Mechanical Coupling of Two Induction Motor Drives for the

Applications of an Electric-Drive Vehicle System

ABSTRACT:
This paper represent mathematical model for representing vehicle mechanics using Newton’s
Second law of motion. Automobile industries are investing much time and money to find out the
practical alternative to vehicle powered by the internal combustion engine. Electric motors are
best suited for vehicle application as they are capable of developing high starting torque. This
has led to the development of battery operated electric vehicle (EV), hybrid vehicles and fuel cell
vehicles. Two prominent reason for this shift are pollution and fuel saving. Indian government
has taken initiative to accelerate research and development in the field of electric vehicle by
launching “National Electric Mobility Mission Plan 2020”. The focus in this paper is on the EV
propulsion electrical motor drives. This paper gives an idea about the electric-drive vehicle
(EDV) system on a test bench setup consisting of two induction motor drives coupled
mechanically by one shaft for emulating on road operating conditions. MATLAB/Simulink
results are presented on mechanical coupling of two drives on a common shaft to share the
common load.

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

Contents
I. INTRODUCTION.......................................................................................................................... 3
II. VEHICLE AND TEST BENCH DYNAMICS................................................................3
III. TEST BENCH SIMULATION MODEL................................................................................. 4
IV. MODELLING AND SIMULATION...............................................................................5
V. CONCLUSION..................................................................................................................8
VI. REFERENCES..................................................................................................................9

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

I. INTRODUCTION
Nowadays focus of automobile industry is modeling of electrical-drive vehicles for
performing accurate simulation for various applications. Hardware-in-loop (HIL) simulations
using a test bench are drawing more attention [1]-[5]. Normally, a set up has one huge
flywheel connected to it to simulate vehicle inertia. An example of test system is shown in
Fig. 1. Computer based simulation of the whole test bench is very useful prior to any testing
on the actual test, to cover optimum HIL design and help to build up the precise control
method. Ranges of literature have concentrated on application of the dynamic load by control
of electric drive2 and different control strategies have been proposed [6]-[8]. Exact
knowledge of dynamic characteristics of all motors and loads must be well-known and the
accuracy of the output is depending on the dynamics and the transfer function of the system.
This paper presents an accurate and simple control method based on calculation of rotational
inertia of equivalent model of electric vehicle.

Fig.1 Typical test bench setup of vehicle

II. VEHICLE AND TEST BENCH DYNAMICS

The fundamentals of vehicle motion are based on the Newton's second law of motion. According
to the law, the acceleration of an object is proportional to the net force exerted on it. In simple
words, whenever there is nonzero force on vehicle, the vehicle will accelerate. The driving force
of the vehicle generates the force which is essential to move the vehicle. The motion of vehicle
can be absolutely determined by analyzing the net force and the direction of force acting on it.
The dynamic equation of a vehicle according to the 2nd Law of motion and by the resistive
forces acting on it being considered, can be expressed as

FD = FR +m*a (1)

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

Where, m is the mass of vehicle, and FR and FD stand for the resistive and driving forces,
respectively. The overall forces working on a vehicle can be categorized into two parts. The first
part characterize sum of all the resistive forces which are opposing the motion of vehicle and is
given by

FR=Fr+Fw+Fg = mgrcosα + 1/2αρCDAf(v+vw)2 + mgsinα (2)

Where, Fr is the rolling resistance, Fw is the aerodynamic drag, Fg is the grading resistance, fr is
the coefficient of rolling resistance, α is the angle of ground slope, v is the speed of vehicle in
m/s, CD is the coefficient of aerodynamic drag that defines the shape of the vehicle’s body, v w is
the 2017 speed of wind in the direction of motion of vehicle, A f is the vehicle’s frontal area and ρ
is the mass density of air. For example CD is 0.5-0.7 and Af0.7-0.9 for motorcycle with rider.
Flywheel can be simulated for inertia of vehicle to generate more precise results in the
realization, however, in many laboratory environments flywheel is not preferable. This is
because of several facts such as safety and the main reason is that a flywheel having same
equivalent inertia as a vehicle, will cover a large space in the vehicle and the mass of such
flywheel will lead to produce further mechanical stress on the coupling shaft. Also, it cannot be
generalized for all vehicles having different amount of inertia, because inertia of flywheel disks
can be increase in steps and also there is a restriction on maximum inertia that can be achieved
[9]. To overcome these restrictions, elimination of flywheel can be done by controlling the
drive2 in a manner that additional torque will be generated to compensate the flywheel torque.

Drive2 are broadly used in HIL implementations for simulation of mechanical loads and to figure
out the performance of electric vehicles [10]–[14]. Safety is main concern in EV test bench using
flywheel also drawbacks of implementing a flywheel is the fact that there is different inertia for
different types of vehicle which results in different size of flywheels. Whereas flywheel disks are
available in fixed steps, and also there will be compromise among the three, such as the total
number of disks, the least possible addition in inertia, and the limit for maximum inertia that can
be simulated [15].

III. TEST BENCH SIMULATION MODEL

Induction motors (IMs) are extensively used commutator less machine model for EV propulsion
due to less maintenance and high reliability. Control of IM can be done by the Voltage source
inverter (VSI).The VSI is controlled by pulse width modulation techniques. The performance of
the IM depends on output of the VSI. To obtain better quality waveform at the output side of the
inverter we have to go for higher frequency carrier wave to generate gate signals for inverter
switches, which causes higher switching losses leads to reduction in inverter efficiency. The
objective is to develop a PWM algorithm which will provide lower switching losses and better
quality waveform at the inverter output. So that efficiency of drive system improves and fast
dynamic response of the system can be obtained. The most popular IM drive technique is vector

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

control technique which is preferred control technique for AC drives in automotive applications.
Direct torque control (DTC) because of its simplicity is the most popular technique for EV
application. DTC control technique does not uses position of rotor and it requires machine
current and voltage, which are used to estimate torque and flux. It also has a better and faster
dynamic response since it does not need any co-ordinates transformation; current regulation.
DTC technique is less sensitive to machine parameters apart from the stator winding resistance.

IV. MODELLING AND SIMULATION

The developed method was simulated and modeled in the MATLAB software. In this simulation
model, two IM drives were used to model the drive1 and the drive2. A mechanical shaft block is
used to simulate the mechanical coupling between the both of AC machines.

Fig.2 shows the simulation model used in MATLAB to simulate the test bench setup, which is
mechanical coupling of two induction motor varible frequency drives (VFD). In this simulation,
the Induction motor 1 resembles the Drive1 of EDV, whereas the Induction motor 2 acts as
induction generator and resembles the electric drive2. Induction generator coupled to the same
shaft is supplied from the grid through a VFD. Induction generator is made above the
synchronous speed which will develop an opposing torque.

Fig.2 Simulation model for mechanical coupling of two induction motors drives

Both IM blocks have all the essential sub-circuits for motor drive, speed and torque control. For
testing of a motor drive under different loading conditions, we must supply a variable as well as
bidirectional type of load at the shaft of motor. In addition, an ideal load must allow returning the
absorbed energy taken from the motor, and it should supply back to the grid as electrical energy.

As a result, this study is consisting of coupling two ac motors, one induction motor drive1
(driving motor) loaded with induction motor drive2 (dynamo). Here each drive can function
either as motor or as generator. The simulink view of mechanical shaft model is shown in Fig.3.
Interconnections of the mechanical shaft model, that the drive1 and drive2 speed reference
signals are connected to the mechanical shaft block. The output coming from the mechanical

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

shaft block gives the mechanical torque transferred from the drive1 to drive2. Hence, this shaft
output and mechanical input of drive1 is connected directly, and mechanical input of drive2 is
connected with this shaft output in inverted manner, as it is shown in Fig. 2. In this simulation,
the synchronous speed of drive1 and drive2 are considered as 1500 rpm and 1000 rpm
respectively.

As it is showing in Fig.4.(a) the drive1 speed is accurately superimposed to the reference speed
step of +1000 rpm. The drive1 speed takes t=0.5s to approach to the given reference speed value
of 1000 rpm in Fig.4.(a).

Fig.4.(b) shows torque response of drive1, while Fig.4.(c) shows torque response of drive2.
Initially drive2 started as IM and it drives the drive1. Hence drive1 will consume the torque and
show negative torque at output. And drive2 will show positive torque. At t=2.2s reference speed
step of +1200 rpm is applied. So drive1 speed will increase beyond the synchronous speed of
drive2. Hence after t=2.2s drive1 will generate the positive torque which will be absorbed by
drive2 hence drive2 will show negative torque.

Fig.3 Interconnection of the Mechanical Shaft model

Fig.4.(d) and Fig.4.(e) shows active power of drive1 and drive2 respectively. Initially drive2 will
consume active power to accelerate upto base speed. After t=2.2s when it start driven by drive1
beyond synchronous speed, it will start delivering power back to the supply. And hence it shows
negative active power after t=2.2s. While active power of drive1 is always positive. While Fig.4.
(f) and Fig.4.(g) shows reactive power of drive1 and drive2 respectively. Both motor are
consuming positive reactive power over the period. From the simulation results it can be
concluded that initially below the synchronous speed of the drive2, drive2 is running as motor
and drive1 is running by the drive2. And beyond the synchronous speed of the drive2, drive2 is
running by the drive1 and drive 1 is running as motor. In simulation results, it requires 2 sec of
time to bring the nature of an electric vehicle operation. This type of load train is very useful in
electric vehicle applications.

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

(a)

(b)

(c)

(d)

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

(e)

(f)

(g)

Fig.4 Simulation result for (a) speed response of drive1 (b) torque response of drive1 (c) torque
response of drive2 (d) active power of drive1 (e) active power of drive2 (f) reactive power of
drive1 (g) reactive power of drive2

V. CONCLUSION
It is concluded that considered linearized model of two induction motor drives gives a new
approach for emulating EDVs using equivalent rotational inertia. To transfer the mechanical
power from motor to dynamo, the mechanical coupling is needed. Simulation analysis has been

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

carried out at different loading conditions as motoring and generating mode of operations. It is
concluded that when two motors are mechanically coupled then one machine will run as motor
and another machine will run as dynamo and vice versa. This approach is very useful in EV
applications.

VI. REFERENCES
[1] R. M. Schupbach and J. C. Balda, “A versatile laboratory test bench for developing
powertrains of electric vehicles,” IEEE 55th Vehicular Technology Conference, 2002, pp. 1666–
1670.

[2] Zhao Hui, Li Cheng, and Zhang Guojiang, “Design of a Versatile Test Bench for Hybrid
Electric Vehicles,” IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5,
2008, pp. 1-4.

[3] Eiraku, T. Abe, and M. Yamaoka, “An Application of Hardware in the Loop Simulation to
Hybrid Electric Vehicle,” 15th Electrical Vehicle Symposium, 1998, Bressels-Belgium, pp. 75-
82.

[4] G. Lo Bianco, G. Pede, A. Puccetti, and E. Rossi, “Vehicle Testing in ENEA Drive-train Test
Facility,” SAE Society of Automotive Engineers, 2001, pp. 101-111.

[5] P. Baracos, G. Murere, C. Rabbath, and J. Wensi, “Enabling PC-Based HIL Simulation for
Automotive Applications,” International Electric Machines and Drives Conference, June 17-20,
2001, Cambridge, pp. 721-729.

[6] R. W. Newton, R. E. Betz, and H. B. Penfold, “Emulating dynamic load characteristics using
a dynamic drive2,” in Proc. Int. Conf. Power Electronics and Drive Systems, 1995, pp. 465–470.

[7] Z. Hakan Akpolat and Greg M. Asher, “Experimental Drive2 Emulation of Nonlinear
Mechanical Loads,” IEEE Trans. Industry Applications, vol. 35, No. 6, pp. 1367-1373,
November/December 1999.

[8] Z. Hakan Akpolat and Greg M. Asher, “Dynamic Emulation of Mechanical Loads Using a
Vector-Controlled Induction Motor– Generator Set,” IEEE Trans. Industrial Electronics, vol. 46,
pp. 370-379. April 1999.

[9] M. Ehsani, Y. Gao, S. E. Gay, and A. Emadi, Modern Electric, Hybrid Electric, and Fuel Cell
Vehicles: Fundamentals, Theory, and Design. Boca Raton, FL, USA: CRC Press, Dec. 2004.

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 Mechanical Coupling of Two Induction Motor Drives for the
Applications of an Electric-Drive Vehicle System

[10] R. Hewson, G. M. Asher, and M. Summer, “Drive2 control for emulation of mechanical
loads,” in Proc. IEEE 33rd IAS Annu. Meeting Ind. Appl. Conf., vol. 2, pp. 1511–1518, Oct.
1998.

[11] E. R. Collins and Y. Huang, “A programmable drive2 for testing rotating machinery using a
three-phase induction machine,” IEEE Trans. Energy Convers., vol. 9, no. 3, pp. 521–527, Sep.
1994.

[12] Z. H. Akpolat, G. M. Asher, and J. C. Clare, “Experimental drive2 emulation of nonlinear

mechanical loads,” IEEE Trans. Ind. Appl., vol. 35, no. 6, pp. 1367–1373, Nov./Dec. 1999.

[13] Z. H. Hakan, G. M. Asher, and J. C. Clare, “Dynamic emulation of mechanical loads using a
vector-controlled inductionmotor-generator set,”IEEE Trans. Ind. Electron., vol. 46, no. 2, pp.
370–379, Apr. 1999.

[14] J. Arellano-Padilla, G. M. Asher, and M. Sumner, “Control of an drive2 for dynamic

emulation of mechanical loads with stiff and flexible shafts,” IEEE Trans. Ind. Electron., vol. 53,
no. 4, pp. 1250–1260, Jun. 2006.

[15] H. Zha and Z. J. Zong, “Emulating electric vehicle’s mechanical inertia using an electric
drive2,” in Proc. IEEE Int. Conf. Measuring Technol. Mechatron. Autom., Changsha, China,
Mar. 13–14, 2010, pp.100–103. 333

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