
the fourth in-wheels IMs, decreasing the speed of the two (b)
wheels that are located inside the turn, and increasing the Fig. 9. Vehicle Linear speed (a) and error speed (b) variation in different
speed of the wheels located outside the turn. During the first phases.
pilot (phase 01), the two left front and rear wheels located
outside the curved right turn are rotated at higher speeds than
the two right side wheels (front and rear). On the other hand,
it can be seen that the two front right and left rear wheels
rotate at higher speeds than the two left side wheels during

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 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

Figs.10 and 11 explain the variation of the traction forces 150 40

20 Front Left Motor

Motor Current [A]

and the electromagnetic torque generated by the two front 0
-20 Front Right Motor
and rear wheel motors. From the results, we notice strong 100 -40
3.4 3.45 3.5 3.55
traction forces are provided by the motors to reach the 50
vehicle speed 50Km / h (phase 01) and 80Km / h which
explains the increase in the current of the motors (Fig. 12). 0
These results are summarized in Table 7. The variation in
-50 P h ase 1 P h ase 2 P h as e 3
vehicle resistive torque in different phases are shown in Fig.
13, the resistive torque of the vehicle was 82.45Nm in the 0 2 4 6 8 10
first phase, in the case of the sloping road (phase 03 ) its Time [s]
value is equal to 64.25Nm Table 8 summarizes the variation (a)
of the resistive torque of the vehicle. 150 40
20
Rear Left Motor

Motor Current [A]

0 Rear Right Motor
600 100 -20
150 Front Left Motor -40
Driving Force [N]

100 1.9 2 2.1

400 50
0
Front Right Motor
50
2.51 2.52 2.53
200 0
0 -50 P h as e 1 P h ase 2 P h ase 3
-200 P h as e 1 P h as e 2 P h as e 3 0 2 4 6 8 10
Time [s]
0 2 4 6 8 10
(b)
Time [s]
(a) Fig. 12. Stator current variation of the front (a) and rear (b)in the different
600 phase.
150
Driving Force [N]

100
50
Rear Left Motor
400 0
-50 Rear Right Motor
3.428 3.43 3.432 TABLE V. EVALUATION OF SOC IN THE LI-ION BATTERY IN
200 DIFFERENT PHASES.
Phases 01 02 03
0
Current of the front left IM [A] ±32.12 52.43 160
-200 P h as e 1 P h as e 2 P h as e 3 Electromagnetic torque of the front left IM [N.m] ±37.23 63.5 194
Driving force of the front left IM [N] ±30 42.5 125
0 2 4 6 8 10
Time [s] 250
Climbing Torque
(b)
Vehicle Resistive Torque [N.m]

Aerodynamics Torque
Fig. 10. Rolling force variation of the front (a) and rear (b)in the different 200
Rolling Torque
phase.
Vehicle Resistive Torque
150
200
40 Front Left Motor
Torque Motor [N.m]

150 100
20 Front Right Motor
100
3.344 3.346 50
50
0 0
P h as e 3 P h ase 1 P h as e 2 P h ase 3
-50 P h as e 1 P h as e 2
-50
0 2 4 6 8 10
0 2 4 6 8 10
Time [s]
Time [s]
(a) Fig. 13. Vehicle resistive torque variation in different control.
200
40 Rear Left Motor
Torque Motor [N.m]

150 20
TABLE VI. VARIATION OF VEHICLE RESISTIVE TORQUE IN DIFFERENT
Rear Right Motor PHASES.
0
100 Phases 01 02 03
3.24 3.245 3.25 3.255
50 Aerodynamics torque Taero[N.m] 28.21 72.58 10
Rolling resistive torque TRR [N.m] 54.32 72.58 10
0
Climbing resistive torque TC [N.m] 0 0 61.25
-50 P h as e 1 P h as e 2 P h as e 3 Vehicle resistive torque TR [N.m] 82.45 126.8 125.5
Vehicle resistive torque percent
0 2 4 6 8 10 compared with the total 4-in wheels 20.82 % 32.02% 31.69%
Time [s] IMs nominal torque of 396N.m
(b)
Fig. 11. Electromagnetic Torque variation of the front (a) and rear (b) in the Fig. 14 (a) and (b) shows the power variation and SOC of
different phase.
the lithium-ion battery during the driving cycle. The battery
provides about 4.05Kw in the first phase in order to reach the
reference speed of 50Kw. In phase 02 the demand for power
by the vehicle is increased by 50% compared to the first

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 3rd CISTEM’18 - Algiers, Algeria, October 29-31, 2018

phase (9.46Kw). In the third phase, the battery produces a

TABLE VIII. EVALUATION OF LI-ION BATTERYSOC IN DIFFERENT
power equal to 2.15Kw
PHASES.
At 8.5s< t <9.5s the vehicle is moved in slope road again, Phases
Begin end SOCbegin SOCend SOCdiff
both of the four in-wheels motors develops the necessary phase [s] phase [s] [%] [%] [%]
01 0.4 4 74.95 74.68 0.273
efforts to pass this slope. The current increase speedily and 02 4 7.5 74.68 73.97 0.71
still to its, maximal value (33A), we observe that the EV 03 7.5 10 73.97 73.83 0.14
power en battery present 3.94Kw. As can be seen in the fig.
14(b) that the SOC (the state of charge of the battery is V. CONCLUSION
initialized at 75% at the simulation rate) decreases rapidly at In this work, a new direct torque control technique based
acceleration and when the vehicle climbs a road slope. The on the sliding-mode control (SM-DTC) combined with the
variation of SOC is between 75% and 73.83% (a decrease of SVM technique is presented for the control of an electric
1.17%). Tables 9 and 10 show the variation of power and vehicle traction system powered by four 15Kw induction
battery SOC in the three phases. motors integrated in the front and rear wheels. The proposed
In Fig. 15 and Table 9 we can see that the distance SM-DTC control strategy replaces the two hysteresis
traveled by the vehicle is 545m during the entire driving controllers and the conventional DTC switching table with
cycle. two sliding mode controllers. In order to improve the
15
dynamic performance and stability of the electric vehicle
Battery Power [Kw]

10 during changes in road topology. The results of simulations

obtained show that this control structure is feasible and
5 reasonable.
ACKNOWLEDGMENT
0
P h as e 1 P h as e 2 P h as e 3
-5
This work was supported by the Laboratory of Smart Grids
0 2 4 6 8 10 & Renewable Energies (S.G.R.E).Faculty of Technology,
Time [s] Department of Electrical Engineering, and Bechar
(a) University, Algeria.
75 REFERENCES
Battery SOC [%]

74.5
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