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Engineering, Technology & Applied Science Research Vol. 12, No. 3, 2022, 8658-8666 8658
www.etasr.com Giang et al.: Drive Control of a Permanent Magnet Synchronous Motor Fed by a Multi-level Inverter …
Drive Control of a Permanent Magnet Synchronous
Motor Fed by a Multi-level Inverter for Electric
Vehicle Application
Pham Thi Giang
Faculty of Electrical Engineering
University of Economics-Technology for Industries
Hanoi, Vietnam
ptgiang@uneti.edu.vn
Vo Thanh Ha
Faculty of Electrical and Electronic Engineering
University of Transport and Communications
Hanoi, Vietnam
vothanhha.ktd@utc.edu.vn
Vu Hoang Phuong
School of Electrical Engineering
Hanoi University Science and Technology
Hanoi, Vietnam
phuong.vuhoang@hust.edu.vn
Received: 22 March 2022 | Revised: 7 April 2022 and 14 April 2022 | Accepted: 17 April 2022
Abstract-This paper presents the drive control of a Permanent
Magnet Synchronous Motor (PMSM) fed by a multi-level
inverter for electric vehicle application. In particular, the
advantage of torque mobilization of the PMSM engine has been
selected for the electric drive of electric cars. In addition, to
improve the transmission quality of electric vehicles to ensure
requirements, the T-type three-level inverter will be proposed in
the control structure of electric vehicles. Moreover, the challenge
of torque entails determining the appropriate physical qualities.
Therefore, the design of an active damping and current
controller to provide rapid and precise torque response to the
induced torsional moment was also conducted. Finally, the results
of Plecs simulations prove the correctness of the theoretical
research. The simulation results demonstrate the research theory.
Keywords-multilevel inverter; T-type inverter; PMSM; active
damping; electric vehicles; FOC
I. INTRODUCTION
Electric vehicles have been around for a long time, but their
use has grown enormously over the last few years. Many
electric car applications that solve energy and pollution
problems have been developed, put into commercial
production, and used in practice [1]. Electric cars have the
advantages of electric motors, such as the ability to quickly and
accurately generate torque, whereas torque control is also
realized [2]. However, electric cars still have limitations such
as long charging time, inflexibility, and high cost. Regarding
the outstanding advantages of electric cars, in terms of high
performance and environmental friendliness, and considering
the efforts to find solutions to reduce battery charging time,
lead to the complete replacement of cars powered by internal
combustion engines by electric vehicles in the future [3].
Scientists have studied technological issues inside electric cars
to develop solutions to improve electric vehicles' quality of
motion, energy, and performance. According to [4, 5] the
structure of an electric car normally includes components such
as electric motor, controller, inverter, battery, charging port,
powertrain, battery, etc. as shown in Figure 1.
Fig. 1. The structure of a normal electric car.
In the longitudinal traction structure of Figure 1, we
consider some problems with improving the transmission
quality of electric cars to ensure requirements, so there is a
need to pay attention to the following:
Firstly, electric motors have outstanding advantages in
terms of controllability, allowing the use of advanced control
methods to control the motor, thereby improving the
kinematics of the car. Therefore, the issue of selecting the
engine most suitable for electric car transmission has always
been considered by many scientists and automobile companies.
Corresponding author: Vo Thanh Ha
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Some motors have been used for electric cars, such as DC
motors, which have the advantage of being easy to control. The
disadvantage of this type of motors is the need for manifolds
and brushes. It has a low lifespan, requires regular
maintenance, and is unsuitable for hot, humid, and dusty
conditions. As semiconductor valve technology,
microprocessors and control techniques develop strongly and
DC motors have been gradually replaced by other types of
motors [6]. The Brushless DC Motor (BLDC) is a type of
permanent magnet synchronous motor with trapezoidal
reactance. The BLDC motor has the same mechanical
characteristics, power density, high torque capacity, and high
efficiency as a DC motor. The main disadvantage of the BLDC
motor is the significant torque undulation [7-9]. AC motors,
such as squirrel-cage rotor (IM) asynchronous motors, have the
advantages of low cost, typical use, and ease of manufacture. It
is possible to implement advanced vector control algorithms for
IM engines with the current technology, meeting the necessary
technological requirements. The disadvantage of the IM motor
is its low efficiency, especially in light load mode [6]. The
PMSM can be considered the most suitable motor for electric
vehicle application with a high-efficiency large torque capacity,
while it can be controlled with good quality. In particular, the
Interior Permanent Magnet Synchronous Motor (IPMSM) has
many advantages, suitable for electric cars [10]. The magnetic
motor has benefits such as high efficiency, sizeable power-to-
size ratio, high power density, long life, small moment of
inertia, wide operating speed range, large amount of
torque/current, and low noise stability. Therefore, magnetic
motors have been promised to be widely used in transmission
systems with high-quality speed regulation, such as electric
vehicle robots [6, 11]. However, the cost is high and control is
complicated. Based on the characteristics of electric motors
used for electric cars, in this paper we will consider PMSMs.
Secondly, the inverter converts the DC voltage from the
battery into the AC voltage to power the motor. The inverter is
a virtual device, contributing to the improvement of the
transmission quality to ensure the required specifications.
Therefore, the choice of the suitable inverter for this drive
system is also a problem considered by many scientists [12]. It
was found that multi-level inverters have advantages over two-
level inverters [13]. Based on the current scientific research, it
has been discovered that in the control structure of traction
power transmission systems, 2-level voltage source inverters
with power circuits including six semiconductor valves and the
SVM Pulse Width Modulation (PWM) technique are often
used. However, a multi-level inverter has more advantages than
a two-level inverter for reducing THD [14]. Acroding to [15],
the 3-phase current has a conventional sinusoidal shape with
Total Harmonic Distortion (THD) equal to 7.53%, while the 2-
level inverters have THD equal to 11.39%. In addition, the
multi-level inverter comprises semiconductor valves and a DC
voltage source, and the output voltage is in the form of
wavelengths [16]. Therefore, the output voltage of a multi-level
inverter may be made sinusoidal with low THD by increasing
the number of voltage levels. This paper used -a three-level T-
type inverter fed by a PMSM motor in an electric vehicle to
improve fast and accurate torque response.
Thirdly, the torque of the motor shaft Tm is the control input
variable, and the angular velocity ω of the wheel is the control
lever output. When the motor speed changes, the anti-slip is
controlled by changing the magnitude of the torque Tm. On the
other hand, the motor shaft end torque is linearly dependent on
the current flowing in the motor. Therefore, to adjust the torque
Tm, we control the starter motor's stator current. The set value
of the stator current flowing in the primary engine is the
required current proportional to the pedal angle. In addition,
due to their structural characteristics, the electric vehicles are
prone to small fluctuations during the entry/exit of the
accelerator pedal, the resonant frequency of the controller, and
during acceleration. This means that the signal to set the motor
speed is affected by this oscillation. At the same time, the
control object (wheel) does not consider the jerking
phenomenon (Ts×Kgear = 0), so the difference between the
price-setting value and feedback will cause recoil. If not
rectified and extinguished, this recoil can cause discomfort to
the occupants in the vehicle [17, 18].
II. MATHEMATICAL MODEL AND CONTROL OF THE
ELECTRIC CAR POWER SYSTEM
A. Mathematical Model of the PMSM Synchronous Motor
According to [19], the dq coordinate system to have the
system of equations of PMSM motor is :
sd
sd sd s sd e sq sq
sq
sq sq s sq e sd sd e f
di
u L R i L i
dt
di
u L R i L i
dt
ω
ω ω ψ
= + −= + −= + −= + −
= + + += + + += + + += + + +
(1)
The equation for calculating the torque of the motor is:
( )3
2
m p f sq sd sq sd sq
T P i L L i iψ = + − (2)
The torque of the motor consists of two components: the
main component
f sq
iψ and the reactive component due to the
difference
sd sq
L L− . When building a control system, we need
to control the stator current vector is such that the vertical
current vector is perpendicular to the polar flux and there is no
magnetizing current component, but only a torque generating
current component or 0sdI = . The equation describing the
motor torque is:
3
2
T P i
m p f sq
ψ= (3)
B. Mathematical Model of the Electric Vehicle
1) Description of the Gearbox and the Wheel System
The gearbox model shows the angular speed and torque
relationships according to the gear ratio 1
gear
k p .
m gear h
h m gear
T k T
kω ω
=
=
W
W
(4)
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where
m
T is motor torque,
Wh
T the torque acting on the wheel,
with
Wi h
T T= , J is the moment of inertia of the motor. The
equation of Newton's second law in the rotation of the motor is:
m
em h
d
T T J
dt
ω
− =
W
(5)
The drive wheel model is described by:
h h h
h L t h
v R
T T F R
ω=
= =
W W W
W W
(6)
When the wheel rests on the road surface with force N and
is driven by a torque Twh, the vehicle will act on the road
surface with a force F, and, respectively, the road surface will
act against the vehicle with a force of the same value in the
opposite direction as Ft. In this case, Ft is the frictional force
and is the useful force component that causes the vehicle to
move at speed Vx.
. .
t v
F m g µ= (7)
where µ is the grip coefficient.
m
T
m
ω
wh
T
w h
ω R
arge
K
Fig. 2. Description of the gearbox and the wheel system.
w h
T
ω
R
ω
F
t wh
V
wh
w h
Fig. 3. Drive wheel model.
2) Equation of Motion of the Vehicle and External Force
Components
Applying Newton's second law to the components of the
external force acting on the body of the vehicle, we have:
. .sin( )ev
v t aero roll v
dv
m F F F m g
dt
α= − − − (8)
Air resistance:
( )2
2
d F
aero ev wind
C A
F v v
ρ
= + (9)
In some cases, or in simulations, we can consider wind
speed 0
ind
v =
w
.
Rolling resistance exists in the case of an underinflated tire:
roll r zY
F f F= (10)
cos( )
zY v
F m g α= (11)
. . .
m
T
m
ω
wh
T
wh
ω R
.
arge
K
wh
ω
N
F Ft
x
V
Fig. 4. Transmission system, wheels, and the acting forces.
C. Mathematical Model of Electric Vehicle Powertrain
The model can be seen in Figure 5, where Tm is the driving
part created by the engine and acting on the electric vehicle, J1,
J2 are the moments of inertia of the motor and the load, and
��,��� are motor speed and load.
Fig. 5. The structure of the electric vehicle model.
The response on the engine side represents the mechanical
system (axle stiffness, damping) and the body model.
Therefore, it is necessary to have a mathematical relationship
between these two components in the electric vehicle system.
The model of the system when considering shaft stiffness and
damping is:
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.
1
.
W2 W
m m gear s
h s h
sd
sd sd s sd e sq sq
sq
sq sq s sq e sd sd e f
J T K T
J T T
di
u L R i L i
dt
di
u L R i L i
dt
ω
ω
ω
ω ω ψ
= −
= −
= + −
= + + +
(12)
.
.
W
ss s s s
s gear m h
T k b
K
θ θ
θ ω ω
= +
= −
(13)
The mathematical model of the mechanical transmission
system from the engine to the wheel hub is shown in Figure 6.
From Figure 6, it is found that:
• Combined with the model above, we will observe the
vehicle's speed and Ft's traction force.
• This model can be used to design an active damping unit.
The parameter of interest is the speed of the motor shaft.
Fig. 6. Mathematical model of the mechanical transmission system from
the engine to the wheel hub.
D. Active Damping Controller Design [20]
Changing the torque will have a difference between the
motor and load angles, leading to oscillation or jerking due to
uncontrollable torsion angles. In addition, a sudden step-change
in motor torque leads to inertial instability of the motor. This
recoil effect occurs due to the excitation of the natural
frequency of the powertrain. This excitation is caused by a
sudden change in the amount of torque applied, given by:
0
ar
2
s
Ge m
K
f
K Jπ
= (14)
where Ks is the stiffness coefficient of the shaft, Jm corresponds
to the rotor inertia of the motor, and KGear to the gear ratio of
the gearbox.
A practical solution to reduce powertrain oscillation is to
actively control the torque set on the PMSM (reference torque -
Tref), which needs to be increased gradually by subtracting an
amount of torque Tdp (calculated from torsion angle and
oscillation speed - active damping controller) With this
method, the rotor speed is measured and fed to an external
speed control loop.
Motor
Dynamics and
the wheel
K
Noise
refT
dpT
mω
Fig. 7. The control structure of the anti-shock controller.
In Figure 7, K is the active damping controller that needs to
be designed. Compared with the kinematics of the electric
vehicle, the motor can be considered the first-order inertia.
Therefore, the parameters included in the active damping unit
can be estimated through the abovementioned models. Besides,
through the mechanical system, the inertial component is added
to the motor shaft to change the natural frequency of vibration
and the factors that cause the recoil effect. The structure of the
active damping controller is shown in Figure 8.
Fig. 8. Active damping controller structure.
The inertia of the mechanical system and the electric
vehicle is converted to the motor shaft. For the mass of the car
acting on the wheel, the vehicle's inertia on the wheel's axis is
calculated and then divided by Kgear in order to be converted to
the engine shaft.
2
a 1 1
_
( _ )*
_
tot l ev
wheel Radius
J J J J EV Mass
Gear Ratio
= + = +
(15)
A set signal that is the speed affected by the jerking
phenomenon and the control object does not consider the cause
of the jerk . 0
s gear
T K = . The difference between the set value
and the feedback is that the cause of the draw through the
controller will calculate the torque causing the pull. Combined
with the set torque, it will calculate the correct torque that the
motor needs not to jerk. When the difference between the set
value and the feedback is zero or Td =0, respectively, there is
no longer a component causing the jerking. The inertia
component of the motor is minimal compared to the inertia of
the whole team, so we consider it
total ev
J J= . The closed
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transfer function from the above model is synthesized to
determine the set parameter PI. Equation (16) can express the
available transfer function:
2 2
( 1) ( 1)1 1
(1 ). .
p i i
h p
i ev i ev
K T s T s
G K k
T s J s T J s s
+ +
= + = = (16)
with
p
i ev
K
k
T J
= .
The closed transfer function is:
2
2 2
2
( 1)
.
(1 )
( 1)1 (1 )
1 .
i
h i i
k
ih i i
T s
k
G k T s kT s ksG
T sG s k T s s kT s k
k
s
+
+ +
= = = =
++ + + + ++
(17)
According to the standard form of the quadratic function, it
has the form:
( )
2
2 2
2. . .
2. . .
n n
k
n n
s
G s
s s
ω
ξ ω ω
ξ ω ω
+
=
+ +
w w w
w w w
(18)
where
wn
ω is the natural frequency of oscillation of the PI
controller with Kp and TI as follows:
w w
2
w
2. . .
.
p n ev
p
i n ev
i
K J
K
K J
T
ξ ω
ω
=
= =
(19)
According to the documentation, we chose
w
0.71ξ =
(corresponds to overshoot 5%), 1
s
t s= .
0.71
4
w
nw
w s
t
ξ
ω
ξ
=
= ∗
(20)
E. Stator Curent Controller Design [18, 21]
The design of the torque controller for PMSM motors
becomes vital in high-efficiency applications. The design
process for synthesizing and implementing current drivers for
PMSM motors is the same as for current controllers in
asynchronous motor drives. To design a torque controller for a
PMSM motor, it is necessary to understand the interaction of
the motor, inverter, and current controller. Consider the gain of
the inverter as Kr, and the time constant of the inverter as Tr,
half the PWM carrier frequency duration. If the desired
performance of the current control loop is the same as that of
the system, then we have a first-order hysteresis step:
1
d i
id
i K
sTi
∗
=
+
(21)
The current loop circuit is:
{ }
(1 )
(1 ) (1 ) (1 )(1 )
q a t m
q c a r m r a b a m
i K K T s
i H K K sT sT K K sT sT
∗
+
=
+ + + + + +
(22)
where:
1
a
s
K
R
= ;
q
a
s
L
T
R
= ;
m
r
i
K
B
= ;
m
i
J
T
B
= ; b t m afK K K λ=
The current transfer function is rewritten as:
2
1 2
( )s
( )s ( )s
s
(1 )(1 )
q a t m
q a b m a t m c m af
r m
b
i K K T
i K K T K K T H T T
K T
K sT sT
∗
=
+ + +
≅
+ +
(23)
With
1 2 m
T T Tp p and based on further estimates,
2 2
(1 )sT sT+ ≅ then the transfer function of the current loop is
given by:
(1 s )
q i
iq
i K
Ti
∗
≅=
+
(24)
where:
1
2
;m r
i i
b
T K
K T T
T K
= = (25)
III. SVM MODULATION OF THE 3-LEVEL T-TYPE INVERTER
The 3-phase design of a 3-level T-type inverter is shown in
Figure 9 [16]. The 3-level T-type inverter works on 2 DC
capacitors to divide the input voltage into two components and
create a virtual neutral point. Properly adjusting and switching
semiconductor valves will give a wire voltage in 5 levels:
, / 2, / 2,dc dc dc dcV V V V− − + + . Thus, the output phase voltage has
the form of 3 levels: / 2,0, / 2dc dcV V− + .
Fig. 9. Three-phase T-type inverter structure.
A. Pulse Width Modulation SVM
According to [16], PWM SVM is performed according to
the following calculation steps:
1) Step 1: Locate the Reference Vector
The number of sectors S (S = I, II, ···, VI) is determined by
Table I.
TABLE I. LOCATING THE HEXAGONS
z1x.z1y < 0 z1x.z1y ≥ 0
z2x.z2y < 0 z2x.z2y ≥≥≥≥ 0
z1x<0 z1x≥≥≥≥0
z3x<0 z3x≥0 z2x<0 z2x≥0
Sec III Sec VI Sec V Sec II Sec IV Sec I
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2) Step 2: Determine the Duty Cycle
In this step, the three nearest vectors are determined, based
on the three vertices of the modulation triangle, by calculating
the duty cycle of the three most similar defined vectors, and by
choosing the switching states of the semiconductor valves.
With the assumption shown in Figure 10, the sum of the output
voltage vector is as follows:
The vector is represented by the vectors in (27):
( )1 1 2 3V 1 p p pg h g hm m m m= − − + +
r r r r
(27)
( ) ( ) ( )2 4 3 21 1 1g gh hV m m p m p m p= + − + − + −
r r r r
(28)
0
mg
m
h
Z1y
Z1x
2
p(kg+1,kh)
rrrr
1
V
rrrr 2
V
rrrr
4
p(kg+1,kh+1)
rrrr3
p(kg,kh+1)
rrrr
1
p(kg,kh)
rrrr
Fig. 10. Synthesizing the output voltage vector from the 3 vectors of the
sub-triangle.
The coefficients mg and mh are determined as:
1 1 1
1 1 1
g x x x g
h y y y h
m z z z k
m z z z k
= − = −
= − = −
(29)
with
1 1 g x h yk z , k z = = .
3) Step 3: Determine the Switching State
If taking coordinates kA = k, the coefficient k must satisfy
this condition: M 1 M 1k
2 2
− −
− ≤ ≤ . The coordinates of the state
vector in (a, b, c) coordinate system are given by:
1
1
1
1 1
AN
x
BN x
y
CN x y
k k
k
k k k
k
k k k k
≈ = −
− −
(30)
B. Algorithm to Balance Voltage on Two DC Capacitors
using the SVM Modulation
DC voltage unbalance will degrade the inverter output
voltage harmonic quality and this is not allowable. Therefore,
dealing with this problem is necessary for multi-level inverters
in general and T-type inverters in particular.
The implementation steps are:
• Step 1: Measure the voltages on the capacitor Udc1, Udc2.
• Step 2: Compare the voltage on the two capacitors
• Step 3: If Udc1 > Udc2, discharge voltage on capacitor C1,
and charge capacitor C2.
• Step 4: If Udc2 > Udc1, then discharge the voltage on the
capacitor C2 and at the same time charge the capacitor C2.
IV. SIMULATION RESULTS
Based on the PMSM motor modeling, load, active damping
controller, torque, and voltage SVM pulse modulation for the
T-type 3-level inverter are simulated. The Plecs simulation of
the structure of drive control of a PMSM motor fed by a three-
level T-type inverter for electric vehicles application shown in
Figure 11.
A. Simulation Results of the T-Type Inverter
Based on the above, an electric car control structure
powered by a 3-level T-type inverter was built and simulations
were conducted with a 3-level T-type inverter and engine
parameters. A 3-level T-type inverter was simulated with a
resistive load to evaluate the power circuit structure and SVM
modulation of the system's 3-level T-type inverter. The results
of the 3-phase voltage and stator current response, are shown in
Figures 12-14.
Fig. 11. The structure of drive control of a PMSM motor fed by a 3-level T-type inverter for electric vehicle application.
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Fig. 12. Three phase voltage response.
Fig. 13. Three-phase voltage response.
Fig. 14. Three-phase current response.
Through the simulation results of Figures 12-14, it is found
that the output voltage response of the T-type inverter has the
form of 3 levels, with amplitude of 350V. Phase voltage
response is sinusoidal, and THD harmonic distortion is small
(THD is 2.88, 1.52, and 2.16 for phase a, b, and c respectively).
Fig. 15. DC voltage response on 2 capacitors.
The simulation results in Figure15, show that the DC
voltage on the two capacitors is not significantly different with
the largest difference ∆Vcmax = 3V (0.6%), proving that the
balancing algorithm works effectively.
B. Simulation Results of the Active Damping Controller
The structure in the Plecs simulation of the active damping
controller is shown in Figure 16.
Fig. 16. Active damping controller structure.
To evaluate the effectiveness of the active damping control
design for the permanent magnet synchronous motor drive
system fed by a 3-level T-type inverter for electric cars, the
following simulation scenario was considered:
• At time t = 0s, the torque was put equal to 100Nm, after 2s
it changed to -100Nm, and at t = 5s to 100Nm.
• Simulation was held in the case with not a shock absorber.
The setting torque is in the form of step (step) and the
setting torque is in the form of oscillation generated by the
recoil controller.
Fig. 17. Torque response to shock absorber oscillation.
Through the simulation results in Figure 17, it was found
that with the design of the anti-shock controller, the torque
response set value for the transmission system was built in
accordance with the physical properties.
C. Simulation Results of the Torque Controller
To evaluate the efficiency of the torque control design for
the permanent magnet synchronous motor drive system fed by
a 3-level T-type inverter for electric cars, the following
simulation scenario was implemented:
• Simulation of an electric car powertrain with a physical
model using 3-level T-type inverter with an active damping
kit.
Vc 1
Vc 2
Δ Vcmax
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• At time t = 0s, the torque was put equal to 100Nm, after 2s
it changed to -100Nm, and at t = 5s to 100Nm.
The stator current response (isq), torque, wheel speed,
motor, triple voltage, and THD can be seen in Figures 18-20.
Through the results of Figure 19, it is found that the real stator
current response isq is close to the set value, but there is still
over-correction at the time of transition (speed increase and
decrease).
Fig. 18. Current response isq.
Fig. 19. Torque response.
The applied torque response has the correct form for the
system physics (small oscillations). This proves that the anti-
shock has been promoted. Besides, the torque response has the
same form as the current isq, the real torque closely follows the
set torque including the oscillation. However, the torque
response still has over-correction at acceleration and
deceleration times, 20% torque pulsation exists, as shown in
Figure 20. In addition, it can be seen that the motor speed
response still has a large adjustment at the transient time and
the setting time is not fast. Through the simulation results in
Figure 21, it is found that the output voltage response of the T-
Type inverter has a 3-level form when the powering PMSM
motor drive system used for electric cars has a 3-level form,
with a boundary degree 350V. Three-phase voltage response is
sinusoidal, and THD is small (3.36, 1.92, and 2.88 for phase a,
b, and c respectively).
Fig. 20. Motor speed response.
Fig. 21. Phase voltage response.
V. CONCLUSION
In this paper, the SVM spatial voltage vector modulation
for a three-level T-type inverter was implemented and
simulated, giving 3-phase voltage and stator current response
with minor harmonic distortion. In addition, active damping
and torque controllers were designed. The active damping
controller has been promoted with the same torque response
form as the stator current. The actual torque closely follows the
set torque, including the oscillation. However, these controllers
use a PI controller, so the torque, stator current, and speed
responses still suffer from over-throttling, and the timing set is
not fast. Therefore, the future research will focus on improving
the above responses according to the requirements by using
nonlinear control methods and combining state variable
observers such as tires and road surfaces.
Engineering, Technology & Applied Science Research Vol. 12, No. 3, 2022, 8658-8666 8666
www.etasr.com Giang et al.: Drive Control of a Permanent Magnet Synchronous Motor Fed by a Multi-level Inverter …
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