Active Fault-Tolerant Control of Induction Motor Drives in EV and HEV

Against Sensor Failures Using a Fuzzy Decision System

F. Zidani”*,M.E.H. Benbouzid’, D. Diallo’ and A. Benchat’b3
‘Centre de Robotique d’Electrotechnique et d’Automatique, University of Picardie “Jules Veme”
7, Rue du Moulin Ned, 80000 Amiens, France
Phone: +33 3 22 82 16 80 -Fa:+ 33 3 22 82 78 22 -E-mail:mbenboudd@!ieee.org
’University of Batna, Algeria
’Power Electronics Research Team, ALSTOM T & D, Massy, France

Absmct-l‘bis paper describes an active fault-tolerant control
system for a high performance induction motor drive that propels
an Electrical Vehicle (JW) or a Hybrid one (HEW. The proposed
system adaptively reorganizes IkeM in the event of sensor loss or
sensor recovely to sustain the best conhol performance given the
complement of rrrminiog sensors. Moreover, the developed
system takes into acconnt the controller transition woothness in
terms of speed and torque transients. For automotive application
purposes two control techniques are chosen to innstrate the
consistency of the proposed approach: sliding mode for encoder-
based control and fuqv &&s for sensorless control The system
control reorganizntion is managed by a fuzzy dedrion system
Sidatioos tests, in term of speed and torque responses, have
been d e d ont on a 4-kW induction motor drlve to evaluate the
consistency and the performance of the propased fault-tolerant
control approach
I n d a Term-Induction Motor, fault-tolerant control,
sliding mode, fuzzy, loeiu.
- drives the interest for fault-tolerance. In mass produced
NOMENCLATURE
fixed stator reference h e indexes;
stator voltage (current);
rotor flux (speed);
load torque, stator frequency;
stator (rotor) resistance;
stator (rotor) inductance, mutual inductance;
T,= LJR- a = I- MIL&;
number of pole pair,
rotor inertia, viscosity coefficient;
y=(R,+A?R,IL:)IaL,;
KL=MIaL,L,a= IlaL,, B=n,MIJL;
time derivative (complex) value;
reference subscript;
variation tenn;
measurement subscript;
adjustment subscript;
rated value subscript.
1. INTRODUCTION
several Igil- can afnid motor drives [I] and
many different remedial techniaues have been Dropxed 12-71,
conditioninghat pumps, engine cooling fans, and electric
vehicles. This is especially imqortant in high impact
automotive applications, such as EV and HEV, where even
limp-back operation is preferred over no operation.
The study reported in this paper is concerned with the
problem of developing an induction motor drive with tolerance
to very specific faults due to sensor failures. For fault-tolerant
drives to become practical entities, hardware and software must
be developed to perform the following task 1) fault detection;
2) fault diagnosis; 3) remedial action selection; and 4)
implementation. It will be necessary to act in this sequence in
the mini”possible elapsed time after the Occurrence of the
fad4 in order to prevent the Occurrence of secondary failures.
Fault-tolerance has become an increasingly interesting topic in
the last decade where the automation has become more
wmplex A trend towards more autonomic control systems also
industrial systems the unit cost is a paramount issue. Hence
cheap fault-tolerant wntrol has become an iqortant industrial
research area. The objective is to give solutions that provide
fault-tolerance to the most frequent faults and thereby reduce
the costs of handling the faults.
This paper describ an active fault-tolerant control system
for a high performance induction motor drive that propels an
EIechid Vehicle (EV) or a Hybnd one (HEV). The proposed
system adaptively reorganizes itself in the event of sensor loss
or sensor recovery to sustain the best control performance
given the complement of remaining sensors. Moreover, the
developed system takes into account the controller transition
smoothness in terms of speed and torque transients. For
automotive application pmposes two control techniques have
been chosen to illushte the consistency of the proposed
apprFach sliding mo& for encoder-based control and $ q v
logics for seasorless conml. The system control reorganization
is managed by a fuay decision system that assures smooth
transition from the encoder-based Controller (sliding mode
control) to the sensorless wntroller (fuzzy control) and back to
the encoder-based wntroller. Simulations t&, in term of
Speea and torque responses, have been carried out on a 4-kW
induction mtor evaluate the consistency and the
performance of the proposed fault-tolerant control approach.

N&eaheless some applications accept s h o ~toque Iiansienis Depending upon the application and availability of
and even Permanently reduced drive performance after fad4 On sensors, and the desired performance of the system, there are
condition that the drive still goes running. This is the Clear case many hybrid schemes that could be combined for fault-
Of home and Civil aWlianC% such =, for example, air tolerant purposes [8-91. However, conventional linear control

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 such as PID can no longer satisfy the stringent requirements
placed on high performance EV or HEV. In recent years,
many modern control strategies such as Model-Referencing
Adaptive Control (MRAC), Self-Tuning Control (STC),
Sliding Mode Control (SMC), Fuzzy Control (FC), and
Neural Network Control (NNC) have been proposed [IO].
Both MRAC and STC have been successfully applied to EV
propulsion [Ill.Using sliding mode, SMC bas also been
applied to motor drives [U].By employing emergkg
technologies of fuzzy and neural networks to realize the
concept of intelligent controllers, FC and NNC have
promising applications to EV and HEV propulsion [13].
Furthermore, for the particular case of automotive
applications, induction motor vector control advantages
(quick and precise torque) are not sufficient. EV and HEV
motor has also to possess a high efficiency in order to extend
the running distance per battery charge. Therefore, control
techniques that " i z e the induction motor efficiency are
highly desirable for the fault-tolerantcontroller [ 141.
The sliding mode control of in induction motor consists of
two steps: I) To design an equilibrium surface S such that the
state trajectories of the plant restricted to the equilibrium
surface have a desired behavior, such as tracking, regulation,
and stability. 2) To determine a switching control law U that
is able to drive the state trajectory to the equilibrium surface
and maintain it on the surface.
In the proposed fault-tolerant approach, OUT goal is to
control the speed and the rotor flux magnitude through the
generation of switching controls.
I) Switching Sufaces Selection. The objective consists of
constructing a switched control U, = [U. &IT to drive the
motor states to the properly designed surface S = [SI &Ir [16].
The surfaces are defined by:

IU.SLIDINGMODE CONTROL
Where g,, g2> 0. For S 0, we have:
Sliding Mode Control (SMC) theory, due to its order
reduction, disturbance rejection, strong robustness, and simple
implementation by means of power convetter, is one of.the
prospective control methodologies for induction motors [ 151.

A. The Induction Motor Model

The induction motor can.be descriied by a fiflh-order
Using (I), we obtain:
nonlinear differential equation with four elec!+cal variables
(currents and fluxes), one mechanical variable.(rotor speed),
and two control variables (stator voltages). In a fixed a-b
frame one bas:

+ n p K L x , x , +aU.

The above equation proves that for S = 0, the rotor speed

and flux magnitude square will converge exponentially to
their references. Hence, to track Q
, and $14 it is sufficient to
make the sliding surface S attractive and invariant [IZ],[16].
2) Switching Functions Synthesis. Using (1) and (3), the
control law is d e h e d by:
U,= U, + UR (4)

B. Sliding Mode Control

The basic concepts and principle of sliding mode control
of electric drives were demonstrated in [E.]. [U,= -A-'B

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 Therefore, rotor time constant can be estimated using back-
emferror. Using (8). T,can be estimated by:

Where x symbol denotes the vector cross product.

Figure 1 shows the block diagram of I,estimation

D.Simulation Results
g I " Numerical simulations have been carried out, on a 4-kW
--Ln,< --q< '

induction motor drive which ratings are summarized in the

P P
appendix, to analyze the sliding made control perfonnance
with the rotor flux observer.
fz=[3fLl ,
Speed, rotor flux and stator current corresponding to
SMC,with a change in the speed reference, are shown in Fig.
2. Figure 3 shows the speed, the flux and the stator current
corresponding to step change in the rotor flux reference.

IV.Fu
mO m VOLTSMERTZ
C O ~ O L
Induction motor drive researches have been concentrated
in the elimination of speed sensor at the motor shaft without

~j;:.:,xlx.
I - IX,+X2X.
deteriorating the dynamic performance of the drive control
system.

Then, S is attractive and invariant 1161.

C.Robusi FIUX Observer

In this study, we assnme that the only measured output
variables are the stator aments and the rotor speed.
From (I), the rotor flux can he defined by:

-
T,;, +(I jn,x,c)j, = M, (5)

Where f, = x, + j x ,
The stator voltage is given by:

= R, f, + aLs?, +E, (6)

where U,= U , + ju,

and 3, = MaaT, (7)
E, is the back-emf developed in the rotor circuit. We can
define it by the terminal stator quantities.
- - - -
E-" = U, - RJ,, - W,,,
E,, does not involve Tr and it is assumed as a reference
model directly given by measurements.
Substituting (6) in (7). we obtain the adjusted bock-em$

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 . . . .

ts
j, ./.....: ........ ......... ......:........]
. ... . . . . . .... . . . . .... . . . . . . . .
4 ..L..... . :...
i i
.....

Fig. 4. Sens0rl.s~fuzy control principle

2.:
I. .
*L
I , .A.
~.;..
C. m a m i c Signal Analysis
The condition of minimum stator current requirement can
*r II x !$ 1 >I
be reasonably used as a rough guide to design the FVB for
rm,,-,
pursuing the optimal VolWHertz characteristic. The stator
(e) voltage error is used as a second input to refine the U,, value.
Fig. 3. SMC performance with a change in the rotor flux reference. Figure Sa describes the case when the stator flequency
variation does not affect the stator voltage magnitude. U, is
Tbe advantage of speed sensorless ac drives are lower kept constant by the proposed control method. Figmes 5b and
cost, reduced size of the motor set, cable elimination, and 5c illustrate U, and I, behaviors when the stator frequency
increased reliability. Different schemes for speed sensorless effect is clearly detected or observed.
in field orientation have been proposed in the past few years. From Fig. 5, we can extract the following cases:

A. Volfs/HerfzControl
In this section a sensorless fuzzy control technique for a
high dynamic performance induction motor drive is presented.
An optimal VoltEJHertz characteristic basd on fuzzy logics is
Ia, :
a, :
aJ :
AIs < 0 and AUs -0
AI8 I 0 and AU, z0
AI, > O and AU, I O
(9)

proposed to generate the voltage boost U h [17]. The block

diagmn is shown in Fig. 4. It includes the calculation of the
boost voltage Uh which is added to the VolWHertz law in
order to compensate the stator resistance voltage, dmp by
boosting the stator voltage for low stator kquencies. With the
fuzzy logic block, the stator resistance knowledge, which varies
with temperature, is not required as it was proposed in several
Ib, :
b, :
bJ :

c,:
c2 :
AI, < O and AUs > O
AIs I O and AU, > O
AIs > O and AUs > 0

AI, < O and AU, 5 0

AI2 2 0 and AU, < O
(10)

(11)
methods. This is an impoaant fact for automotive applications. c, : AI, > O and AU, < O
In fact, an EV drive system, which requires knowledge of the
motor paramqers, is susceptible to detuning of primarily the
motor resistances [IS]. In addition, the method does not include
derivative computing that would amplify noises. (4
B. Basic Principle of F u q Conhol Sysfem
The aim of the fuzzy logic block (FVB)is to^ obtain the
necessary U,, voltage to respect the optimal Volts/Hertz
cbaracteristic. Its input variables are the stator current
magnitude variation and the voltage error existing between
the measured stator voltage and the stator voltage command
U, given by the linear VoltsRIertz law. These input variables
are defined as follows:

iAI,(k)= I,(k)-I,(k -1)

Au, (k)= u,(k)-u,(k)
where k is the data sample number.

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D.F u q Voltage Boosting Design
For the FVB design, input-output variables are quantified
with a suitable number of fuzzy sets. Simple angular
membership functions have been selected for all variables as
shown in Fig. 6. The Max-Min inference algorithm and the
centroid defuzzification approach are selected to perform the
last steps of the fuzzy procedure.
On the basis of system experience and knowledge and on
the dynamic signal analysis cases given by (9) to (II), the (a) With FVF. (a) Without FVF.
linguistic control rules are carried out and listed in Table 1. Fig. 7. Torque characteristics (x : 5 Hz, o : IO Hz, and + :20 Hz)

D. Simulation Resulfs
Numerical simulations have been carried out, on the same
4-kW induction motor drive, to analyze the performance of
the sensorless fuzzy controller. The FVB produces the
necessary U, voltage to linearize the torque characteristics
(Fig. 7a). For comparison, Fig. 7b shows results obtained with
constant ordinary Volts/Hertz control law (U, = 0).
Furthermore, the proposed sensorless fuzzy control technique b".$ r-c,
meets the EV requirement for optimizing ( " i z i n g ) the
(a) IO H1 @) 20 He
induction motor efficiency. In fact, the losses are minimized
when the motor o p t e d at low frequency and with rated Fig. 8. Coppcr losses 121(- :with FVB and --- :without FVB).
torque as illustrated in Fig. 8.

V. FAULT-TOLERANT
CONTROL
The high-impact nature of many electric macbine
applications, such as starWaltemator system in automobiles,
necessitates a fault-tolerant performance. This can be realiied
in a flexible controller architecture that maintains maxi"
performance in the event of a failure in any part of the EV or
HEV electric drive. To achieve tbis goal, a reorganizing
controller will adopt the best control methodology according
to available feedback and operational hardware. Therefore,
the reorganizing controller (fault-tolerant coutroUer as ,.L1I.D1-l.-t.-,Y-LI.1UIP-.-II,
illustrated by Fig. 9 in the w e of a parallel HEW comprises 9. I " I O - , " . I 1 u c . I " R ' I . u - y . L - , b .
1%- w s l . . # . . - t . . W U
*.L.lllr-.

twn parts, failure detection and fallback strategy. While the Fig. 9. Schematic bloc dia- of a hybrid drive Win.
first part monitors the status of system components such as
sensors, motor, inverter, etc. the latter will engage the most A. The Faulf-ToleranfConholler
appropriate control strategy based on a hierarchical basis.
A fault-tolerant control system with automatic controller
Table 1. Linguistic mml rulc of the i i q voltag bwsting. reconfiguration bas been developed. Depending upon the
functionality of the sensors, the appropriate control strategy
will be used. Depending upon the application and availability
of sensors, and the desired performance of the system, there
are many hybrid schemes that could be combined for fault-
tolerant pmpses in an EV or an HEV, as illustrated by Fig.
IO. In tbis paper, the fault-tolerant control system firstly
concerns the Sliding Mode Control (SMC) technique since
better performance is obtained with an encoder to get the
speed information. In the event of an mavailability of the
speed sensor (e.g. failures in measurements or in the device),
a sensorless fuzzy Control (FVBC) tecbnique is applied to
avoid the process complete loss or the engine stop in an EV or
an HEV. Figure 11 shows the proposed flexible architecture
.2 -I 0 I 1 0 1 2 3 for fault-tolerant control purposes. The Fuzzy Switchover
(a) Input variables. (b)Output variable. Block (FSB) consists in a fuzzification operation, a rule base,
Fig. 6. Fuzzy Voltage Bam WB)membrrship tinctim. a database, and a defuzzification operation.

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 Figure 12 illustrates the fuzzy subsets and the
corresponding membership functions describing the input-
output variables.

1
-
r
(a) lnput variable el. @) loput variable e. (e) Outpul variable.
Fig. 12. ' h e FSB membaship functions.

Table 2. LinguiJtic rules for the fuay switchover block.

NB
ZE
Fig. IO. OvwU fault-tol-1 contToI system "re.
PB H ~ H H H

The rules ar6 observed to be in agreement with the system

bowledge. They are consistent with our expectations. We
can see that some cases presented in Table 2 are not
concerned by fault-tolerant operation. In this situation, the
sliding mode control technique is selected since it has been
proven to offer the best transient and steady state performance
over tbe entire speed range. To be well sure that the change of
variables inputs is only due to encoder anomalies, the fuzzy
switcbover block is activated only in steady state by detecting
the variation rate of the torque current I,g since the problem of
parameten variation is solved.

Fig. 11. Fault-talwnt conhoUer conliptian. C. Simubtion Results

B. Controller TransitionStratea
The aim idea of the FSB is to generate the suitable law U,
in order to compensate the existing drifl between U,, and
U,-.,(!ransition from SMC to FVBC) by pmndmg a short
transition between both controllers. The suitable laws U, can
be written ak
U,= ~ ( ~ . . , , ~ , . , ~ ) = ( l - S+SFF,_
F~,.~
Where U,-., is the stator voltage generated by the F u a y
Voltage Boost Control V C ) ; U, is the stator voltage
generated by the Sliding Mode Control (SMC); and SF is the
switching function "FSB output".
I ) F z q Database.
~ The fuzzy switcbover law. has the
intemal strncture of an expert system. It samples error signals
ACZ and N, at each sampling in?ant. Its output is the variable
FS. The FSB inputs are defined by:
.
The pmpsed fault-tolerant control strategy bas been
simulated on the 4-kW induction mtor drive. Figure 13a
shows the controller transition from ender-based control
(sliding mode control) to sensorless control (fuzy optimal
Volts/Hertz control) and back to encoder-based con@ol.At I =
1.5 sec a disturbance in the form of missing e n d e r pulses is
introduced. Note that the rotor speed begins to decrease (Fig.
13b). Therefore, the FSB rewniigum the wnml from SMC to
the sensorless FVBC. The FVBC restores then the wrrect
system performance. It is preceded by a short torque transition
(Fig. 13c). At f = 2.5 sec, the e n d e r failure is removed.
Therefore,. the FSB switch back to the SMC (encoder-based
control). A smaU torque transition is observed with a variation
in the stator current (Fig. 134. The main function of the FSB
(Fig. 13e) is to force synchronization between the e n d e r -
based controller (SMC) and the sensorless controller (FVBC).
VI. CONCLUDING
REMARKS

e , @ ) =AR(k)= CZ,(k)- R(k)

This paper bas described an active fault-tolerant control

[e,(k)= A Z , ( ~ ) =
I , ( ~ ) - I = @- 1)
system for a high performance induction motor drive tbat
propels an Electrical Vehicle (EV) or a Hybrid one (HEV).
The proposed system adaptively reorganizes itself in the event
2) Fuzv Rules Base. Knowledge is extracted in terms of of sensor loss or sensor recovery using a fuzzy decision
ifthen fuzzy rules. The list of the extracted rules is given in system to sustain the best control performance given the
Table 2. complement of remaining sensors.

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,I ..... i.....;.....!....
8.. I ~
. : .
............~...3.i .
: : i .
(e)
Fig. 13. TranSirirms b m mc&r.based controlla(SMC)
to smsorlessmmlla (FVBC) and back to mcoda-based control
Moreover, this fuzzy system manages the controller
transition smoothness in terms of speed and torque transients.
For automotive application purposes two control techniques
have been chosen to illustrate the consistency of the proposed
approach, the sliding mode for encoder-based control and the
fuvy logics for sensorless control. The sliding mode control
technique bas been selected since it has been proven to offer
the best transient and steady state performance over the entire
speed range. The sensorless fuzzy control meets automotive
applications (EV or HEV) requirements for optimizing
(maximizing) the induction motor efficiency.
Simulations tests have been carried out on a 4-kW
induction motor drive. The obtained results show that the
proposed fault-tolerant approach provides a simple
configuration but with high performance in term of speed and
torque responses.
APPENDIX
RATED DATA OF THE SIMULATED INoUCnON MOTOR
~ ~~
Raled Valuer power
fltqualey
Voltagc(arc)
Currmt(arc)
Speed
PoIepair(”J
Power k t o r
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Rofedporomerers R, 1.150 n
R 1.440 Cl
L, 0.156 H
L, 0.156 H
M 0.143 H
Consl‘mh J 0.024 kg.m*
f 0.011 IS
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